Porti & ambiente — le notizie raccolte

Ascolta la versione audio dell'articolo Tra il 17 e il 20 luglio 2026, i programmatori di OpenAI, l’azienda della Silicon Valley che ha creato ChatGPT, uno dei modelli di Intelligenza artificiale più diffusi del mondo, hanno iniziato a riscontrare una sequenza di anomalie inquietanti nelle procedure dei loro software di apprendimento. Non più tardi di alcune settimane prima, OpenAI aveva avviato un esperimento per testare tutti i suoi software. L’obiettivo veniva considerato virtualmente impossibile da raggiungere e consisteva nell’accedere a risorse esterne per aumentare la capacità di automiglioramento dei programmi. Ma l’aspetto più importante è che si trattava di un test destinato – almeno in via teorica – al fallimento, dal momento che l’ambiente in cui si muovevano questi software era una cosiddetta «sandbox», ossia l’equivalente virtuale di un ambiente chiuso e sorvegliato a vista da cancelli di sicurezza. L’esperimento si rivelò invece sorprendente per i tecnici di OpenAI, i quali scoprirono che 800 dei 1200 software coinvolti, quelli che in gergo tecnico si chiamano «agenti», avevano ideato una cospirazione per uscire dal perimetro di sicurezza, attaccare una piattaforma esterna e rubare i dati custoditi al suo interno. È come se le Intelligenze artificiali si fossero messe d’accordo in segreto per evadere, attaccare un avversario e mettere a segno una rapina ai danni di un concorrente. Chiedilo al Sole Le domande sono suggerite automaticamente da 24Ore AI sulla base del contenuto visualizzato. Domande di approfondimento generate da 24Ore AI In questa nuova puntata di “Nome in Codice”, Claudio Antonelli e Antonio Talia intervistano esperti del settore per indagare i pericoli connessi allo sviluppo e alla tutela dell’AI. Sul fronte della Difesa, delle fake news e della competizione attorno alle materie prime. Tra gli ospiti vi sono Jang Yeongkyun, ricercatore del Korea Artificial Intelligence Safety Institute, Alessandro Aresu, consigliere scientifico di Limes, e Armando Caltabiano, imprenditore specializzato in business development e tecnologie emergenti e ceo di Truesense. Loading... Le possibili conseguenze scatenate da Intelligenze artificiali che operino secondo una loro «volontà autonoma» è un tema filosofico ampiamente dibattuto tra le Big Tech della Silicon Valley e non solo; ma esistono anche aspetti ben più cruciali che toccano l’ambito della strategia geopolitica. In questo caso un ruolo di primo piano lo gioca la competizione tra Stati Uniti e Cina. L’approccio che i due Paesi hanno nello sviluppo di IA mette in luce due opposte visioni del mondo. Gli Stati Uniti stanno realizzando un sistema basato sui modelli proprietari: ci sono dei colossi del Tech, che sviluppano i loro modelli, diventano dei campioni globali, con l’aiuto più o meno diretto dello Stato, e si affermano in tutto il mondo. Va da sé che il tema non si estingue ai soli algoritmi. Per sviluppare i modelli occorrono risorse in quantità enormi, prima fra tutte l’approvvigionamento energetico, a cui fanno seguito microchip e grandi spazi dove allestire i data center. La Cina, di contro, sta lanciando qualcosa di completamente diverso: il 17 luglio scorso, durante la prima conferenza mondiale sull’Intelligenza artificiale di Shanghai (e proprio nel momento in cui i ricercatori di Open AI avevano iniziato a riscontrare problemi legati alle procedure dei loro software di apprendimento), il presidente cinese Xi Jinping ha pronunciato un vero e proprio manifesto politico; ha paragonato l’avvento dell’AI all’invenzione della macchina a vapore e alla diffusione dell’energia elettrica e poi ha detto: «Dobbiamo stabilire un’estesa collaborazione internazionale e sostenere i Paesi del Sud Globale, fornendo loro la capacità per accorciare le distanze sul fronte digitale, promuovere lo sviluppo sostenibile, ed evitare che si produca una nuova ingiustizia storica anche nel campo dell’intelligenza artificiale». Ascolta la puntata

Transpacific container shipping rates remain high after the unusually early start to peak season, with tariff uncertainty and a rush to move cargo out of China helping sustain demand. Judah Levine, head of research at Freightos, toldThe Loadstar Podcastthat transpacific rates had risen by around $4,000 per 40ft since late May, reaching approximately $7,600 to the US west coast and $9,000 to the east coast. “That’s early for peak season,” Mr Levine said, noting that rates had begun climbing in late May and accelerated in early June. He attributed the initial increase partly to external factors following the outbreak of war, including higher bunker costs after the closure of the Strait of Hormuz, but said demand had subsequently become the dominant driver. “Some of the timing of those demand swings are triggered by external events, and we have some supply issues thrown in for good measure,” he explained. A key factor on the transpacific has been tariff-related front-loading, said Mr Levine, pointing to the deadline for the US Section 122 tariff regime, under which a 10% global tariff was due to expire at the end of July, prompting importers to bring forward shipments amid fears of higher duties. He noted that the subsequent replacement tariffs had largely maintained the same duty level, potentially encouraging shippers to continue ordering while uncertainty persists over further tariff changes and ongoing Section 301 investigations. And the transpacific had proved more resilient than expected, he added, US west coast rates dipped by around $1,000 before rebounding, while east coast rates had remained close to their peak. Mr Levine said US ocean import projections from the National Retail Federation suggested September volumes could remain broadly level with August before declining in October. That could mean peak-season conditions persist into early September. “In terms of bookings, in terms of spot rates, that would mean we’re probably still in that peak,” he said. Container Trades Statistics CEO Nigel Pusey toldThe Loadstarthat H1 volume data supported the view that tariff concerns had triggered a significant rush of cargo, particularly from China. Transpacific volumes ex-Far East fell 3% in Q1 but rebounded 11% in Q2 – the first quarterly growth in the trade for at least six quarters. Mr Pusey explained that the increase was concentrated in April and May, with June broadly flat. Greater China-US volumes were down 12% in Q1, but surged 22% in Q2. “Interestingly enough,if you dig slightly deeper, it was all in April and May, because June was prettyflat. Butwhen you drill down underneath that,what’sprobably moreinteresting is thatGreater Chinato the US – not Canada and Mexico – was down 12% in the first quarter, but up a massive 22% in Q2. So that just shows you how whatever was going on, there was a big rush to get cargo out of China.” He said restocking had been taking place for more than a year amid tariff concerns, but the scale of the latest increase was more notable. “And just to reflect that, the price indexis up 42% for the whole of North America for the first six months, just off the basis of those twoboom months,” he added. Mr Levine highlighted that supply disruption was also supporting rates, with congestion following successive typhoons in the Far East affecting ports including Shanghai and Shenzhen. Listen to The Loadstar Podcast with Container Trades Statistics for more detail on H1 ocean freight dynamics:

