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Easing of Iran sanctions and return to Red Sea transits could substantially pressure prices for scrapping candidates, according to Wirana Shipping. June 29, 2026 The ship recycling market could move from a prolonged shortage of end-of-life tonnage to a capacity crunch if geopolitical disruption eases and a larger flow of vessels comes forward for demolition, according to Wirana Shipping. Hitesh Vyas, VP Middle East & green recycling co-ordinator at Wirana, toldSeatrade Maritime Newsthat recycling markets currently remain tight, with limited supply across vessel segments keeping competition high among buyers and yards. As shipping markets are elevated, the economic balance for older vessels has tipped towards keeping them in operation. Even olderLNGsteam turbine vessels, previously seen as prime recycling candidates earlier in the year due to their commercial shortcomings compared to more efficient tonnage, have largely disappeared from the demolition market as their employment prospects improved. The shortage of available tonnage has pushed cash buyers andrecyclingyards into competition for those ships being offered. “When there are few ships coming out, everybody wants them, and it starts with the buyers trying to outbid each other, then they try to push that higher price product to the ship breakers”, said Vyas. Related:Jinjiang Shipping ramps up intra-Asia container ship fleet Prices will likely be pressured substantially downwards should the war in Iran come to an end and international sanctions on Iran be unwound, he added, but if only the Red Sea route becomes risk free it will take time for ships to reach the recycling market. The two-month negotiating period contained in the US-Iran MoU will likely be followed by owners waiting another couple of months to be confident that routes in the Red Sea and Gulf are safe, said Vyas, pushing the arrival of new scrapping candidates into next year. Diversions around the Cape of Good Hope currently support around 10% of shipping capacity, and a return to the more direct Red Sea route for Asia-Europe container services is expected to bring a wave of containership recycling. “Newbuilding deliveries have been happening in the container market and were supposed to result in recycling candidates coming out last year, but they have all been absorbed by diversions”, said Vyas. Nobody benefits from a lot of vessels hitting the market at the same time, said Vyas, but fortunately for owners, buyers, and yards alike, the flow of ships to the breakers should be gradual “Owners have made money this time, so they are not in a liquidity tightness where they cannot hold the vessel even for a short time.” With cash on hand, shipowners will be able to hold off and time their sales, bringing a more systematic influx of tonnage rather than a rush to dispose of assets. Related:Volkswagen Group unloads majority stake in Everllence to Bain Capital A closely-related but separate driver, for the tanker market in particular, is the potential end to sanctions on Iran, which may drive Iranian oil onto the compliant fleet and leave dark fleet tankers destined for scrapping. Vyas is hoping for a streamlined process, if and when sanctions are lifted, to ensure that banks and other agencies are aligned with any changes in sanctioned status to ensure payments are not blocked and the vessels can be safely removed from the fleet. Should sanctions stay in place, Wirana would like to see the US Office of Foreign Asset Control (OFAC) introduce a process where it conducts Know Your Customer (KYC) checks to clear established cash buyers to, for instance, handle abandoned vessels that may have a history of sanctions. Cash buyers could commit to taking a vessel straight to a recycling yard, following up with evidence of the ship’s complete recycling to ensure no involvement in sanctioned activities. Wirana does not buy sanctioned vessels, he stressed, and the key question in any future deals either post-sanctions or through some OFAC-approved process will be ensuring money does not end up in the wrong hands. Related:First of five Hapag-Lloyd dual-fuel retrofits completed by Everllence In the current situation of tight vessel supply, yards may be willing to commit to a vessel a few months out as they feel secure on the pricing front. If supply begins to increase, owners may find yards holding off on making deals until work is ready to begin. Recycling an average ship takes between three and five months, while aVLCCcan take 10 months to a year, and so a rise in end-of-life tonnage may quickly fill available yard capacity. Ship recycling capacity is not completely inelastic, said Vyas, and there is an opportunity to bring more