Porti & ambiente — le notizie raccolte

An upcoming Indian tender for the development of a second container terminal at Ennore Port, near Chennai, has caught the eye of major global box lines seeking to cement their operations in the emerging economy. Ennore, also known as Kamarajar, is one of India’s 12 major or government ports and in recent years has made steady volume gains as congestion or productivity issues plagued Chennai Port. The Ennore authority has reportedly finalised plans to seek bids to build its new box project, on a design, build, finance, operate and transfer (DBFOT) model through private participation. Estimated to cost some $450m, current plans envision a 1,000-metre quay and a capacity of 2m teu on completion. “The project is on track,” a port source toldThe Loadstar. “We are targeting to complete the tender work by the end of the year,” the source added. According to industry sources, CMA CGM and Hapag-Lloyd, along with its Indian partner, JM Baxi Group, could be potential bidders for Ennore’s planned expansion. Adani Ports (APSEZ) operates the sole box facility at Ennore (pictured above) and, according to industry sources, the private conglomerate is unlikely to get regulatory approval to bid on the new development scheme as the country’s established competition rules do not encourage a monopolistic operational environment in the public port sector. That’s because Ennore has no other competing box terminal operator. In late 2023, MSC via subsidiary TiL became a joint-venture partner in AECTPL after acquiring a 49% stake in the project from APSEZ, consolidating its inland footprint in India. It remains to be seen if MSC will also face competition law hurdles for potential participation in the new Ennore project. The Adani Ennore terminal (AECTPL) began operations in 2018 on a 30-year concession, equipped with a 400-metre quay and an 800,000 teu annual capacity. Phase 2 development could see capacity increase to 1.4m teu, according to available information. India’s east coast has historically been served exclusively by a feeder vessels, but the launch of a direct Europe service by Maersk in 2021 boosted business prospects for Ennore, followed by Gemini calls on the same tradelane from February 2025. According to Xeneta’s eeSea liner database, the terminal currently hosts two deepsea services – Gemini’s India-Europe loop and the Europe-India/Middle East-Oceania NewMo/AES service jointly operated by CMA CGM and MSC – as well as four feeder strings. AECTPL saw some 701,000 teu in the Indian fiscal year 2025-26, up from 681,000 teu the year before. The pace of growth has continued into 2026-27, racking up some 122,000 teu in April/May, a 30% year-on-year jump, provisional data shows. The Indian port market has become an attractive investment proposition for bigger carriers – MSC and CMA CGM already have flagship terminals partnerships with APSEZ at Mundra. Additionally, CMA CGM holds a terminal concession at Nhava Sheva (JNPA) in partnership with JM Baxi Group. However, there are also emerging concerns that India’s east coast region is increasingly oversupplied in terms of terminal capacity, with the emergence of more minor and private ports, including Kattupalli and Gangavaram, both owned by Adani. Contact the writer at[email protected]

Zanzibar appears to be eyeing the container transhipment game with plans to develop an integrated seaport and free zone at Mangapwani, hoping to restore the maritime status of Tanzania’s semi-autonomous island. Minister for trade and industrial development Shariff Ali Shariff said the plans would simultaneously facilitate smoother movement of goods and boost export and import volumes. “The initiatives are aimed at positioning Zanzibar as a competitive player in global markets,” added Mr Ali Shariff, with the free port designation expected to entice “substantial” foreign investment into a port with significant scope for growth. Its potential lies in its proximity to key East African markets, and is based on the belief it is capable of supporting larger cargo-handling infrastructure, logistics parks, warehousing, and associated industrial facilities than the island’s existing gateways. Precise details have not been revealed but the estimated development cost has been reported at $500m-$600m and would allow it to not only compete with neighbouring Dar es Salaam, Djibouti, and Mombasa, but also cater for Indian Ocean transhipment volumes. It is that last point that commentators have suggested could prove a significant draw for foreign investors, as terminal operators and carriers are looking to expand their physical footprints; APM Terminals, DP World, and AD Ports seen as possible bidders. Of these, Maersk’s box terminal operator has purportedly been on the hunt for a new foothold in Africa after losing out on the concession to operate the Pier 2 terminal in Durban and has some expertise in Zanzibar, operating one of the three container services to the island. According to Xeneta’s eeSea liner database, Maersk charters slots from local carrier Coastal International’s Zanzibar Kisiwa Express, which runs on a fortnightly Mombasa-Zanzibar rotation