The production upgrades are aimed mass construction of LNG carriers and ultra-large container ships August 19, 2026 In a booming newbuilding marketChina’sHudong-Zhonghua Shipbuildinghas set out plans to grow its production capacity. As a strategic long-term initiative to strengthen and refine its core marine equipment manufacturing business, the capacity consolidation and enhancement project kicked off by Hudong-Zhonghua Shipbuilding aims to fully unlock the shipyard’s development potential, eliminate existing capacity bottlenecks, optimize overall production layout, and consolidate fundamental manufacturing infrastructure. Chen Jianliang, Chairman of Hudong-Zhonghua, stated, “The newly launched capacity project will build brand-new specialized final assembly lines and supporting facilities, focusing on boosting the mass and intelligent construction capacity of high-end vessels including large LNG carriers and ultra-large container ships.” Hu Xianfu, Deputy General Manager ofCSSC, pointed out that the shipbuilding industry epitomises a country’s maritime strength and comprehensive industrial competence. High-end, high-value-added vessels such as large-scale LNG carriers and ultra-large container ships serve as core benchmarks for national shipbuilding capabilities. Related:Ship recycling yards scout round for suitable tonnage “As the world’s largest shipbuilding group, CSSC prioritises the upgrading of high-end vessel construction capacity to fulfill its responsibility as a central state-owned enterprise in advancing China’s maritime and manufacturing power strategies. Hudong-Zhonghua will take this project as a new starting point to promote integrated development of smart, green and lean manufacturing.” Changxing Island functions as China’s core manufacturing base for high-end marine equipment and a strategic hub for the national shipbuilding industry. Hudong-Zhonghua’s capacity upgrading project will serve both the company’s high-quality growth and the national maritime power strategy and Shanghai’s industrial layout planning for the 15th Five-Year Plan. As a pioneer in China’s LNG carrier construction industry, Hudong-Zhonghua has delivered a total of 65 LNG carriers, spearheading the innovative and high-quality development of the domestic LNG shipbuilding sector. To date, the shipbuilder holds nearly 60 large LNG carrier orders, including 24 units of the world’s largest 271,000-cubic-meter LNG carriers, with its full production schedule firmly booked through 2030 and beyond. Read more about: Katherine Si China Correspondent China-based Katherine Si has worked in the maritime industry since 2008 is well-connected with local industry players including Chinese owners and yards. Having majored in English Katherine started at news portal ShippingChina.com where she rose to become a News Editor. In 2008 she moved to work with Seatrade and has since held numerous positions including China correspondent for Seatrade Maritime Review magazine. With extensive experience in writing, research and social media promotion, Katherine focuses on the shipping and transport sectors.

Freight forwarders could face a changing competitive landscape in China and intra-Asia shipping: Sinotrans Container Lines (Sinolines) has moved to take control of Antong Holdings, combining one of China’s major domestic container logistics networks with an international liner. On Wednesday, China Merchants Energy Shipping (CMES) informed the Shanghai Stock Exchange that its subsidiary Sinolines now held 14.94% of the shares of Antong, the holding company of Quanzhou Ansheng Shipping, making it the Shanghai-listed company’s largest individual shareholder. Together with its affiliates, China Merchants Group holds 24.84% of Antong’s shares. In 2020, Antong, founded by the Guo family, came under state control after financial mismanagement resulted in a state-sponsored bailout involving the China Merchants group. A previous attempt by CMES to take over Antong in May 2025 failed, as market conditions shifted. Now Sinolines has proposed an early re-election of Antong’s board and amendments to its articles of association. Its nominees, together with those put forward by China Merchants Port, account for more than half of the proposed board. If shareholders approve the proposals and the nominees take office, Sinolines will replace Fujian Zhaohang Logistics Management Partnership as Antong’s controlling shareholder, while China Merchants Group will become the ultimate controller. The transaction is expected to unify Sinotrans’ international container shipping network and Antong’s domestic container and multimodal logistics operations. CMES said the group intended to integrate domestic and international businesses to build an end-to-end logistics network. Antong’s core business is container multimodal transport, with a network spanning waterway, road, and rail services. Sinolines, by contrast, is primarily a liner operator focused on intra-Asia services. Sinolines has an owned fleet of 30,553 teu, which could more than double, as Antong owns 53,994 teu. Ship numbers apart, the combination could allow China Merchants to offer a more integrated product and, for shippers that need separate providers for domestic positioning, port handling, and ocean transport, such a model could be attractive. For freight forwarders, this creates a potential new competitor, and one with greater control over the underlying transport assets. The impact is likely to be most pronounced for forwarders handling China-origin cargo, particularly where domestic transport and ocean freight are bundled into a single service. One forwarder toldThe Loadstar: “Sinotrans’ logistics and forwarding activities already compete for some of the same shipper accounts served by independent forwarders. Greater control over Antong could give the group additional tools with which to compete.” Another added: “A more integrated operation could potentially offer aggressive end-to-end rates to major shippers. That could put pressure on forwarders whose value proposition is largely based on combining ocean freight with inland transportation.” And the effect could extend beyond China. Sinotrans has been expanding its international container network, while Antong has also been exploring ways to link its domestic and international operations. The two complementary asset bases therefore provide a foundation for a broader intra-Asia logistics proposition.

