Porti & ambiente — le notizie raccolte

Il progetto Bergeggi, l’oasi marina triplica: “Ecco il piano di ampliamento” Il progetto è al vaglio del Ministero e domani sarà al centro di un incontro con gli esperti Arianna Codato

Arguments over the US Jones Act waiver have deepened with questions over charters of foreign-flagged vessels that have no relation to its stated rationale. July 2, 2026 The fervour regarding theJones Actwaivers has intensified, putting the traditional media-shy maritime business into the spotlight. The Trump administration introduced an initial 60-day waiver in mid-March and then a 90-day extension in mid-May and seemed at odds with its policy of restoring America’s maritime dominance. Questions swirl about what might happen in mid-August, when the 90-day add-on is set to expire. Events half a world away in the Middle East could potentially have an impact; the initial waiver- issued by theUSDepartment of Homeland Security at the request of the Department of War, came in the early days of “Operation Epic Fury” in Iran, fueled by the US Department of War stating concerns about potential fuel availability. Subsequent political talking points centered around the need to keep a lid on fuel prices, which were rising rapidly during March in the early days of the war in Iran. Related:RS certifies India’s first indigenously-built enclosed lifeboats In the most recent jousting, the American Maritime Partnership (AMP), pro-Jones Act, and behind the websitewww.endthewaiver.comenabling one-click emails to legislators), representing vessel owners and operators, workers, shipyards, equipment manufacturers and vendors, dredging and marine construction contractors, along with other maritime-related organizations, wasciting a consulting study by Boston-based Navigisticsbacking up its positions. The firm, experts on all-things US flag, asserted that “The waiver is not delivering military necessity, lowering pump prices, or unlocking new commerce. “The waiver is transferring US cargoes toChinese, Greek, and Singapore-owned, foreign-flag, foreign-built tankers.” Importantly, the report noted that cargoes moved under the waiver had a commercial rather than the stated military rationale. On the other side of the duel- supporting the waiver, and indeed, voicing support for an outright repeal of the Jones Act, the Cato Institute a Washington, D.C. “think tank” whose backers include corporations and individuals, now publishes its“Waiver Tracker”- using voyage reports from MARAD. On Twitter, Cato spokesperson Colin Grabow was in the latest inning of a slugfest with the American Waterway Operators, whose Chairperson, Jennifer Carpenter, heads up AMP, this one concerning an asphalt cargo carried between US ports on a Chinese vessel. Grabow voiced the view that: “Embarrassing that Americans have (once again) turned to China for a ship type- a dedicated asphalt tanker- that the Jones Act fleet has failed to provide.” Related:Record breaking heatwaves - why the IMO NZF must go ahead A presentation by law firm Reed Smith’s New York based Partner, Alice Colarossi at the mid-June Marine Money Week conference delved into legal subtleties of the current waiver- which allows non-Jones Act qualified vessels to operate in trades normally reserved for ships that are US built/owned/ registered. Looking ahead to what might happen in August, Colarossi explained that: “The waiver is more likely to be challenged in court (or by Congresspersons for affected states) if it is extended to such an extent that the Jones Act fleet is no longer fully utilized…The waiver is hard to reconcile with the Trump Administration’s policy goal of restoring America’s maritime dominance…and… There is strong bipartisan support for the Jones Act in Congress. Congress can end the waiver by resolution, and the vote of a majority of Congress would be needed to repeal the Jones Act.” Outside of the Washington, D.C./ New York centered debate stage, the waiver is receiving attention in far-flung parts of the country. In the US Great Lakes region, the local press in Michigan has been closely following the actions of a large chemical company, now backed by private equity investors, chartering in a Norwegian registered tanker for trades previously served by a Jones Act qualified tug/barge combination. Related:Political uncertainty forces shipping into resilience mode Though the trades in question (liquid calcium chloride) are not among the nearly700 materialsto which the waiver applies, theLake Carriers Association (LCA)- which represents US based vessel owners serving in the region, has weighed in. “Waivers create uncertainty in the industry…If waivers become more common or permanent foreign interests can subsidize cargo movements in the short term to undercut our business. The waivers risk the long-term viability and reliability of the domestic supply chain,” was part of a statement from the LCA. What are the prospects for temporarily setting aside the Jones Act, going forward? The Iran war, now in a “cease fire” phase, was the original backdrop for the waiver. Reed Smith’s Colarossi said it best: “The national defense justification becomes harder to make as the Iran War de-escalates.” Read more about: Barry Parker New York Correspondent Barry Parker is a New York-based maritime specialist and writer, associated with Seatrade since 1980. His early work was in drybulk chartering, and in the early 1990s he moved into shipping finance where he served as a deal-maker and analyst with a leading maritime merchant bank. Since the late 1990s he has worked for a group of select clients on various maritime projects, also remaining active as a writer. Barry Parker is the author of an Eco-tanker study for CLSA and a presentation to the Baltic Exchange Freight Market User Group on the arbitrage of tanker FFAs with listed tanker equities.

