Porti & ambiente — le notizie raccolte

The Pakistani port recently handled its first dedicated transhipment vessel but is only served by a handful of regular liner services July 30, 2026 By Mujtaba Arshad, Research Associate at the Centre of Excellence for CPEC, PIDE. For more than a decade, discussions about Gwadar Port have been dominated by geography. Analysts frequently point to its location outside the Strait of Hormuz, its proximity to major East-West shipping routes, and its position at the crossroads of South Asia, the Middle East, and Central Asia. The assumption has often been that geography alone will eventually transform Gwadar into a major regional transhipment hub. Recent regional disrutions in Gulf shipping routes have temporarily diverted cargo toward Pakistan's ports, prompting renewed claims that Gwadar's geographic advantage is finally beginning to materialise. For the first time in its history, Gwadar handled a dedicated transhipment vessel, while Karachi recorded a sharp surge in transhipment volumes. For many observers, these developments appeared to confirm Gwadar's long-promised potential. Related:ICTSI’s Baltic Container Terminal completes upgrades Yet there is an important lesson hidden beneath the headlines. The real challenge facing Gwadar is not geography; it is connectivity. Around the world, successful transhipment hubs are not created simply because they occupy strategic locations. They succeed because shipping lines choose to make them part of their regular networks. Global maritime trade is largely controlled by a small number of major carriers and shipping alliances that determine where cargo moves, where vessels call, and which ports become regional hubs. Without regular shipping-line commitments, even the most strategically located port remains underutilized. This reality explains why ports such as Singapore,Jebel Ali, Colombo, and Salalah have emerged as leading transhipment hubs. Strategic location certainly mattered, but location alone was never sufficient. These ports built integrated logistics ecosystems, ensured rapid vessel turnaround, invested in digital trade facilitation, offered competitive pricing, and most importantly, secured long-term partnerships with global shipping companies. Gwadar, by contrast, remains largely disconnected from these commercial networks. At present, Gwadar is served by only a handful of regular liner services, highlighting the need to diversify shipping- line participation. The port possesses significant unused capacity, yet regular vessel traffic remains extremely limited. Before the recent transhipment surge, Gwadar recorded only around 22 annual vessel calls, compared with more than 4,300 at Colombo and over 4,800 at Sohar, the contrast illustrate that Gwadar’s challenge is not a shortage of infrastructure but limited integration into global shipping networks. Most international shipping lines continue to rely on established regional hubs that offer predictable schedules, extensive feeder connections, and efficient cargo-handling systems. As long as these advantages remain concentrated elsewhere, shipping companies will have little incentive to shift their operations to Gwadar on a permanent basis. Related:India’s transhipment hub port plans on track If Pakistan wants Gwadar to become a permanent transhipment hub rather than a temporary beneficiary of regional crisis, four priorities stand out. First, Pakistan must prioritize attracting anchor shipping lines. Dedicated negotiations should be undertaken with major global carriers such asMSC, Maersk,CMA CGM,Hapag-Lloyd, and Cosco. The objective should not simply be occasional vessel calls but long-term service commitments supported by guaranteed berth windows, operational reliability, and cargo-volume agreements. Second, Gwadar must become one of the most efficient ports in the region. Shipping lines make decisions based on time and cost. Every additional day spent waiting for customs clearance, documentation, cargo handling, or berth allocation increases costs and reduces competitiveness. The introduction of a fully integrated Port Community System connecting customs authorities, port operators, shipping agents, and freight forwarders could significantly reduce delays and improve predictability. Related:Yantian Port to bring two mega container