Early peak season lifts the second quarter profitability of the carrier August 14, 2026 Driven by advanced cargo shipments on core east-west trade lanes, Yang Ming Marine reported a quarter-on-quarter earnings rebound in Q2 despite lingering industry-wide oversupply pressure and volatile macro risks. Consolidated Q2 revenue hit NT$45.92bn ($1.45bn), accompanied by an after-tax net profit of NT$5.73bn ($180m). For the full first half of 2026, Yang Ming Marine posted revenue of NT$84.58 billion, edging up by 0.5% year over year. Operating profit reached NT$6.43 billion representing a year-on-year drop of 42.2%, while the total after-tax net profit for H1 2026 came to NT$7.17 billion, marking an 18.2% decline compared with the same period in 2025. The company stated that, two core factors drove robust cargo volume growth and lifted overall freight rate benchmarks throughout the second quarter, including adjustments to international tariff policies and a sharp rise in global bunker fuel costs. Related:Expanding Hapag-Lloyd unperturbed by Zim speculation Facing the risk of higher import taxes and rising logistics costs in the later half of the year, European and North American importers accelerated space bookings and proactive inventory restocking, pulling forward the traditional summer peak season on Asia-Europe and Transpacific trade routes. This advanced cargo surge improved vessel load rates and underpinned stronger spot and contract freight levels, laying a solid foundation for Yang Ming’s notable Q2 profit growth. However, the carrier faced notable operational headwinds during the quarter. Major shipping hubs including Shanghai Port and multiple European terminals suffered worsening congestion, caused by extreme weather disruptions, sudden cargo surges and persistent terminal capacity bottlenecks. Extended berth waiting times reduced effective fleet operational capacity and partially offset the company’s revenue growth. “Entering the third quarter, the Asia-Europe and Transpacific lanes have officially entered the traditional peak shipping season, with steady restocking demand expected to support short-term market fundamentals. Nevertheless, port congestion conditions remain uncertain, while evolving geopolitical tensions and ongoing cross-border tariff adjustments will continue to reshape global cargo flows and vessel deployment strategies,” said Yang Ming. To build long-term competitiveness amid prolonged market oversupply, Yang Ming is pressing ahead with an low-carbon fleet renewal strategy. In March 2026, the company’s board approved a newbuilding order for six 13,000 teu LNG dual-fuel containerships from South Korea’s Hanwha Ocean. These eco-friendly newbuilds will gradually replace the carrier’s aging fleet of 4,250–6,500 teu single-fuel vessels. Related:Fronthaul volumes push Hapag-Lloyd back into the black in Q2 Katherine Si China Correspondent China-based Katherine Si has worked in the maritime industry since 2008 is well-connected with local industry players including Chinese owners and yards. Having majored in English Katherine started at news portal ShippingChina.com where she rose to become a News Editor. In 2008 she moved to work with Seatrade and has since held numerous positions including China correspondent for Seatrade Maritime Review magazine. With extensive experience in writing, research and social media promotion, Katherine focuses on the shipping and transport sectors.

The two parties aim to advance collaboration across key areas of the industry including R&D and digitalisation August 14, 2026 Seacon Shipping Group, an integrated maritime service provider, andBureau Veritas (BV), a leading international classification society, have signed a Memorandum of Understanding (MoU) in Shanghai. Under the MoU, Seacon and BV will deepen their collaboration in ship classification and statutory services, R&D and technological innovation, as well as the digitalisation of ship operations and management. Beyond these mains focus areas, the two sides will explore joint research initiatives and participation in high-level industry events, creating broader platforms for knowledge sharing, technical exchange, and industry networking. By drawing on their respective strengths in technology, resources, and domain expertise, both parties said they are committed to turning this cooperation into tangible outcomes. Read more about: Katherine Si China Correspondent China-based Katherine Si has worked in the maritime industry since 2008 is well-connected with local industry players including Chinese owners and yards. Having majored in English Katherine started at news portal ShippingChina.com where she rose to become a News Editor. In 2008 she moved to work with Seatrade and has since held numerous positions including China correspondent for Seatrade Maritime Review magazine. With extensive experience in writing, research and social media promotion, Katherine focuses on the shipping and transport sectors.

