Porti & ambiente — le notizie raccolte

Ocean carriers have continued their flurry of surcharge and rate increase announcements, which“continue to be the scourge of shippers’ lives”, according to James Hookham, director of theGlobal Shippers Forum. Danish shipping line Maersk today announced it was implementing a Peak Season Surcharge (PSS)for Far East Asia to North Europe and Mediterranean from 7 July of $750 per teu. From South Korea this will be applicable from 16 July. It also announced a Far East Asia to Southern Africa and Indian Ocean Islands PSS of $1,800 per teu from 1 July, along with yesterday’s notice of a PSS from Far East Asia to Middle East of $1,000 per 40ft, also for 1 July. French carrier CMA CGM joined its Danish counterpart in a flurry of PSS across today and yesterday. This includes a charge of between $350 and $850 per teu from China to West Africa, between $400 and $500 from China to East Africa from 21 June and $350-$550 from China to South Africa and Mozambique from 21 June. Alongside the PSS, CMA CGM also updated its FAK rates from the Indian Subcontinent to North Europe, the Mediterranean, North Africa, and Latin America, all effective 1 July. ToNorth Europe and the Mediterranean this is $5,000 per teu, to North Africa $6,000, and to Latin America between $4,300-$6,150. Hapag-Lloyd also announced General Rate Increases (GRI) from Indian Subcontinent and Middle East to North America west coast of $2,100 and $1,500 to the east coast. James Hookham, director of the Global Shippers Forum recently toldThe Loadstar Podcastthatsurcharges “continue to be the scourge of shippers’ lives”. “They don’t want surcharges, they want solutions,” he stated. Referring to recent fuel surcharges, Mr Hookham said: “Not that we can do much about the situation now, but I think there is a need to look at this again, because I would suggest it’s one of the biggest factors in hindering productive relations between shippers and shipping lines going forward. “There’s obviously the huge disruption that’s taken place to trades in the Middle East… inevitably the hit on fuel prices has been passed on,” he acknowledged. But Mr Hookham highlighted that this was done “not just through the established bunker adjustment factors”, as would be expected. “We saw quite early on, within the first few weeks of the conflict, additional surcharges coming in for fuel prices… but it was difficult to understand how the shipping line had actually had to pay that price for fuel in the previous three or four days, and suddenly the shipper was being confronted with an increased cost, and that was across many trades. “Some of us had difficulty believing that they need to pay it quite so quickly that they needed to pass those surcharges on as quickly as they did,” he underscored. Today, Maersk also announced intermodal fuel fee updates for many regions of Europe, including Poland, Germany, Austria, Switzerland, Belgium, Luxembourg and Netherlands from the period 22 June to 6 July. “Given the volatility of the current energy market, this surcharge will be review bi-weekly to account to account for evolving conditions,” it explained. For the UK,as per the advisory update shared by Port of Felixstowe, yesterday, Maersk announced it was decreasing its EFS from £5.38 to £4.17 per import laden container effective from 1 July. Listen to our recent episode of News in Brief on YouTube and subscribe so you never miss an episode!

