Porti & ambiente — le notizie raccolte

Redazione AnsaTRECATE - Giugno 19,2026 - News (ANSA) - TRECATE, 19 GIU - "Questo nostro impianto di Trecate è uno degli esempi più chiari del valore di Ip. E quello che inauguriamo oggi è una conferma concreta di un impegno per l'alta qualità dei processi e delle operazioni energetiche in Italia".Così Levan Davitashvili, rappresentante Socar in Italia, e amministratore delegato di Italiana Petroli, a proposito del nuovo impianto di produzione di idrogeno verde, costruito nella raffineria Sarpom del Novarese, nell'ambito dei lavori per la realizzazione della Hydrogen Valley del Nord-Ovest."Un impegno - ha aggiunto - che è stato sostenuto in modo importante anche dalle risorse pubbliche del Piano nazionale di ripresa e resilienza. In un momento in cui il panorama energetico è in profonda evoluzione, la diversificazione delle fonti è una scelta consapevole e responsabile: integrare diverse forme di energia, gestirle con efficienza e adattarsi alle sfide globali è il compito di un'azienda energetica resiliente".Per l'amministratore delegato di Ip: "La North-West Hydrogen Valley è un passo concreto in questa direzione: idrogeno verde e fonti rinnovabili in un sistema virtuoso integrato negli spazi e nei processi della raffineria, a sostegno della funzione industriale principale e del servizio alla comunità. La qualità di questo progetto è alta e riceve tutto il nostro apprezzamento. Sarpom e il team Ip lo hanno realizzato con il sostegno di importanti soggetti pubblici nazionali e locali con professionalità e dedizione. Desidero ringraziare la Regione Piemonte e il Mase per il loro importante ruolo. La collaborazione pubblico-privato, fondata su obiettivi industriali condivisi e sostenuta da finanziamenti concreti, è ciò che consente a progetti di questa complessità di arrivare al traguardo con grande efficienza e con una ampia sinergia di obiettivi industriali, ambientali e sociali".In chiusura ha aggiunto: "L'Hydrogen Valley di Trecate, insieme a quelle di Falconara e Roma, rafforzano il posizionamento di Ip e di Socar in Italia e sono dei progetti di servizio con un valore per tutto il territorio italiano".(ANSA).

Redazione AnsaTRECATE - Giugno 19,2026 - News (ANSA) - TRECATE, 19 GIU - L'assessore all'ambiente della Regione Piemonte, Matteo Marnati, ha espresso soddisfazione per l'inaugurazione del nuovo impianto di produzione di idrogeno verde a San Martino di Trecate nel Novarese: "Dicevamo che il 2026 sarebbe stato l'anno dell'idrogeno. Con questo impianto oggi viene prodotto in una raffineria.È una cosa unica, in questo momento, a livello nazionale. Si dice che possiamo lavorare su un mix energetico. Si può fare e lo dimostriamo. Non solo puntare sull'elettrico ma sfruttare le realtà industriali che abbiamo. In questo caso una raffineria che si sta convertendo in bio-raffineria. Quindi ci saranno nuovi lavori"."Vi sono stati importanti investimenti - ha aggiunto Marnati -. Quasi 20 milioni di euro attraverso i fondi del Piano nazionale di ripresa e resilienza. Ci saranno anche nuove competenze, quindi un inizio di un percorso. Adesso dobbiamo lavorare sulla domanda, quindi sui consumi per abbattere i costi, per diventare una realtà che può andare avanti da sola all'interno di questo mix energetico che in questo momento abbiamo a livello nazionale". (ANSA).

È stato inaugurato presso la raffineria Sarpom di San Martino di Trecate, in provincia di Novara, il nuovo impianto di produzione di idrogeno verde, nell'ambito dei lavori per la realizzazione della Hydrogen Valley del Nord-Ovest.L'impianto è stato realizzato nell'ambito del bando 'Produzione di idrogeno in aree industriali dismesse', gestito dal ministero dell'Ambiente e della Sicurezza Energetica (Mase) e dalla Regione Piemonte. Ulteriori 4 milioni di euro sono stati assegnati con un secondo bando, 'Sperimentazione dell'idrogeno per il trasporto stradale' di pertinenza del ministero delle Infrastrutture e dei Trasporti, per la realizzazione di due aree di servizio nell'ambito della sperimentazione dell'idrogeno per il trasporto stradale.L'idrogeno prodotto in raffineria avrà due utilizzi: una parte servirà a decarbonizzare i processi produttivi dello stesso sito industriale, che oggi utilizza idrogeno prodotto da idrocarburi; un'altra parte rifornirà due aree di servizio IP in Piemonte (a Casale Monferrato, nell'Alessandrino) e in Lombardia (ad Arluno, nel Milanese) che saranno attrezzate con infrastrutture di rifornimento a idrogeno. Riproduzione riservata © Copyright ANSA Da non perdere Condividi