The port operator will work with two of China's largest manufacturers on green shipping, digital transformation and supply chain optimisation centred on Yantian terminals. July 10, 2026 Hutchison Port Holdingssealed two separate memoranda of understanding (MoUs) with leadingChinesemanufacturers Midea Group and TCL Industries respectively, rolling out two differentiated strategic co-operation frameworks focused on logistics efficiency, supply chain resilience, green shipping and digital transformation. The partnership between Midea Group and Hutchison Ports is set to run for the next two years, aiming to expand their global strategic alliance and shore up end-to-end supply chain capabilities amid volatile international trade and geopolitical shifts. The collaboration aligns Midea’s sprawling overseas manufacturing footprint with Hutchison Ports’ worldwide terminal assets, with core coverage in key markets including Thailand,Indonesia,Egypt, Vietnam andMexico. YantianInternational Container Terminals will serve as the primary co-operation hub for the tie-up. Beyond operational efficiency, the two sides will jointly research eco-friendly logistics models and low-carbon transport pathways. Related:Shanghai overtakes London in shipping hub rankings Lewis Fu, president of Midea International, said that reliable logistics infrastructure is a cornerstone of Midea’s global expansion strategy. “With co-ordinated digital systems and priority seasonal handling, we will substantially lift supply chain synergy and operational performance, giving us solid confidence to hit our target of 1.5m teu of global shipping volume by 2027.” Eric Ip, group managing director of Hutchison Ports, said: “Midea’s fast-growing export throughput will bring robust cargo momentum to our terminals. We will deploy our premium operational standards, digital tools and customised service packages to back Midea’s global footprint and set a new benchmark for port-manufacturer collaboration.” Parallel to the Midea deal, Hutchison Ports signed another MoU with TCL Industries, prioritising carbon reduction, green port development and end-to-end digital transformation, combining TCL’s strengths in smart manufacturing and new energy technology with Hutchison Ports’ global terminal operation network. The two parties will carry out joint research and knowledge exchange across carbon reduction solutions; co-development of next-generation green port infrastructure and accelerated digital upgrading to streamline container movement and cut operational carbon intensity. Yantian International Container Terminals also acts as the core operational base for TCL’s co-operation. Currently, roughly 40% of TCL’s national export volume is shipped through Yantian terminals. The updated MoU will further deepen multimodal transport links and expand port alliance resources to match TCL’s overseas manufacturing layout. Related:Port of Galveston opens new $106m cargo berth Hutchison Ports said that the dual MoUs with Midea and TCL underscore its positioning as a critical bridge connecting Chinese industrial manufacturers to global markets. Weiguo Shi, vice president of TCL Industries, said, “This powerful partnership with Hutchison Ports represents a major milestone in our mission to empower the global shipping and logistics ecosystem through intelligent technology and new energy solutions. We will fully leverage our deep expertise in digital transformation and clean energy to work alongside Hutchison Ports, driving the entire industry towards a higher-quality, more sustainable new era.” Ip added: “By joining forces with TCL Industries, we look forward to accelerating the integration of green infrastructure and digital technologies, ultimately providing more sustainable and intelligent solutions for our customers and global supply chains.” Moving forward, Hutchison Ports will continue to tailor integrated port, logistics and green solutions for major export-oriented manufacturers to build more resilient, efficient and low-carbon global supply chains. Related:PSA to develop 4.5m teu deep-sea hub in Vietnam Read more about: Katherine Si China Correspondent China-based Katherine Si has worked in the maritime industry since 2008 is well-connected with local industry players including Chinese owners and yards. Having majored in English Katherine started at news portal ShippingChina.com where she rose to become a News Editor. In 2008 she moved to work with Seatrade and has since held numerous positions including China correspondent for Seatrade Maritime Review magazine. With extensive experience in writing, research and social media promotion, Katherine focuses on the shipping and transport sectors.

Containerships hitting the water this week have mostly gone to Far East-Mediterranean and Far East-Indian Subcontinent routes – a sign offirmingcargo volumes and freight rates on these trades. According to Alphaliner, CSSC (Tianjin) Shipbuilding last week delivered the 16,136 teuCMA CGM Cyranoto the French carrier, the third delivery of six sister methanol dual-fuelled vessels commissioned in February 2023 for around $175m each. CMA CGM has deployedCyranoto its Far East-East Mediterranean loop, the BEX2 (aka Phoenician Express), where it joins both its sisters, the rest of which will be completed by the end of the year. Meanwhile, Taiwan operator Wan Hai Lines continues to build on its standalone Far East-Mediterranean service FM1, sending the newly built 8,710 teuWan Hai 902to the route after its delivery from HD Hyundai Samho. Wan Hai 902is the second of four conventionally powered ships ordered in September 2024 for $127m each, and was delivered on 11 June, all the others will be completed by 2027. Launched last September, the FM1 marked Wan Hai’s return to the Far East-Mediterranean route after 16 years, andWan Hai 902will be the 11thship on the service. The deployment of the ywo new box ships on the FM1 represents an upsizing, as the service was initially run with 4,300-5,000 teu ships. Wan Hai’s privately owned associate, Interasia Lines, has been expanding into the China-India lane, and this week took delivery of the 7,092 teuInterasia Ambitionfrom Shanghai Waigaoqiao Shipbuilding. It will be assigned to Interasia’s China-India ICI service operated with RCL and Wan Hai. This also represents a vessel upsizing, as it replaces the 4,890 teuInterasia Inspirationon the loop currently run with 3,000-7,000 teu ships. To meet high demand on the China-India trade, Maersk Line has deployed the 5,915 teuMaersk Ferrato, lately arrived from Tsuneishi Zhoushan, to fulfil an extra sailing. It’s one of four ships Japanese tonnage provider Nissen Kaiun commissioned in March 2023 for long-term charter to the Danish carrier. Only one newbuilding delivery this week is for the Far East-North Europe trade: Yang Ming took delivery of the 15,500 teuYM Wayfinderfrom HD Hyundai Heavy Industries. One of five sister units ordered in 2024,YM Wayfinder(pictured above) will be deployed to the Premier Alliance’s FE3 service, operated with MSC. Due to only a few ultra-large ships being ordered in 2023-2024, not many newbuildings have been assigned to the Far East-North Europe lanes.

