Aria, clima, elettrificazione, acque e biodiversità. 38851 articoli raccolti da fonti istituzionali e specializzate, classificati per area ambientale e linkati al porto di riferimento.
Key takeaway: Brussels wanted to curb the flood of cheap Chinese parcels. The Chinese platforms responded by moving their inventory inside the EU, and the unintended consequence may be that they emerge stronger, not weaker. On July 1, the European Union abolished the €150 customs duty exemption that had allowed low-value parcels to cross its borders duty-free, replacing it with a flat €3 charge per tariff classification line, meaning each distinct ... The post The EU’s €3 customs duty? Shein and Temu already built the bypass appeared first on The Loadstar .
Key takeaway: Brussels wanted to curb the flood of cheap Chinese parcels. The Chinese platforms responded by moving their inventory inside the EU, and the unintended consequence may be that they emerge stronger, not weaker. On July 1, the European Union abolished the €150 customs duty exemption that had allowed low-value parcels to cross its borders duty-free, replacing it with a flat €3 charge per tariff classification line, meaning each distinct product category in a parcel is charged separately. ...
The surge in orders for small and mid-sized containerships has largely addressed the structural capacity shortfall that prompted owners to invest heavily over the past two years, according to Braemar analyst Jonathan Roach. In today’s Braemar container market development report, Mr Roach said the investment cycle for vessels below 10,000 teu was “entering a new phase”, with future returns likely to depend more on timing and asset selection than simply placing orders. “At the ... The post Box ship buying spree is over, says Braemar, lines must be more selective appeared first on The Loadstar .
The surge in orders for small and mid-sized containerships has largely addressed the structural capacity shortfall that prompted owners to invest heavily over the past two years, according to Braemar analyst Jonathan Roach. In today’s Braemar container market development report, Mr Roach said the investment cycle for vessels below 10,000 teu was “entering a new phase”, with future returns likely to depend more on timing and asset selection than simply placing orders. “At the beginning of 2024, the outlook was characterised by a clear structural shortage,” he wrote. “Orderbooks were historically low, the fleet was ageing, and demand projections pointed towards a sustained supply deficit throughout the second half of the decade. “The conclusion was straightforward – additional investment was required.” That outlook drove a rapid ordering spree and, according to Braemar, the orderbook for vessels of up to 9,999 teu grew from around 350 to approximately 1,050 in just two years, with Chinese shipyards providing the necessary construction capacity. However, Mr Roach stressed this did not mean the sector was heading towards oversupply. “Far from it,” he said, and explained that fleet renewal, tightening environmental regulations, and moderate trade growth would continue to underpin demand for investment in the segment. But Mr Roach warned the market was shifting from a broad-based investment opportunity to one requiring greater selectivity, and the balance between opportunity and risk had “become more even than it was 18 months ago”. A large number of deliveries are due in 2027 and 2028, and the continued arrival of larger containerships is expected to accelerate vessel-cascading into regional and secondary trades, increasing competition for sub-10,000 teu ships. This would be reinforced by a reopening of the Red Sea route adding further effective capacity into the market. “Taken together, these developments point to a different investment environment,” Mr Roach wrote. “The broad, market-wide opportunity that existed in early 2024 is giving way to a more selective phase of the cycle.” The analyst advised: “Owners will increasingly need to consider not only whether to invest, but what to invest in, when to order, and where those vessels will trade. “The easy investment decisions have largely been made,” Mr Roach concluded. “The next phase of the containership cycle is therefore likely to reward discipline, timing, and strategic fleet renewal rather than expansion for its own sake.”
Flash update following our MSC-Bolloré-Clasquin tightrope exclusive out yesterday, just as a Ti headline hit my inbox with a post – it read: ‘Unclear if CMA CGM is thinking of selling Ceva’ – following last week’s Bloomberg coverage*. (*Titled: ‘Shipping Tycoon Saade Signals Openness to Logistics Spinoff‘) With regard to a spin-off and listing of Ceva Logistics, Saadé was quoted as saying: “Never say never. The sky is the limit.” If anything, the CMA ... The post EXCLUSIVE: MSC vs CMA CGM – twists and turns at Clasquin & Ceva appeared first on The Loadstar .