inGeneral Energy News02/07/2026 Soaring temperatures across Europe are poised to reshape gas, power and carbon markets in the third quarter, with meteorologists warning that the 2026 El Niño phenomenon is set to be considerably more intense than in previous years. The timing could hardly be more precarious. Europe’s natural gas situation remains fragile due to lingering Middle East tensions, while domestic storage inventories are languishing well below seasonal norms, a combination that analysts say creates a risk for substantial upside pressure on both gas and electricity prices. Even a moderately warmer summer would likely push gas and power prices higher, fuelled by surging cooling demand and heightened risks of nuclear plant curtailments during extreme heat, all while the European Commission prepares to unveil sweeping reforms to the bloc’s flagship carbon market on July 15. “Markets have already begun pricing in these risks,” analysts at BNP Paribas noted in a recent research note. “The TTF curve has started pricing the coming months — August and September — at a premium to the front, while November and December contracts are trading at a discount.” Middle East LNG uncertainty Halfway through 2026, geopolitical shifts remain a key uncertainty for the European gas sector as market watchers assess the durability of the recent US-Iran agreement to halt the fighting that has rattled global markets for much of the year. Vessel traffic through the Strait of Hormuz has begun to pick up, and European price benchmarks have subsided from the recent highs seen in the early weeks of the war. However, gas markets have yet to make the sort of recovery back down to pre-war levels that oil markets have. A major indicator to monitor will be the return of Qatari and Emirati LNG supplies to the global market as both producers ramp up exports. “Any backtracking on the current peace agreement, or further technical delays to plant restoration, would likely have a significant impact on late-summer and early-winter price dynamics,” said Dominic Simmons, senior principal gas analyst for S&P Global Energy CERA. The return of flows from the Persian Gulf would help to loosen a global LNG market whose recent tightness has pushed Europe into steeper competition for scarcer cargoes with buyers in Asia. Europe’s struggles to attract LNG imports have contributed to the continent’s difficulties filling gas storage sites ahead of next winter. EU gas storage was filled to 48.3% as of June 27, according to data compiled by Gas Infrastructure Europe. At the same time in 2025 and 2024, stocks were filled to 57.8% and 76.5%, respectively. Forward prices have proved another hurdle to Europe’s storage build. Summer gas prices have consistently outpaced winter ones, tempering the incentive for market players to store gas in warmer months to sell for a profit in colder ones. “With the fill deficit widening versus both last year and the five-year average, conditions remain tight,” Simmons said. “Concerns around fill rates are intensifying as the market moves into mid-summer.” CERA analysts project European storage to hit 74% full by the end of Q3 2026, which would be on pace for a 78% fill by the end of October. On the demand side, CERA analysts forecast EU and UK gas needs to dip by 1.3% year over year for the quarter, to 674 million cubic meters/day. One driver comes from the power side, where higher gas prices are expected to incentivize greater gas-to-coal switching where possible. Upside risk for power European power prices enter Q3 at slightly elevated levels, with French summer prices bearing the biggest heat wave risk due to the current market discount. Gas-dependent markets like Italy, Great Britain and Germany are highest, with German Q3 going into delivery at Eur100/MWh compared to Eur129/MWh in Italy, while France is at less than half the Italian price. Overall, rising solar capacity and a sluggish economy have kept a lid on Q2 price pressures amid episodes of negative prices this spring. “Late June was an early test of how summer heat waves can impact European power prices and fundamentals. Considering the record temperatures, the impacts on French nuclear and other factors have not been as severe as feared, reflected in a relatively muted response from forward Q3 prices,” said Glenn Rickson, head of near-term power analytics at CERA.