Per decenni l’equazione è sembrata inevitabile: più PIL significava più combustibili fossili, più traffico, più emissioni. Come se sviluppo economico e qualità dell’aria fossero collegati da una cinghia di trasmissione impossibile da spezzare. Ora i dati raccontano una storia diversa. Un gruppo di ricercatori guidato dal Norwegian Institute for Air Research (NILU) ha analizzato 2.475 grandi aree urbane utilizzando le osservazioni del satellite europeo Copernicus Sentinel-5P e dati economici locali tra il 2019 e il 2024. Il risultato è che quasi l’80% delle città esaminate mostra contemporaneamente due fenomeni: aumento della prosperità economica e diminuzione del biossido di azoto (NO₂), uno degli indicatori più affidabili dell’uso di combustibili fossili. In numeri significa che circa 2.000 città stanno crescendo economicamente mentre riducono la dipendenza dalle fonti fossili. Il biossido di azoto è una sorta di impronta digitale della combustione. Viene prodotto soprattutto da automobili, centrali elettriche e impianti industriali. Non è un gas serra come la CO₂, ma è uno degli inquinanti più dannosi per la salute: contribuisce a malattie respiratorie e cardiovascolari, favorisce la formazione di smog e ozono troposferico e ha effetti sugli ecosistemi e sulla produttività agricola. Per misurare questa trasformazione urbana, i ricercatori hanno utilizzato i dati raccolti da Sentinel-5P tra gennaio 2019 e dicembre 2024 (si veda sopra l’immagine, scorrendo il cursore si vede meglio il passaggio dal 2019 al 2024). Il satellite osserva ogni giorno l’atmosfera terrestre e permette di confrontare in modo omogeneo migliaia di città distribuite in continenti diversi. La geografia della transizione è particolarmente evidente in Cina. Da sola conta 719 città nella categoria delle aree urbane che stanno diventando contemporaneamente più ricche e meno dipendenti dai combustibili fossili. Tra queste figurano Pechino, Shanghai e Chengdu. Gli autori attribuiscono il risultato a politiche come standard emissivi più severi, elettrificazione del trasporto pubblico e rilocalizzazione delle attività industriali più inquinanti. Lo stesso schema emerge in molte città europee. Parigi, Berlino, Roma e Amsterdam mostrano una riduzione del biossido di azoto associata a una crescita economica. Le zone a basse emissioni e gli investimenti nelle energie pulite sembrano aver contribuito a disaccoppiare, almeno in parte, sviluppo economico e inquinamento atmosferico. Non ovunque però la relazione si è spezzata. Lo studio identifica 390 città in cui la crescita economica continua ad accompagnarsi a un aumento dell’utilizzo di combustibili fossili. In questo gruppo compaiono, tra le altre, Mosca, Tashkent, Izmir, Riyadh e Abu Dhabi. In molte aree dell’Asia meridionale e del Medio Oriente l’espansione economica resta ancora fortemente legata a sistemi energetici basati sulla combustione. Come sempre, i numeri richiedono cautela. Gli autori sottolineano almeno tre limiti. Primo: la qualità dei dati economici non è uniforme tra tutti i Paesi. Secondo: il metodo misura le emissioni osservate nelle città ma non considera pienamente quelle incorporate nelle catene globali di fornitura. Una città può apparire più pulita semplicemente perché ha spostato parte della produzione altrove. Terzo: la finestra temporale è limitata a sei anni e include la discontinuità prodotta dalla pandemia. C’è poi un’altra precisazione importante. Una diminuzione del biossido di azoto non implica automaticamente una riduzione delle emissioni di anidride carbonica. I due fenomeni sono correlati ma non equivalenti. Nonostante questi limiti, lo studio offre una fotografia globale rara. Dei 5.435 centri urbani inizialmente analizzati, 2.919 non mostravano variazioni statisticamente significative nei livelli di NO₂ e sono stati esclusi dall’analisi finale; altre 41 città sono state rimosse per problemi di affidabilità dei dati economici. La lezione che emerge dai dati è semplice. Per oltre un secolo crescita e inquinamento hanno viaggiato sullo stesso binario. Oggi, in molte città del mondo, i satelliti stanno osservando qualcosa di diverso: i due treni stanno lentamente prendendo direzioni differenti. Per approfondire. Dieci cose da sapere sull’inquinamento dell’aria in Italia e in Europa. E quattro grafici Inquinamento, cosa misura (e con quali dati) il modello Geos-Chem della Nasa? Inquinamento, scopri le mappe per monitorare lo stato dell’aria