online. “There are facilities in Pakistan and Bangladesh that are not proceeding withHong Kong Convention (HKC)certification simply because there is no business. Proceeding with HKC certification requires infrastructure costs and training costs. So, their question is, why should we spend money when there is no business coming our way?” Great demand for ship recycling could push these yards to seek HKC compliance, but it may take a period of one to two years for this additional capacity to enter the market. “During that time, there may be waitlists and price pressures,” said Vyas. The market hasn’t seen yard capacity as a constraint since the pandemic, and excess recycling tonnage was last seen properly in around 2012, he added. Owners in OECD countries may face particular challenges should they need to recycle more ships. Of the major four ship recycling destinations, Türkiye has been winning a greater share of available vessels of late, and yards are running close to capacity. As the only OECD nation with significant ship recycling capacity, Turkey has benefited from the Basel Convention’s restrictions on end-of-life ships leaving OECD waters for a non-OECD recycling yard, as per the Basel Ban Amendment. For shipowners with ships approaching end-of-life, Vyas advised that preparation in good time for recycling is important, from building the Inventory of Hazardous Materials to identifying a preferred yard and cash buyer, aligning voyages, and drafting a Memorandum of Agreement in advance with any necessary clauses. Any peace deal or sanctions changes will not bring a wave of ships for recycling in the next few months, so now is a good time to bring a ship to market, said Vyas: “Instead of waiting for the markets to change, you will be able to recycle one ship within that time. For ship owners with difficult projects, this is the time to get the ships out and in the market, because people will buy it. Later, when the supply increases, they will become picky and choosy.” 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

Ships hit in Hormuz, officer shortage, Everllence and private equity – the top stories on Seatrade Maritime News in the last seven days. June 29, 2026 It was a week that saw traffic starting to recover in the Strait of Hormuz only for more ships to be attacked. TheInternational Maritime Organization (IMO)got its evacuation plan for ships and seafarers stranded in the Gulf underway and 24 June saw some 62 verified transits of the waterway 53% of the number of a year earlier. However, then Iran flexed its muscles over the opening of the Southern corridor close to Oman and struck the container shipEver Lovelytransiting the Strait. The IMO’s evacuation plan was suspended and theUSresponded with attacks on Iranian coastal positions. On Saturday Iran hit a laden Panama-registeredVLCCKikuin the strait and the threat level in the waterway moved back up to substantial. Tanker hit in Hormuz, threat level raised Meanwhile shipping’s workforce woes continue with a new report from Bimco and the International Chamber of Shipping showing the officer shortage had increased over the last five years. Related:Tanker hit in Hormuz, threat level raised The Seafarer Workforce Report 2026 said that there was shortage of 39,100 STCW certified officers while there was surplus of 56,890. Officer shortage deepens as seafarer demand jumps 35% And some big news in the engine manufacturing world Volkswagen Group has sold a 51% stake in Everllence to private equity firm Bain Capital for EUR7.4 billion. Volkswagen continues to hold a 49% stake. Volkswagen Group unloads majority stake in Everllence to Bain Capital Read more about: Marcus Hand Editor Marcus Hand is the editor of Seatrade Maritime News and a dedicated maritime journalist with over two decades of experience covering the shipping industry in Asia. Marcus is also an experienced industry commentator and has chaired many conferences and round tables. Before joining Seatrade at the beginning of 2010, Marcus worked for the shipping industry journal Lloyd's List for a decade and before that the Singapore Business Times covering shipping and aviation. In November 2022, Marcus was announced as a member of the Board of Advisors to the Singapore Journal of Maritime Talent and Technology (SJMTT) to help bring together thought leadership around the key areas of talent and technology. Marcus is the founder of theSeatrade Maritime Podcastthat delivers commentary, opinions and conversations on shipping's most important topics. Marcus Hand regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Wind-Assisted Propulsion: Are we ready? at Seatrade Maritime Crew Connect Global 2024 IMPA 2024 SingaporeMaritime Procurement and Sustainability Panel, November 