“But there are still risks, particularly for markets such as Belgium, which is undergoing its first summer without nuclear and has seen record intraday prices.” In addition to higher cooling demand, restrictions for nuclear and even some gas plant pose the biggest heat risk. The record-breaking French heat wave saw three reactors halted for environmental reasons in late June. Despite reduced reactor availability, CERA analysts only expect a minor dent to French nuclear output, forecasting the highest Q3 average since 2019. Across southern Europe, heat waves have become a common feature over recent summers, with rising solar capacity somewhat reducing the impact, most visible in Iberia. Hydro levels in the Nordics have recovered after a massive deficit this spring, easing pressure for southern Norway. Demand in Q3 is forecast to increase 1.5% year on year, according to CERA. “Abnormally high temperatures — as observed in late June and forecast for early July — could see a rise in air conditioning. Low wind commonly coincides with spells of high temperatures and has the potential to exacerbate heat wave conditions,” said Kerry Thacker-Smith, senior power analyst at CERA, noting a combined 34 GW swing in lower wind and higher demand in the last week of June across the major five European markets. In supply, new solar capacity is set to balance demand gains and lower gas and coal generation, assuming average weather conditions. Nuclear is set to top the mix despite Belgium’s first summer without reactors online. In policy, focus will be on the UK where a new prime minister is incoming, while Germany aims to get final approval for major reforms to pave the way for the first gas plant tender in September, as well as the green energy law to steer the expansion of solar and wind. ETS overhaul looms The European carbon market is at a critical juncture, with the European Commission poised to unveil sweeping reforms to the EU Emissions Trading System on July 15, changes that could reshape the bloc’s flagship climate policy for years to come. The highly anticipated review will examine fundamental pillars of the carbon market architecture, from the phase-out trajectory of free allowances allocated to energy-intensive industries to the mechanisms governing supply and demand, as well as potential expansions into new sectors. Early indications suggest the Commission will introduce multiple adjustments to the EU ETS framework, including recalibrating the Market Stability Reserve by applying an annual fixed reduction rate of 4% to both absorption and release thresholds, while extending free allocations contingent on industrial investment commitments. The reforms will arrive after months of extraordinary volatility that have tested the market’s resilience. European carbon allowances had clawed their way back to just above Eur80/mtCO2e by late June, recovering from a bruising selloff earlier in the year when Europe’s climate ambitions collided with industrial policy concerns. The political turbulence was not confined to Brussels. In the UK, carbon prices opened the third quarter on a bearish note despite recent strength, as Prime Minister Keir Starmer’s resignation forced the postponement of the July 22 EU-UK bilateral summit — a key meeting where alignment between the UK and EU emissions trading systems was set to be discussed.Source:Platts

inInternational Shipping News02/07/2026 If you’re viewing today’s arrival of UK ETS with mounting unease, fear not! NAVTOR’s Performance Director Jacob Clausen is here to help simplify complexity, turning compliance challenges into commercial gain. How do you feel about adding another layer of complexity on top of your existing regulatory reality? Not too excited, I imagine. The arrival of the UK Emissions Trading Scheme (UK ETS) for parts of the shipping sector (cargo and passenger vessels over 5,000 GT) on 1 July may feel both new and familiar. Familiar as the industry is already well-versed in the emissions reporting requirements of UK MRV (which is extending to include UK ETS), in addition to the financial mechanisms of EU ETS and FuelEU Maritime. New because there’s a fresh set of administrative and commercial implications to get to grips with. Now, you could see that as a burden, but, if you take an informed and proactive approach, aided by the right digital technology, is it possible it could also be an opportunity?One that could lead to improved decision making, operational efficiency and commercial competitiveness? Here’s my top ten tips for transforming that potential into real-world advantage. 1. Don’t underestimate the impact One of the biggest mistakes companies make with new regulations is assuming they can deal with them later.We saw this with EU ETS. Some operators initially failed to understand their exposure, only to discover major financial implications they’d failed to plan for. UK ETS may appear manageable today, but it is much harder to solve compliance challenges in hindsight than it is to prepare properly from the outset.So, understanding your exposure today is the first step towards controlling costs tomorrow. 