Per decenni l’equazione è sembrata inevitabile: più PIL significava più combustibili fossili, più traffico, più emissioni. Come se sviluppo economico e qualità dell’aria fossero collegati da una cinghia di trasmissione impossibile da spezzare. Ora i dati raccontano una storia diversa. Un gruppo di ricercatori guidato dal Norwegian Institute for Air Research (NILU) ha analizzato 2.475 grandi aree urbane utilizzando le osservazioni del satellite europeo Copernicus Sentinel-5P e dati economici locali tra il 2019 e il 2024. Il risultato è che quasi l’80% delle città esaminate mostra contemporaneamente due fenomeni: aumento della prosperità economica e diminuzione del biossido di azoto (NO₂), uno degli indicatori più affidabili dell’uso di combustibili fossili. In numeri significa che circa 2.000 città stanno crescendo economicamente mentre riducono la dipendenza dalle fonti fossili. Il biossido di azoto è una sorta di impronta digitale della combustione. Viene prodotto soprattutto da automobili, centrali elettriche e impianti industriali. Non è un gas serra come la CO₂, ma è uno degli inquinanti più dannosi per la salute: contribuisce a malattie respiratorie e cardiovascolari, favorisce la formazione di smog e ozono troposferico e ha effetti sugli ecosistemi e sulla produttività agricola. Per misurare questa trasformazione urbana, i ricercatori hanno utilizzato i dati raccolti da Sentinel-5P tra gennaio 2019 e dicembre 2024 (si veda sopra l’immagine, scorrendo il cursore si vede meglio il passaggio dal 2019 al 2024). Il satellite osserva ogni giorno l’atmosfera terrestre e permette di confrontare in modo omogeneo migliaia di città distribuite in continenti diversi. La geografia della transizione è particolarmente evidente in Cina. Da sola conta 719 città nella categoria delle aree urbane che stanno diventando contemporaneamente più ricche e meno dipendenti dai combustibili fossili. Tra queste figurano Pechino, Shanghai e Chengdu. Gli autori attribuiscono il risultato a politiche come standard emissivi più severi, elettrificazione del trasporto pubblico e rilocalizzazione delle attività industriali più inquinanti. Lo stesso schema emerge in molte città europee. Parigi, Berlino, Roma e Amsterdam mostrano una riduzione del biossido di azoto associata a una crescita economica. Le zone a basse emissioni e gli investimenti nelle energie pulite sembrano aver contribuito a disaccoppiare, almeno in parte, sviluppo economico e inquinamento atmosferico. Non ovunque però la relazione si è spezzata. Lo studio identifica 390 città in cui la crescita economica continua ad accompagnarsi a un aumento dell’utilizzo di combustibili fossili. In questo gruppo compaiono, tra le altre, Mosca, Tashkent, Izmir, Riyadh e Abu Dhabi. In molte aree dell’Asia meridionale e del Medio Oriente l’espansione economica resta ancora fortemente legata a sistemi energetici basati sulla combustione. Come sempre, i numeri richiedono cautela. Gli autori sottolineano almeno tre limiti. Primo: la qualità dei dati economici non è uniforme tra tutti i Paesi. Secondo: il metodo misura le emissioni osservate nelle città ma non considera pienamente quelle incorporate nelle catene globali di fornitura. Una città può apparire più pulita semplicemente perché ha spostato parte della produzione altrove. Terzo: la finestra temporale è limitata a sei anni e include la discontinuità prodotta dalla pandemia. C’è poi un’altra precisazione importante. Una diminuzione del biossido di azoto non implica automaticamente una riduzione delle emissioni di anidride carbonica. I due fenomeni sono correlati ma non equivalenti. Nonostante questi limiti, lo studio offre una fotografia globale rara. Dei 5.435 centri urbani inizialmente analizzati, 2.919 non mostravano variazioni statisticamente significative nei livelli di NO₂ e sono stati esclusi dall’analisi finale; altre 41 città sono state rimosse per problemi di affidabilità dei dati economici. La lezione che emerge dai dati è semplice. Per oltre un secolo crescita e inquinamento hanno viaggiato sullo stesso binario. Oggi, in molte città del mondo, i satelliti stanno osservando qualcosa di diverso: i due treni stanno lentamente prendendo direzioni differenti. Per approfondire. Dieci cose da sapere sull’inquinamento dell’aria in Italia e in Europa. E quattro grafici Inquinamento, cosa misura (e con quali dati) il modello Geos-Chem della Nasa? Inquinamento, scopri le mappe per monitorare lo stato dell’aria