Flash update following our MSC-Bolloré-Clasquin tightrope exclusive out yesterday, just as a Ti headline hit my inbox with a post – it read: ’Unclear if CMA CGM is thinking of selling Ceva’ – following last week’s Bloomberg coverage*. (*Titled: ’Shipping Tycoon Saade Signals Openness to Logistics Spinoff’) With regard to a spin-off and listing of Ceva Logistics, Saadé was quoted as saying: “Never say never. The sky is the limit.” If anything, the CMA CGM leader signalled that… anything can happen. Oh, well. Incidentally Talking perhaps more ...
Kenya’s proposed Strategic Goods Control Bill has opened a new debate over whether tighter security and export-control measures could add friction to time-critical movements of aircraft spare parts. According to local sources, Kenya Airways warned lawmakers in May that additional licensing and approval requirements could slow the clearance of aviation components, potentially affecting the rapid movement of parts needed to keep aircraft flying. The airline argued that commercial aviation parts already operated ... The post Forwarders fear for time-critical cargo as Kenya plans new security measures appeared first on The Loadstar .
Kenya’s proposed Strategic Goods Control Bill has opened a new debate over whether tighter security and export-control measures could add friction to time-critical movements of aircraft spare parts. According to local sources, Kenya Airways warned lawmakers in May that additional licensing and approval requirements could slow the clearance of aviation components, potentially affecting the rapid movement of parts needed to keep aircraft flying. The airline argued that commercial aviation parts already operated within a highly regulated international safety framework and should either be exempted or granted expedited treatment under the proposed legislation. The bill, under parliamentary consideration, is intended to strengthen Kenya’s controls over strategic and dual-use goods, in line with international non-proliferation obligations. It would create new licensing, oversight, and control-list mechanisms for goods deemed strategic. For the air cargo industry, the concern is not simply about aircraft maintenance, but about whether additional border and compliance procedures could affect next-flight-out shipments that are often required within hours. DHL Global Forwarding, one of the region’s largest freight forwarders, says aviation logistics remains a critical segment of its East African operations. Pramod Bagalwadi, CEO East Africa, toldThe Loadstar: “We support major airline operations, including handling engines for the national carrier. In many cases, these are ‘aircraft on ground’ (AOG) situations, where operational downtime has a direct commercial impact.” His comments underline why the issue is attracting attention across the logistics sector. AOG shipments are among the most urgent cargo movements handled by forwarders, airlines, and customs brokers, with delays measured in hours rather than days. However, DHL’s assessment of the current Kenyan operating environment is more measured than some industry warnings, said Mr Bagalwadi, adding: “The main challenge is usually not the air movement itself, but the clearance process on arrival.” He explained that aircraft parts, equipment, and engines must usually be cleared by the local aviation authority before import approval is granted, with officials verifying they meet regulatory and airworthiness requirements. That extra layer of compliance can slow the release of such time-critical cargo. Instead of blaming the proposed strategic goods control bill for potential disruption, forwarders seem to be pointing to a wider reality across many African markets that delays are often driven more by regulatory checks and paperwork, than by a lack of air cargo capacity. For Kenya Airways, the concern is that a new layer of strategic goods oversight could add to those processes unless civil aviation cargo receives clear exemptions or fast-track treatment. DHL says urgent aviation shipments already benefit from expedited handling mechanisms. “Urgent aviation components are typically routed by airfreight because of the time-sensitive nature of these moves,” added Mr Bagalwadi. “For critical AOG shipments, we work with customs and the relevant authorities to secure provisional or expedited release, so the parts can reach the grounded aircraft in the shortest possible time.” The forwarder also says that, at present, Kenya’s framework generally allows compliant shipments to move quickly. “In Kenya, this is currently not a significant operational constraint, provided the shipment is compliant and the documentation is in order,” he added, noting that existing frameworks allow for the expedited handling of critical aviation shipments under controlled conditions. That creates a more layered picture than a straightforward prediction of disruption. Airlines are warning that new controls could affect time-critical cargo flows, while another major freight forwarder said existing Kenyan mechanisms were already capable of handling urgent aviation shipments when documentation was prepared correctly. The unanswered question is whether the proposed legislation would merely formalise current controls or introduce additional approval steps that could affect clearance times. The debate also comes as competition among African logistics hubs intensifies. Nairobi remains a key gateway for cargo moving to Uganda, Rwanda, Burundi, South Sudan, and the Democratic Republic of Congo, while Addis Ababa is strengthening its position through continued investment in aviation and maintenance infrastructure. For forwarders, customs, and airlines, the issue goes beyond aircraft spare parts: the wider question is whether Kenya can tighten strategic trade controls without affecting the speed and reliability regional supply chains rely on. As parliament considers the bill, the logistics industry will be watching closely for any indication of how aircraft parts and other high-value, time-sensitive shipments will be treated under the new regime.
