Porti & ambiente — le notizie raccolte

Denholm takes up the role at the global shipping organisation at a time considerable upheaval and uncertainty in the world economy June 23, 2026 John Denholm is taking overing as Chairman of theInternational Chamber of Shipping (ICS)succeeding Emanuele Grimaldi. Denholm, Executive Chairman of family shipping firm J&J Denholm was unanimously elected to the position of Chairman of ICS by its board of directors at its Annual General Meeting in Rome. He takes over from Emanuele Grimaldi, President and Managing Director of Grimaldi Euromed, who has served as Chairman since June 2022. “I take on this responsibility at a moment of considerable upheaval and uncertainty for the world economy and for international shipping. Our industry continues to navigate geopolitical tensions, security threats, rapid technological change, the energy transition, and evolving trading patterns. Yet throughout every challenge, shipping continues to perform its essential role: keeping global trade moving and delivering the goods, energy, and resources upon which societies depend,” Denholm said. Related:SSI calls for streamlining of ship recycling regulations ICS Chairman is the latest in many senior leadership roles Denholm has held including President ofBimcoand the UK Chamber of Shipping. Thomas A. Kazakos, Secretary General of ICS, commented: “I am delighted to welcome John Denholm as Chairman of ICS. John brings decades of experience as a shipowner, business leader, and industry representative, together with a deep understanding of the challenges and opportunities facing our sector. “I would also like to express my sincere gratitude to Emanuele Grimaldi for his outstanding leadership over the past four years. His chairmanship coincided with one of the most demanding periods in recent maritime history. Under his stewardship, ICS helped guide the industry as it responded to attacks on civilian shipping and the disruption of major trade routes, adapted to significant shifts in global trading patterns, and engaged with an unprecedented programme of international regulatory change. His contribution to both ICS and the wider shipping community has been immense.” 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

inInternational Shipping News23/06/2026 Excluding LNG carriers, more than 800 ships can run on LNG using mature, proven technology and established infrastructure, with over 600 more on order. Under the FuelEU Maritime regulation, LNG‑capable ships can remain compliant on fossil LNG until around 2035, depending on engine configuration. Ships fitted with two‑stroke high‑pressure dual‑fuel engines can remain compliant longer than those using four‑stroke low‑pressure dual‑fuel engines, which are more common in cruise ships and RoPax vessels. Extending LNG compliance with low-GHG options DNV’s Methane in Shipping white paper indicates that a potential compliance pathway is the use of LNG-compatible low-GHG fuels. LNG ships are compatible with alternatives such as liquefied bio-methane and e-methane. With tightening GHG intensity requirements, these ships are thus well positioned to transition towards lower GHG emission fuels without major retrofits for these alternatives. Bio-methane and e-methane can achieve very low, or even negative, life cycle emissions depending on how they are produced. LNG-fuelled vessels can progressively decarbonize by blending in or switching to these fuels,” explains Øyvind Sekkesæter, Senior Consultant at DNV and lead author of the paper. Demand for low-GHG methane will grow with tightening regulations According to demand projections outlined in the paper, compliance-driven low-GHG methane demand under FuelEU Maritime alone could reach 2–4 million tonnes by 2040, rising to as much as 40–95 million tonnes under the proposed IMO Net Zero Framework’s base target. On the supply side, current production of low-GHG methane is limited, but still higher than many other low-GHG fuel alternatives. Global bio-methane production reached around 7 million tonnes in 2024 and is projected to increase to about 15 million tonnes by 2030. E-methane remains nascent, with only 0.01 million tonnes of operational capacity today, but announced projects could lift this to 0.9 million tonnes by 2030. While there is significant potential to expand the global supply of low-GHG methane beyond today’s production levels, shipping will compete with other sectors for this supply. Most available supply is already absorbed by power generation and road transport, meaning access for shipping will largely depend on its willingness to pay relative to other users. Securing low-GHG methane in a competitive market Regulation will be decisive in shaping this competition. The paper notes that mechanisms such as the EU Emissions Trading System (EU ETS) and FuelEU Maritime are already incentivizing low-GHG methane uptake in shipping. Similar global measures could, over time, strengthen shipping’s willingness to pay to secure supply, while demand from less policy‑driven sectors may remain more price‑sensitive. “Securing access to low-GHG methane may require long-term offtake agreements, partnerships with fuel producers, or participation in emerging fuel value chains. Fuel procurement therefore becomes both a strategic and an operational consideration for shipowners,” explains Sekkesæter. LNG bunkering infrastructure