Porti & ambiente — le notizie raccolte

DP World confirmed today that it had reached an agreement with Fujairah Ports Authority to build two new terminals on the UAE’s east coast – and outside of the Hormuz Strait – under a 50-year concession. The two facilities will be the Al Rugaylat container and multi-purpose terminal, and the Dibba General Cargo terminal, and in combination will increase DP World’s total container handling capacity in the UAE from 19.4m teu to almost 22m teu, while significantly expanding general cargo and ro-ro capabilities. “Fujairah strengthens what Jebel Ali already delivers — a single, global integrated platform for moving goods across global supply chains and within the UAE and beyond,” Yuvraj Narayan, DP World’s group chief executive officer said. “With Jebel Ali operating at high utilisation, this development provides the additional capacity to support long-term growth. “For cargo owners, it means greater flexibility, more choice and stronger supply chain resilience,” he added. However, according to an Alphaliner analysis, both DP World’s and AD Ports home terminals have seen traffic plummet since the outbreak of the US-Israel-Iran conflict. “Both of the UAE’s main hubs in the Gulf, Jebel Ali in Dubai and the AD Ports-operated Khalifa Seaport in Abu Dhabi, have experienced a massive drop in activity since the Iran conflict escalated, which led to repeated closures (or de facto closures) of the Strait of Hormuz,” Alphaliner said today. “Located outside the Gulf, Fujairah offers direct access to the Indian Ocean, making it a strategically important gateway for liner shipping.” Source: Alphaliner The project will establish a new deep-water trade gateway on the UAE’s east coast, capable of handling the latest generation of Ultra Large Container Vessels, with the Al Rugaylat container terminal designed to handle up to 2.5m teu annually, alongside 1.7m tonnes of general cargo and 190,000 Car Equivalent Units (CEUs), Dibba will add up to a further 3.6m tonnes of annual general cargo capacity. “The partnership with DP World marks an important milestone in Fujairah’s continued development as one of the region’s most important maritime gateways,” said Sheikh Saleh Bin Mohamed Al Sharqi, chairman of Fujairah Ports Authority. “The Al Rugaylat and Dibba terminals will bring world-class operating capability, expanded capacity and new investment to the emirate. “We look forward to working with DP World to deliver a project that will benefit customers, communities and the UAE’s wider economy,” he added. The new development, which is expected to take somewhere between two and two and a half years’ to complete, will come alongsidean expansion to Gulftainer’s Khor Fakkan container terminal, as previously reported byThe Loadstar, and means that since Iran first closed Hormuz around 7.5m teu of new terminal capacity outside Hormuz is now planned. “This development will add significant new capability to Fujairah’s port infrastructure and enhance the range and quality of services we can offer to cargo owners and logistics customers,” Captain Mousa Murad, Fujairah Ports Authority managing director, said “By combining Fujairah’s strategic location with DP World’s operating expertise, we aim to deliver modern, efficient terminals that support regional trade flows, strengthen connectivity and meet the highest international standards,” he added. Meanwhile, DP World recently announced it had acquired 700 new trucks expressly for the purpose of operating landbridge container movements that are likely to be a foundation of the new terminal’s cargo base.