The United Arab Emirates boosted crude oil production to an all-time high last month, the most compelling evidence yet of how Abu Dhabi responded more boldly than any of its Persian Gulf neighbors to disruption caused by the Iran war.
More liquefied natural gas tankers have resumed transiting the Strait of Hormuz in recent days, ship-tracking data showed, and 22 Japan-linked vessels have left the Gulf since Tuesday, Tokyo said, despite renewed fighting in the Middle East.
Geopolitics will have a greater impact on container shipping in the foreseeable future, than pure cargo supply and demand, according to the Korea Ocean Business Corp (KOBC). The ship finance institution’s report says that, in response, shipping lines are moving towards a system “focused on supply chain stability and flexible networks”. It noted that in November 2023, as the Red Sea crisis and geopolitical tensions in the Middle East continued, shipping lines ... The post Geopolitics now trumps supply and demand in box shipping, says KOBC appeared first on The Loadstar .
Geopolitics will have a greater impact on container shipping in the foreseeable future, than pure cargo supply and demand, according to the Korea Ocean Business Corp (KOBC). The ship finance institution’s report says that, in response, shipping lines are moving towards a system “focused on supply chain stability and flexible networks”. It noted that in November 2023, as the Red Sea crisis and geopolitical tensions in the Middle East continued, shipping lines became less focused on cost efficiency, more on maintaining cargo flows and port calls, even if it meant longer sailing distances. For example, Asia-Europe routes, originally centred on Suez Canal transits, had structurally changed since Houthi rebels began attacking merchant ships, and began detouring round the Cape of Good Hope. This soaked up a significant number of newbuildings. The KOBC report said: “As a result, despite the delivery of large ships, the oversupply feared by the market has not materialised, and freight calculations are shifting from simple supply and demand to a structure influenced by a complex mix of geopolitical risks, transport distances, and network operation methods.” Before the Red Sea crisis, freight rates on the Asia-Europe route alone could largely explain overall market trends, but after geopolitical risks expanded, freight rates on various routes were independently influenced, significantly weakening market synchronisation. And KOBC also observed that liner operator strategies were changing. In the past, economies of scale and cost reduction were the main competitive factors, but now, flexible network planning, using multiple routes and service continuity – such as the hub-and-spoke strategies of the Gemini Cooperation and HMM – have emerged as key competitive factors. Meanwhile, MSC has shifted to an “optionality” strategy to secure multiple routes. KOBC said: “These changes aren’t temporary but are likely to establish a new operational environment for the global container market, going forward. Future market analyses will need to examine both geopolitical variables and shipping companies’ response strategies.”
Already the operator of Syrian main port Latakia, CMA CGM is now poised to expand its footprint in the Middle East state to encompass air freight. Chairman and CEO Rodolphe Saadé’s close friendship with Emmanuel Macron has been well-chronicled and it has become common for him to accompany France’s head of state on foreign trips where trade deals are struck. This week, President Macron became the first major western leader to visit ... The post CMA CGM expands Syria ambitions with Damascus airport cargo deal appeared first on The Loadstar .
