Porti & ambiente — le notizie raccolte

Redazione AnsaCAGLIARI - Giugno 24,2026 - News (ANSA) - CAGLIARI, 24 GIU - Non arriverà prima di metà luglio nell'Aula del Consiglio regionale la variazione di bilancio da circa 750 milioni, che distribuisce i fondi della vertenza Entrate: chiuso il ciclo di audizioni e la discussione generale del testo la manovrina comincerà dalla prossima settimana l'esame dei singoli articoli e delle poste di bilancio. Ma sono due i temi, entrambi relativi ai trasporti, che stanno tenendo banco nel dibattito tra il campo largo e l'opposizione di centrodestra.Il primo riguarda il processo di integrazione dei tre aeroporti sardi che continua ad alimentare le polemiche della minoranza: tornano nel testo, dopo vari slittamenti, i 30 milioni stanziati già lo scorso anno."Continuiamo a non capire perché ci si sta incaponendo a voler spendere 30 milioni di euro dei sardi, probabilmente in maniera inutile, visto anche le modifiche normative nazionali che consentono una governance locale molto forte", sottolinea dal centrodestra Alberto Urpi, Sardegna al centro 20venti.L'altra misura, su cui invece dovrebbe esserci accordo, è lo stanziamento di 40 milioni in un fondo dedicato a sostenere le aziende in ginocchio a causa del caro carburante legato alla crisi in Medio Oriente e della tassa sulle emissioni climalteranti (Ets).Un nodo su cui insistono i Riformatori sardi, che hanno chiesto che venga convocata una seduta straordinaria dell'Aula dedicata proprio a questo tema da svolgersi entro il 15 luglio, quando in Europa comincerà la discussione per la revisione del sistema Ets. "In Sardegna il trasporto marittimo delle merci rappresenta una condizione obbligata per imprese, lavoratori e cittadini. Eppure il tema continua a non ricevere l'attenzione che merita, nonostante i costi dei trasporti incidano quotidianamente sulla competitività delle aziende, sul prezzo dei beni e sulla capacità dell'Isola di attrarre investimenti", argomenta il capogruppo Umberto Ticca. L'obiettivo è che l'Assemblea possa individuare "un indirizzo politico condiviso e sollecitare la Regione ad attivarsi tempestivamente per ottenere strumenti efficaci di compensazione dei maggiori costi che gravano sulla Sardegna"."Adesso dobbiamo guardare in faccia la realtà e c'è un'emergenza - spiega Maria Laura Orrù, capogruppo di Avs -, dobbiamo provare a dare delle risposte alle imprese. È chiaro, però, che il problema è un problema sistemico, dobbiamo guardare come Consiglio regionale alle strategie da mettere in campo per il futuro, soprattutto perché dobbiamo dare delle risposte importanti anche in una visione strategica". (ANSA).

AP Moller-Maersk has promoted Scott Elliott (above) to the position of regional president for Asia Pacific, after serving in the role on an interim basis since January this year. Mr Elliott joined Maersk in 2020 as regional chief financial officer for the region, after spending just over two years as chief financial officer for global forwarding at the Toll Group headquarters in Singapore. Prior to that he spent over 15 years with Ceva Logistics, holding a variety of senior management roles in the US, China, the Netherlands and Australia, “giving him a rare combination of operational, commercial and financial leadership across the world’s most dynamic trade lanes”, a Maersk statement said. “Asia Pacific is the world’s largest regional economy, key to global trade and central to Maersk’s growth ambitions,” Mr Elliott said. “It’s an honour to work with our exceptional team, customers, and partners across the region. “We have built strong momentum together, and I look forward to deepening those relationships and supporting our customers’ growth,” he added. Meanwhile, Maersk advised that it has begun “the process of appointing a permanent regional head of finance for Asia Pacific”.