“Gli incendi che in questi giorni stanno interessando diverse aree d’Italia sono l’ennesimo segnale di territori sempre più vulnerabili agli effetti della crisi climatica. Quella a cui stiamo assistendo non è semplicemente un’estate difficile: la stagione dei roghi sta diventando più lunga e anticipata. Gli incendi sono uno dei segnali più evidenti di un clima che cambia”, così Martina Borghi, della campagna Foreste di Greenpeace Italia, commenta i roghi che stanno devastando intere regioni come la Sicilia, dove negli ultimi giorni decine di incendi hanno colpito diverse province, causando evacuazioni, gravi danni a boschi, biodiversità e attività agricole. “In Italia – sottolinea Borghi – l’innesco degli incendi ha spesso origine umana, ma è la crisi climatica a creare condizioni sempre più favorevoli alla loro propagazione, rendendo i roghi più intensi e difficili da gestire, con alte temperature, siccità e vento di scirocco che contribuiscono ad alimentare le fiamme e rendono più difficili le operazioni di spegnimento”. Secondo EFFIS (European Forest Fire Information System), il sistema europeo di monitoraggio satellitare gestito dal Joint Research Centre della Commissione Europea nell’ambito del programma Copernicus, tra il 1° gennaio e il 22 luglio 2026 in Italia sono andati in fumo 36.600 ettari di territorio, circa l’80% in più rispetto alla media dello stesso periodo tra il 2006 e il 2025 (20.329 ettari). Nell’ultimo aggiornamento disponibile, riferito al 22 luglio, la superficie percorsa dagli incendi in Italia è stata di circa 19 mila ettari, un’estensione superiore all’intero territorio del Comune di Milano. Nell’Unione Europea, al 15 luglio 2026, gli ettari bruciati erano già 167.326, un’estensione superiore alla media del periodo 2006-2025. Il Mediterraneo, ricorda Greenpeace, è una delle aree maggiormente esposte agli effetti combinati dell’aumento delle temperature, della siccità e di condizioni meteorologiche sempre più favorevoli alla diffusione degli incendi. Secondo l’organizzazione ambientalista, di fronte a questa nuova realtà non è sufficiente intervenire soltanto nella fase di emergenza, ma è necessario investire nella prevenzione e nella mitigazione del riscaldamento globale. “Servono politiche strutturali di gestione del territorio, dalla cura dei boschi al recupero delle aree rurali abbandonate, dal rafforzamento del monitoraggio alla preparazione delle comunità locali. Ma nessuna strategia di adattamento potrà essere sufficiente senza affrontare la causa alla radice: ridurre rapidamente le emissioni di gas serra e contrastare la crisi climatica che sta amplificando fenomeni estremi come gli incendi boschivi”, conclude Borghi.

Il Gruppo conferma il proprio impegno come Societa' Benefit (Il Sole 24 Ore Radiocor) - Roma, 22 lug - Il Sustainability Report 2025 conferma l'impegno di Chiesi come Societa' Benefit: maggiori investimenti in ricerca, accelerazione del processo di decarbonizzazione, sostegno allo sviluppo delle comunita' in cui opera. 'In uno scenario macroeconomico in continua e rapida evoluzione - commenta Maria Paola Chiesi, presidente del Gruppo - noi di Chiesi scegliamo di generare non solo performance economica, ma anche valore sostenibile per la societa' e per i sistemi di salute'. Nel 2025 il Gruppo ha investito 885 milioni in Ricerca & Sviluppo (R&S), pari al 24,7% dei ricavi: il livello piu' alto nei 90 anni di storia aziendale. Un impegno 'che conferma Chiesi come prima azienda farmaceutica in Italia e undicesima in Europa per investimenti assoluti in R&S secondo l'EU Industrial R&D Scoreboard 2025'. Nel 2025 il portafoglio ha raggiunto quota 6.324 brevetti con 36 domande nell'ultimo anno allo European Patent Office (EPO) che posizionano Chiesi al quinto posto per numero di richieste depositate. Dif. Gli ultimi video Radiocor (RADIOCOR) 22-07-26 15:48:38 (0486)SAN 5 NNNN

(Il Sole 24 Ore Radiocor) - Roma, 22 lug - Il 2025 ha inoltre segnato il primo anno di piena operativita' del nuovo Biotech Center of Excellence di Parma, uno dei poli biotecnologici piu' integrati d'Europa, nato per rafforzare lo sviluppo di terapie biologiche innovative. Il progetto prevede un investimento complessivo di circa 400 milioni di euro entro il 2030. 'Con circa 7.900 collaboratori nel mondo, di cui oltre il 30% in Italia - sottolinea il Sustainability Report - Chiesi continua a investire sulle persone come leva fondamentale per una crescita sostenibile, inclusiva e di lungo periodo. Sono 392 le nuove posizioni create a livello globale nel 2025, con la forza lavoro cresciuta del 5% rispetto all'anno precedente'. Particolarmente significativo il contributo al territorio parmense, dove nel 2025 'il Gruppo ha investito complessivamente quasi due milioni di euro in iniziative locali, di cui il 27% destinato al quartiere San Leonardo'. Ulteriori progressi nel percorso di decarbonizzazione 'con -37% delle emissioni Scope 1 e -96% delle emissioni Scope 2 rispetto al 2019'. Dif. Gli ultimi video Radiocor (RADIOCOR) 22-07-26 15:48:54 (0487)SAN 5 NNNN