Bangladesh has scrapped the long-standing cap on foreign ownership of inland container depots (ICDs) and off-dock facilities, in a move aimed at attracting greater foreign direct investment into the country’s growing logistics and port sectors. The measure was announced by finance minister Amir Khosru Mahmud Chowdhury during the presentation of the national budget on 11 June and will take effect from 1 July. Under existing rules, foreign investors were limited to a maximum 49% stake in privately operated ICDs, requiring them to partner with local companies. From next month, overseas investors will be permitted to establish and operate ICDs with 100% ownership. The government hopes the policy change will encourage greater participation from international port and logistics operators as Bangladesh seeks to expand its trade infrastructure. There are currently 24 privately operated ICDs in Bangladesh, several of which already have foreign equity participation. Global logistics and terminal operators, including DP World, Medlog, Red Sea Gateway Terminal (RSGT), APM Terminals and PSA Singapore, have either invested in or expressed interest in Bangladesh’s ports, terminals and off-dock facilities. Addressing parliament, Mr Chowdhury said: “To facilitate trade and attract investment, I propose abolishing the existing provision that limits foreign shareholding to a maximum of 49% in private off-dock and ICD operations, thereby opening this sector equally to both domestic and foreign investors.” Industry stakeholders broadly welcomed the decision, although several cautioned that further reforms would be needed if Bangladesh is to attract significant new investment. Ruhul Amin Biplob, secretary-general of the Bangladesh Inland Container Depots Association (BICDA), said previous policies had been designed to ensure majority local ownership. “The ICD Policy of 2016 of the Ministry of Shipping and the National Board of Revenue’s ICD Policy of 2021 ensured that 51% of any investment in an ICD came from local investors, while foreign investors could hold 49% or less,” he toldThe Loadstar. “Now that the cap has been removed, one may hope that foreign investors will become more interested in the ICD sector. Definitely, the decision will not feel palatable for the existing ICD operators.” However, Mr Biplob warned that ownership liberalisation alone would not be enough to drive investment. “Merely removing the cap on foreign investment will not pave the way for more foreign investment while other fundamental issues remain unresolved, such as ensuring smooth operational movement, freedom to determine service rates and maintaining standardised tariffs without outside pressure or intervention,” he said. “As long as the overall investment climate is not conducive, foreign investors will think twice before making any investment.” Capt Md Salah Uddin Chowdhury, chairman of the Bangladesh Shipping Agents’ Association (BSAA), also welcomed the move. “I welcome the government’s decision to allow 100% foreign ownership in ICDs,” he said. “But I want similar facilities in all cases for domestic investors too.” He added that the government should ensure foreign operators maintain international standards and work closely with local stakeholders. “They have to be in good harmony with us and maintain a business-friendly environment,” he said. The policy shift forms part of Bangladesh’s broader efforts to attract foreign capital and modernise logistics infrastructure as the country prepares for continued export growth and increasing cargo volumes. Check out this week’s News in Brief podcast featuring James Hookham of the Global Shippers’ Forum.

Should the whole concept of a peak season be discarded as global container supply chains find themselves roiled by a series of geopolitical and economic shocks? “The idea of a ‘peak season’ is becoming outdated,” said Renee Toh, VP of global ocean freight at Rhenus. “Instead of one predictable surge, we are seeing demand fluctuate in multiple waves across the year. Volumes are less consistent, more reactive and increasingly driven by external factors, from disruptions to cost expectations and retail cycles. “Calling it an ‘early peak season’ oversimplifies what is actually a structural shift in how global trade flows,” she added. The Loadstarhas previously reported how carriers have recently been attempting to maximise peak season revenues byaggressively managing shippers’ allocations– especially with many attempting to front load shipments before new bunker adjustment factors are introduced on 1 July – and leaving both forwarders and shippers scrambling for slots out of Asia. “We have had four major BCOs who have very large contracts with the carriers come to us recently asking for any spare space because they cannot get anything from the lines,” one European forwarder toldThe Loadstarrecently. “We think this could go on all the way through to mid-August, given booking levels for the first half of July and then the fact that the carriers will have to work through the roll pools building up. “There might be some moderation following that but pretty soon after we’re at Golden Week when the pressure will start building again,” he added. In practice, this could mean an elongated peak season characterised by shifting demand levels stretching all the way from mid-May to mid-August and possibly into September, lending some credence to the Ms Toh’s analysis, which argued that “the focus is shifting away from planning around fixed seasonal cycles toward continuously adapting to changing market signals, including securing capacity earlier, optimising container utilisation, diversifying transport options and strengthening visibility. “The idea that supply chains have returned to a stable rhythm no longer reflects reality – businesses need to operate in a constant state of adjustment, where flexibility and real-time insight are essential to staying ahead of demand shifts and disruptions,” she added. However, concrete evidence of an early peak on the Asia-Europe trades ought to be seen in the next two to three weeks, said analysts at Sea-Intelligence Consulting, if spot rates hit their apex in that period. “Apart from the oddities of the pandemic, we see a development where the peak season does appear to happen earlier, with 2025 seeing the earliest peak so far – in week 27, i.e. at the beginning of July. “We do not yet know when we will see the seasonal peak in 2026, as spot rates continue to trend upwards, but on the basis of the development seen in the last couple of years, we could potentially expect to see the apex reached within the next two to three weeks,” Sea-Intelligence said yesterday. And it noted that last year’s spot rate apex on the transpacific trades took place in week 24, while in 2024 it was in week 28 and 2023 it took place in week 32, while prior to the pandemic the apex was between weeks 35 and 37. “In recent years, the peak apex has shifted quite distinctly to a much earlier time – we are presently at the end of week 24, 2026, and do not yet know whether we have reached the apex or not. “The market momentum appears to point towards further strengthening, but the development of the past three years would also appear to imply we might be getting quite close to the apex of the peak season 2026,” it added.