deploying one geared 323 teu vessel. Two other feeder services also call at Zanzibar, CMA CGM’s IOFEED2, which also operates a Mombasa-Zanzibar shuttle with one 618 teu vessel, and United Africa Feeder Line’s ZEX string. The size of these vessels indicate existing volumes alone will not be sufficient to draw major investment, but if the Zanzibar government can pitch the semi-autonomous region’s transhipment case strongly enough, possible port investors may be willing to take a punt. Currently, East Africa’s transhipment volumes are largely handled by Durban or Mauritius’s Port Louis, which handles some 450,000 teu annually, and has capacity for up to 1m teu, and has acted as a “pressure release valve” for regional trade flows when congestion mounts in Durban. As a result, it is unlikely to be an attractive proposition for common-user terminal operators such as PSA or ICTSI, most likely leaving carriers such as Maersk and CMA CGM as the most likely interested parties. However, the regional government’s ambitions to develop an adjacent free trade zone could also lure firms such as DP World and AD Ports into the mix, where similar business models have underscored their home port developments.

CargoWise customers around the world reported being unable to access the platform for around two hours today, with users describing widespread login failure and disruption to electronic messaging. According to customer notifications seen byThe Loadstar, WiseTech Global activated its ‘Major Incident’ protocol after reports of a “current login issue” affecting CargoWise users. Progress updates issued through WiseTech’s support portal show the incident was escalated shortly before 7am UK time, with remediation implemented approximately two hours later. Several customers toldThe Loadstarthe issue affected both WiseCloud and self-hosted installations. One source familiar with the incident said it appeared to have been triggered by a reference data update that caused CargoWise to generate login exceptions. According to the source, companies were required to restart process controllers after WiseTech implemented a fix to the affected reference data, although this has not been confirmed by WiseTech. The source said the issue would likely have affected everyone from small customs brokers to the world’s largest freight forwarders. One self-hosted user said: “We could not even log in. The only thing that should be affected for us would be eHub, but we were unable to log in after putting in our password.” Another customer said the outage effectively rendered the system unusable for their business. “99% of users logged in had sessions terminated,” the customer said. “All inbound controlled messages were impacted. We have various routines in place to re-process which we had to initiate once back up and running.” The customer added: “Effectively for us, the system was down.” Another source described the disruption as severe. “It rendered everyone’s CargoWise useless, taking down the global forwarder network that relies on it. This affected both cloud-hosted and self-hosted customers,” the source said. However, other users reported more limited impact, suggesting the severity varied between organisations. Sean Crook, founder of Australian forwarder Neolink, toldThe Loadstaronly a small number of users within his organisation were affected. “Across our 30 users we seemed to only have a couple affected at the end of today for a short period,” he said.“We did get notified by CargoWise. My GM is saying it was an industry-wide issue.” Mr Crook added that similar incidents had occurred before, although only rarely. One customer noted that a separate disruption several weeks ago had affected EDI and database transfer services on WiseCloud hosting clusters in the US and Germany, although Australia was unaffected. The customer claimed today’s outage appeared to have had a broader impact because it affected both hosted and self-hosted deployments. The outage appears to have affected more than user access alone. Customers reported inbound EDI traffic was disrupted during the incident, although messages were subsequently reprocessed once services resumed. The combination of log in failures affecting both cloud-hosted and self-hosted deployments, together with disruption to inbound EDI messaging, has led to speculation that a shared authentication, connectivity or integration service may have been involved. WiseTech had not provided a root-cause analysis by the time of publication. One customer also criticised the quality of recent software releases. “The build quality of the software updates in the last month has gone completely downhill, with random errors and issues for things that were never a problem in the past, and their support responsiveness is almost non-existent,” the source said. WiseTech had not responded to requests for comment on the outage, the number of customers affected, the cause of the disruption, or the customer concerns raised by users by the time of publication.Some customers said they were disappointed by the lack of communication from WiseTech –others saidCEO Zubin Appoo responded personally, immediately.