Already the operator of Syrian main port Latakia, CMA CGM is now poised to expand its footprint in the Middle East state to encompass air freight. Chairman and CEO Rodolphe Saadé’s close friendship with Emmanuel Macron has been well-chronicled and it has become common for him to accompany France’s head of state on foreign trips where trade deals are struck. This week, President Macron became the first major western leader to visit Syria since the Assad dictatorship was toppled, and Mr Saadé was seen at the top table with other members of a French delegation and Syria’s president, Ahmed al-Sharaa, in Damascus for talks aimed at forging deeper diplomatic and economic ties. According to President Macron’s office, CMA CGM signed a contract to manage air freight activity at Damascus Airport. No further details were disclosed. Since 2022, CMA CGM has built up a fleet of cargo aircraft and placed an order for eight A350s, due for delivery from late 2027 onwards. Syria’s air connectivity remains firmly in recovery mode. However, direct flights between European airports and Damascus are gradually resuming after a hiatus of almost nearly 14 years. This month saw national flagcarrier Syrian Airlines resume direct flights from Amsterdam to Damascus, and there are plans to launch a direct route with Berlin next month. In June, the Syrian aviation authority said the number of airlines resuming flights to and from the country had increased to 12. Apart from running Syria’s biggest port, CMA CGM in May signed an agreement with Syria’s General Authority for Ports and Customs to operate two dry ports – one in the Damascus hinterland and the other in Aleppo – which together represent two of the country’s main customs-exempt economic zones. The dry ports deal forms part of a broader project to integrate Syria’s seaports, border crossings, and inland dry ports into a single logistics network covering both maritime and overland transport, the authority noted. This week’s bilateral talks saw President al-Sharaa stress Syria’s geographic position as a strategic link between the Mediterranean, the Gulf and Iraq, noting: “Following the Strait of Hormuz crisis, the world has come to recognise the value of safe and stable trade corridors. Today, Syria’s geography has regained its vital role as an indispensable crossroads in the global network of transport and trade routes.” He highlighted CMA CGM’s investment in Syria’s principal port, Latakia, noting that the French group had signed a €230m agreement for its development and also made a commitment to an additional €200m for the expansion of handling capacity. President al-Sharaa went on to outline a comprehensive roadmap for Syria’s reconstruction, which would include the modernisation of airports and air navigation systems. “Our industrial cities are ready to become a platform for your investments. We are building a modern investment environment governed by the rule of law and strong institutions.” President Macron said France was prepared to deepen economic relations with Syria and support the reconstruction, in partnership with Gulf countries. The World Bank has estimated the total cost of rebuilding Syria at $216bn. However, two bomb blasts in central Damascus during President Macron’s visit served as a reminder of the remaining undercurrent of political instability in Syria and the fragile peace since Ahmed al-Sharaa seized power in December 2024.
The four latest 175,000 cu m LNG carriers take the energy major’s LNG carrier order tally to 18 ships.
The four latest 175,000 cu m LNG carriers take the energy major’s LNG carrier order tally to 18 ships. July 10, 2026 ADNOCLogistics and Services plc has ordered four new 175,000 cu mLNGcarriers at Jiangnan Shipyard inChina. The ships, which are scheduled for delivery from 2029, are costing about $225m each. The contract was signed in China during the visit of an ADNOC delegation headed by is Excellency Dr. Sultan Ahmed Al Jaber,UAEminister of industry and advanced technology, and ADNOC managing director and group CEO. The four vessels are likely to be deployed on long-term charters, ADNOC said in a statement, without revealing further details. ADNOC has recently taken delivery of six vessels from Jiangnan, five of which are now deployed on contracts of up to 15-years with ADNOC Gas. Those earlier ships cost around $200m each, demonstrating the steady rise in new ship prices recently. ADNOC chief executive Captain Abdulkareem Al Masabi, said: “As global demand for natural gas continues to rise, ,this latest order reflects our confidence in the strong fundamentals of the LNG shipping market. Building on our robust earnings growth and diversified operations, we are investing in a next generation fleet to efficiently connect key supply sources with high-growth demand centres and support the global energy transformation.” Related:BW LPG trims older tonnage after VLGC newbuild order The Chinese visit coincided with the delivery of the first of four very largeammoniacarriers. The 93,000 cu mn newcomer is owned by a joint venture between ADNOC and Wanhua Chemical Group. ADNOC has a further eight LNG carriers under construction atSamsung Heavy Industriesand Hanwha Ocean inSouth Korea. These vessels, costing a total of $2.5b, are due for delivery from 2028 and will be deployed on 20-year timecharters to ADNOC Gas. The company has committed more than $5bn to fleet expansion since 2022. After the signing of the MoU between the US and Iran, LNG cargoes began shipping out of the Strait of Hormuz once again, however a series of attacks on ships off the cost of Oman has brought exports out of the Gulf to a standstill again. One of the vessels hit on 6 July was Nakilat'sQatar-flagged 216,300 cu m LNG carrierAl rekayyat. Read more about: Paul Bartlett Correspondent UK-based Paul Bartlett is a maritime journalist and consultant with over four decades of experience in international shipping, including ship leasing, project finance and financial due diligence procedures. Paul is a former Editor of Seatrade magazine, which later became Seatrade Maritime Review, and has contributed to a range of Seatrade publications over the years including Seatrade’s Green Guide, a publication investigating early developments in maritime sustainability initiatives, and Middle East Workboats and Offshore Marine, focusing on the vibrant market for such vessels across that region. In 2002, Paul set up PB Marine Consulting Ltd and has worked on a variety of consultancy projects during the last two decades. He has also contributed regular articles on the maritime sector for a range of shipping publications and online services in Europe, Asia, and the US.