Challenge Group is expanding its presence in India and China with new freighter services from Liège to Mumbai and Shanghai, joining a growing list of cargo operators betting on Asia’s manufacturing and export growth. The carrier said it would launch twice-weekly 777-300ERSF flights to Mumbai and three weekly services to Shanghai from July, strengthening links between Asia, Europe, the US and South America. The Mumbai operation replaces existing 767 services with larger aircraft, increasing available capacity into India’s commercial capital. The move comes amid a broader rush by cargo operators into India, one of the fastest-growing airfreight markets globally. According to Rotate data, freighter capacity between India and Europe is up 24% year on year, outpacing growth on many other major trade lanes. At the same time, Emirates SkyCargo has added dedicated freighter capacity into India, while operators including Atlas Air, FedEx and AeroLogic were set to begin services to Navi Mumbai as the city’s new airport cargo infrastructure comes online. Source: Rotate The capacity growth reflects rising confidence in India’s role as an alternative manufacturing base to China, as well as growing exports of pharmaceuticals, electronics and other high-value products. Recent market data suggests demand is continuing to absorb much of the additional capacity. WorldACD reported that chargeable weight from India to Europe increased 9% week on week in late May, helping drive a 13% increase in overall exports from the Middle East and South Asia region to Europe. By contrast, exports from the region to the US declined 4%, with Indian-origin shipments down 2%. Despite the influx of new freighter capacity, there are few signs of oversupply. Indian forwarder LIGI Logistics this week described export capacity as “tight” across India and much of Asia, with limited spot space and extended booking lead times. The company also highlighted continuing operational constraints at Air India and ongoing congestion at Nhava Sheva port, suggesting supply chains remain under pressure. Rates have eased from the extraordinary levels seen immediately after the outbreak of the Iran conflict, but remain relatively robust. According to TAC Index data, spot rates from India to Europe slipped from $3.93 per kg at the end of April to $3.73 per kg by 29 May, suggesting a gradual normalisation rather than a market correction. Challenge said the new routes would support pharmaceuticals, technology shipments, industrial equipment, project cargo and other specialist freight, while strengthening the role of Liège as a gateway for global cargo flows. Chief commercial officer Or Zak said the new services represented “another important step in the execution of our long-term growth strategy”. “India and China continue to play an increasingly important role in global trade, and by investing in direct connectivity to both markets, we are creating new opportunities for our customers while strengthening the links between Asia, Europe, the US and South America,” he said. However, not everyone is convinced the Indian market can absorb unlimited new capacity. Speaking toThe Loadstarlast month, Cargolux chief executive Richard Forson described India as a market attracting growing interest from airlines, but warned that profitability could suffer if capacity growth outpaced demand. “India is another country that is ramping up, albeit not as quickly as China, but they are ramping up the ability to produce and distribute,” he said. He added: “The careful thing for India is if you keep the market in equilibrium, everybody will make a living. But if it goes out of equilibrium, where there’s too much capacity, then players will suffer.” For now, though, the market appears to be holding up. Tight capacity, growing Europe-bound demand and continued investment by airlines suggest India remains one of the most attractive growth opportunities in global air cargo, even as carriers risk crowding into the market.Even airlines without direct India expansion plans are positioning for future growth. Japan Airlines recently strengthened its cargo offering through its partnership with Kalitta Air, highlighting the industry’s continuing focus on Asia’s manufacturing, technology and ecommerce supply chains. Check out this week’s News in Brief podcast, featuring James Hookham, director of the Global Shippers’ Forum.