The latest news and commentary on how the US/Israel-Iran conflict is affecting the global maritime industry and shipping markets. Allianz reports fewer incidents and total losses in 2025, but warns political risk is now a growing threat to maritime safety. June 24, 2026 Allianz estimates that there were 1,150 cargo-carrying vessels trapped in the Arabian Gulf as of 15 June, with a combined value of vessels and cargo of around $125bn. The figures were published in the insurer’s Safety and Shipping Review 2026, which showed a 16% decline in reported shipping incidents on vessels over 100 gt in 2025, from 3,353 in 2024 to 2,818 in 2025. Over half of reported incidents were machinery damage or failure, 260 were collisions, and 218 were fire/explosion. Reporting of total losses can be delayed, but the current figures for 2025 showed a continuation of a trend suggesting improvements in maritime safety. There were 43 total losses reported for 2025, below the average of 70 per year between 2021 and the end of 2025. Between 2016 and the end of 2020, average total losses for vessels over 100 gt tallied 111 per year. Despite the improving figures for 2025, the report was cognisant of the current crisis in the Arabian Gulf and Strait of Hormuz. “The relevance of political risk and conflict as a potential cause of maritime loss is increasing with heightened geopolitical tensions. Today, the industry appears to be more risk-exposed in this area than at any point in recent decades.” Related:DP World launches cargo war risk insurance for Middle East conflict Echoing thefindings of the ICS Barometer Report, Allianz said: “Navigating the matrix of geopolitical issues – from tariffs to regional conflicts and regulation – is the number one issue for shipowners and cargo operators going forward. The increasingly volatile and disruption-prone nature of global shipping trade routes is reinforcing the need for greater operational resilience and companies are shifting from ‘just-in-time’ to ‘just-in-case’ supply chains, prioritising resilience over cost efficiency.” Further, Allianz said the blockade of the Strait of Hormuz situation was one of several structural factors contributing to a ‘new equilibrium’ outlook for the industry marked by higher volatility and regionally fragmented trade growth driven by near-shoring and friend-shoring. With freight markets remaining sensitive to external shocks, operators with modern, fuel-efficient and flexible fleets may find greater earnings resilience. For insurers, there may be indirect impacts on future marine insurance claims. Costs for repairs may rise further due to broader inflation and increases in repair times and repair costs as a result of supply chain disruption, skilled labour shortages, and higher energy costs. Vessels trapped in the Gulf will face specific risks associated with remaining stationary in shallow water for long periods of time, as well as the impact of interrupted maintenance schedules for onboard machinery and equipment. Related:Criminal networks drive up global cargo theft “Insurance markets react quickly to crises, but the real challenge for companies is understanding how risks are interconnected. That’s why resilience and risk management are becoming just as important as insurance coverage,” said Justus Heinrich, global product leader marine hull at Allianz Commercial. “The shipping industry is facing turbulent times, not only from geopolitical instability, but also from traditional hull and machinery risks, where we see claims costs continue to rise, as well as from decarbonisation and fleet renewal challenges. Our role as an insurer is to support our clients as both a risk carrier and a resilience partner to mitigate risks before they become a damaging loss event.” Read and download the Allianz CommercialSafety and Shipping Review 2026from the Allianz website. 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

Ascolta la versione audio dell'articolo 3' di lettura English Version Translated by AI. For feedback, please contact english@ilsole24ore.com Quante volte durante una giornata di lavoro impegnativa ci siamo chiesti “Ma chi me lo fa fare?”, “Non ce la faccio più, basta!”, ma poi non abbiamo scelto di cambiare? Magari non volevamo farlo proprio perché quello che facciamo è ciò che ci piace, o addirittura è la nostra passione e ci viene bene. Forse la domanda da porsi è: “Cosa mi spinge a farlo?”. Chiedilo al Sole Le domande sono suggerite automaticamente da 24Ore AI sulla base del contenuto visualizzato. Domande di approfondimento generate da 24Ore AI Il mondo dello sport può aiutarci a comprendere tale dinamica, tanto semplice quanto complessa. Nella mia esperienza da allenatrice di calcio ho osservato che non sempre tutti/e riescono a dare il proprio massimo durante una partita: a volte ci si alza con la luna storta, a volte non si ha voglia, altre volte si deve affrontare un conflitto nel gruppo, e questo ha un impatto notevole sul comportamento. Non è raro non riuscire a distaccare queste dinamiche dalla performance. Ma perché un atleta continua ad allenarsi nonostante ciò? Entra in gioco la motivazione. Loading... Comprendere l’origine della motivazione Essa determina la nostra azione e che ci spinge ad agire, dal latino motivus, ovvero “mettere in movimento”. È quel processo di attivazione per realizzare uno scopo, in relazione alle condizioni ambientali. Per esempio, rimanendo sul calcio, se volessi entrare in Nazionale perché è la mia passione, mi fa stare bene e non penso ad altro, mi impegnerò a tal punto da dedicare la maggior parte del mio tempo a migliorare, aumentando le probabilità di raggiungere lo scopo. Se invece il motivo è soddisfare il desiderio non realizzato di un genitore, impegnarsi per ricevere approvazione o premi, la dedizione a questa attività non sarà costante. Questo perché nel momento in cui non riceverò feedback positivi o premi, perderò la voglia di continuare ad allenarmi e tornerò a chiedermi: “Ma chi me lo fa fare?” Il raggiungimento di uno scopo dipende dal tipo di motivazione chiamata in causa. Utilizziamo la Self Determination Theory (SDT), sviluppata dagli psicologi Deci e Ryan, per comprendere meglio. Essa studia i processi di autoregolazione della motivazione umana nei contesti sociali ed è legata alla percezione che una persona ha dell’origine del proprio comportamento. Quest’ultimo si colloca su un continuum ed è influenzato da una causalità interna e da una causalità esterna. Per capirci: gioco perché mi piace o perché voglio un premio?