applicable From a technical standpoint, existing LNG infrastructure is largely compatible with liquefied bio‑methane and e‑methane and can, in principle, supply these fuels without physical modifications. The more persistent constraint lies in economics and market access rather than infrastructure alone. As of late 2025, liquefied bio-methane in Rotterdam was priced at around USD 1,860 per tonne, almost three times the price of fossil LNG. However, when regulatory incentives are taken into account, most notably reduced exposure under the EU ETS and pooling revenues under FuelEU Maritime, bio-methane can already be cost-competitive on selected EU-to-EU voyages. Unlocking methane supply through flexible mechanisms Beyond production volumes, availability to shipping is shaped by how low‑GHG methane is accounted for and allocated across sectors. “This places chain-of-custody models at the centre of the discussion,” says Sekkesæter. “Flexible approaches, such as mass-balance and book-and-claim systems, allow low-GHG methane to be injected into existing gas grids and attributed to end users without requiring physical delivery to a specific location.” Such models can significantly reduce distribution costs and logistical complexity. In Europe, mass balancing is permitted under regulations such as FuelEU Maritime and the EU ETS, enabling shipping to access low-GHG methane through existing infrastructure. However, the absence of similar flexibility globally, combined with the need for liquefaction and dedicated distribution in the absence of flexible chain-of-custody models, can place shipping at a disadvantage compared to sectors that rely on already established gas. “Without the adoption of flexible chain-of-custody models in international regulation, shipping may face higher costs and consequently more constrained access to limited low-GHG methane supplies,” notes Sekkesæter. Methane slip can be managed by different measures While upstream discussions focus on fuel availability and cost, methane slip remains a key onboard challenge associated with LNG use. Slip levels vary by engine type, which influences a vessel’s well‑to‑wake emissions profile. In response, engine designers have significantly reduced methane slip in recent years through combustion optimization and hardware upgrades, particularly for low‑pressure engines. Importantly, the use of real-world measurement data, rather than conservative default assumptions, can improve the assessed methane slip, particularly for modern dual-fuel LNG engines. This has direct implications for regulatory compliance, because lower methane slip translates into better GHG intensity scores,” states Sekkesæter. Operational practices also play a critical role; measures like optimized engine tuning and load management can further minimize methane slip. After-treatment technologies, including oxidation catalysts, may also offer another layer of mitigation. Measures keeping LNG-capable vessels relevant in a net-zero transition LNG-capable vessels can, in both theory and practice, serve as a bridge to net-zero shipping, provided a supportive ecosystem evolves, including scaled production of low‑GHG methane, flexible chain‑of‑custody frameworks, and sufficient willingness to pay to secure supply in competition with other sectors. In the near term, owners of LNG-capable ships can focus on improving energy efficiency, optimizing engine performance, and reducing methane slip to lower both fuel consumption and compliance costs. It is also important to closely monitor regulatory developments, particularly forthcoming decisions on well‑to‑tank emissions and chain‑of‑custody models. Sekkesæter concludes: “Ultimately, LNG’s role in shipping will not only be defined by its status as a fossil fuel, but by its ability to enable a transition to low-GHG fuels like liquefied bio-methane and e-methane. As Methane in Shipping makes clear, the opportunity is real: there is already a pathway for today’s LNG-capable fleet to evolve into a lower-emission fleet if the right conditions are put in place. To support shipowners in managing risks and uncertainties related to fuel selection, the paper presents a two-step framework which includes an economic and a technical analysis.”Source: DNV,https://www.dnv.com/expert-story/maritime-impact/low-ghg-methanes-role-in-keeping-lng-capable-ships-compliant/?utm_id=701bH00000GvevbQAB&utm_campaign=MA_26Q2_GLOB_MI_ART_Ind_636_EXT_Biomethane_A&utm_medium=email&utm_source=Eloqua

Ceriale – «Lasciatemi seppellire mia figlia. Poi farò di tutto perché i responsabili di quanto è accaduto paghino». Sono parole dure, quelle di Barbara De Stefano, la mamma di Sofia Barberi, la ragazza di 23 anni deceduta nel tragico schianto di Ceriale. È lei insieme a Marco e Laura, i genitori di Emma Brasca, l’altra ragazza rimasta gravemente ferita nello stesso incidente, ad aprire il corteo per ricordare Sofia e pregare per Emma che si è svolto lunedì sera per le strade di Ceriale. In tantissimi hanno risposto presente (foto Fasano) Un migliaio di persone, tutte con un palloncino bianco in mano. Ceriale e buona parte della riviera di ponente, comprese le amministrazioni del comprensorio (c’erano diversi sindaci in fascia tricolore), si sono strette alle due famiglie dopo la tragedia di sabato scorso. E la musica di Vasco Rossi, che Sofia amava tanto, ha accompagnato una marcia