"Un giorno veramente speciale per Sarpom". Così Giuseppe Buonerba, amministratore delegato Sarpom, oggi alla raffineria di San Martino di Trecate, nel Novarese, ha definito l'avvio della produzione di idrogeno verde nel nuovo impianto che s'inaugura questa mattina, realizzato con il cofinanziamento dell'Unione europea nell'ambito del Piano nazionale di ripresa e resilienza.Buonerba ha ricordato come l'investimento relativo alla produzione sia di 20 milioni di euro, di cui 16,8 milioni con finanziamento Pnrr nell'ambito del bando "Produzione di idrogeno in aree industriali dismesse", gestito dal ministero dell'Ambiente e della sicurezza energetica e dalla Regione Piemonte.L'idrogeno prodotto verrà utilizzato anche nella mobilità stradale, grazie al collegamento con le due stazioni di servizio di Casale Monferrato (Alessandria) in Piemonte e di Arluno (Milano) in Lombardia. Riproduzione riservata © Copyright ANSA Da non perdere Condividi

Il ministro dell'Ambiente e della sicurezza energetica, Gilberto Pichetto Fratin, non potendo presenziare all'inaugurazione del nuovo impianto di produzione di idrogeno verde a San Martino di Trecate, nel Novarese, ha inviato un video in cui ha evidenziato come "il risultato raggiunto con l'inaugurazione di questo impianto è un segnale importante per il territorio novarese e per l'idrogeno come strategico vettore energetico. È un esempio di una spesa efficiente dei fondi del Pnrr che servono ad affermare il ruolo di questa fonte importante, pulita e rinnovabile di quello che è il nostro mix energetico. Un esempio di futuro che vogliamo moltiplicare nel nostro Paese"."Il Governo - ha aggiunto il ministro - guarda con grande attenzione alla maturazione dell'idrogeno. Abbiamo indicato orizzonti temporali di breve, medio e lungo periodo con diversi scenari fino al 2050. Tali scenari dipenderanno ovviamente da tanti fattori: la decarbonizzazione degli usi finali, l'integrazione del sistema energetico, la realizzazione di una filiera forte e competitiva. L'altra grande novità degli scorsi mesi è lo schema di legge delega per un quadro legislativo volto allo sviluppo dell'idrogeno. La sfida è enorme e s'incrocia con il ruolo centrale che l'Italia deve e può avere nelle rotte dell'idrogeno europeo mediterraneo, potendo contare su un posizionamento ambizioso e con grandi competenze" ha concluso. Riproduzione riservata © Copyright ANSA Da non perdere Condividi

US Terminal company buys up Logistec’s Canadian marine terminals June 19, 2026 Enstructure, theUS-based terminal and logistics company, will acquire all marine terminal operations of Logistec, creating a larger North American port and logistics platform. The deal covers Logistec’s marine terminal operations across Canada and the United States, including the Gulf Stream Marine and Logistic Direct brands. Financial terms were not disclosed. Logistec will maintain its head office in Montreal,Canada. The company provides bulk, breakbulk and container cargo-handling services, as well as logistics solutions to marine and industrial customers. The company operates across a network of 62 ports and 84 terminals. “This transaction brings together two highly respected organisations with shared values, complementary operations, and a long-term commitment to investing in marine infrastructure,” said Matthew Satnick, co-CEO of Enstructure. “By combining our capabilities, we are creating a stronger North American platform that will enhance supply chain solutions for our customers, support economic growth throughout our geographic regions, and create new growth opportunities for our company and employees,” Satnick added. Related:Barcelona ups green fuel ambitions with Shanghai pact Logistec is majority owned by New York-based private equity firm Blue Wolf Capital Partners. After the transaction, Blue Wolf will remain an investor in the combined business. Read more about:

Dopo avere tagliato il nastro del nuovo impianto di idrogeno verde di San Martino di Trecate, nel Novarese, Leonardo Caputo, direttore generale Operation di Italiana Petroli e presidente di Sarpom ha dichiarato: "Mi piace rilevare che con questo investimento noi abbiamo creato un ecosistema aperto. Il compito dell'industria, secondo il mio modo di vedere, non è solo quello di utilizzare i fondi del Pnrr per le proprie esigenze. In questo caso, avendo pure costruito dei punti vendita aperti al pubblico, che si trovano a Casale Monferrato e ad Arluno, abbiamo messo a disposizione le risorse che in parte abbiamo ottenuto. Un'offerta sul territorio di un nuovo attore energetico completamente a zero emissioni. Questo è il ruolo di una grande azienda come la nostra, quello di sviluppare l'offerta per attrarre la domanda". Riproduzione riservata © Copyright ANSA Da non perdere Condividi