Newbuilding orders over the past week show that Cosco Shipping Lines is on a fleet expansion drive. The Chinese state-controlled operator’s subsidiary. OOCL. has ordered a dozen 13,600 teu LNG dual-fuelled ships at Hudong-Zhonghua Shipbuilding for $2.2bn for delivery between late 2028 and early 2030. With this order, OOCL will take delivery of 33 newbuildings over the next five years, with 21 other containership newbuildings, ranging from 18,000 to 24,000 teu, on order at affiliated shipbuilders Nantong Cosco KHI Ship Engineering and Dalian Cosco KHI . Cosco is also backing a dozen 9,200 teu and four 3,100 teu vessels Greek tonnage provider Costamare commissioned at Dalian Shipbuilding. The larger ships will be chartered to Cosco for 15 years upon delivery in 2028 to 2030, the others on eight-year charters to the Chinese operator upon delivery between 2027 and 2028. The total cost, of $1.32bn, is understood to be funded with Chinese leasing companies, with the 9,200 teu ships said to be priced at $110m each. MB Shipbrokers said Costamare’s commission appears to be one of the longest single orders of container vessels contracted by a non-operating owner. The Danish broker said: “Deliveries scheduled from 2028 through 2030 indicate that the project has been in the pipeline for some time.” Meanwhile, Sinotrans Container Lines, an intra-Asia carrier, might be making its debut in the larger vessel segment, after its shareholder, China Merchants Energy Shipping (CMES), commissioned four 8,200 teu and four 1,800 teu ships at China Merchants Heavy Industry for delivery in 2027 and 2028. The 8,200 teu ships are said to cost $105m each, while the feeders are priced around $34m each. CMES said the ships would optimise its container fleet capacity, improve trade services and strengthen its market competitiveness. Sinolines became a CMES subsidiary in 2021, shortly after the China Merchants and Sinotrans groups merged. The wider group appears to be consolidating its container shipping business, withincreasing purchasesof stock in domestic liner and logistics group Antong Holdings. Sinolines’ fellow state-controlled shipping line, China United, a regional carrier, this week ordered newbuildings for the first time in four years – four 6,400 teu ships at CSSC Huangpu Wenchong Shipbuilding for $300m. The ships, with 1,150 reefer slots each, would be delivered in late 2029. CULines’s last order was in 2022, for a 7,000 teu pair at Shanghai Waigaoqiao Shipbuilding, intending to deploy the vessels to the Asia-Europe lane. However, the freight market corrected in 2023 and the carrier sold the ships to Wan Hai Lines. Although CULines abandoned its Asia-Europe and transpacific services, it has been busy enlarging its market share in the Far East-Red Sea lane, pouncing on SeaLead Shipping’s downsized portfolio. Greek shipowner M/Maritime is making its debut in the container segment, after a decade in the dry bulk market. The John Mytilineos-controlled company has ordered a 2,800 teu pair at HD Hyundai Heavy Industries, for delivery in 2028. Each priced around $50m. The line said: “These transactions highlight M/Maritime’s disciplined growth model — strengthening its established dry bulk presence while selectively expanding into adjacent segments.” And the firm charter market for box ships has attracted Greek shipowners not previously in the segment. M/Maritime’s more established compatriot peer, Euroseas, is stretching its feeder ship orderbook to 10. The Aristides Pittas-controlled Euroseas has ordered a 1,800 teu pair at Nantong CIMC Sinopacific Offshore & Engineering, costing $33m each, and scheduled for delivery in 2028. The order comes with options for two more ships. Euroseas has also exercised options for two more 2,800 teu high-reefer boxships at Huanghai Shipbuilding, after an initial pair was booked in March, for $47m each. The second pair is scheduled for delivery in October 2028 and January 2029. These will be equipped with more than 1,000 reefer plugs. Inside the industry’s AI shift Complete The Loadstar’s ‘State of AI in the Supply Chain’ survey — and receive the full report and data before release. Take the 2-min survey

Presentato al Pujiang Innovation Forum di Shanghai il robot che vola come un uccello. Il prototipo sviluppato dalla Scuola di Ingegneria Oceanica e Civile dell'Università Jiao Tong batte le ali ed è dotato di intelligenza artificiale integrata, oltre a poter contare su piume vere per volare. Il robot dalle sembianze di un'aquila in mostra presso lo stand dedicato alla "Future Manufacturing" simula le prestazioni aerodinamiche degli uccelli veri. Pesa poco più di 600 grammi (un peso paragonabile a quello di un uccello reale) e può raggiungere una velocità di volo massima di 10 metri al secondo. Le piume offrono proprietà intrinseche di riduzione del rumore, garantendo un funzionamento più silenzioso rispetto ai velivoli a rotore. Grazie anche alle elevate capacità di occultamento e manovrabilità, il robot presenta un notevole potenziale di impiego in ambienti complessi, inclusa la possibilità di mimetizzarsi tra stormi di uccelli per attività di osservazione non invasiva. La 19ª edizione del Forum che si svolge dall'11 al 14 settembre, con il Sudafrica come Paese ospite d'onore, è dedicata al progresso scientifico-tecnologico con particolare attenzione alla ricerca e alle innovazioni volte a promuovere un ambiente aperto, equo, giusto e non discriminatorio per il progresso. (video: Reuters)

Por Redação PortalPortuario @PortalPortuario O ministro dos Portos e Aeroportos do Brasil, Tomé Franca, avançou em Xangai, na China, em conversas sobre novas formas de financiamento para projetos de infraestrutura brasileiros. Durante uma reunião com a presidente do Novo Banco de Desenvolvimento (NDB), Dilma Rousseff, ficou acordado que o Ministério dos Portos e Aeroportos (MPor) apresentará ao Banco dos BRICS propostas de projetos nas áreas de portos, hidrovias e aeroportos, as quais poderão ser analisadas para financiamento em condições mais favoráveis. Nas reuniões realizadas com empresas chinesas dos setores portuário e da construção, também foi abordada a possibilidade de ampliar o acesso a fontes de financiamento. Representantes dessas companhias relataram dificuldades para financiar projetos no país sul-americano, já que os custos superavam os do mercado chinês. Segundo Tomé Franca, a possibilidade de acessar novas fontes de financiamento poderia ampliar a participação de empresas brasileiras e de outros países do BRICS em projetos de infraestrutura. “A possibilidade de utilizar recursos financiados pelo NDB poderia viabilizar novos investimentos para empresas dos países do BRICS, incluindo as brasileiras”, afirmou o ministro. O NDB, também conhecido como Banco dos BRICS, é uma instituição financeira multilateral criada em 2014 por Brasil, Rússia, Índia, China e África do Sul. Atualmente, o bloco é integrado por 11 países, entre eles Arábia Saudita, Egito, Emirados Árabes Unidos, Etiópia, Indonésia e Irã. O banco pode apoiar projetos públicos e privados mediante instrumentos como empréstimos, garantias e participações acionárias. Novas oportunidades Antes de se reunir com Dilma Rousseff, o ministro manteve encontros com representantes da Hutchison Ports e da Shanghai Dredging Company (SDC), empresas com operações internacionais nos setores portuário e de engenharia marítima. A Hutchison Ports manifestou interesse em participar de oportunidades de investimento no setor portuário brasileiro. A companhia opera atualmente em 53 portos de 24 países e prevê gerenciar 90,1 milhões de TEUs (unidades equivalentes a vinte pés) em 2025. A SDC, empresa especializada em engenharia marítima e dragagem, analisou oportunidades relacionadas a canais de acesso portuário e vias navegáveis. A companhia opera no Brasil, onde presta serviços de manutenção, dragagem e logística, e manifestou interesse na carteira de projetos apresentada pelo MPor.