2024 Goodbye Globalization? Red Sea Impacts Reviewed,EGN Singapore (Executives' Global Network)webinar, February 2024 Offshore Marine Breakfast Forum atSea Asia 2023 Sustainable Finance, Shipping & Technology at Hong Kong Maritime Week 2022 Building & Operating Dual-Fuel Vessels, February 2022 Shipping’s Decarbonisation Challenge – The Role of Technology and Digitalisation at Hong Kong Maritime Week 2021 The Challenge Faced by Ship Registries in a Digital and Post-Pandemic Era, October 2020 The Future of Transhipment Hubs Post-Pandemic, November 2020 Offshore Marine Breakfast Forum at Sea Asia 2019 Marcus Hand regularly guests on mainstream media talking about maritime and shipping news stories. Below you'll find a list of selected appearances KBS World Radio -Korea24,May 2026 BBC News -Hindi Service,April 2026 RNZ -First Up, April 2026

Could you briefly introduce LX Pantos? Founded in 1977 and headquartered in South Korea, LX Pantos is a global logistics provider offering end-to-end supply chain solutions across freight forwarding, contract logistics, ecommerce logistics, last-mile delivery and installation, and SCM consulting. The company handles more than 1.6m TEU of ocean freight and 120,000 tonnes of air freight annually through a network of more than 380 locations and 8,500 employees worldwide. LX Pantos generated approximately $5.6bn in revenue in 2025 and continues to invest in digital platforms and IT solutions to improve visibility and operational efficiency. LX Pantos has been expanding its global footprint in recent years. How would you define the company’s core strategic priorities for the next three to five years? LX Pantos is focused on strengthening its core business by growing volumes in key overseas markets, securing logistics infrastructure and pursuing new business opportunities. Over the next few years, we aim to expand both the scale and scope of the business and build the capabilities needed to compete with the leading global logistics players. What differentiates LX Pantos from other large global freight forwarders and integrated logistics providers? LX Pantos combines a global network, end-to-end logistics capabilities and digital solutions with a strong customer-focused approach. By understanding customers’ specific requirements and responding with speed and flexibility, we deliver tailored solutions for increasingly complex supply chains. This is supported by deep operational expertise and experience across a wide range of industries and markets. Where do you see the most significant growth opportunities geographically and by sector? Global supply chains are being reshaped by changing trade patterns and geopolitical uncertainty. We see strong growth potential in North America, Southeast Asia, India and Eastern Europe as companies reconfigure their supply chains. From an industry perspective, ecommerce, semiconductors, AI, batteries and electric vehicles are expected to remain key drivers of logistics demand. How is the current market environment, particularly weaker freight rates and demand volatility, shaping your strategy? Freight rates and demand volatility continue to affect the logistics sector. In response, LX Pantos has focused on diversifying its portfolio. Businesses such as contract logistics and installation services are less exposed to market fluctuations and provide more stable revenue streams. Our objective is to build a resilient and sustainable business that can perform consistently through market cycles. Are you seeing any structural shifts in global supply chains that are changing customer requirements? The pandemic, geopolitical disruptions and other global events have changed customer expectations. Where logistics decisions were once driven primarily by cost, customers are now looking for supply chain resilience, reliable transportation management, effective risk response and solutions that improve overall supply chain performance. To what extent are shippers prioritising resilience over cost today, compared with pre-pandemic? Since the pandemic, customers have placed greater emphasis on supply chain resilience rather than cost alone. They increasingly value reliable operations, secured capacity, alternative routing options and strong risk-management capabilities. As a result, providers with robust networks, infrastructure and operational stability are better positioned to win business. LX Pantos positions itself as an end-to-end logistics provider. Which parts of the value chain are you prioritising for further development? LX Pantos has built strong capabilities in international ocean and air freight and is now expanding its in-country transportation and warehousing operations, including rail, trucking and storage infrastructure. In