A series of container freight spot rate hikes and general rate increases implemented on 15 June prompted another week of double-digit price rises on the transpacific and Asia-Europe trades. This week’s World Container Index (WCI) from Drewry saw the spot rate on its Shanghai-Rotterdam leg surge 15% week-on-week to finish at $4,342 per 40ft, while the Shanghai-Genoa route was up 12% to $5,756 per 40ft. “Strong peak season demand due to frontloading of cargo ahead of the expected 1 July bunker fuel adjustment, enabled carriers to successfully implement surcharges,” Drewry noted. However, the WCI’s current Shanghai-Rotterdam rate is well shy of the $6,000 per 40ft FAK level that MSC introduced on 15 June, although marginally closer on the Shanghai-Genoa, where its new FAK was $6,500 per 40ft. The world’s largest container line has announced a further FAK hike on 1 July of $7,500 per 40ft to both North Europe and Mediterranean ports, which is quite aggressive compared to the $6,300 per 40ft on Asia-North Europe announced by CMA CGM, also for 1 July. The timing of the next round of FAK hikes also suggests that the remaining weeks of this year’s peak season will be characterised by double-digit spot rate rises on a fortnightly basis, with the interim weeks either flat or seeing low single-digit rises. Indeed, today’s Shanghai Shanghai Containerised Freight Index (SCFI) – which records rates quoted for the forthcoming week, and as such can indicate the behaviour of the following week’s WCI (as it did last week) – recorded a 2% gain on the Shanghai-North Europe leg and 3% on Shanghai-Mediterranean. “We are expecting increases for the first half July and expect the rates to peak in July before they start to soften again – but I don’t expect them to go as high as MSC hopes for,” one European forwarder toldThe Loadstartoday. And while current capacity on both Asia-North Europe and Asia-Mediterranean trades is tight – according to Drewry’s Container Capacity Insight, only three blank sailings have been announced on Asia-Europe next week – there had been fears that the decision pf the Gemini partners to shift capacity from North Europe to the Mediterranean could leave Northern European shippers squeezed. However, the forwarder added that “the shift of some capacity to the Med is welcome, but any effect on the North Europe routes, I think, will be short lived as things start to calm down”. The closure of the Strait of Hormuz has also been a key factor, data from ocean and air freight intelligence platform Xeneta shows: Source: Xeneta In the past week alone, rates on its XSI platform jumped up by 29% on Far East to US west coast and 25% to the US east coast. The WCI moved in the same direction, although more moderately – its Shanghai-Los Angeles was up 10% week-on-week to $5,142 per 40ft, and Shanghai-New York rose 15% to $6,769 per 40ft. “Shippers are frontloading imports ahead of bunker fuel surcharge increases in July and fears over available capacity, with many being told ships are full on trades out of Asia for weeks in advance,” Xeneta chief analysts Peter Sand said. “Shippers who manage to get their boxes on board are paying a premium to do so,” he added. However, one interesting dynamic is that next week will see six blank sailings the transpacific, according to Drewry, “reflecting capacity management by carriers”, and could suggest lines see some demand weakness on the long-term horizon and are already acting to maintain rate levels. “Shippers should abandon expectations for a quick rate correction – carriers have just successfully pushed rates into the $6,000–$7,000-plus range and will be highly resistant to lowering them, likely citing ongoing market uncertainty to justify keeping current fuel surcharges and base rates intact,” US west coast freight forwarder Freight Right said. “Furthermore, because booking backlogs are already stretching lead times out significantly, with some agents quoting the beginning of July as the earliest available space, shippers must plan and book several weeks in advance to secure equipment and vessel space,” it added.