Chinese containerised exports to the US have outperformed those of other Asian origins after tariffs under the International Emergency Economic Powers Act (IEEPA) were lifted, enabling more goods, especially those related to solar power and the AI boom, to be shipped, boosting transpacific rates. US customs data showed that in May, Chinese exports to the US were up 35% year-on-year, the highest since March 2021. This strong performance is part of a broader export boom, with China’s overall exports rising 19% in May. In February, the US Supreme Court ruled that the US president did not have the authority to impose tariffs under the IEEPA regulations, thus invalidating tariffs that had been placed on imports from China and other countries. On the very same day, the Trump administration invoked Section 122 of the Trade Act of 1974 to impose a new global 10% tariff on nearly all US imports, with plans to increase it to 15%. This reset the playing field for the US’ trade partners, with China’s average tariff rate dropping from 32% to 24%. Linerlytica today said that the surge in China’s exports to the US is heavily linked to global demand for high-tech goods, particularly in the AI and solar power sectors. The disruption in crude oil and LNG shipments arising from the Strait of Hormuz closure is persuading households to turn to renewable energy. In terms of value, China’s total exports of integrated circuits soared 110% year-on-year in May, in part driven by unit price surges. Exports of high-tech goods surged 50% in value in May from a year ago. On Friday, the Shanghai Containerised Freight Index showed Shanghai-US West Coast rates gained 12% from 5 June, to $5,101 per 40ft, while Shanghai-US East Coast went up by 10% to $6,321 per 40ft. However, Linerlytica added that that tight slot availability is also helping to push up freight, especially to the US west coast. “Transpacific freight rates to the US west coast have surged past $6,000 per 40ft from $1,800 per 40ft in February, with the higher rates set to last to July backed by the increased cargo demand,” Linerlytica said. The boost provided by the Section 122 tariffs set to expire on 24 July is likely to be extended with additional Section 301 tariffs on Structural Excess Capacity currently delayed. To create a more permanent tariff regime, the US Trade Representative (USTR) launched a new Section 301 investigation in March 2026, targeting 16 economies, including China and several Asian countries, for allegedly over-manufacturing goods. However, the imposition of Section 301 tariffs has been delayed to June 2027 to give US manufacturers time to reduce their dependence on Chinese legacy chips without causing immediate supply chain shocks. Check out this week’s News in Brief podcast, featuring Global Shipper Forum’s James Hookham.