berths into operation Third, Pakistan should adopt a targeted transhipment incentive programme. Temporary reductions in port charges, cargo-handling fees, and vessel dues can help attract initial traffic and encourage shipping lines to test Gwadar as a regional hub. Such incentives should be linked to measurable cargo-volume commitments rather than provided as unconditional subsidies. Fourth, Gwadar should initially position itself as a feeder and relay hub rather than attempting to compete immediately with established giants such as Jebel Ali or Colombo. A phased strategy that connects Gwadar with Karachi, Port Qasim, Oman, the UAE, East Africa, and Gulf markets is more realistic than expecting large-scale cargo diversion overnight. Perhaps the most important lesson from international experience is that transhipment traffic follows networks, not aspirations. Shipping lines concentrate their operations in ports where they can maximize efficiency, minimize costs, and connect seamlessly with broader logistics systems. Geography may create an opportunity, but connectivity determines whether that opportunity becomes a sustainable business model. Pakistan currently has a rare window of opportunity. Regional shipping disruptions have temporarily demonstrated Gwadar's strategic value and introduced the port to transhipment networks that previously bypassed it. However, history offers a warning. During the 2021 Suez Canal disruption, Pakistan experienced a similar surge in diverted cargo, only to lose it once normal conditions returned. The same outcome will occur again unless structural reforms are implemented. The future success of Gwadar should therefore not be measured by temporary spikes in cargo volumes during regional crises. It should be measured by more durable indicators: the number of shipping lines operating scheduled services, the frequency of vessel calls, the efficiency of cargo clearance, and the extent to which Gwadar becomes integrated into regional maritime networks. For years, policymakers have focused on Gwadar's location. The next phase of strategy must focus on its connectivity. After all, ports do not become transshipment hubs because they are well located. They become transshipment hubs because shipping lines return week after week, year after year. That, not geography —is the real test of Gwadar’s future. 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Europe’s 69 e-fuel projects could deliver zero-emission fuels to shipping by 2033, but only six are operational. Regulatory measures would help more and bigger projects to get off the ground Europe is home to 69 e-fuel projects that could serve the maritime sector but only six are operational, T&E’s updatede-fuels trackershows. This highlights the difficulty Europe is having in getting big projects off the ground. Effective financial support combined with clean fuel targets at the EU level would ensure the EU remains competitive in this strategic new market, says T&E. The introduction of an e-fuel target for shipping in the EU in 2023 - FuelEU Maritime - has been followed by the conception of a number of projects across Europe. Spain leads the way, followed by Denmark, Finland and France. If all projects were to become operational, they could produce up to 4.09 Mtoe of e-fuels by 2033 - 14% of European shipping’s fuel needs. While progress is slow, things could be moving in the right direction with the Andalusian Green Hydrogen Valley project reaching FID in February with a projected production of 474,000 toe/year of e-ammonia and e-methanol. T&E found three operational projects in China, but these are producing 10 times what the operational plants in Europe are producing. This ability to scale more quickly could see Europe lose ground. Chinese production without competition from Europe risks flooding the European market. Europe must invest in local e-fuels production to ensure it stays ahead, says T&E. Constance Dijkstra, maritime policy manager at T&E, said:“While Europe hesitates, China is actually getting e-fuels off the ground. If Europe wants to be a leading e-fuels producer, it needs to bridge the price gap between EU-made e-fuels and fossil fuels, and get shipping companies to start using those fuels instead of defaulting to imported LNG or biofuels.” Extension of ETS to some international flights, private jets and to smaller ships are steps forward, but overall weakening of the ETS undermines Europ... A night on a European cruise is taxed 40% less than a hotel despite their high environmental costs and contribution to overtourism. T&E calls for tax ... How cruise ships are undertaxed despite their heavy environmental footprint and contribution to overtourism