the US, effective intermodal solutions are essential, and we expect opportunities in this area to continue growing. We are strengthening our intermodal capabilities, including through Boxlinks, our joint venture with ONE. How important are contract logistics and warehousing to your growth strategy? Contract logistics and warehousing are key pillars of our growth strategy. Customers continue to place greater importance on reliable inventory management and logistics centre operations. In addition, multi-year contract structures provide greater revenue stability, helping us build a more resilient business. Are there particular industries where you see the strongest demand? We are closely monitoring high-growth industries such as ecommerce, semiconductors and AI infrastructure. Ecommerce is expected to remain a major driver of air freight and fulfilment demand. Semiconductor and AI-related supply chains also require specialised logistics capabilities, including temperature-controlled transport, dangerous goods handling and breakbulk services. We also see opportunities in the continued growth of Korean cultural exports, including food and music. What role does digitalisation play in LX Pantos’s strategy? Digitalisation is a core pillar of our growth strategy. Beyond digitalising end-to-end logistics processes, we are focusing on automation within logistics centres through AI and robotics. As AI adoption accelerates, digitalisation will become an essential requirement for competitiveness across the logistics sector. Are you investing in specific technologies such as visibility platforms, AI-driven optimisation, and automation? LX Pantos provides customers with Pantos Now, a digital forwarding platform, and Pantos View, which offers real-time cargo tracking and supply chain risk monitoring. We are also deploying robotics and automation technologies across major logistics centres and continue to expand the use of new technologies. More recently, we have integrated AI to improve efficiency and automation. How do you see technology changing the role of the freight forwarder over the next decade? Rapid technological advancement is transforming every industry, and logistics is no exception. The growth of platform-based logistics companies and the advancement of AI technologies are challenging the traditional role of freight forwarders. While digital transformation in the logistics industry will continue to accelerate, we believe that forwarders with deep supply chain operating experience and the ability to provide customized customer support will ultimately maintain a competitive edge in the market. In particular, the role of forwarders will become even more important in customer engagement. No matter how advanced technology becomes, logistics experts must be able to proactively address customers’ pain points and act not merely as intermediaries, but as strategic partners who help design and optimize customers’ supply chains. Logistics also involves constant uncertainty, including unexpected incidents and operational disruptions. Responding to these variables is an area that cannot be fully replaced by technology alone. For this reason, we believe the role of forwarders will continue to be highly important. Can you outline your current expansion plans, both organically and through partnerships or acquisitions? LX Pantos is pursuing growth through organic expansion, infrastructure investment, strategic partnerships and M&A opportunities. In recent years, we have secured logistics centres in the US and Europe and established joint ventures in Indonesia and China. We remain open to acquisitions that strengthen our capabilities and support long-term growth Which regions are a priority for network expansion? We are focused on regions benefiting from global supply chain reconfiguration, including North America, Southeast Asia, India and Eastern Europe. The US remains a particular priority given its scale as a consumer market and the continued impact of reshoring trends. How do you approach building local presence versus leveraging global partnerships? LX Pantos operates in 40 countries and can support customers across global markets. Where we do not have our own operations, we work through strategic partners. Decisions to establish a direct presence are based on factors such as market potential, cargo volumes and profitability. Until then, we maintain flexibility through our partner network. Sustainability is becoming a key focus for shippers. How is LX Pantos supporting customers in reducing supply chain emissions? LX Pantos is committed to achieving net-zero emissions by 2050 and reducing environmental impact across its supply chain. Through Pantos View, customers can access real-time