Ascolta la versione audio dell'articolo 3' di lettura English Version Translated by AI. For feedback, please contact english@ilsole24ore.com Assarmatori bacchetta la Commissione Ue per la tassazione Ets sul comparto marittimo che, sostiene il presidente dell’associazione, Stefano Messina, va modificata radicalmente, visto che sospenderla «è un’utopia». L’obiettivo è, tra l’altro, ottenere «un meccanismo automatico di supporto all’acquisto di carburanti alternativi e puliti», attraverso i ricavi dell’Emission trading system, puntando, però anche sulla propulsione nucleare, più adatta al settore marittimo italiano, rispetto a quella elettrica, caldeggiata da alcuni Paesi del Nord Europa. Guardando, poi, alla scena politica internazionale, Messina respinge qualsiasi ipotesi di pagamenti di pedaggi nello Stretto di Hormuz. Chiedilo al Sole Le domande sono suggerite automaticamente da 24Ore AI sulla base del contenuto visualizzato. Domande di approfondimento generate da 24Ore AI Aprendo l’assemblea di Assarmatori, Messina ricorda che è «attesa per luglio la proposta di revisione del regime Ets da parte della Commissione europea e siamo davanti ad un’occasione forse irripetibile per limitare i danni di quella che è una vera e propria tassazione intempestiva, ingiusta, sproporzionata e soprattutto inutile, anche ai fini stessi della decarbonizzazione». L’Europa, aggiunge, «sembra vivere fuori dalla realtà perché continua a irrigidire le norme vigenti come se fosse ignara del contesto geopolitico mondiale e non fosse, al contrario, chiamata a proteggere la competitività delle imprese europee anziché affossarle. I danni nell’automotive sono emblematici e non possiamo permetterci di perdere altri pezzi fondamentali della nostra industria». Loading... «Dall’Ue posizioni unilaterali che impattano su industrie e cittadini» Messina sottolinea che gli armatori hanno chiesto una sospensione, «ma i funzionari della direzione Clima della Commissione ci dicono “soffrite ancora un poco poi anche il trasporto su gomma pagherà”. Ma di che democrazia stiamo parlando? Quella di una Commissione dove funzionari impongono alla politica posizioni unilaterali che impattano in modo drastico sulle industrie e quindi sui cittadini. Decisioni che incidono sulla carne viva dei Paesi membri ma senza che questi ultimi abbiano poi la leva necessaria per modificare il percorso». Decisioni, evidenzia, «spesso caldeggiate da gruppi di pressione molto ben organizzati e strutturati, che ricevono ingenti finanziamenti da Paesi che sono fra i primi inquinatori mondiali». Occorre giungere, dice Messina, all’esclusione delle isole maggiori dal regime Ets. «Qui parliamo di continuità territoriale, di mobilità dei cittadini, di approvvigionamento delle merci, di turismo: in una parola di coesione sociale. Infine, serve inserire, nella direttiva Ets, un meccanismo automatico di supporto all’acquisto di carburanti alternativi e puliti. L’Europa ha imposto obblighi e tasse ma non ha implementato nessuno strumento finanziario efficace per favorire l’acquisto di questi carburanti». «Innovation fund inneficace» L’Innovation fund (alimentato dall’Ets), poi, dice Messina, «è completamente inefficace e poggia su logiche di ricerca e sviluppo che premiano soltanto i fuel sintetici e l’elettrificazione cara al Nord Europa. La nostra proposta, fatta propria anche dal Governo, è avere un meccanismo come in aviazione dove, sotto l’Ets, esistono quote gratuite per colmare il differenziale di prezzo tra carburanti alternativi e carburanti tradizionali». Messina afferma, poi, che non si può immaginare «che, quanto generato dal nostro comparto, non ritorni per interventi finalizzati alla decarbonizzazione, ovvero soprattutto per il sostegno alle Autostrade del mare, il rinnovo e il refitting delle flotte».

German freight forwarder Rhenus has appointed Scott Dudley (above) as managing director of Air & Ocean operations in the UK. Mr Dudley brings almost 20 years of logistics and supply chain experience to the role. He first joined Rhenus in 2019 and has held several leadership positions across Germany, the US and the UK, including branch manager, air & ocean in Germany and head of ocean freight for North America. Before joining Rhenus, he spent 10 years with DHL Global Forwarding, where he held a variety of operational and commercial roles in Germany, the US and Hong Kong. “Scott brings a wealth of experience from across Rhenus and the wider logistics industry. Throughout his career, he has built strong teams and delivered growth in a range of international markets,” Alberto Martinez, regional director Europe at Rhenus, said. The appointment comes as the company rolls out its wider One Rhenus strategy, with investments in technology, automation and improved shipment visibility, as well as “significant opportunities to strengthen its support for small and medium-sized businesses while continuing to develop its offering for larger international customers”. “The UK is an important market for Rhenus and a key part of our ambitions across Europe. Scott’s focus will be on building the capabilities, structure and customer offering needed to support the next stage of growth for the business,” Mr Martinez added. “The UK is an important market for Rhenus and a key part of our ambitions across Europe. Scott’s focus will be on building the capabilities, structure and customer offering needed to support the next stage of growth for the business.” Mr Dudley added: “We have strong foundations in place, a talented team and the support of a global network. “There is a real opportunity for Rhenus UK to play an even bigger role within the wider Rhenus network, and I’m excited about what we can achieve together.”