2. Recognise the commercial nature of compliance UK ETS is not just a reporting exercise. Every tonne of emissions now carries a financial consequence. As this form of ‘carbon pricing’ becomes increasingly embedded within shipping, emissions performance will influence commercial competitiveness, chartering decisions and operational planning.Put simply, inefficient vessels will become more expensive… and less attractive.This is an especially important point for owners of older tonnage with less efficient designs, who need to really dial down on operational efficiency to stay competitive. So, look for ways to reduce excess fuel consumption by addressing unnecessary use of machinery, optimising machinery efficiency, weather routing, and more. 3. Think beyond today’s requirements While the initial scope focuses on domestic UK voyages (100% surrender obligations) and voyages involving Northern Ireland (50% surrender obligations), from 2028 additional complexity will arrive with a 50% obligation for commercial voyages to and from the UK.With this in mind, companies should avoid implementing short-term fixes that only address today’s requirements. The organisations that will thrive are those building flexible foundations capable of adapting as regulations evolve. 4. Treat emissions data as a business asset Many companies still view emissions data purely as something they collect for compliance purposes.I believe that’s a missed opportunity.Emissions data can help model future operations, forecast compliance costs and provide visibility into future UK ETS Allowance (UKA) requirements. That information allows businesses to make informed decisions about procurement strategies, operational improvements and long-term planning.The value lies not in collecting the data, but in leveraging it to make informed decisions. 5. Be proactive, not reactive One of the most important lessons from emissions trading schemes is that waiting often costs money.Companies that understand their emissions exposure early have more options available to them. They can evaluate fuel strategies (e.g. sourcing low carbon fuels), assess operational improvements and consider different approaches to sourcing allowances (such as trading products like Futures on secondary markets).Those that wait often find themselves paying spot prices and facing financial shocks.In an increasingly carbon-priced world, foresight translates to competitive advantage. 6. Focus on data quality Quality is everything in the data world.To ensure high standards from the outset, your data collection system must have a good validation feedback system at the point of entry allowing data to be fixed at its source. This will minimise the work and costs of addressing it further down the line.Secondly, it’s important to have a proactive approach to follow-up and rectify errors or potential issues. Here at NAVTOR, for example, we have an expert team of former seafarers liaising with vessels and compliance teams to address issues that may cause data validation issues with verifiers. This is immensely important when settling voyage statements where there is time pressure for getting verified statements, and passing on costs, to the charterer (typically within seven days as defined in BIMCO charter party terms).It’s also critical for annual statements to ensure data passes through annual verification processes in due time, enabling vessels to obtain their Document of Compliance. 7. Enter data once, use it everywhere Crews are under continual pressure to deliver increasing amounts of information to multiple stakeholders. Thankfully, today’s advanced digital platforms can ease the burden.It is now possible to centralise and simplify data collection, so that data is entered once and reused everywhere, establishing ‘a single source of truth’. When operational, voyage and emissions data are aligned, organisations gain greater consistency, fewer errors and significantly reduced administrative workloads.Most importantly, crews can focus on operating vessels safely and efficiently rather than duplicating reporting tasks. 8. Connect compliance with operations The most digitally mature organisations don’t treat compliance as a separate activity.Instead, they connect emissions reporting with operational, technical and commercial insights and decision-making.The same information used for compliance can also support fuel forecasting, bunker planning, machinery optimisation, voyage analysis and broader performance improvements. Platforms such as NavFleet increasingly enable this joined-up approach by making reliable operational data accessible across business functions.The result is better decisions, based on better information. 