The fires on the Gaslog and Energos in the Egyptian Mediterranean would represent widening of the Middle East conflict if the attacks confirmed July 30, 2026 In a potential geographic widening of attacks on shipping a US-ownedFSRUand anLNGhave been struck by drones on theEgyptianMediterranean port of Damietta. The Marshall Islands-flagged floating storage and regasification (FSRU) unit Energos Winter deployed in Damietta, Egypt was struck at around 14:20 hrs UTC on 29 July according to maritime security firm Vanguard. At the same time the Bermuda-flagged LNG carrier Gaslog Salem also alongside in Damietta was struck by a projectile on its starboard side. The CSO for the Energos Winter reported that there was a fire onboard the vessel following the strike and the vessel was moved away from the terminal and all crew were accounted for and reported to be safe. Non-essential personnel were evacuated and local fire services assisted with extinguishing the fire The Gaslog Salem was reportedly struck near the no.2 forward cargo tanks. The crew extinguished a small fire and a minor leak was reported. All 25 crew of the vessel as reported to be safe and accounted for. Related:Houthi target Saudi chemical tanker Video posted on social media showed smoke billowing from the two vessels at adjacent berths in the port. AIS tracking data from Pole Star Global shows the Gaslog Salem and Energos Winter as moving offshore from the port. Egypt’s Ministry of Petroleum and Mineral Resources confirmed a response to a fire on the FSRU but did not say the Energos Winter or Gaslog Salem had been attacked. No group has claimed responsibility for the attack which would represent a geographic widening of the threat to shipping and energy assets in relation to the conflict in the Middle East into the Mediterranean. US President Donald Trump was asked in a White House press briefing about the attack on the LNG carrier in Egypt was Iran related. Trump said he’d been briefed on the incident and described it as “a little more of the same”. The threat to shipping has expanded to the Red Sea over the last two weeks with the Houthi in Yemen’s attempt to blockade Saudi ports and strikes on ships and oil storage facilities. Read more about: Marcus Hand Editor Marcus Hand is the editor of Seatrade Maritime News and a dedicated maritime journalist with over two decades of experience covering the shipping industry in Asia. Marcus is also an experienced industry commentator and has chaired many conferences and round tables. Before joining Seatrade at the beginning of 2010, Marcus worked for the shipping industry journal Lloyd's List for a decade and before that the Singapore Business Times covering shipping and aviation. In November 2022, Marcus was announced as a member of the Board of Advisors to the Singapore Journal of Maritime Talent and Technology (SJMTT) to help bring together thought leadership around the key areas of talent and technology. Marcus is the founder of theSeatrade Maritime Podcastthat delivers commentary, opinions and conversations on shipping's most important topics. Marcus Hand regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Wind-Assisted Propulsion: Are we ready? at Seatrade Maritime Crew Connect Global 2024 IMPA 2024 SingaporeMaritime Procurement and Sustainability Panel, November 2024 Goodbye Globalization? Red Sea Impacts Reviewed,EGN Singapore (Executives' Global Network)webinar, February 2024 Offshore Marine Breakfast Forum atSea Asia 2023 Sustainable Finance, Shipping & Technology at Hong Kong Maritime Week 2022 Building & Operating Dual-Fuel Vessels, February 2022 Shipping’s Decarbonisation Challenge – The Role of Technology and Digitalisation at Hong Kong Maritime Week 2021 The Challenge Faced by Ship Registries in a Digital and Post-Pandemic Era, October 2020 The Future of Transhipment Hubs Post-Pandemic, November 2020 Offshore Marine Breakfast Forum at Sea Asia 2019 Marcus Hand regularly guests on mainstream media talking about maritime and shipping news stories. Below you'll find a list of selected appearances KBS World Radio -Korea24,May 2026 BBC News -Hindi Service,April 2026 RNZ -First Up, April 2026