Gemini Cooperation partners Maersk and Hapag-Lloyd hit their 90% on-time schedule reliability target across all trades in April/May. Across the main deepsea trades, the carrier groupings all mostly saw similar reliability: Gemini the most on-time; followed by standalone liner MSC; and then the Ocean and finally Premier alliances. According to new data from Sea-Intelligence Consulting, the Gemini Cooperation recorded 91.4% schedule reliability in trade arrivals during April/May, on a like-for-like comparison with the same period in the previous year, when it was still rolling out its new network. MSC’s standalone network saw schedule reliability of 79.7%, while the Ocean and Premier alliance were third and fourth, with schedule reliability levels of 69.7% and 54%, respectively. Gemini’s standout service was its Asia-Northern Europe Loop 3 – the AE3 at Maersk and NE3 at Hapag-Lloyd – which hit a 100% reliability across 15 arrivals during the period. It will be interesting to see, in the next couple of months, whether Gemini will be able to maintain the loop’s 100% reliability, as the service is undergoing considerable change as new direct port calls are inserted. Whereas the current AE3/NE3 port rotation features Gemini’s preponderance for transhipment hubs – which the partners had argued would allow them to achieve 90%-plus reliability – the new schedule will see two calls at Algeciras dropped and new North European calls added at Aarhus, Gothenburg, and Southampton. The number of ships deployed on the string will remain the same, at 13, according to Xeneta’s eeSea liner database. Meanwhile, Gemini’s schedule reliability across its four Asia-North Europe strings dipped to 94.1%, caused by the Asia-Northern Europe Loop 1’s schedule reliability of 81%, while Loop 2 and Loop 4 achieved 93.6% and 98.1%, respectively. It was still well ahead of its rivals: MSC posted an Asia-North Europe reliability of 78.8%; Ocean Alliance hit 52.9%; and the Premier Alliance lagged at 39.1%. Average reliability across all Asia-North Europe services was 67.8%, while on the Asia-Mediterranean trade it was 67.1%, which Gemini again led, with schedule reliability of 95.2%, followed by MSC with 83.9%, and the Ocean and Premier alliances with 60.9% and 59.1%, respectively. On the transpacific liner reliability was even more impressive – Gemini recorded 97.1% on Asia-North America west coast services and 97.9% on Asia-US east coast trades. Into the west coast, MSC had a 76% on-time arrival rate, with Ocean Alliance at 65.6% and Premier Alliance at 57.1%, while into the east coast, Ocean took second place, with 70.2%, MSC 66.1%, and the Premier Alliance was at 54.4%. There were also a host of services that managed to hit 100% reliability, including the express EEX service operated by CMA CGM-owned APL, and three Gemini strings. The smallest of the east-west trades, the transatlantic – on which the Premier Alliance has no network, member lines slot-chartering on other services – saw MSC top the reliability rankings between the Mediterranean and the North America east coast, at 71.7%, followed by Gemini, with 70.6%; while on the North Europe-North America east coast route, Gemini resumed top spot, at 88.2%, with MSC at 76.8%, and the Ocean Alliance with 62.5%.