information on climate-related risks and potential transportation disruptions, helping them manage supply chain resilience more effectively. Are you investing in specific green logistics solutions such as SAF, alternative fuels, or modal shift initiatives? Some of our logistics centres use rooftop solar power systems, supporting the use of renewable energy in our operations. We have also adopted more sustainable fuels through partnerships with airlines and ocean carriers, including Korean Air and Maersk, as part of our efforts to reduce emissions across the logistics value chain. How do you balance sustainability goals with cost pressures in the current market? As a leading logistics provider, we view sustainability as a long-term responsibility. Through collaboration with partners, we continue to explore ways to accelerate the adoption of more sustainable fuels while minimising additional costs for customers and stakeholders. How do you view the evolving competitive landscape? Competition is intensifying as companies expand beyond their traditional business models and new players, including digital forwarders, enter the market. Despite this, customers ultimately choose providers based on logistics performance. Companies with strong global networks, operational expertise and service capabilities will remain competitive regardless of how the market evolves. Do you see consolidation continuing in the freight forwarding sector? Yes. Market uncertainty and growing customer demand for integrated logistics solutions are likely to drive further consolidation. As end-to-end global networks become increasingly important, we expect major logistics companies to continue pursuing acquisitions to strengthen their capabilities. What are the biggest risks and opportunities for the industry over the next few years? The biggest risk is continued uncertainty arising from geopolitical tensions and other external disruptions. At the same time, uncertainty creates opportunity. Companies that can respond quickly and adapt to changing conditions will be best positioned to grow. Strong networks, transportation capabilities and operational flexibility will be key differentiators. What is the biggest misconception about LX Pantos that you would like to address? Some still perceive LX Pantos as a Korea-focused, ocean freight-oriented intermediary forwarder that mainly handles cargo for Korean companies. However, LX Pantos today is continuing to expand its overseas business based on cargo volumes from global multinational customers, while also achieving stable growth in contract logistics and installation services. We provide comprehensive logistics services not only in ocean freight, but also across air, rail, and trucking, supported by a broad range of transportation capabilities. At the same time, we are continuing to diversify our business by expanding infrastructure centred on overseas logistics centres and pursuing new business opportunities. LX Pantos is no longer simply a Korean ocean freight forwarder. We are evolving into a true global integrated logistics company. If you had to highlight one key message to global shippers, what would it be? LX Pantos aims to become a truly global logistics company headquartered in South Korea. Through continuous innovation and differentiated services, we will continue to grow as a trusted logistics partner for customers worldwide.

Imperia di Gino Perotto Una cinquantina di persone hanno partecipato sabato 13 giugno alla manifestazione "Siamo la montagna che si difende" per dire no al mega parco eolico progettato sui Monti Moro e Guardiabella a Imperia. Da un anno il progetto è fermo al Ministero dell'Ambiente per la Valutazione…

Genova – Ci sono anche due liguri nella missione italiana partita venerdì scorso e diretta in Venezuela per prestare soccorso dopo il violento terremoto che ha colpito il Paese con moltissime persone che hanno perso la vita e miglia che sono ancora disperse sotto le macerie dei palazzi crollati. Il contingente, composto da specialisti del soccorso, sarà impegnato giorno e notte nelle operazioni di ricerca dei dispersi e nel supporto alle autorità locali nelle aree devastate dal sisma, molte delle quali completamente isolate. I due genovesi, partiti ieri da dall'aeroporto di Pratica di Mare (in provincia di Roma, nel comune di Pomezia), fanno parte del comando dei vigili del fuoco del capoluogo ligure e sono il direttore ingegnere Paolo Filippetti e la vigilessa Laura Piazzi. Il primo dei due sarà coinvolto nel settore Usar per le ricerche tra le macerie, la seconda sarà invece impiegata nella struttura incaricata degli aspetti tattici, logistici e di collegamento con le strutture del territorio. «Dall'aeroporto militare di Pratica di Mare