Porti & ambiente — le notizie raccolte

OFAC pulls licenses for US maritime services under ‘Operation Economic Outcast’ September 11, 2026 International vessel operators could face increased operational barriers in the US following afinal ruleissued by theUSTreasury Department’s Office of Foreign Assets Control (OFAC). Published in the Federal Register on 10 September, OFAC’s rule suspended several general licenses, including one allowing goods or services in the US to be provided to non-Iranian carriers transporting passengers or cargo to or from Iran – provided those goods or services constituted bunkers, bunkering services, emergency repairs, or supplied under circumstances that could not have been anticipated before the vessel departed for the US After September 23, however, such activity will require a specific license from OFAC. Foreign carriers operating multi-leg liner networks that include calls in Iran will be locked out from US refueling and repair services unless they secure individual OFAC authorisation. The license suspensions – which also included those related to aircraft safety and overflights of Iranian airspace – are “in response to Iran’s continued disruptions to global energy markets, attacks on partners and allies in the Middle East, reconstitution of its conventional and nuclear weapons programs, efforts to monetize the Strait of Hormuz, and continued support to terrorist proxies,” OFAC stated. Related:OFAC warns Hormuz compliance alone may breach Iran sanctions The final rule follows OFAC’s compliance advisory issued in late August, in which the agency warned ship operators that engaging with local Iranian authorities – such as responding to information demands or accepting insurance guarantees from the Persian Gulf Strait Authority – could trigger severe secondary sanctions. Both actions are part of the Trump Administration’s “Operation Economic Outcast” aimed at weakening the Iranian regime. While the August alert focused on localized transit risks near Middle Eastern chokepoints, the September rule strikes directly at U.S. maritime service facilities. Read more about: John Gallagher US Correspondent Based in Washington, D.C., John Gallagher covers regulation and legislation affecting the maritime sector for Seatrade Maritime News. John has specialised in reportage of the US transportation industry for the past 30 years, having previously worked as Washington correspondent for US-basedFreightWaves, Americas correspondent for UK-based maritime business publicationFairplay, and covering the US trucking and rail industries forRail Business,Traffic Worldand theJournal of Commerce. John began his business reporting career in 1993 covering the radio, TV, and cable industry forBroadcastingmagazine. Subscribe and get the latest industry news, analysis and more straight to your inbox.

Un abbandono illecito di rifiuti ripreso dalle telecamere Alessandria – «Generare costi che ricadono sulla comunità e danneggiare spazi che appartengono a tutti: questo fa chi abbandona i rifiuti. Lavoriamo conAmag Ambiente e polizia localecombinando informazione, prevenzione e controlli. I risultati ottenuti ci motivano a proseguire con determinazione». Daniele Coloris,assessore all’Ambiente del Comune di Alessandria, spiega così la campagna di controlli per impedire gesti di inciviltà e preservare il decoro urbano. Da maggio ai primi giorni di settembre, sono oltre 130 le sanzioni per violazioni legate al conferimento della spazzatura. Il gruppo di vigilanza ambientale è formato da incaricati del Comune, agenti di polizia locale e ispettori di Amag Ambiente, impresa incaricata del servizio di raccolta dei rifiuti. Gli abbandoni e i conferimenti non conformi hanno ancheun ufficio dedicato, con sede nella palazzina dei vigili in corso Crimea. Movimenti sospetti e comportamenti sbagliati sono stati scoperti grazie all’uso delle telecamere:le fototrappolesono state posizionate in corrispondenza di aree ecologiche e cassonetti. Ma l’attività di monitoraggio prevede anche ispettori ambientali e verifiche mirate, per contrastare gli illeciti. La prevenzione si avvale di unlavoro sempre più strutturatoe questo approccio è destinato a intensificarsi, per arginare un malcostume dilagante. Ci sono, per esempio, persone che non vivono ad Alessandria, ma sono di passaggio e lasciano ogni