Porti & ambiente — le notizie raccolte

Both Maersk and Hapag-Lloyd have dismissed reports that MSC is looking to buy a stake in Hapag-Lloyd as “pure speculation” and MSC has also denied the rumours June 18, 2026 MaerskandHapag-Lloydwere both quick to respond to enquiries aboutMSC’sinterest in acquiring a stake in the German carrier, saying they did not respond to rumours. MSC denied that their owner was ready to splash the cash on another carrier, denying the story altogether to Reuters, after the story was published in a German language report in Manager Magazin. “Looks more like a fairy tale than a true story,” noted one observer close to Hapag-Lloyd. Chilean liner operator CSAV and Klaus-Michael Kühne, a billionaire businessman and part owner of Lufthansa and a majority shareholder, said to be more than 53%, in logistics companyKühne+Nagel, both are 30% shareholders in Hapag-Lloyd. According to the Reuters report Aponte has persisted with discussions with Hapag-Lloyd's “main shareholders for some ⁠time despite being brushed off”. Read more about: Nick Savvides Europe correspondent Experienced journalist working online, in monthly magazines and daily news coverage. Nick Savvides began his journalistic career working as a freelance from his flat in central London, and has since worked in Athens, while also writing for some major publications including The Observer, The European, Daily Express and Thomson Reuters. Most recently Nick joined The Loadstar as the publication’s news editor to develop the profile of the publication, increase its readership and to build a team that will market, sell and report on supply chain issues and container shipping news. This was a similar brief to his time at ci-online, the online publication for Containerisation International and Container News. During his time at ci-online Nich developed a team of freelancers and full-time employees increasing its readership substantially. He then moved to International Freighting Weekly, a sister publication, IFW also focused on container shipping, rail and trucking and ports. Both publications were published by Informa. Following his spell at Informa Nick joined Reed’s chemical reporting team, ICIS, as the chemical tanker reporter. While at ICIS he also reported on the chemical industry and spent some time on the oil & gas desk. Nick has also worked for a time at Lloyd’s Register, which has an energy division, and his role was writing their technical magazine, before again becoming a journalist at The Naval Architect for the Royal Institution of Naval Architects. After eight successful years at RINA, he joined Fairplay, which published a fortnightly magazine and daily news on the website. Nick's time at Fairplay saw him win theSeahorse Club Journalist of the Year and Feature Writer of the Year 2018 awards. After Fairplay closed, Nick joined an online US start-up called FreightWaves.

La cooperazione scientifica tra Italia e Messico registra un nuovo e significativo impulso grazie alla firma di tre importanti accordi di collaborazione che coinvolgono alcune delle principali istituzioni accademiche e di ricerca dei due Paesi.Nei giorni scorsi, il Consiglio Nazionale delle Ricerche (Cnr) e l'Universidad Nacional Autónoma de México (Unam) hanno sottoscritto un Accordo Quadro volto a promuovere progetti di ricerca congiunti, attività di mobilità accademica e nuove iniziative di collaborazione scientifica di interesse comune.Nel settore delle scienze ambientali, il Dipartimento Scienze del Sistema Terra e Tecnologie per l'Ambiente del Cnr (Cnr-Dsstta) e il Tecnológico de Monterrey - Escuela de Ingeniería y Ciencias (Tec de Monterrey) hanno firmato un Memorandum of Understanding finalizzato allo sviluppo di programmi congiunti di ricerca e formazione avanzata sui temi della sostenibilità ambientale, della gestione delle risorse naturali e delle risorse idriche.Un ulteriore importante risultato riguarda il settore dell'astrofisica, con la firma di un Accordo Generale di Collaborazione tra l'Istituto Nazionale di Astrofisica (Inaf) e l'Unam, destinato a favorire lo sviluppo di progetti scientifici condivisi, la mobilità dei ricercatori e il rafforzamento delle relazioni accademiche tra le due istituzioni.Le tre intese testimoniano il dinamismo delle relazioni scientifiche tra Italia e Messico e confermano il crescente interesse delle istituzioni dei due Paesi nel promuovere collaborazioni di lungo periodo nei settori della ricerca, dell'innovazione e della formazione avanzata. Questi risultati si inseriscono nel quadro della cooperazione scientifica e tecnologica tra Italia e Messico, contribuendo a rafforzare il dialogo tra le rispettive comunità accademiche e a creare nuove opportunità per ricercatori, docenti e studenti. Riproduzione riservata © Copyright ANSA Da non perdere Condividi