silenziosa ma carica di dolore e anche di rabbia. «Sono scesa perché Sofia non mi avrebbe permesso di chiudermi in me stessa», ripete ancora la mamma, che di Ceriale è anche una stimatissima assessore comunale. La folla dei partecipanti (foto Fasano) «Goditi la tua Albachiara», dicono invece gli amici di Sofia. Il coro comincia sul lungomare per poi spostarsi nel centro storico del borgo, fino alla piazza. «L’assenza di Sofia fa molto più rumore di quanto ci abbia accompagnato la sua risata contagiosa», piangono ancora gli amici. Eppure è il silenzio, rotto solo dalle lacrime di due famiglie distrutte dal dolore, ad accompagnare l’intero corteo. «La gestione di questi giovani deve diventare una priorità», sottolinea la sindaca di Ceriale, Marinella Fasano. In piazza della Vittoria quei mille palloncini sono stati affidati al vento e al cielo: «E la vita continua, anche senza di noi», ripetono gli amici seguendo le note della canzone di Vasco, Anima fragile. «Siamo tutti anime fragili», commenta una ragazza. Fino a venerdì sera gli amici di sempre erano lì, insieme. Per cominciare un’estate che ora non sarà più la stessa. “Barbara è una donna forte, l’ho conosciuta in questi tre anni di lavoro assieme», sottolinea ancora la sindaca di Ceriale. «Quello che è successo, però, ti cambia nel profondo. Cambia nel profondo tutta la comunità». Il dolore per la morte di Sofia si mescola però alla rabbia per i video choc pubblicati dal passeggero dell’auto che ha travolto le due giovani. Nonostante questo però, gli amici, i conoscenti, riservano l’intera serata solo al dolore. «Credo che Sofia stia sorridendo da lassù a vederci tutti qui», commenta una ragazza. E il pensiero, subito dopo, corre a Emma: «L’aspettiamo, siamo qui anche per lei, per darle forza». I sindaci di Ceriale, Loano e Borghetto in fascia tricolore (foto Fasano) Martedì mattina (23 giugno), per tutti, sarà un nuovo giorno di angoscia. Emma Brasca, la ragazza in sella allo scooter insieme a Sofia al momento del trafico schianto è ancora ricoverata nel reparto di Rianimazione dell’ospedale Santa Corona. La sua prognosi rimane riservata, anche se i medici, per la prima volta dalla notte tra venerdì e sabato scorso, mostrano un leggero ottimismo. SI dovrà attendere invece ancora qualche giorno, per l’autopsia sul corpo di Sofia. Un passaggio decisivo per concludere il quadro degli accertamenti, che per ora si concentrano sulla dinamica dello schianto.

French pure-play contract logistics operator (PPCLO) FM Logistic is set to enter the German market after it today announced that it agreed to acquire “a majority stake in the capital of German logistics group Schaflein”. FM Logistic did not reveal the size of its stake nor the price, although German logistics newspaperDVZreported that it is set to buy 90% of the target. Meanwhile, Schaflein’s current owners are expected to remain with the company if the deal completes – it still has to win clearance from Germany’s competition regulator, the Bundeskartellamt. “The current management, Achim and Bernd Schäflein, will retain an equity stake, thereby securing the continuity and family roots of the business,” an FM Logistic statement said. The French company added that Schaflein’s vertical profile – it earns 40% of its revenues from the industrial sector and 27% from the mobility and transport industries – was a further attraction, as is several of its tech solutions, developed in-house. “Schaflein brings highly sought-after technical expertise: a high degree of automation through its specialised in-house unit LOCIT, recognised know-how in the management of reusable containers through its SprintBOX solution, and a pioneering commitment to decarbonisation,” it said. According to S&P Global’s CapitalIQ platform, at the end of 2024 Schaflein had revenues of €211.4m and posted an EBITDA of €23.4m. It had a net debt position of €16.2m and around 1,600 employees. In contrast, according to Capital IQ the privately owned FM Logistic reported revenues of €1.95bn in the year ended March 2025 and has over 27,000 employees, although chief executive Jean-Christophe Machet said the two companies were structurally similar. “FM Logistic and Schaflein share a common DNA – that of family owned-businesses driven by a long-term vision and thinking in terms of generations. “Our entry into the German market, the largest in Europe, is based on the deliberate choice of a best-in-class partner. “Our goal was not simply to acquire capacity, but valuable industrial know-how. We are investing in growth to carry forward Schaflein’s model and to build, together, an indispensable pan-European market leader,” he said. The deal is likely to see FM Logistic close the gap on France’s largest contract logistics operator, ID Logistics, which last year posted revenues of €3.7bn and an EBITDA of €233.7m, according to CapitalIQ. Meanwhile, Schaflein chief executive Achim Schäflein said the acquisition secured the future of his company. “As we prepared the handover to the next generation, we looked for a strategic and industrial partner that could help accelerate the international growth of our business model while preserving its long-term vision and values. “Joining forces with FM Logistic gives us that international reach while allowing us to preserve our identity, our management team and our absolute commitment to our long-standing customers,” he added.