(Il Sole 24 Ore Radiocor) - Roma, 29 lug - Un Accordo quadro per rafforzare la collaborazione istituzionale e affidare a Sogesid, societa' di ingegneria ambientale dello Stato, il ruolo di supporto tecnico-specialistico per la realizzazione degli interventi promossi dal Dipartimento Casa Italia, in particolare le attivita' di prevenzione e mitigazione del dissesto idrogeologico e' stato sottoscritto oggi a Palazzo Chigi. La societa' potra' svolgere l'attivita' di centrale di committenza ed assicurare il supporto alla gestione, all'attuazione, alla rendicontazione e al monitoraggio degli interventi cofinanziati con risorse nazionali ed europee. 'Questo accordo - ha detto in apertura il ministro dell'Ambiente, Gilberto Pichetto Fratin - porta valore aggiunto nel contrasto al dissesto idrogeologico' e 'si inquadra in una sfida complessa, ancor piu' nel tempo dei cambiamenti climatici, dalla quale dipendono la sicurezza dei cittadini e insieme le opportunita' di crescita sostenibile del Paese'. 'E' un'intesa praticamente a costo zero - ha spiegato Nello Musumeci, ministro per la Protezione Civile e le Politiche del Mare - e le competenze del Dipartimento Casa Italia consentono di facilitare un lavoro necessario, perche' la mole di risorse che stiamo mettendo in campo presuppone un sostegno di carattere professionale che solo una societa' come Sogesid puo' assicurare'. vec. Gli ultimi video Radiocor (RADIOCOR) 29-07-26 16:29:16 (0596)GOV,PA,INF 5 NNNN

(Il Sole 24 Ore Radiocor) - Roma, 29 lug - L'Accordo Quadro e' stato sottoscritto dal capo del Dipartimento Casa Italia, Luigi Ferrara, e dall'ad di Sogesid, Errico Stravato. Presente anche la neo-presidente di Sogesid, Silvia Paparella. 'In un contesto - ha detto Ferrara - in cui la prevenzione dei rischi naturali e, in particolare, del dissesto idrogeologico rappresenta una priorita' strategica per il Paese, questo accordo costituisce uno strumento concreto per rendere piu' efficaci, tempestive e trasparenti le azioni del Dipartimento'. L'intesa, ha aggiunto Stravato, 'mette a sistema competenze tecniche, capacita' progettuali e strumenti operativi per accelerare la realizzazione degli interventi, migliorare l'efficienza nell'impiego delle risorse pubbliche e garantire un monitoraggio puntuale delle opere, contribuendo agli obiettivi di sicurezza del territorio e di resilienza del Paese'. vec. Gli ultimi video Radiocor (RADIOCOR) 29-07-26 16:30:02 (0597)GOV,PA,INF 5 NNNN

Con l'ingresso di Toyota Motor Corporationsi rafforza Cellcentric la max-ialleanza globale per accelerare lo sviluppo dei camion a idrogeno precedentemente creata da Daimler Truck e Volvo Group.Il colosso giapponese acquisisce una quota paritaria del 33,3%, affiancando i due fondatori europei (che scendono dunque dal precedente 50%) con l'obiettivo di sbloccare l'ecosistema delle celle a combustibile per i veicoli industriali su scala planetaria.L'operazione arriva dopo la firma di un memorandum d'intesa non vincolante siglato nei mesi scorsi, e rappresenta una delle più importanti partnership industriali degli ultimi anni nel comparto automotive. Unisce le forze e il know-how dei maggiori player europei e asiatici in una convergenza strategica focalizzata sulla decarbonizzazione dei trasporti a lungo raggio.Il completamento del nuovo assetto, attualmente al vaglio delle autorità di regolamentazione e della concorrenza, è previsto tra la fine del 2026 e l'inizio del 2027. Una volta ottenuti i via libera normativi, Cellcentric continuerà a operare come azienda autonoma e indipendente sul mercato. La società manterrà la propria sede operativa e le strutture di R&D, posizionandosi come fornitore di primo livello di sistemi fuel cell per l'intera industria.La collaborazione tecnica si concentrerà invece sull'unione delle tecnologie proprietarie già sviluppate dalle singole realtà. Toyota vanta un'esperienza pionieristica pluridecennale nelle celle a combustibile, derivata sia dal comparto vetture sia dai progetti industriali.Le attività congiunte punteranno a sviluppare in sinergia l'architettura dei moduli e gli elementi di controllo elettronico, a incrementare la capacità produttiva industriale abbattendo i costi dei singoli componenti ed a creare economie di scala per rendere i propulsori a idrogeno competitivi rispetto al diesel.Nessun impatto, invece, sul piano commerciale delle singole holding. Daimler Truck, Volvo Group e Toyota continueranno a competere in modo totalmente indipendente e rivale in tutti gli altri settori delle rispettive attività e nella vendita dei veicoli finiti Riproduzione riservata © Copyright ANSA Da non perdere Condividi