genere di materiale ignorando norme di legge e senso civico. Il problema riguarda tutta la città, inclusi i sobborghi: nelle aree maggiormente esposte al fenomeno i controlli sono stati potenziati al massimo. La polizia locale si è concentrata suvia Vecchia Torino(all’incrocio con via Margiocchi),via Pavia, via Bolla e via Frugarolo. Gli ispettori ambientali hanno monitoratoSpinetta Marengo, Gerlotti, San Giuliano Vecchio, via Bonardi e via Don Giovine. La stretta è stata efficace:74 multe elevate degli ispettori e 65 illeciti individuati dalla polizia locale, grazie a fototrappole e successivi accertamenti su veicoli e responsabili. Le infrazioni riguardano l’abbandono di rifiuti, il mancato rispetto delle modalità di conferimento el’uso improprio dei cassonetti di Alessandriada parte di cittadini di altre località. Le telecamere hanno filmato due persone che hanno lasciato in strada una lavatrice e un frigorifero: sono stati costretti alla bonifica e al ripristino dei luoghi. La mappatura delle aree più sensibili permetterà di programmare i futuri controlli e di scegliere dove posizionare la videosorveglianza. Il lavoro di squadra è sostenuto dagli enti preposti: «Ringrazio la polizia locale che oggi gestisce, da remoto, telecamere e fototrappole», sottolinea l’assessore delegatoEnrico Mazzoni. «L’attività sarà continuativa - confermano il presidente e l’amministratore delegato di Amag Ambiente, Giovanni Bertone e Paolo Borbon - Le sanzioni sono necessarie quando le regole vengono violate, ma l’obiettivo è ridurre progressivamente l’abbandono e i conferimenti scorretti». Dalla prevenzione alla diagnosi e alla cura, visite specialistiche, odontoiatria, diagnostica e terapie in un’unica sede

inInternational Shipping News11/09/2026 This was the first working group (WG) meeting during which new terms of reference that were agreed at MEPC 84 in the spring, were up for discussion. The terms of reference allow for both existing and new submissions to be discussed which we believe is important. The importance lies in the formal purpose of the WG which is seeking agreement on a broader text that can be acceptable to all, following the extraordinary MEPC meeting in October last year when the Net-Zero Framework (NZF) faced fierce opposition from several member states. The four days were largely spent on deliberations on the first agenda item: The Group is instructed, taking into account documents submitted to MEPC 84 and 85, previous sessions of ISWG-GHG, as well as documents submitted to ISWG-GHG 22 and 23, as applicable, to: 1: consider proposals, including those contained in the documents referred to above, on how to address concerns with the draft amendments to MARPOL Annex VI on the Net-Zero Framework, in line with the 2023 IMO GHG Strategy. The overall takeaway from this meeting is that IMO member states continue to engage constructively in the discussions, but that disagreements on several crucial issues relating to a possible future IMO mid-term measure persist. Several delegations recalled the unanimous agreement on the 2023 IMO Strategy on Reduction of GHG Emissions from Ships, while many other delegations refrained from making explicit reference to the strategy. Based on our observations, it appears that there may no longer be universal agreement on the strategy’s ambition and indicative checkpoints. Disagreements on central parts of a future framework are of such magnitude that convergence already by December seems challenging. Substantive issues of divergence It was evident from statements made by member states that there is still wide disagreement on substantive parts of the framework. That is particularly the case for the Greenhouse Gas Fuel Intensity (GFI) trajectory itself: what shape should the trajectory have? Should it be a 2-tier GFI as in the NZF or a single tier as in FuelEUMaritime? The trajectory question is not only about setting the regulatory requirements to the reductions. It is also about whether the requirements should be set by the regulators as opportunistic requirements seeking to drive the availability of the required fuels, or whether the reduction requirements should be set based on availability, scalability and affordability of fuels in the market. The question on one versus two tiers may be of less significance in this relation but more about the