There are roughly 600 short-line railroads in the United States. These small businesses operate nearly 50,000 miles of track, about 30% of the national freight rail network, and handle one out of every five rail cars moving on the system. Many were family-owned for decades. Many still are. But the ownership map is being redrawn, fast, and the capital doing the redrawing doesn’t come from railroad families. It comes from London, New York, and the Cayman Islands. The deal ...

Ascolta la versione audio dell'articolo 3' di lettura English Version Translated by AI. For feedback, please contact english@ilsole24ore.com Un modello di intelligenza artificiale spento per ragioni di sicurezza nazionale. Un pacchetto europeo sulla sovranità tecnologica costruito attorno a chip, cloud, AI e open source. Due zuccherifici australiani bloccati da un cyberattacco, con la raccolta della canna da zucchero costretta a fermarsi. Un deepfake che simula una rissa tra il governatore della Bank of England e Nigel Farage per promuovere una truffa finanziaria. Le terre rare trasformate in leva negoziale nella competizione tra Stati Uniti e Cina. A prima vista sono episodi diversi: tecnologia, industria, agricoltura, informazione, commercio internazionale. In realtà raccontano la stessa trasformazione. Il conflitto contemporaneo non ha più bisogno di dichiararsi per produrre effetti strategici perché gli basta abitare la realtà: l’accesso a un modello, una filiera produttiva, una piattaforma, una norma, una materia prima, un’immagine credibile. Chiedilo al Sole Le domande sono suggerite automaticamente da 24Ore AI sulla base del contenuto visualizzato. Domande di approfondimento generate da 24Ore AI È questa la natura di quelle che nel mio ultimo libro definisco guerre diffuse. Non conflitti “ibridi” nel senso classico, dove un centro coordina strumenti diversi per raggiungere un obiettivo riconoscibile, ma forme di scontro disperse, intermittenti, spesso sotto soglia, che attraversano la normalità senza interromperla del tutto. La loro forza non sta sempre nella distruzione, ma nella capacità di rendere il mondo meno affidabile. Loading... La guerra diffusa non sostituisce quella tradizionale: la circonda, la prepara, la accompagna. È una condizione ambientale più che un evento e in quanto tale non ha un inizio solenne, una dichiarazione, una bandiera, un fronte. Spesso il suo campo di battaglia è ciò da cui dipendiamo: infrastrutture digitali, energia, logistica, pagamenti, cloud, semiconduttori, dati, standard, reputazione, fiducia. Nel Novecento il potere passava soprattutto dai luoghi; oggi passa anche dai collegamenti. Dove c’è una dipendenza, c’è una possibile leva e lì c’è una forma di coercizione. Per questo il cyber non è più un settore tecnico, ma una grammatica del conflitto. Un attacco a un ospedale, a un porto, a una società agricola o a un fornitore software non colpisce soltanto computer, ma funzioni sociali e la superficie d’attacco coincide sempre più con quella della vita ordinaria. Il bersaglio non è necessariamente il simbolo, ma la continuità. Non serve conquistare un territorio se si può rendere la sua realtà intermittente. Lo stesso vale per la tecnologia. Per decenni l’abbiamo raccontata come uno strumento neutro, una protesi della volontà umana. Ma chip, cloud, modelli di intelligenza artificiale, piattaforme e reti non sono semplici attrezzi: sono architetture del possibile. Decidono cosa si può fare, con quale velocità, a quale costo, sotto quale dipendenza. Quando l’accesso a un modello viene limitato per ragioni di sicurezza nazionale si sta imponendo una dogana cognitiva.