Boom di richieste per l'Ecobonus lanciato oggi dal Ministero delle Imprese e del Made in Italy, rivolto ai veicoli commerciali di categoria N1 e N2: in tutto 40 milioni di euro, 16 per i mezzi elettrici e 24 milioni indipendenti dall'alimentazione. In meno di un'ora tutte le risorse stanziate per gli incentivi sono state esauriti, con i furgoni elettrici protagonisti della corsa agli ordini.Altri 4 milioni di contributi erano disponibili per il retrofit a Gpl e metano, destinati all'acquisto e all'installazione di impianti di alimentazione su autoveicoli di categoria M1 con classe ambientale non inferiore a Euro 3. Riproduzione riservata © Copyright ANSA Da non perdere Condividi

BGN has opened its first US marine fuel supply business in Houston and plans to expand its physical bunkering operations to other major ports. July 29, 2026 Energy product trader BGN has launched its firstUS-based marine bunkering business in Houston and has ambitions to expand to other major international ports. The new location will supply high sulphur fuel oil (HSFO), very low sulphur fuel oil (VLSFO) and marine gas oil (MGO), initially supporting BGN’s own fleet of around 40 LPG vessels, with services also available to third-party shipowners in the region. BGN has a large fleet of dual-fuel LPG carriers and has been active in its fleet expansion in recent years, including through the order of four 90,000 cu mVLGCsat HD Hyundai Heavy Industries in April. BGN is the largest lifter of US LPG and has partnered with Houston-based marine petroleum transportation and bunkering company Centerline Logistics for the new venture. Two barges have been chartered,Jackson EadesandMGI 2100. BGN said it was pursuing a strategy of expanding its marine fuels business in key global shipping hubs. Related:CIMC wins Sinopec LNG bunkering vessel contract Harry Thwaites, Head of Fuel Oil, Feedstocks and Marine Fuels, BGN, said: "The US Gulf Coast is one of the world's most important shipping and energy hubs, making it the ideal location to establish our first retail bunkering operation. We are also pleased to be working with world-class partners such as Centerline Logistics, whose advanced fleet of oil barges will support our ambition to grow BGN’s bunkering operations across the Americas. “Going forward, we will look to expand into other major international ports as we continue to strengthen our marine fuels trading platform globally." BGN trades marine fuels globally and has storage and blending infrastructure in several global maritime hubs, including Rotterdam, Antwerp, and Fujairah. Read more about: Gary Howard Middle East correspondent Gary Howard is the Middle East Correspondent for Seatrade Maritime News and has written for Seatrade Cruise, Seatrade Maritime Review and was News Editor at Lloyd’s List. Gary’s maritime career started after catching the shipping bug during a research assignment for the offshore industry. Working out of Seatrade's head office in the UK, he also produces and contributes to conference programmes for Seatrade events including CMA Shipping, Seatrade Maritime Logistics Middle East and Marintec. Gary’s favourite topics within the maritime industry are decarbonisation and wind-assisted propulsion; he particularly enjoys reporting from industry events. Gary Howard regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Ports of Refuge: Strengthening Maritime Resilience, at Seatrade Maritime Logistics Middle East 2025 Debunking LEO and Cloud for Maritime Industry, December 2022 (watch on-demand recording) Making Data Work for Shipping at Seatrade ShipTech Virtual 2021 Is the Zero-Carbon Future a Slow Shipping Future?at Seatrade ShipTech Virtual 2021 Is Ship Finance Transforming Faster than Shipping?at Seatrade ShipTech Virtual 2021

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.