system’s ability to generate funds. Whether funds should be generated in the framework is another issue of divergence. The NZF has a 2-tier GFI structure with the distinct ability to generate substantial amounts of funds to be channelled through a central Fund operated by the IMO. Several member states oppose this for a variety of reasons – one being the prerogative of sovereign states to levy taxes on their respective citizens. Several other states welcome the fund-generating aspect of a framework so that just and equitable transition (JET) can be facilitated by compensating eligible states for disproportionate negative impacts (DNI). It is our observation that this core disagreement seems to have widened substantially since the MEPC 83 approval of the NZF. Spending funds generated by a framework This is also an area of disagreement. Are collected funds to be spent entirely in-sector? Or is there a case for giving funds to states for their own use? Some member states firmly believe the framework should not generate funds by itself but rather leave any monetisation of elements of the framework to the private sector. Support for zero or near-zero fuels and technologies is also an area of some divergence. Should such fuel and energy sources be rewarded in excess of surplus unit (SU) generation? Should there be a multiplier to amplify use of such fuels and technologies? Naturally, any possible reward would also need to be contingent on the stringency of the trajectory in the first place. Does everything have to be agreed as one package? Some member states argue that a push to see everything resolved, rather than moving on to elements that enjoy agreement now, is not ideal. Other states believe that since the core architecture of the GFI is less controversial, a package of technical mid-term measures should be pushed first, after which agreement on the economic element can be sought. The discussion on an IMO Fund or Facility is however not purely political or principal. It may have very practical implications for the industry, and the world, as it is presently the “safety-valve” which prevents ships from potentially becoming stranded assets should the over- and under-compliance not balance. A purely technical measure without the ability to either pay for compliance, or some other measure, risk resulting in some ships being rendered unable to trade. Next step While this session of the WG did little to forge consensus on the matters of divergence, there were sporadic signs of willingness to compromise. However, such compromise is still short of detail and more work is needed. The WG will continue deliberations at the next meeting which takes place in the week preceding the MEPC 85 in November this year. We expect new submissions to this 23rd meeting of the WG and we expect member states to pursue bilateral agreements on core issues in the interim. It is therefore questionable if there is enough time to allow for a new or revised framework to emerge during MEPC 85 in the first week of December. What is positive, however, is that the MEPC 85 is not the end of the negotiation track. Negotiations will continue into 2027 and with time, consensus may prevail.Source: BIMCO,https://www.bimco.org/news-insights/bimco-news/2026/09/10-imo/

Fabio Piumetti Portofino – Lo schema di decreto per l’istituzione delParco nazionale di Portofinoè stato votato all’unanimità dallaConferenza Stato regioni, su proposta del ministero per l’Ambiente. Dunque, dopo anni di guerre legali e di polemiche, il primo e fondamentale passo per la nascita del parco è stato fatto e sulle basi di quello che avevano deciso già nel 2023 il ministero e la Regione Liguria: un parco a tre Comuni, che ricalca quasi perfettamente l’attuale Parco regionale con l’allargamento dei confini a mare, ricomprendendo l’Area Marina Protetta di Portofino. Il prossimo passaggio, richiesto ieri come di consueto dalla Ragioneria dello Stato, è già fissato: il primo ottobre il decreto sarà sottoposto all’approvazione del Mef. Poi si passerà al Consiglio dei ministri e infine alla firma del presidente della Repubblica. Difficile dare un termine finale all’iter fondativo, ma più o meno si dovrebbe arrivare in fondo a metà novembre. Ma, al di là di quello che è avvenuta a Roma, alla fine della giornata la vera bomba esplode a Portofino con la