VARD, a subsidiary of the Fincantieri Group and one of the major global designers and shipbuilders of specialized vessels, is pleased to announce that we have been awarded a contract with the British maritime safety and welfare organisation Trinity House for two multi-function Buoy and Lighthouse maintenance vessels. These are the first two vessels VARD has signed of its kind. The value of the contract exceeds 220 mill. euros. VARD was awarded the contract following a public tender. The two new vessels will replace the ageing THV Patricia and THV Galatea and are part of Trinity House’s plans to renew their fleet of three vessels. Trinity House is a maritime safety and welfare organisation that works for the benefit and safety of all mariners as a General Lighthouse Authority and maritime charity. As the General Lighthouse Authority for England, Wales, the Channel Islands and Gibraltar, it operates marine aids to navigation that are critical to the safety of ships and seafarers. Trinity House's mission is to deliver a reliable, efficient and cost-effective aids to navigation service for the benefit and safety of all mariners. Separate to its work as a GLA, as a self-funding maritime charity, it provides education, support and welfare to the seafaring community. Together for the future of the maritime industry The contract includes an exchange program for students where VARD, Trinity House and Vard Marine in Canada engage in a training partnership allowing apprentices to enhance their maritime competence. As part of the public tender award, the contract includes UK-content commitment, securing extended use of British suppliers throughout the build. The two multi-function Buoy and Lighthouse maintenance vessels are of VARD 9 601 design, designed by Vard Marine in Canada in collaboration with Vard Design in Norway. Damien Oliver, Trinity House’s Senior Responsible Owner for the Futures Afloat ship replacement programme said: We are delighted to be partnering with Vard to deliver the next generation of multi-functional buoy handling tenders for Trinity House. These new ships will ensure we can continue to fulfil our statutory responsibilities efficiently and effectively for decades to come. This contract demonstrates the UK’s continued and ongoing commitment to partnership with Norway in ensuring freedom of navigation and the safety of shipping. Following a rigorous procurement process, Vard has demonstrated the expertise, innovation and capability required to design and build vessels that will support our mission while providing high quality accommodation and facilities for our dedicated Iain Lower, Deputy Master and Chief Executive Officer for Trinity House, said: Following a highly competitive tender process led by the Futures Afloat programme team, I am pleased that we have awarded the contract to Vard, a world-class shipbuilder with an outstanding reputation for quality and innovation, to deliver these vital new vessels. The replacement of our ageing fleet represents a significant investment in the future of Trinity House and the safety of those who rely on our services. These ships will enhance our ability to provide a reliable, efficient and cost-effective aids to navigation service, ensuring we continue to support the safety of mariners and the resilience of the maritime sector more generally for generations to come. Environmentally efficient, advanced and high standard accommodation The VARD 9 601 is designed as a capable, safe and robust multi-role vessel, combining navigation buoy tending with hydrographic survey and emergency response to hazards to navigation. The vessels for Trinity House feature a hybrid propulsion system and can operate fully on battery power while alongside, at anchor and for limited duration during dynamic positioning and transit. The battery system also provides peak shaving and spinning reserve support to the main generators, minimizing fuel consumption, emissions and environmental impact. Future-proofed for the maritime energy transition, the vessels are designed with the capability for conversion to methanol fuel, providing a pathway towards further reductions in greenhouse gas emissions throughout their operational lifetime. This, combined with an optimized, shallow-draft hull design and highly efficient propulsion equipment, including stern azimuthi propulsors, a tunnel thruster and a pump jet, creates state-of-the-art operationally and environmentally efficient vessels. The vessels are built for advanced Dynamic Positioning and crane operations, with a main deck configured for buoy handling and stowage, a 30T twin hoist tension control crane, and two smaller stores cranes. The versatile platform is further equipped with two workboats, a towing winch, and helideck, enabling safe and efficient operations in support of Trinity House's extensive navigation aid maintenance and maritime service responsibilities. CEO in Vard Group, Cathrine Kristiseter Marti is proud of Vard Group being awarded the contract: After a long and thorough process, we are thrilled to have been awarded the contract to renew Trinity House’s capabilities to maintain and modernise crucial marine infrastructure in UK waters. Their work is important and VARD is looking forward to continuing the collaboration through developing maritime competence across borders. This is crucial for all partners involved. This contract truly emphasises the significant role VARD and our owner Fincantieri play for the future of the maritime industry. We thank Trinity House for the opportunity to be a part of this and welcome them as a customer to VARD. Cybersecuritywill be engineered into the vessel as an integrated and layered capability. This includes secure system-to-system integration, segregation between operational technology and information technology, controlled interfaces and protected ship-to-shore data flows. The security architecture is based on security by design, demonstrated through verified and tested built-in system capabilities and secure development practices. With exceptional 