Malaysia’s Lianson Fleet Group (LFG) is moving into larger bulk carriers with the acquisition of two 2017-built ultramaxes for $52.32m. The Bursa Malaysia-listed company, formerly known as Icon Offshore, said its wholly owned subsidiary had signed two separate deals with unrelated Chinese sellers for the Tian Mu Shan and Yan Dang Shan. LFG said the …
Sale of 2007-built BW Elm follows BW LPG’s $940m order for eight 90,000 cu m panamax VLGCs delivering from 2029.
Sale of 2007-built BW Elm follows BW LPG’s $940m order for eight 90,000 cu m panamax VLGCs delivering from 2029. July 10, 2026 BW LPGannounced that its 53%-owned subsidiary BW LPG India has agreed to sell 2007-builtVLGCBW Elmfor continued trading. The company said that on a 100% basis the sale will generate a net book gain of around $36m and net cash proceeds of around $64m, with delivery scheduled by mid-August. Kristian Sørensen, CEO of BW LPG, said: “By selling theBW Elmwe continue capitalising on strong second-hand values for older vessels, selling a 2007-built asset at a level equivalent to a newbuilding price of about $248m. This reflects the strength and agility of our commercial platform and its ability to create value through opportunistic asset play as we are divesting older ships while investing in new tonnage”. IncludingBW Elm, BW LPG lists 51 vessels in its fleet including owned, operated, and bareboat chartered-in ships.BW Elmis one of eight ships listed under BW LPG India, and joint-oldest alongsideBW Birch. Related:ADNOC boosts LNG fleet with four-ship order in China The only older ships within the BW LPG fleet are chartered-in 2006-built shipsBerge NantongandBerge Ningbo. In May 2026, BW LPG ordered a series of eight 90,000 cu m panamax VLGCs atHyundai Heavy Industriesfor a total of $940m, with deliveries from early 2029 into the first half of 2030. In its second quarter earnings report in June, BW LPG said the global VLGC fleet stood at 429 ships, with an orderbook of 130, and that more than 9% of the fleet on the water were 25 years old or more. Earliest delivery dates from established shipyards were no earlier than 2029, it added. 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
Ask a visibility vendor about ETA [estimated time of arrival] accuracy and you will hear the same figure: 90%. It appears in sales decks, RFP responses and conference keynotes – the industry has repeated it for so long that it has stopped asking what the number measures. We asked. Over the past year we undertook 25 interviews across shippers, carriers, forwarders, visibility vendors and finance leaders. At a major global e-commerce operator, ... The post What supply chain visibility gets wrong about ETA numbers and why it matters appeared first on The Loadstar .