When economists want to take the temperature of global trade, they increasingly look not at GDP revisions or purchasing manager indices, but at a number that was largely unknown outside freight circles a decade ago: the container shipping rate. The price of moving a 40-foot steel box from Shanghai to Rotterdam has become one of the most watched figures in international commerce — a raw, real-time signal that cuts through the noise of lagging indicators and tells you, with reasonable accuracy, what is actually happening in the global economy right now. The framing isn’t new, but it has sharpened considerably. The effects ripple well beyond the carriers and freight forwarders most obviously exposed to rate movements. Businesses operating in the secondary container market — companies likeshippingcontainerservices.com.au, which sells retired units for construction, portable buildings, and storage — are among the less obvious but telling downstream indicators. When freight rates fall hard and carriers accelerate fleet decommissioning, the supply of ex-shipping containers entering the secondary market increases, prices soften, and demand from builders and developers tends to follow. It is the container economy at one remove, but it tracks the same underlying forces. Understanding why that shift has happened requires understanding what container rates actually measure — and what they don’t. The Drewry World Container Index, the Freightos Baltic Index, and the Shanghai Containerised Freight Index are the three benchmarks most closely watched by analysts. Each tracks spot rates across major trade lanes — transpacific, Asia-Europe, transatlantic — and each tells a slightly different part of the story. What they collectively capture is the balance between capacity and demand on the world’s busiest shipping corridors. When manufacturers are restocking, retailers are pulling forward inventory ahead of tariff changes, or consumer spending in destination markets is strong, demand for container space rises and rates follow. When factories slow, retail order books thin, or overcapacity floods the market, rates fall — sometimes sharply. The critical insight is directionality. It is not the absolute rate level that matters most but the rate of change and the sustained trend. A rate that doubles in three months and then stays elevated tells a different story than one that spikes and immediately reverses. The former suggests genuine demand pressure; the latter suggests a supply shock — a port congestion event, a canal disruption, a sudden carrier capacity withdrawal — that the market has judged to be temporary. The 2020–2022 container rate surge remains the most instructive case study in modern freight history. Rates on the Asia-to-US West Coast lane rose from roughly $2,000 per FEU pre-pandemic to over $20,000 at their peak in late 2021. Every major inflation report published in that period referenced supply chain pressure as a primary contributor, and container rates were exhibit A. What the rates were telling anyone paying attention was that the post-pandemic demand surge — heavily weighted toward goods rather than services — had collided with a container fleet and port infrastructure never designed to absorb it. The signal was clear well before the mainstream narrative caught up. Freight analysts flagged the early rate acceleration in mid-2020; it took most central banks until 2021 to fully price supply-side inflation into their models. The reversal was equally instructive. When rates began falling in late 2022, the signal preceded the widely reported inventory glut — retailers who had over-ordered during the shortage era found themselves sitting on excess stock precisely because they had ignored or misread what the moderation in rate growth was telling them. The current environment presents a more complicated read. Container volumes on the major trade lanes have been rising — China export growth has remained resilient despite headwinds, and some lanes are seeing demand levels that would ordinarily support firm rates. Yet spot rates have continued to soften or trade sideways on many corridors, creating an apparent disconnect that deserves examination. The most credible explanation is structural overcapacity. The orderbook of new container vessels placed during the rate boom of 2021–2022 has been delivering steadily, adding capacity to a market that the demand recovery has not fully absorbed. Carriers have responded with blank sailings and capacity management programmes, but the underlying supply surplus is significant enough that rates have remained under pressure even as volumes tick upward. This divergence matters beyond freight circles. An economy generating genuine demand for goods but facing artificially depressed freight rates due to overcapacity means the rate signal is partially distorted. Using rates alone as a demand barometer in this environment would lead to an underestimate of actual trade activity. The correction is to track rates alongside vessel utilisation rates, booking lead times, and equipment availability — a more complete picture of what is actually moving through the system. Adding further complexity in 2025 and into 2026 has been the wave of tariff announcements and revisions from the United States. Tariffs create front-loading behaviour: importers accelerate shipments ahead of implementation dates, generating artificial demand spikes that push rates up — followed by sharp demand cliffs when the front-loading window closes and order flow normalises or falls below trend. This means rate movements on the transpacific lane in particular have become harder to interpret at the signal level. A rate spike driven by tariff front-loading is not the same as a rate spike driven by healthy consumer demand, but the freight index will record both identically. Analysts distinguishing between the two have been paying close attention to the composition of what is actually being shipped, not just the aggregate volume. Container shipping rates have matured from a niche freight metric into a genuine macroeconomic tool. They are imperfect — distorted by capacity cycles, geopolitical shocks, and policy-driven front-loading — but so is every leading indicator. Used in conjunction with other data, and read with an understanding of what is driving direction rather than just the direction itself, they remain among the most honest and timely windows into the state of global trade. The next time a rate index moves significantly, it is worth asking not just what it means for your shipping budget — but what it might be telling you about what comes next. This post was sponsored by SCS Australia