360-degree bridge visibility over the working deck aft and helideck forward, in addition to high spec Maritime Labour Convention (MLC) 2006 compliant accommodation, the platform provides safety, efficiency and comfort to all crew on board. The crew comfort is maximized with a low noise tunnel thruster, pump jet and roll damping tank, with the vessel designed to meet Lloyd’s Register’s CAC(1) and ABN(Q) class notations for onboard noise and vibration, and airborne noise emissions. Vard Interiorswill deliver a complete turnkey interior solution that combines modern accommodation with the latest green HVAC-R technology, enhancing onboard comfort while reducing energy consumption. Combining quality craftsmanship with sustainable solutions, Vard Interiors delivers interiors that support reliable vessel operations, enhance crew comfort, and meet the evolving needs of the maritime industry. Vard Electrowill supply a comprehensive SeaQ package covering power, control, bridge and communication systems, while acting as single system integrator for the project. This brings the key onboard electrical technologies into one coordinated scope. At the core of the vessel’s energy setup, the propulsion system combines SeaQ DC switchboards with a SeaQ energy storage system exceeding 3,600 kWh in capacity. A multi-connection SeaQ Shore Connection, working together with the energy storage system, enables zero-emission operations at quay. Combined, the power and propulsion setup is designed to reduce fuel consumption and emissions, improve flexibility and support future ambitions for the use of methanol as fuel. The vessel will also be equipped with SeaQ Green Pilot, Vard Electro’s cloud-based energy management solution. Supporting the customer’s sustainability ambitions, the system collects and analyses real-time vessel data to provide insight into fuel consumption, emissions and vessel performance. This gives the operator a stronger basis for decision-making, environmental reporting, and compliance with current operational and regulatory requirements. Production and delivery The vessels will be constructed using VARD’s global integrated value chain. Delivery is scheduled for Q2 and Q4 in 2029 from one of VARD’s yards in Norway.

The $6.2bn Umm Shaif development will add over 600m scfd as Gulf producers face damaged infrastructure and curtailed LNG shipping. July 22, 2026 ADNOChas committed to a $6.2bn Final Investment Decision (FID) for the Umm Shaif Gas Cap, a move they say will unlock more than 600m standard cubic feet per day (scfd) of gas resources fromAbu Dhabi’s oldest offshore field. The decision comes despite extreme pressure onLNGproduction and export in the Arabian Gulf due to the ongoingUS-Iran conflict and the effective closure of the Strait of Hormuz to LNG carriers, which has isolated the UAE andQatarfrom export markets. Abu Dhabi’s state-owned oil company ADNOC holds a 60% stake in, and is the field operator at, the Umm Shaif and Nasr offshore concession where the development will take place, alongside TotalEnergies with 20% ownership, China National Petroleum Corporation (CNPC) with 10% and ENI with 10%. Production from the project is expected to come online in 2030, said ADNOC. The latest commitment adds to a series of LNG-focused deals in the UAE, including the launch of an LNG marketing and trading platform combining the marketing activities at ADNOC Gas, XRG, and ADNOC Trading, with a target of 47m tonnes per annum of combined marketable LNG by 2035. Related:AP Moller Holding buys ship lessor Ocean Yield from KKR Market challenges Getting LNG to market is a current challenge for gas producers in the Gulf. Risk in the region is currently escalated amid ongoing tit-for-tat attacks between the US and Iran. If and when the situation cools again, LNG carrier owners and operators are likely to remain cautious after Nakalit’s laden LNG carrierAl Rekayyatwas struck off Oman in early July. The recovery in LNG carrier transit numbers through Hormuz lagged tankers during the period of calm in the Strait after the signing of the US-Iran peace MoU in June. The series of Iranian attacks on vessels includingAl Rekayyathalted and reversed the recovery in transit numbers seen since the MoU signing, and little LNG has flowed since. On 21 July,ClarksonsResearch head of global research, Steven Gordon, said no Qatari LNG carriers had transited the Strait in almost two weeks. The resumption of Hormuz transits may bring a sudden surge of exports as laden LNG carriers in the Gulf are released, but after the impacts of war, regional production will not reach full pre-conflict volumes of around 20% of global supply. Qatar was the world’s second-largest exporter of LNG at 81.5 mt or almost 19% of global exports in 2025, but export capacity at QatarEnergy was cut by 17% in March after missile strikes hit Ras Laffan Industrial City early in the US-Iran conflict. Repair estimates for the damaged infrastructure were in the three to five year range, QatarEnergy said at the time. During the brief period of peace in June, QatarEnergy said it would take around one month to reach 50% of its LNG production capacity at Ras Laffan, and two months to hit 80%. Related:Capital Clean Energy Carriers enters LNG bunkering with CMA CGM Importer challenges Pressure on the LNG trades are reflected in global markets, with Europe and Asia facing challenges. At a critical stocking up period in Europe, gas storage levels of 54.2% of capacity for 20 July were well down on the five-year average of 69.5% and last year’s 