due liguri in partenza per la missione in Venezuela del corpo nazionale dei Vigili del Fuoco», dicono Filippetti e Piazzi in un video diffuso prima della partenza in attesa di salire sull’aereo insieme ad altri colleghi. Dal comando provinciale di Genova fanno sapere che i due vigili del fuoco fanno parte di personale altamente formato per missioni di questo tipo, anche all’estero, e dovrebbero stare in Venezuela circa una settimana proprio per aiutare i soccorritori locali che dopo il terremoto si trovano in una situazione di forte difficoltà tanto che da molti altre parti del mondo sono partiti aiuti verso il Paese sudamericano colpito da questa enorme tragedia. Sempre dal comando genovese, nelle prossime settimane, potrebbero volare alla volta del Venezuela altri vigili del fuoco anche per dare il cambio ai due colleghi che sono partiti venerdì scorso e dopo un periodo di permanenza in Sudamerica dovranno rientrare in Italia. Filippetti, nello specifico, ha già esperienza di missioni all’estero e in particolare in Turchia dove era stato inviato anche in questo caso per prestare soccorso alla popolazione locale mentre per Piazzi si tratta della prima missione fuori dai confini nazionali. Presso il comando dei vigili del fuoco di San Benigno, a Genova, è stato allestito un container per simulare un edificio crollato, attraverso la suddivisione dello spazio interno in piani orizzontali dove sono distribuite macerie e oggetti di arredamento, in analogia a quanto rinvenibile in una situazione reale. Si tratta di un ambiente ad alto rischio, dove il coordinamento tra le varie componenti è fondamentale e dove il personale destinato anche alle missioni all’estero ha la possibilità di addestrarsi in vista poi dell’operatività richiesta in caso di emergenze. Quanto realizzato nel capoluogo ligure rappresenta un’eccellenza nel campo dell’addestramento del personale dei vigili del fuoco visto che non tutte le città italiane hanno a disposizioni infrastrutture e campi di addestramento di questo tipo tanto che a San Benigno spesso arrivano vigili del fuoco anche da altre parti del Paese proprio per poter effettuare nuove esercitazioni.

"L'Unione europea esprime profonda preoccupazione per la dura condanna a 25 anni di carcere inflitta a Sihem Bensedrine, eminente difensora dei diritti umani ed ex presidente della Commissione Verità e Dignità. Bensedrine ha svolto un ruolo chiave nel coordinamento dei lavori di questa commissione, le cui raccomandazioni rivestono particolare importanza nel contesto della giustizia di transizione in Tunisia, che l'UE ha sostenuto fin dall'inizio".Lo dichiara in una nota un portavoce del Servizio per l'Azione esterna dell'Ue."L'Unione europea ribadisce il suo incrollabile impegno nei confronti della Tunisia e del suo popolo e continuerà a sostenerli nei loro sforzi per rafforzare le istituzioni democratiche e il rispetto dei diritti umani. Esortiamo le autorità tunisine a ripristinare un ambiente favorevole al pluralismo e all'espressione di voci indipendenti, elementi essenziali per lo sviluppo del Paese", aggiunge il portavoce.Sihem Ben Sedrine, figura di primo piano della giustizia transizionale tunisina, è stata condannata dal Tribunale di prima istanza di Tunisi a una pena complessiva di 25 anni di carcere in due procedimenti distinti legati alle attività dell'organo post rivoluzione e al dossier della Banque franco-tunisienne, Bft. Riproduzione riservata © Copyright ANSA Da non perdere Condividi

Genova – Con una temperatura minima registrata di 28.1 gradi, quella di martedì 23 giugno è stata la notte più calda di giugno negli ultimi due secoli sotto alla Lanterna: è quanto emerso dall'analisi della serie storica delle temperature registrate nel mese di giugno dall'Osservatorio meteorologico dell'Università di Genova, l'Agenzia regionale per la protezione dell'ambiente ligure (Arpal). L'ascensore panoramico del Bigo A causa delle elevate temperature è chiuso anche l'ascensore panoramico del Bigo, una delle principali attrazioni del Porto Antico, interdetto dal primo giorno di bollino rosso per le ondate di calore emanato dal ministero della Salute nel capoluogo ligure ieri. Numerosi turisti e curiosi si sono fermati a leggere il cartello scritto anche in inglese sull'inconsueto stop "dovuto alle alte temperature" affisso nella vetrata della biglietteria del Bigo. La struttura, progettata dall'architetto Renzo Piano e realizzata in occasione delle Colombiadi nel 1992, è sprovvista di aria condizionata. La chiusura durerà alcuni giorni poiché Genova resterà bollino rosso almeno fino a domani con temperature massime percepite a metà giornata fino a 35 gradi derivanti dal disagio bioclimatico che tiene conto della temperatura dell'aria e dell'umidità relativa.