9. Don’t let perfect be the enemy of good This is especially important for smaller operators.Too often, organisations become focused on finding the perfect bespoke solution that matches every existing process. The result can be expensive, difficult-to-maintain systems that struggle to evolve alongside industry requirements.A better approach is to identify your core business needs and select solutions that are standardised, flexible and future-proof. The objective should be to build a reliable data foundation that can support compliance, optimisation and future innovation. 10. See the opportunity in UK ETS Companies that understand their emissions profile, manage compliance proactively and use data intelligently can gain a competitive edge over less prepared competitors.Even operators with older tonnage can improve their position through better operational efficiency, smarter planning and more informed decision-making.In that sense, the winners under UK ETS may not necessarily be those with the newest ships, but those with the clearest understanding of their data and how to use it.This is your opportunity. Why not seize it?Source: NAVTOR

Ribaltamento a mare, nessun risarcimento. Le associazioni dei consumatori promettono battaglia Genova – Un’assemblea pubblica per fare il punto sui ristori legati ai lavori del ribaltamento a mare di Fincantieri a Sestri Ponente. L’iniziativa, promossa da Assoutenti, Confedilizia e Adoc, fa seguito alla rottura con l’Autorità di Sistema Portuale, dopo un lungo periodo di dialogo tra le parti nel tentativo di trovare un’intesa. Secondo quanto denunciato dalle associazioni dei consumatori, il tavolo di trattativa avviato nei mesi scorsi si sarebbe definitivamente arenato dopo il mancato rispetto degli impegni presi da parte di AdSP sui risarcimenti. «Autorità di Sistema Portuale ribalta i fatti e manca di rispetto a chi, per mesi, ha tollerato polvere, rumore e disagio quotidiano – attacca Rosanna Stifano, presidente di Assoutenti Genova –. Abbiamo avuto una lunghissima trattativa, nel tentativo di tutelare tutti quei cittadini che hanno subito un danno a seguito dei lavori per il ribaltamento a mare. Ma adesso si è arenata e quindi si va verso il contenzioso». Assoutenti ha già avviato le richieste di accesso agli atti e prepara le prossime mosse legali: «Non sembra esserci alcuna alternativa». Dure anche le parole di Paolo Prato, presidente della Federazione Ligure Confedilizia, che punta il dito contro il comportamento dell'Autorità Portuale: «Quello che è accaduto è inaccettabile: un ente pubblico che prima si siede al tavolo, poi nega di aver detto quello che ha detto, e infine accusa chi ha sofferto i danni di essere il responsabile della rottura». A sua volta, il presidente regionale di Assoutenti, Furio Truzzi, non nasconde la propria delusione per l'esito della trattativa. «Dopo mesi di incontri, bozze di protocollo e impegni assunti al tavolo, l'Autorità di Sistema Portuale, nella persona del suo presidente Paroli, ha scelto di fare marcia indietro, rimangiandosi quanto concordato e scaricando la responsabilità della rottura sulle associazioni che rappresentano i danneggiati». Truzzi aggiunge poi un'altra considerazione sul ruolo delle istituzioni: «Ci saremmo aspettati un maggiore sostegno da parte di Comune e Regione. Li avevamo invitati anche oggi, ma non vedo nessuno di loro». Infine, promette battaglia in vista del contenzioso: «Pagheranno caro, pagheranno tutto».

L'intervento completa l'elettrificazione del terminal contenitori di Genova Pra' con due ulteriori punti di alimentazione elettrica da terra (cold ironing) nella porzione di ponente della banchina. L'opera conclude un percorso avviato con il progetto europeoINES – Implementing New Environmental Solutions in the Port of Genoa(CEF Transport), nell'ambito del quale sono state realizzate la cabina elettrica e le infrastrutture necessarie all'alimentazione degli accosti. L'estensione del sistema consente alle navi ormeggiate di collegarsi alla rete elettrica portuale, riducendo le emissioni atmosferiche e acustiche prodotte dai generatori di bordo e contribuendo alla decarbonizzazione delle attività portuali. Autorità di Sistema Portualedel Mar Ligure OccidentalePI/CF 02443880998 Sede legalePalazzo San Giorgio, Via della Mercanzia 216124 Genova Genova e SavonaTel. +39 010 2411Tel. +39 019 85541PEC:Questo indirizzo email è protetto dagli spambots. È necessario abilitare JavaScript per vederlo.PEC:Questo indirizzo email è protetto dagli spambots. È necessario abilitare JavaScript per vederlo. Responsabile Prevenzione Corruzione e TrasparenzaQuesto indirizzo email è protetto dagli spambots. È necessario abilitare JavaScript per vederlo. Ufficio Relazioni con il Pubblico (URP)Questo indirizzo email è protetto dagli spambots. È necessario abilitare JavaScript per vederlo. Sportello Digitale - Sportello Unico AmministrativoE-ProcurementPagoPAPCS Amministrazione trasparenteAlbo on-lineNote LegaliWhistleblowingPrivacy PolicyDichiarazione di accessibilitàAccessibilità - Meccanismo di feedback