65.7%. After ending last winter at lows of around 28% capacity in March, restocking rates have faced resistance from reduced exports out of the Middle East, higher gas prices, and local demand for energy during a prolonged heatwave. Speaking at the company’s earnings results call on 22 July, Equinor CFO Torgrim Reitan said the European gas situation is “vulnerable”, and Europe may enter the autumn/winter period with “large uncertainties” as it competes with Asia for gas volumes. Equinor does not expect Europe will hit its 80% storage capacity target ahead of winter, and warned of further pressure next year when Russian gas will stop entering Europe via pipeline — storage levels permitting. Europe and Asia both face broadly similar challenges after hot summers boosted energy demand for cooling. Related:Nakilat first quarter profit holds despite Gulf challenges Bloomberg reported on 22 July that Asian buyers were paying spot market prices for LNG at almost double the price of long-term arrangements with Qatar that have been cancelled due to the attacks on Ras Laffan. 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

Welcome to portstrategy.com. This site uses cookies.Read our policy. 2026-07-22T12:21:00 Source: PortXchange The Port of San Diego has selected PortXchange’s EmissionInsider platform as the latest project to join its Blue Economy Incubator, supporting the port’s efforts to advance decarbonisation and improve environmental planning The EmissionInsider platform has been designed to help ports collect, integrate, analyse and report emissions data across their operations. Want to read more before deciding on asubscription? It only takes a minute to sign up for a free account and you’ll get to enjoy: Get more free contentsign up today Ready to subscribe?Choose from one of oursubscription packagesfor unlimited access! Site powered byWebvision Cloud

The world’s largest port operators increased their market share last year – container volumes growing at almost double the global growth rate. According to Drewry’snewGlobal Container Terminal Operators Annual Review and Forecast 2026/27, the seven largest global terminal operators (GTOs) handled a combined equity-adjusted 401m teu in 2025, which represented 40.3% of global port throughput and up 8.3% on their 2024 total. In comparison, Container Trade Statistics (CTS) recorded a 4.7% growth in total container volumes shipped last year, while the port volume figures also represent empty and transhipment container movements. Together with the smaller 12 that make up Drewry’s list of genuine international port operators, the GTOs handled 496.1m teu, which accounted for 49.9% of all containers handled at quaysides. However, as the table below shows, there was some disparity between the leading operators: while three achieved double-digit volume increases, all bar one saw volumes grow at a higher rate than the CTS average. Source: Drewry The laggard was Hong Kong-based Hutchison, which saw volumes rise just 1.5%. According to sources, this was largely due to the dilution of its ownership in the Thai hub of Laem Chabang, as well as a poor performance at Felixstowe, which saw rival London Gateway make big gains in the UK market. Another limiting factor was capacity constraints at Hutchison’s Yantian terminal, while Hong Kong volumes continued to decline – next year may be happier for the operator as the “new Yantian East terminal will unlock growth”. Meanwhile, the report also noted that the industry had entered a new phase, as terminals concessioned during the first wave of port privatisation during the 1990s and early 2000s were “approaching the end of their initial concession tenure”. “Given this, many GTOs are proactively managing their portfolio maturity and working closely with concessioning authorities well ahead of renewals to align objectives,” said the report. It says the industry’s M&A activities are now subject to heightened regulatory scrutiny due to current geopolitics, “clearly illustrated by the stalemate situation that has emerged from the TiL-BlackRock bid for Hutchison Ports’ international portfolio”. Nonetheless, capital investment undertaken by GTOs was up 23% last year over 2024, “with GTOs focusing on growing their portfolios, upgrading existing infrastructure, and expanding their automation and digital capabilities”. They are projected “to add a combined 186m teu capacity to their portfolios between 2025 and 2030”, it notes. It also says “greenfield projects are also firmly back on the agenda”, led largely by what it terms “hybrid GTOs” – terminal operators majority-owned by shipping lines, which “are much better placed to guarantee volumes for greenfield developments due to matched ownership”. However, fears that carrier-led terminal operators would push common-user operators out of the market “missed important nuances of the business”, report co-author Eirik Hooper toldThe Loadstar. “While hybrid operators have enormously increased their share of the overall market in the past decade, accelerated by the abnormal profits from their shipping line arms since Covid, Drewry’s view is that this is still very market- or situation-dependent,” Mr Hooper said. “Carrier participation is often seen as being useful for a greenfield development in an effort to reduce demand risk, but not as helpful in an established market with more stable demand characteristics. “Indeed, it can sometimes be seen as anti-competitive, if it is determined that the hybrid operator could disadvantage third-party carriers,” he added.