US logistics property giant Prologis has launched a £12.6bn takeover bid for Segro of a near-25% premium on the UK warehouse and industrial property specialist’s share price. However, Segro’s board has unanimously rejected the all-share bid, arguing it significantly undervalued the company and its growth prospects, particularly its expanding data centre portfolio. The move highlights continued overseas interest in UK-listed assets and could reignite speculation over further consolidation in the logistics real estate sector, reportsThe Guardian.

Significant growth in Vietnam’s tech sector is seeing logistics operators boost capacity in the country to take advantage of potentially high yields. Ceva Logistics has launched a three-times-weekly 777F Hanoi-Chicago service, citing growing demand from manufacturers in Vietnam’s technology and industrial sectors for a “dependable long-haul solution into the US”. Ceva provides pickup and cargo consolidation across multiple Vietnamese gateways, including Hanoi (HAN), Danang (DAD), and Ho Chi Minh City (SGN), supported by domestic operations teams coordinating multimodal flows, customs brokerage and transhipment activities. Sister airline CMA CGM Air Cargo reportedly recently launched a twice-weekly nonstop widebody freighter route connecting the French and Vietnamese capitals. The moves come amid mounting evidence that Vietnam is evolving into one of the world’s fastest-growing hubs for hi-tech manufacturing – and logistics providers are moving quickly to position themselves for the shift. For years, Vietnam was viewed primarily as a beneficiary of the “China-plus-one” strategy, attracting manufacturers seeking to diversify production from China. But growing investments suggest the country is moving beyond a role as a low-cost assembly base to becoming an increasingly important part of global tech supply chains. Taiwan’s Well Shin said yesterday it was shifting production of AI server power cords to Vietnam after securing cloud-related orders, and China’s Huawei has expanded partnerships in the country, spanning AI, energy and 5G infrastructure. According to Vietnam’s National Statistics Office, the country attracted $24.8bn in foreign investment commitments in the first five months of 2026, up 34.9% year on year, with around 65% of this directed towards manufacturing and processing. Among the largest projects announced this year are Samsung’s second facility in Thai Nguyen province, Posco Future M’s battery materials investment, and automaker BYD’s expansion of its electronics production. Vietnam is also seeing increased investment in digital infrastructure. Industry forecasts point to rapid growth in AI-ready data centres, cloud infrastructure, and edge computing facilities. Hyperscale facilities are expected to account for the largest share of this expansion, driven by cloud growth and AI-related computing demand. And the shift is increasingly visible in freight markets. According to consultancy Aevean, Vietnam’s AI-related air cargo exports increased 110% year on year in the first four months of 2026, while forwarders reported airfreight capacity out of both Hanoi and Ho Chi Minh City had tightened significantly, with exports to the US facing critical space constraints and elevated rates. According to Rotate, freighter capacity year to date into Vietnam from Europe has gone up 190%, and +50% from North America. Overall freighter capacity growth out of Vietnam has risen 32% over last year. Operators, including Atlas Air, UPS, China Cargo Airlines, Kalitta Air, Turkish Cargo, and AeroLogic have all added capacity– the strongest growth has been recorded on routes linking Vietnam with major manufacturing centres in South Korea, mainland China, and Hong Kong. That pattern suggests Vietnam is becoming more deeply integrated into regional technology production networks rather than simply replacing China as a manufacturing location. Ceva’s latest announcement reflects that. Alongside the Hanoi-Chicago launch, the company also renewed its Wuxi-Chicago freighter operation in China, arguing that both routes support customers seeking resilient transpacific supply chains. It’s not just air cargo: in April, Ceva parent CMA CGM announced the second phase of expansion at the Gemalink terminal in Cai Mep, southern Vietnam. The project will increase annual capacity from 1.7m teu to approximately 3m teu by 2027. The carrier said the terminal, which opened in 2021 and in which it holds a 25% stake alongside Gemadept, is already operating at full capacity. CMA CGM described the expansion as part of its long-term strategy in Vietnam, where it also operates extensive logistics services through Ceva. And Vietnam’s attraction is no longer based solely on labour costs. Increasingly, investment is flowing into electronics, battery materials, telecommunications equipment, digital infrastructure, and other higher-value sectors that generate demand for sophisticated logistics services.