The plot thickens. Talent poaching After months during which a slew of Ceva Logistics managers have left the building – the vast majority of them poached by MSC, to beef up its own Clasquin forwarding arm – Premium sources now say that the “CMA CGM and MSC leaders are pulling the strings” to protect their own turf “in forwarding and, more broadly, in logistics”. What that means for Ceva Logistics is this: the French carrier’s boss Rodolphe Saadé – “who is rather upset ...

General cargo imports have emerged as the main driver of air freight demand on the transpacific, replacing the ecommerce boom that had dominated the market for three years, according to new analysis from Trade and Transport Group (TTG). Frederic Horst, MD of TTG, said the market had undergone a significant shift. “For the past year, general air cargo imports have filled the gap created by the end of the US de minimis exemption,” he said.“Up to early 2025 it was the main driver. That has changed.” Asian air exports to the US increased 21.5% last year, with growth accelerating further during the first months of this year, according to TTG data. Mr Horst noted that the trend was reflected in the divergence between air traffic data – covering all cargo flown – and air trade data, which tracks import consignments valued at more than $2,000, and therefore excludes most cross-border ecommerce. The figures mirror Chinese trade statistics, which show a sharp decline in low-value exports to the US. According to TTG, Chinese low-value trade to the US fell 28% in 2025, and was down 33% through April. The changing relationship between air traffic and air trade provides further evidence of the shift. In 2015, air trade accounted for around 80% of total air traffic weight, most of the remainder consisting of express parcels. By 2024, that share had fallen to roughly 53%, reflecting the surge in ecommerce volumes. However, the gap has narrowed again, with air trade accounting for 72% of air traffic weight by March 2026. The trend was also highlighted by WorldACD chief executive Ken de Witt Hamer during TIACA’s Executive Summit earlier this month. Data covering the first four months of 2026 showed “some significant changes” in outbound ecommerce flows, he said. While China, North-east and South-east Asia were among the top regions driving tonnage growth last year, “we’ve actually seen a really important reversal of roles here”. “Most growth is actually coming out of South-east Asia, the new number one, and China moved to the third spot,” Mr de Witt Hamer said. He added that the US and North America had dropped out of the top five origin sub-regions for growth, replaced by South America and South Asia. According to WorldACD, the fastest-growing tradelane this year has been South-east Asia-US, followed by North-east Asia-South-east Asia and China-South-east Asia, underscoring the continuing diversification of global air cargo flows away from China-centric ecommerce traffic.

Ascolta la versione audio dell'articolo 6' di lettura English Version Translated by AI. For feedback, please contact english@ilsole24ore.com Il panorama della logistica marittima globale ha subito una mutazione strutturale profonda, tracciata analiticamente dai registri internazionali e dai sistemi di monitoraggio della sicurezza europea. Nel corso dell’ultimo biennio, la consistenza numerica della cosiddetta flotta ombra russa ha raggiunto una quota stabile stimata tra le seicento e le mille unità operative globali, di cui una componente permanente compresa tra le sessanta e le ottanta grandi navi cisterna incrocia stabilmente all’interno del bacino del Mediterraneo. Questa massa critica di naviglio movimenta un volume di idrocarburi quantificato in oltre un milione e settecentomila barili di greggio al giorno, a cui si aggiungono consistenti carichi di gas naturale liquefatto. Chiedilo al Sole Le domande sono suggerite automaticamente da 24Ore AI sulla base del contenuto visualizzato. Domande di approfondimento generate da 24Ore AI Il funzionamento di questo network si regge su precisi pilastri operativi e amministrativi. Sotto il profilo della registrazione, le imbarcazioni adottano in modo sistematico bandiere di comodo fornite da registri marittimi storicamente opachi o privi di