Ship’s crew often feel forgotten in public discussions around freight rates, insurance premiums and disruption to trade July 22, 2026 By Walter Vervloesem FNI, President of The Nautical Institute At The Nautical Institute London Branch conference on geopolitical maritime risks, I reflected on the fact that shipping has never operated in a stable world. War, political upheaval, piracy and economic disruption are hardly new. What has changed is the way risks now overlap, often reaching a vessel at the same time and leaving the crew to make sense of circumstances that may shift by the hour. That became increasingly apparent as the day progressed. We heard about war risk, sanctions, naval operations, cyber security, GNSS disruption, shadow fleet activity, abandonment and mental health. Ashore, these issues tend to be handled by different specialists. Onboard, they form part of the same operational reality. A master may be receiving revised routeing advice while the bridge team deals with unreliable positioning data and additional reporting. The owner may be speaking to insurers and charterers while family members ask whether the vessel is safe. The crew still has to navigate, maintain the ship and complete the voyage. Related:FrontM upgrades onship app for seafarers and maritime professionals One comment that stayed with me was that seafarers can feel forgotten. Public discussion around conflict at sea often concentrates on freight rates, oil prices, insurance premiums and disruption to trade. Those matters are important, but they can make the people onboard seem almost incidental, as though the ship were simply another point moving across a chart. A vessel does not have to be struck by a missile or drone for its crew to be affected. Spending days or weeks expecting an attack, sleeping badly and trying to reassure families at home takes a toll, even when the ship reaches its destination without physical damage. Seafarers are resilient, but resilience should not be confused with an unlimited ability to absorb fear, fatigue and uncertainty. Nor should support end when the immediate danger has passed. Somebody who has experienced an attack, detention or evacuation may be expected to continue working almost immediately, while colleagues who witnessed a serious injury or death may receive little help because they were not physically harmed. High-risk voyage planning must therefore involve more than routeing advice and emergency procedures. Crews need an honest understanding of the threats, clear communication from shore and arrangements for keeping families informed. Companies should also know what support will be available afterwards, rather than waiting until somebody is visibly struggling. Related:Officer shortage deepens as seafarer demand jumps 35% The naval contribution offered realism. Naval forces can deter attacks, coordinate shipping and help vessels move through contested waters, but they cannot create a protective bubble around every merchant ship. A warship does not make every passage safe, and naval presence cannot compensate for poor preparation. Naval authorities require accurate vessel information and early notification; owners, managers and masters need to understand what assistance is genuinely available and where its limits lie. The discussion around the shadow fleet exposed a different failure of protection. Much attention is rightly given to sanctions evasion, ageing ships and opaque ownership, but seafarers may be the first to discover what those arrangements mean in practice. They can join a vessel without knowing that its flag is fraudulent, its insurance unreliable or its ownership hidden behind companies that may disappear when a claim arises. Saying that a seafarer should refuse such a contract assumes access to reliable information and the financial freedom to turn work down. Cyber threats and GNSS interference bring the argument back to the bridge. A system that stops working is one kind of problem (jamming); a system that continues operating while providing believable but incorrect information (spoofing) is much harder to manage. In those circumstances, the final safeguard is not another screen or alarm, but a bridge team with the training and confidence to question what it is being shown. Related:Day of The Seafarer in conversation with The Seafarers' Charity By the end of the conference, a clear pattern had emerged. Maritime risk is layered and interconnected. The systems and procedures used to manage it matter, but they are only as strong as the people expected to apply them. Shipping can reroute a vessel, alter a schedule or arrange additional insurance. It cannot continue allowing unresolved commercial and geopolitical pressures to travel down the chain until they reach the crew. If the industry wants to become more resilient, it should keep protecting all mariners who serve our sector with professionalism, resilience and dedication. Read more about:

Vessel routes are now hugging coastal areas in an effort to avoid drone attacks, Russian ships to the east and Ukrainian vessels to the west as the war on trade continues July 22, 2026 In the latest attack on shipping Ukrainian forces claim to have struck three cargo ships and a tanker while theRussianmilitary is claiming three hits on a bulker and two dry cargo ships. Overnight reports suggest the maritime war being fought from the air is continuing at pace with port infrastructure in Odessa and a ship in Mykolaiv Port as well as Chornomorsk reportedly hit by Russian missile strikes. In the latest update from Ukraine’s Unmanned Systems Forces commander Robert “Madyar” Brovdi on 22 July 13 vessels had been warned by fire within 48 hours (July 21-22) about the “inadvisability of operating” in the waters of the Sea of Azov and the Black Sea. These units included one tanker, 10 cargo ships, and two tugboats. Meanwhile, operations at the Caspian Pipeline Consortium (CPC), which transports crude from the Tengiz oil field in Kazakhstan to the Russia’s Novorossiysk-2 Marine Terminal, for export has confirmed that the pipeline has closed for the second time. Related:Saudi tanker on fire after Houthi strike in Red Sea A CPC statement said: "Oil loading ⁠operations were suspended. No oil spill occurred and no ignition of oil in the cargo tanks was allowed." An attack on the tanker,Nelsa, which was loading at the time caused a fire closing the pipeline. Reports suggest that four vessels loaded with Kazakh oil have been attacked in four days. Kazakhstan produces 1% of the world’s oil and the CPC handles more than 80% of its crude exports. The Kazakh Foreign Affairs Ministry said: "We regard such attacks as an unacceptable infringement upon the economic interests of the Republic of Kazakhstan, as well as deliberate acts aimed at destabilising lawful international trade and global energy markets and undermining the security of global transport and logistics supply chains," Both Ukraine and Russia have increased attacks on oil infrastructure and tankers as well as other vessels in the Black Sea and the Sea of Azov in recent weeks, in an effort to undermine supply chains and war efforts. Read more about: Nick Savvides Europe correspondent Experienced journalist working online, in monthly magazines and daily news coverage. Nick Savvides began his journalistic career working as a freelance from his flat in central London, and has since worked in Athens, while also writing for some major publications including The Observer, The European, Daily Express and Thomson Reuters. Most recently Nick joined The Loadstar as the publication’s news editor to develop the profile of the publication, increase its readership and to build a team that will market, sell and report on supply chain issues and container shipping news. This was a similar brief to his time at ci-online, the online publication for Containerisation International and Container News. During his time at ci-online Nich developed a team of freelancers and full-time employees increasing its readership substantially. He then moved to International Freighting Weekly, a sister publication, IFW also focused on container shipping, rail and trucking and ports. Both publications were published by Informa. Following his spell at Informa Nick joined Reed’s chemical reporting team, ICIS, as the chemical tanker reporter. While at ICIS he also reported on the chemical industry and spent some time on the oil & gas desk. Nick has also worked for a time at Lloyd’s Register, which has an energy division, and his role was writing their technical magazine, before again becoming a journalist at The Naval Architect for the Royal Institution of Naval Architects. After eight successful years at RINA, he joined Fairplay, which published a fortnightly magazine and daily news on the website. Nick's time at Fairplay saw him win theSeahorse Club Journalist of the Year and Feature Writer of the Year 2018 awards. After Fairplay closed, Nick joined an online US start-up called FreightWaves.