Ascolta la versione audio dell'articolo 3' di lettura English Version Translated by AI. For feedback, please contact english@ilsole24ore.com La riforma dei porti e l’intermodalità tra nave, gomma e treno sono al centro degli interessi dell’industria lombarda e, in generale, di quella italiana, in un momento storico in cui la geopolitica ha reso più chiara che mai l’importanza della logistica (anche per i rifornimenti di energia). E in cui l’Italia è di fronte alla possibilità di grandi cambiamenti (in positivo), con il completamento, previsto entro quattro anni, del Terzo valico ferroviario e con l’imminente chiusura dei lavori di ammodernamento della rete ferroviaria nazionale, in gran parte legati ai tempi stretti del Pnrr. Su tutto questo, peraltro, si inserisce l’aggravio della tassazione Ets dell’Ue per il comparto marittimo che, sostengono a una voce industriali e operatori del settore, deve essere modificata. I temi sono stati al centro del convegno Il mare che muove l’industria, organizzato a Milano dal ministero delle Politiche del mare in collaborazione con Confindustria e Assolombarda e moderato dal direttore del Sole 24 Ore, Fabio Tamburini. Loading... «Guardiamo con attenzione - ha detto Alvise Biffi, presidente di Assolombarda - al disegno di legge di riforma della portualità nazionale, attualmente in discussione alla Camera dei deputati. Come sistema Confindustria stiamo contribuendo al confronto con un position paper che vuole favorire un dialogo costruttivo con il Governo, nella convinzione che servano regole chiare, tempi certi, responsabilità definite e continuità degli investimenti. Il mare non è soltanto un’infrastruttura geografica e industriale; lo dimostrano i 510 milioni di tonnellate di merci movimentate nel 2025 dai porti italiani». La cui capacità di connessione, ha proseguito, «è importante sia supportata da infrastrutture terrestri adeguate: penso al Terzo valico e, più in generale alle reti transeuropee di trasporto». La riforma portuale, gli ha fatto eco Mario Zanetti, delegato di Confindustria per l’economia del mare, «è una priorità di politica industriale per competere con gli hub del Nord Europa e della sponda Sud del Mediterraneo, oggi avvantaggiata dall’esclusione dall’Ets, che va riformato per evitare di spiazzare i porti europei e sottrarre risorse alle imprese per investimenti. È sempre più chiara, infatti, la necessità che i fondi Ets restino ai settori che li hanno generati, per fare in modo che la transizione diventi un’opportunità». Della riforma, Matteo Paroli, presidente dell’Autorità portuale di Genova e Savona, ha ricordato che punta a «creare, attraverso la società Porti d’Italia, una cabina di regia, un centro nazionale di coordinamento per indicare quali specializzazione debbano avere i singoli porti. Le 16 Autorità di sistema portuale italiane non sono troppe - ha precisato - se si creano queste specializzazioni. I porti liguri hanno già messo in atto rapporti collaborativi: il materiale dei dragaggi della Spezia servirà a riempire i cassoni centrali dell nuova diga foranea di Genova, in costruzione».

Enti del Terzo settore: i proventi figurativi entrano nel test di commercialità. Nell’ambito della riforma del Terzo settore, l’articolo 79 del Dlgs 117/2017(Cts) assume un ruolo centrale ai fini della qualificazione fiscale degli Ets, individuando criteri distintivi tra attività di natura commerciale e non commerciale. Una disposizione che, come più volte ribadito su queste pagine, introduce elementi di novità rispetto all’impostazione tradizionale contenuta nel Tuir, affiancando a criteri di tipo...