Ask a visibility vendor about ETA [estimated time of arrival] accuracy and you will hear the same figure: 90%. It appears in sales decks, RFP responses and conference keynotes – the industry has repeated it for so long that it has stopped asking what the number measures. We asked. Over the past year we undertook 25 interviews across shippers, carriers, forwarders, visibility vendors and finance leaders. At a major global e-commerce operator, ETA accuracy on trackable shipments did reach 90%. But only 60% of the operator’s inbound volume was trackable at all. Across everything the company actually moved, effective accuracy was 54%. Platforms report the first number. The second is the market reality. This is survivorship bias, and logistics has institutionalised it. Accuracy is measured only across shipments that report. The shipments that report are the easy ones: main lanes, mature carriers, well-instrumented modes. The cargo that goes dark is the awkward cargo, transhipped, consolidated, passed between smaller carriers, crossing borders where data sharing stops. It is also the cargo carrying the most financial exposure per container. The metric flatters exactly where the flattery costs least. The comfortable explanation is that this is a data problem, and more than 15 years of visibility investment should be closing it, but the evidence says otherwise. More than 300 vendors now sell supply chain visibility. Yet in McKinsey’s 2024 survey of supply chain leaders, tier-1 visibility reached 60% of respondents while tier-2 and beyond covered just 30%, down seven points year-on-year. Coverage is not converging on completeness. In places it is going backwards. The gap survives because nobody is paid to close it. A senior chief digital officer at a global container line put it to us plainly: “Stakeholders make money on inefficiencies. Nobody in the system is paid to close the gap between cargo events and financial settlement.” Visibility was built for operations, and that design choice set its ceiling. A late container appears as a dashboard alert for a logistics team. The alert changes a phone call, perhaps a booking. It changes nothing about the financing, the insurance or the working capital attached to the goods, because none of those positions can see it. Finance sees the same event very differently. For an iron ore trader, a 12-hour ETA variance changes the financing cost on a $50m cargo. A trade finance lead at a commodity trading house told us: “If I can see the goods are delivered at the buyer’s premises and the receivable is born, that is a completely different risk profile than if goods are still floating. That changes everything, the financing terms, the cost of capital, the collateral requirements.” Meanwhile the global trade finance gap stands at $2.5 trillion, roughly 10% of annual merchandise trade, and the Asian Development Bank’s 2025 survey confirms it has not moved since 2023 despite heavy digitisation. Banks still price risk from documents that arrive days after the cargo. Much of that gap is not a shortage of capital. It is a shortage of verified information a financier can act on without absorbing fraud risk. Consider what changes when a cargo event is treated as a financial event. A reefer on the Sumatra to Hamburg lane carries a consignment that secures a $4m working capital advance, under a cargo policy priced on the assumption the cold chain holds. Off Gibraltar the unit runs warm for six hours. The moment the breach is verified at source, three positions move at once. The insurer’s exposure rises and a parametric clause adjusts the premium reserve. The lender’s collateral value falls and the advance rate steps down. The treasury team watches the working capital line tighten before the vessel has docked. No document changed hands and no claim was filed. One verified cargo event repriced an insurance position, a credit position and a liquidity position in the same minute. No tracking platform delivers that today, and not for technical reasons. TradeLens had the technology: 300 ecosystem members, 10 ocean carriers, 1.5bn logged events. It shut down because Maersk owned the platform it was asking rival carriers to join. Competitors will not surrender commercial data to a structure controlled by a rival, and they are rational not to. The fix is governance: raw data stays with the party that generated it, and only the financial consequence, a repriced delay, a revalued reroute, an updated insurance position, travels upward to the parties whose money is at stake. The timing is no longer open-ended. The EU Data Act took effect in September 2025, mandating machine-readable portability from connected cargo devices. The Battery Passport arrives in 2027, CSRD Scope 3 reporting and the due diligence directive in 2027 to 2028. None of these were designed to create a cargo finance market. Together they force cargo-event data into exactly the auditable, standardised formats that the market requires. The window runs from now to 2028. The 90% figure will keep appearing in vendor decks. The useful response is a single question: across what share of total shipments? The 36-point gap between the number quoted and the number experienced is where insurance premiums, collateral values and a $2.5 trillion financing shortfall currently sit unpriced. A cargo event is a financial event. Until the industry measures it that way, it will keep grading itself on its best shipments and financing the worst ones blind. This is a guest post bySlawomir Wycislak, PhD, a researcher at Jagiellonian University, Kraków, andStefan Reidy, chief executive of Atexxa Group, Zug. Their white paper,The Floating Balance Sheet, reports findings from the SC-CEOP research programme.