Deal or no deal, logistics operators are expanding their Gulf land bridge offerings with DHL, GWC, and Oman Air Cargo all pumping further capacity into the region as shocks from the US/Israeli war against Iran continue to be felt across global supply chains. Oman Air Cargo this week launched a new daily Road Feeder Service (RFS) between Muscat and Dubai, with Qatar-based Gulf Warehousing Company (GWC) introducing a TIR-powered air-to-land logistics corridor for the Gulf. Speaking toThe Loadstaron Wednesday, DHL Express’ chief executive officer for Europe, Mike Parra, said that he too has noted a marked uptick in demand for the company’s regional road freight connectivity in the Gulf. “With what has happened in the Middle East, with all the uncertainty, and with the Strait of Hormuz closure, we have seen a real necessity to leverage not only our heavyweight express product, but to leverage our network,” said Mr Parra. “When you have the network we have in the Middle East, on the ground and in the air, and have our capability to pivot – for instance from Bahrain to Muscat and Riyadh, which we did – and our road network in Europe, you become the logistics supplier of choice.” DHL may have been one of the early leaders on this pivot to the new Gulf overland trade corridor, but its rapid maturation into an established corridor in just four short months was made possible by determined and speedy work from regional governments. Saudi-based Flow Progressive Logistics’ chief executive Achraf Ellili noted that every authority contributed to have the entire ecosystem working together, “meaning things that we thought would take ages to happen have happened in 47 days”. Praising the rapid collaboration between GCC countries to improve the customs and border crossing processes for trucks, Saudi Automobile & Touring Association executive manager Hasan Almanasif called for operators to “take advantage” of the opportunity. Oman Air Cargo’s launch of its new RFS heeds that call, with the service set to support growing trade flows between the UAE and Oman by trucking goods each way, while also providing customers caught in the chaos options for alternative routings. Head of cargo for the carrier, Michael Duggan, said: “This new service creates greater flexibility for cargo movement between Dubai and Muscat by complementing traditional air freight operations and enabling the transport of a wider range of cargo types. “As regional supply chains continue to evolve, Oman Air Cargo remains focused on delivering reliable, customer-centric transport solutions that support trade across the Middle East.” Nor is the carrier alone in tapping up the opportunity – and it is a massive one with demand for RFSs surging 30% in the first three weeks of the war – with GWS’ new service, in which it uses its network to coordinate services from regional providers. Of course, the route’s long-term prospects continue to be challenged, with expectations that when the war definitively ends, carriers and shippers will revert to their traditional approaches, but hopes of a speedy resolution to the conflict continue to be dashed. Earlier today, news broke that just before boarding a plane to fly to negotiations US vice president JD Vance would no longer be attending the summit in Switzerland as talks had been abandoned. The reason for this cancellation has not yet been made public, but despite the ceasefire MoU signed on Wednesday stressing that attacks on Lebanon by the US and Israel were to halt immediately, Israeli forces have persisted. Indeed, those strikes began almost simultaneously with the news that President Trump had signed the MoU, prompting one forwarder to tellThe Loadstar, “How fucking long [was that]?” in reference to the length of time in which hostilities were paused. Such chaos offers the landbridge long-term prospects. Mr Ellili noted that with shippers having now experienced the route’s reliability, he expected them to “keep a percentage of their volumes moving this way now that it has been stress tested at scale”. “It is optionally now viable. Shippers require a dual corridor strategy and the GCC is now able to offer this. Jebel Ali will remain world class, but it’ll no longer be the only gateway. This new one has been stress-tested it is there, and it is complementary,” he said.