Brazilian forwarders appear unfazed by the US 25% tariff that came into effect today, pointing to the broad exemption list and lead time to ready themselves as substantial buffers to any financial pain. President Trump made clear his intention to slap a huge tariff rate on the South American neighbour, but with his wider tariff policy having been hobbled by the Supreme Court, the administration sought to ensure this one stuck. One forwarder toldThe Loadstarthis had required the US government work through a year-long investigation that gave industry sufficient time to prepare itself, with many pleased with the exemption list served up with the tariff. AGL Cargo’s Jackson Campos toldThe Loadstar: “The tariff is broad, but the exemption list is significant, so the impact will vary considerably by commodity. Furniture, machinery, footwear, timber, sugar, and ethanol are among the more exposed flows. “Coffee, beef, aircraft, and some energy and industrial products are exempt. We’ve responded at shipment level,” Mr Campos added, noting that AGL would be checking classification, origin, and exemption status with customs brokers to ensure compliance. The company would also be also tracking the US customs-entry date and running landed-cost scenarios before bookings were confirmed. ForwardersThe Loadstarspoke to said there was little immediate concern of a physical interruption to cargo flows, but there were some fears over customs compliance. Mr Campos said: “My main concern is the secondary effect on logistics. We may see an initial pause in US-bound bookings, followed by cancellations or changes in cargo mix in the most affected sectors. “That could alter container availability and carrier capacity planning, even for exporters whose products are exempt. Overall, I do not expect an immediate system-wide breakdown.” Forwarders also highlighted a need over the coming weeks to keep ahead on customs compliance, shipment visibility, and flexibility, as Brazilian exporters and US importers adjust to the new cost base. “We are also reviewing Incoterms and duty responsibility, while keeping ocean allocations flexible so customers can defer shipments, adjust volumes or redirect cargo to other markets where commercially viable,” added Mr Campos. On a broader level, the tariffs against Brazil could be part of a push by the US administration to renew its push towards their use as a bargaining tool. Washington-based Atlantic Council, certainly thinks so, the think tank’s Valentina Sader tellingFrance 24the tariff could be intended “as an example to send a broader message about its priorities and negotiating approach”. Certainly there is some logic at play here, the tariffs coming into effect the same week thatPresident Trump has escalated his trade dispute with Canada, with additional 50% tariffs on hundreds of its products. Baker Tilly’s director of global trade advisory services, Pete Mento, believes the Canada tariffs have a decent chance of surviving legal scrutiny by using what is known as a “Section 338”, designed to address foreign discrimination against American trade. “The administration’s justification is that Canada has treated US commerce less favourably than competing countries in three areas – alcoholic beverages, motor vehicles, and dairy,” said Mr Mento. “The alcohol case is the strongest. Canadian provinces allegedly removed US products from their systems while continuing to sell competing foreign products. The motor vehicle case is also fairly direct, because Canada imposed measures specifically against US vehicles.” However, he noted, the dairy issue was “more complicated, because the claim depends on comparing quota treatment under different trade agreements”. But he said “a court is unlikely to reject Section 338 as a valid tariff authority altogether”.

Redazione AnsaBRUXELLES - Luglio 22,2026 - News (ANSA) - BRUXELLES, 22 LUG - Nel corso della riunione del Coreper I la Commissione ha presentato agli Stati membri la revisione del sistema Ets presentata lo scorso 17 luglio.La Presidenza irlandese di turno dell'Ue, a quanto si apprende, ha illustrato il proprio piano volto a definire un orientamento generale sulle principali proposte entro il Consiglio Envi di dicembre, al fine di rispettare la scadenza prevista dall'iniziativa "One Europe, One Market". La presidenza ha sottolineato che i tempi ristretti per il completamento dei lavori richiederanno un impegno intenso a tutti i livelli in seno al Consiglio.Gli Stati membri, nel corso della pausa estiva, elaboreranno i propri contributi. La presidenza terrà un dibattito politico sul sistema Ets in occasione del Consiglio Ambiente Ue di ottobre per provare a spianare la strada a un accordo. "Abbiamo avviato immediatamente la revisione del sistema Ets e garantiremo che le opinioni di tutti gli Stati membri siano ascoltate. Dobbiamo portare avanti questa complessa proposta con rapidità: la certezza sul sistema Ets è fondamentale per la competitività europea.La presidenza irlandese punterà a definire un orientamento generale a dicembre, affinché l'Unione possa realizzare l'ambizioso obiettivo della tabella di marcia "Un'Europa, un mercato", ha sottolineato un portavoce della presidenza di turno. (ANSA).