Nel nostro sottosuolo un “maxiserbatoio”: un patrimonio immenso di sorgenti, pozzi e fontanili che alimenta l’84% dell’acqua che beviamo ogni giorno isprambiente.gov.it
A rivelare l’oro blu nascosto sottoterra, la nuova Carta Idrogeologica d’Italia alla scala 1:500.000, presentata il 10 luglio a Roma e realizzata da ISPRA - Dipartimento per il Servizio Geologico d’Italia assieme al Dipartimento di Scienze della Terra “Ardito Desio” dell’Università degli Studi di Milano, ed in collaborazione con ISTAT e CMCC, con la partecipazione del Sistema Nazionale per la Protezione dell’Ambiente, delle Regioni, delle Autorità di bacino distrettuale e di tutta la comunità scientifica di settore. Uno strumento a disposizione di tutti che mappa per la prima volta, in modo totalmente omogeneo e fruibile su scala nazionale, le zone con la maggiore presenza di acque sotterranee, mettendone a nudo i reali “serbatoi naturali”, ovvero gli “acquiferi”.
La nuova mappatura include anche la ricognizione capillare dei fontanili della Pianura Padano-veneta, ovvero le sorgenti collocate tra l’alta e la bassa pianura, a conferma di come il sottosuolo italiano sia ricchissimo di acqua quasi ovunque, con una disponibilità diffusa e un patrimonio immenso di risorse idriche sotterranee.
A corredo della Carta anche una banca dati online, accessibile a tutti e in costante aggiornamento, che rappresenta il primo passo verso una conoscenza sempre più approfondita: in programma la realizzazione della Banca Dati Nazionale delle Sorgenti e una Carta di maggiore propensione alla ricarica delle falde, pensata per individuare dove sfruttare i serbatoi sotterranei naturali esistenti per stoccare acqua nei periodi di maggiore abbondanza, limitando così la necessità di costruire invasi artificiali in superficie.
Alessandra Gallone, Presidente ISPRA: “La nuova carta idrogeologica d’Italia rappresenta uno strumento scientifico di fondamentale importanza, considerando che le acque sotterranee sono molto più resistenti agli effetti del cambiamento climatico rispetto a quelle superficiali, come fiumi, laghi e invasi artificiali. Conoscerne esattamente l’ubicazione, capire dove si infiltrano e come scorrono significa mettere le Istituzioni nelle condizioni di gestire meglio la risorsa, pianificare in modo più efficace e aumentare la consapevolezza del valore strategico dell’acqua sotterranea per il Paese.”
Comunicato stampa
Oslo-listed car carrier operator Höegh Autoliners has extended an existing contract with a major Asian car producer in a deal expected to add about $300m in revenue. The contract extension runs until December 2029 and covers the transportation of cars in a key trade lane. Höegh Autoliners said the new agreement includes higher committed volumes …
Shanghai rose to second in the 2026 ISCDI, ending London’s six-year run as runner-up behind perennial leader Singapore.