strutture di vigilanza tecnica, come Gabon, Panama, Liberia, Comore e Camerun. Dal punto di vista legale e societario, la proprietà formale delle navi è frazionata attraverso una fitta rete di compagnie fantasma e società veicolo con sede legale dislocata tra gli Emirati Arabi Uniti, Hong Kong, le Seychelles e la stessa Federazione Russa. Queste entità giuridiche operano come scatole cinesi per isolare gli asset principali dalle sanzioni, mutando denominazione sociale e rappresentanza legale con una frequenza media inferiore ai sei mesi. Sul piano delle rotte, i piani di viaggio dichiarati vengono falsificati all’origine tramite l’emissione di polizze di carico alterate, mentre la navigazione reale prevede deviazioni geometriche sistematiche rispetto alle traiettorie ottimali commerciali, necessarie per confondere la provenienza del carico dai terminali russi del Mar Nero, come Novorossijsk, e del Mar Baltico, come Primorsk e Ust-Luga. Loading... Il network Nel corso del 2025 e nei primi cinque mesi del 2026, il volume complessivo di greggio e gas naturale liquefatto movimentato tramite queste manovre nel Mediterraneo è raddoppiato rispetto ai livelli del biennio precedente, assestandosi su una media mensile che supera i dodici milioni di barili trasferiti. Le dinamiche logistiche prevedono l’impiego di petroliere navetta di classe Aframax che caricano i prodotti nei porti di origine russi e, una volta raggiunte le acque internazionali, si affiancano a grandi superpetroliere di classe Very Large Crude Carrier (VLCC) attraverso l’uso di parabordi pneumatici ad alta resistenza e manicotti flessibili per il travaso del carico. La logica tecnica di questi trasferimenti risponde a due esigenze: l’ottimizzazione economica e l’occultamento normativo. Sotto il profilo logistico, l’operazione permette di concentrare i carichi su navi di portata maggiore, riducendo i costi di trasporto sulle lunghe distanze verso i mercati asiatici. Sotto il profilo sanzionatorio, il trasbordo in mare aperto spezza la continuità documentale della catena di approvvigionamento, consentendo ai broker di miscelare il greggio di origine russa con partite di idrocarburi provenienti da altre regioni geografiche, ottenendo così certificati di origine apparentemente conformi ai requisiti di importazione internazionali e ai tetti di prezzo fissati dai Paesi occidentali. Il pilastro tecnologico per mantenere l’anonimato durante queste operazioni consiste nella disattivazione deliberata e sistematica dei transponder del sistema di identificazione automatica, uno strumento radio obbligatorio secondo le convenzioni internazionali per la sicurezza della vita in mare. Nel corso del 2025 e nei primi mesi del 2026, i centri di controllo marittimo europei hanno documentato una media costante compresa tra i quaranta e i cinquanta episodi complessivi al mese di spegnimento anomalo del segnale all’interno del Mediterraneo, concentrati prevalentemente nelle acque internazionali del Canale di Sicilia e dello Ionio meridionale. L’analisi di questi eventi evidenzia schemi ricorrenti: le petroliere di classe Aframax e Suezmax disattivano i dispositivi poche ore prima dell’ingresso nelle aree designate per i trasferimenti di carico, mantenendo una finestra di oscurità informativa che varia dalle 36 ore nel Canale di Sicilia fino a un massimo di 120 ore consecutive per le superpetroliere di classe VLCC nel Mar Ionio. Le tecnologie Per contrastare questa cecità informativa, i sistemi di sorveglianza costiera e le agenzie di intelligence marittima hanno integrato il tracciamento radio con il monitoraggio satellitare avanzato in tempo reale. Il rilevamento si affida oggi in modo prioritario ai radar ad apertura sintetica dei programmi satellitari europei, i quali emettono impulsi elettromagnetici in grado di penetrare la copertura nuvolosa e rilevare la presenza fisica, la lunghezza e la sagoma delle imbarcazioni anche in condizioni di totale oscurità. Questi dati vengono poi incrociati con i sensori a radiofrequenza orbitali, capaci di captare le emissioni dei radar di navigazione di bordo delle navi che, pur avendo spento il sistema di tracciamento pubblico, devono mantenere attivi i radar di navigazione interni per evitare collisioni con altre unità o con la costa.