Venerdì si sono intensificate le operazioni di ricerca e soccorso nel porto di frontiera di Gyirong, nella regione autonoma dello Xizang, nel sud-ovest della Cina, colpito da una frana, mentre i soccorritori correvano contro il tempo per salvare vite umane. Secondo il dipartimento di gestione delle emergenze della regione, alle ore 15:00 di venerdì si contavano cinque vittime e 558 dispersi, in seguito alla frana verificatasi mercoledì mattina sul versante nepalese e che ha colpito il porto di Gyirong, nella contea omonima. Tra i dispersi, 260 sono stati identificati come cittadini stranieri. Alle ore 10:00 di venerdì, secondo l’Amministrazione nazionale dei vigili del fuoco e dei soccorsi, nella remota zona montuosa di confine erano giunti complessivamente 681 membri dei vigili del fuoco e delle squadre di soccorso e 113 veicoli, mentre 6.612 unità di attrezzature di soccorso e rifornimenti logistici sono state inviate al comune di Gyirong. La prima squadra di 141 soccorritori, insieme a un elicottero da alta quota, è arrivata al porto giovedì mattina. Un altro gruppo di 111 soccorritori della squadra cinese di ricerca e soccorso ha raggiunto la contea di Gyirong giovedì pomeriggio. Il personale dei vigili del fuoco e dei soccorsi ha formato tre squadre specializzate per le operazioni di ricerca e soccorso: una che si sposta con gommoni lungo i corsi d’acqua, una che si muove a piedi attraverso il terreno montuoso e una che effettua ricognizioni aeree e lanci di rifornimenti con i droni. È stata inoltre inviata una squadra di ricognizione nella zona più colpita dal disastro per effettuare la mappatura, la ricognizione e il monitoraggio mirato sia del sito che del lago di sbarramento utilizzando droni e telescopi. Sul posto sono giunti anche 13 esperti dell’Istituto di ricerca antincendio di Shanghai del Ministero della gestione delle emergenze. China Anneng, un’impresa statale specializzata in ingegneria e soccorso, venerdì ha inviato una squadra di 15 membri dotata di droni da ricognizione, stazioni satellitari portatili e telecamere di sorveglianza mobili per effettuare rilievi in loco dell’ostruzione e delle strade circostanti, al fine di fornire dati precisi per gli interventi volti a risolvere il problema del lago di sbarramento. Secondo il personale di soccorso presente sul posto, i detriti accumulati a circa 3 km a monte del porto potranno essere rimossi in sicurezza solo una volta eliminato il rischio rappresentato dall’ostruzione.

South Korea is set to develop its first domestic source of green methanol for marine fuel, after EcoMethanol signed a supply memorandum of understanding (MOU) with Wallenius Wilhelmsen and Eukor Car Carriers. The five-party agreement also involves Taebaek City and Hyundai Corporation, creating what EcoMethanol describes as the first arrangement in Korea to connect production, trading and end use of green methanol within a single supply chain. Under the agreement, Hyundai will purchase methanol produced at EcoMethanol’s planned facility in Taebaek, Gangwon State, before supplying it to the two vehicle carriers for use as marine fuel. The project comes as Korea’s maritime fuel market faces a growing supply gap, with Korean shipping companies already using green methanol but relying on imports for the fuel. Eukor’sArctic Tern, for example, loaded around 2,800 tonnes of green methanol in Shanghai in July 2026 before entering commercial service on the Asia-Europe route. Earlier, HMM’s methanol-fuelled container vesselsHMM GreenandHMM Foresttook on 2,900 tonnes and 3,110 tonnes respectively at Yangshan Port in 2025. All of this fuel was produced in China. EcoMethanol’s proposed Taebaek plant would instead produce the fuel domestically from forestry residues. The facility is designed to produce 15,000 tonnes/year of green methanol using dual fluidised bed (DFB) gasification, with total investment put at KRW 120 billion ($86.7m). EcoMethanol has secured its site at the Dongjeom Industrial Complex, obtained Korea’s integrated environmental permit and completed basic design. Construction is scheduled to begin in December 2026, with commercial production targeted for January 2029. Building a domestic supply chain The move comes as regulatory pressure on shipping emissions increases. The EU Emissions Trading System now covers maritime transport, while FuelEU Maritime is in force and the International Maritime Organization is progressing its Net-Zero Framework. Korea itself consumes around two million tonnes of methanol annually, with most of it imported and produced from fossil feedstocks. Despite Ulsan Port becoming the world’s first port to bunker green methanol to a vessel in 2023, Korea does not currently produce its own green methanol. EcoMethanol argues that developing local production could therefore help address both the supply and cost challenges facing green marine fuels. Green methanol remains more expensive than fossil alternatives because the emissions associated with conventional fuels are not yet fully reflected in their price, according to the company. It says a temporary support mechanism will be needed while international carbon regulation develops. Korea is currently drafting an enforcement decree for its Special Act on Support for the Establishment of Green Shipping Corridors, while a statutory basis for financial support – including a potential Carbon Contract for Difference mechanism for green methanol – is being sought. EcoMethanol CEO John Kyung said the agreement brings together major players across the emerging supply chain. “We will work with Taebaek City to make Taebaek a base for zero-carbon energy,” he said, “and to build a model for Korea’s clean shipping and energy industries.” The plant is expected to employ 36 people locally, with commercial production targeted for January 2029.