Shanghai rose to second in the 2026 ISCDI, ending London’s six-year run as runner-up behind perennial leader Singapore. July 10, 2026 Shanghaihas taken second place in the 2026 XinhuaBalticInternational Shipping Centre Development Index (ISCDI), breakingLondon’ssix-year streak as runner in the ranking of global shipping hubs. Singaporeearned the top spot, a position it has held for all 13 years of the report’s history. With London slipping the third place,Hong KongandDubairounded out the index’s top five cities. Ningbo-ZhoushanovertookRotterdamto become the sixth-highest-ranked shipping centre, while New York & New Jersey jumped up two places to eighth, overtakingAthensandHamburg. There were no new entrants to the top 20. Analysing Shanghai’s ascendancy in the rankings, the report noted the city stood in seventh place in 2014 and has risen steadily since. Shanghai is home to the world’s busiest container port, which recorded strong growth in 20225, including at the world’s largest automated container terminal. Related:Hutchison Ports signs twin China manufacturing logistics deals with Midea and TCL The opening ofMaersk’sflagship logistics centre in Shanghai’s Lin-gang Special Area further strengthened the clusters’ case, as did the launch of the The North Bund International Legal Service Port, a new international ship inspection operations team from China Classification Society, and the arrival of representative offices for both theInternational Chamber of Shipping (ICS)and London P&I Club. The Index judges shipping centres based on three main weighted criteria: port inputs account for 20% of the total, business services 50%, and general environment inputs — which covers government transparency, customs tariffs, logistics performance, and the extent of e-government and administration — making up the remaining 30% of the score. The report said Singapore’s grip on the top spot showed no signs of loosening, as container volume growth at its port outpaced Shanghai’s to remain the world’s second-busiest container port. Singapore’s bunkering industry also broke records in 2025 to remain the world’s largest bunkering destination crown with sales of 56.77m tonnes. The report noted an increase inLNGdeliveries and the issuing of bunkering licenses for methanol and groundwork for future ammonia developments. Tonnage under the Singapore Registry of Ships rose 27% on-year to 137.46m gt and some 35 companies opened or expanded operations in the city in 2025. “Singapore’s challenge heading into the latter part of the decade is less about defending its position as a leading shipping hub but about continuing to distinguish itself from other leading maritime cities across Asia. On the evidence of 2025, it is doing exactly that,” said the report. Related:Port of Galveston opens new $106m cargo berth The only shipping centre to gain two places this year was New York & New Jersey, which the report noted as home of private equity, law firms, brokerage firms, financial institutions and the New York Stock Exchange. The port recorded its third-busiest year ever, and the Xinhua-Baltic analysis highlighted long-term plans at the port, including completion of a harbour deepening project and the signing of two lease extensions of more than 30 years each. The port’s long-term ambition is clear, as The port’s Master Plan 2050 projects cargo volumes through the port complex could double or triple by the middle of the century. Download the2026 Xinhua Baltic International Shipping Centre Development Index (ISCDI)from the Baltic Exchange website. 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
ASX Announcement Clarification regarding the WiseTech relationship with DSV 10 July 2026 WiseTech Global Limited (ASX:WTC) (WiseTech) notes ongoing media and online speculation regarding the status of its commercial relationship with DSV and provides this announcement to clarify the position. Key points: – DSV remains an active WiseTech customer. CargoWise transaction volumes with DSV have grown by around 20% in the last 6 months, following the post-acquisition integration of DB Schenker, whilst user counts have ... The post Clarification regarding the WiseTech relationship with DSV appeared first on The Loadstar .
Erano nascoste in un furgone in arrivo dalla Tunisia sbarcato nel porto di Civitavecchia: due esemplari vivi di tartarughe protette, appartenenti alla specie Testudo graeca, sono stati trovati dai finanzieri del Comando Provinciale della Guardia di Finanza...…
Traffic through the Strait of Hormuz came to a near standstill after US strikes on Iran, with president Donald Trump declaring the ceasefire between the two countries “over.” The escalation followed attacks on three commercial vessels transiting the strait on July 6 and 7. Ukraine has sharply escalated its campaign against Russian shipping and oil …
Global bank lending to shipping grew in 2025, marking a clear recovery after years of consolidation, according to the latest annual Petrofin Global Bank Research report. Petrofin’s top 40 banks increased their shipping loan portfolios to $300.6bn at the end of 2025, up 6% from $283.6bn a year earlier. The Petrofin Global Index of Ship …
The easiest part of becoming a shipowner is sounding like one. The hard part is paying for the ship as Sunil Kapoor details. Out of the blue, I got a call from someone I had known for many years — a senior figure at a prominent commodity trading company in Geneva. “Are you still active? …
The European Parliament has passed a non-binding motion calling on the European Commission to sanction the sale of alumina to Russia. Earlier this week, a majority of members of the European Parliament supported the resolution, seen as a symbolic gesture that will increase political pressure on the European Commission to curb significant exports from Ireland …
ADNOC Logistics & Services has returned to Jiangnan Shipyard for four more LNG carrier newbuildings in a deal worth about $900m. The Abu Dhabi-listed shipping and logistics arm of ADNOC said the 175,000 cu m vessels will be built at the Shanghai yard and delivered in 2029. The agreement was signed during a visit by …