As global freight markets begin to show signs of stabilisation after months of disruption, the industry’s largest forwarders have shown that recovering markets are not automatically translating into easier profits. The warning, highlighted this week by profitability software provider OntegosCloud, comes as freight rates remain elevated, capacity remains constrained and geopolitical risks continue to distort supply chains. Yet first-quarter results from the world’s largest freight forwarders suggest profitability is increasingly being driven by pricing discipline, productivity gains and cost control rather than favourable market conditions. DSV’s first-quarter results offered perhaps the clearest evidence. While the group reported strong revenue growth following its acquisition of Schenker, its Air & Sea division saw EBIT decline 4.9% year on year. The company attributed the performance to lower average gross profit yields in both air and ocean freight, citing market dynamics and integration effects. Air freight gross profit rose 44%, but average yields fell 7%, while sea freight yields declined 18%. Conversion ratios and operating margins both weakened compared with the previous year. At CH Robinson, management highlighted extensive repricing activity and disciplined revenue management as the company sought to offset rising transportation costs. The company maintained margins despite higher truckload costs, with executives stressing targeted pricing actions and operational discipline rather than favourable market conditions as drivers of performance. Kuehne+Nagel struck a similar tone. The Swiss forwarder exceeded first-quarter expectations and raised the lower end of its full-year earnings guidance, but management repeatedly pointed to cost reductions rather than market strength as the primary reason. The company’s cost-saving programme delivered faster-than-expected benefits, reducing unit costs and helping offset a 17% decline in recurring EBIT from the previous year. CEO Stefan Paul said “disciplined cost management” had driven the company’s strong start to 2026. The pattern is consistent across the sector. Expeditors also exceeded expectations in the quarter despite relatively modest revenue growth, reflecting the importance of operational execution rather than simply benefiting from elevated freight rates. Oliver Gritz, founder and chief executive of OntegosCloud, explained that this reflects a broader challenge facing the industry. “There’s a common assumption that when disruption declines, profitability improves,” he said. “In reality, some of the greatest pressure on margins can emerge during the transition from volatility to stability.” The risk, he argues, is that customer expectations begin normalising faster than forwarders’ underlying cost structures. Procurement teams often move quickly to seek lower transport costs once disruption eases, while insurance costs, network inefficiencies, contractual commitments and working-capital pressures can remain embedded for months. There are already signs that large shippers remain intensely focused on cost control. US grocery giant Kroger warned yesterday that operating costs were rising faster than sales growth, while citing higher freight expenses linked to fuel costs. The retailer’s comments underline the continuing pressure on supply-chain budgets and suggest procurement teams may remain aggressive in seeking logistics savings. That dynamic could become increasingly important in the second half. Xeneta data shows that air freight contracts are already becoming shorter as uncertainty persists. It said more than half of air freight agreements between forwarders and airlines are now valid for less than 30 days, levels not seen since the pandemic. At the same time, air cargo load factors on key Asia-Europe and Asia-North America corridors remain close to maximum utilisation. The result is a market where operational complexity remains high, but where profitability is becoming harder won. The first-quarter earnings season suggests the industry’s largest players are, so far, managing that challenge successfully. But their results also indicate that profitability is being protected through repricing, cost reduction programmes and productivity improvements rather than through any broad-based improvement in underlying market conditions. The biggest competitive advantage in the second half of 2026 may not be exposure to recovering markets, but the ability to preserve yields, protect margins and convert operational recovery into financial performance.

The gradual regionalisation of global supply chains is becoming one of the most important trends shaping container shipping, according to Braemar, as new trade agreements and shifting geopolitical dynamics redraw cargo flows. Analysing the World Bank’s latest global outlook, consultancy Braemar said the institution’s prediction that the 2030s could become the most prosperous decade since the 1970s carried significant implications for liner shipping, despite a challenging near-term market. The World Bank argues that artificial intelligence, energy security and regional trade integration could drive a new era of economic growth next decade, however, global growth is expected to reach just 2.5% this year, while container trade volumes are forecast to expand by only 2.5%-3.5%. For shipping, the most immediate structural shift is the rise of regional trade. According to Braemar, the number of regional trade agreements has risen from around 300 in 2020 to nearly 400 today, with such agreements now accounting for 60% of global trade, compared with 40% in 1990. “This isn’t abstract,” said Braemar analyst Jonathan Roach. “The interesting stuff is in the regional and inter-regional trades.” Braemar expects future growth to be increasingly concentrated on intra-Asia, intra-African and nearshoring corridors such as Mexico-US and Eastern Europe-EU routes, rather than exclusively on traditional east-west trades. The shift is also influencing vessel ordering patterns, it noted. Of the 1,621 containerships currently on order, only 114 are ultra-large vessels of 20,000 teu or more, suggesting owners are prioritising regional and mid-sized tonnage over additional megaships. “The ‘hub-and-spoke’ geography of container shipping is slowly becoming more ‘spoke-and-spoke’,” Mr Roach noted. “The decade ahead could be golden,” Mr Roach underscored. “But shipping networks built for the last 30 years of globalisation may need rewiring for the next 10.” Beyond regionalisation, Braemar highlighted the energy transition as another potential source of future box demand. Global clean-energy investment reached $2.2trn in 2025, accounting for roughly two-thirds of all energy investment. While stricter environmental regulations are increasing costs, with IMO carbon rules adding an estimated $150-$400 per container on some routes, demand for solar panels, batteries, turbines and associated infrastructure could provide a long-term boost for containerised trade. AI presents a more complex picture. Braemar said the construction of data centres would generate short-term demand for servers, cooling systems, generators and electrical equipment moving in containers, creating what it described as an “AI infrastructure bow-wave”. However, the firm cautioned that once facilities are built, ongoing AI growth would rely more on computing power than freight demand.

The forward-looking view on Danish forwarder DSV is always fascinating. That’s simply explained. The company – often promising to be better and more profitable than at any time previously thanks to deal-making – is widely regarded as the best asset-light transport and logistics player, as far as M&A-related execution is concerned. Looking ahead The near-Dkr290bn annual revenue* ($45bn) group led by CEO Jens Lund keeps changing. And again this week, we were reminded that – over a year after other top casualties were disclosed ...