durissima dichiarazione diMatteo Viacava, sindaco di Portofino e forzista doc: «Il parco così non va, perché avevamo trovato un accordo anche sull’Area Marina Protetta che invece qui non c’è. Quello che è stato deliberato a Roma non ha molto senso anche perché la dotazione economica di un milione non soddisfa nessuno: è la somma di quello che si spende oggi tra il Parco regionale e Amp. Io sto seriamente pensando di fare una raccolta di firme tra noi sindaci per chiedere al presidente Sergio Mattarella di non firmare. Non ci siamo proprio, mi dispiace. Sarebbe stato molto meglio puntare al patrimonio Unesco per Portofino, non creare un Parco nazionale che parte molto male. Questo è un ennesimo schiaffo al territorio e anche la conferma che la politica nazionale e quella regionale stanno prendendo strade sbagliate». Parole che indubbiamente peseranno e faranno molto discutere. Andando a leggere il decreto approvato ieri si evidenzia che il territorio delParco nazionale di Portofinoè delimitato in via definitiva dalla perimetrazione stabilita nel 2023. Tanto che nel decreto è scritto espressamente che il territorio già incluso nel Parco regionale di Portofino è ricompreso nel Parco nazionale di Portofino ed è quindi sottoposto alla gestione dell’Ente Parco nazionale di Portofino. La Regione Liguria provvederà con proprio provvedimento alla soppressione del Parco regionale di Portofino. Per quanto riguarda l’Area Marina Protetta di Portofino è ricompresa nel Parco nazionale di Portofino ed è quindi sottoposta alla gestione dell’Ente Parco Nazionale di Portofino. E il Mase, a sua volta provvederà con proprio decreto alla soppressione dell’area marina protetta di Portofino. Proprio quest’ultimo punto, l’assorbimento con soppressione dell’Amp d Portofino, che oggi ha una sua sede, un suo personale e un suo presidente, attualmente il sindaco di Santa MargheritaGuiglielmo Caversazioè al centro di una forte dialettica tra le forze politiche. Sia in Liguria sia Roma, dove l’altro ieri c’è stato un question time chiesto dal deputatoLuca Pastorinoe dove oggi dovrebbe essereValentina Ghioa presentare un’interrogazione parlamentare. Per la Regione a respingere le accuse e rassicurare è Alessio Piana, assessore leghista che ha seguito l’iter fino a qui: «La legge prevede espressamente che se c’è un’area marina protetta adiacente a un’area terrestre, la gestione dell’area marina deve essere affidata all’area terrestre. Così avviene in tutti i parchi nazionali e anche in alcuni regionali in cui c’è costa e mare. Non c’è nessuna abrogazione o cancellazione ma si applica una legge del 1991 e si razionalizza la gestione in capo un unico ente che si occupa terra e are. Senza andare a perdere nulla, senza disperdere risorse, senza inficiare la protezione ambientale, comprese le professionalità attualmente presenti nell’area marina protetta. Si rilassassero tutti r non dicessero stupidaggini». A opporsi a questa chiave di lettura è appunto Caversazio: «Il decreto parla si soppressone ma soprattutto non sono previste risorse sufficienti per la gestione della parte a mare. Sono molto preoccupato perché si rischia di creare un Parco nazionale che non garantirà le attuali forme di tutela. Voglio ricordare che nell’Area Marina Protetta di Portofino abbiamo sei dipendenti altamente qualificati e specializzati. Ma anche che ci sono attività fondamentali come quelle di controllo e gestione degli ormeggi. Mi auguro che le prossime settimane ci sia il tempo per rimediare a quest’errore. Non sono contrario in assoluto all’unificazione tra Parco e Amp, ma sono totalmente contrario a una situazione che rischia di compromettere l’attività dell’Area Marina». Dalla prevenzione alla diagnosi e alla cura, visite specialistiche, odontoiatria, diagnostica e terapie in un’unica sede

The proposal to review the EU Emissions Trading System (EU ETS) comes at a pivotal moment for Europe's climate, industrial and economic policy. Since its launch in 2005, the EU ETS has become the EU's flagship climate instrument, helping to reduce emissions from the power sector, industry, aviation and maritime transport while generating more than €230 billion in auction revenues. Emissions from sectors covered by the EU ETS have fallen by around 50% compared with 2005 levels, demonstrating the effectiveness of a robust, declining emissions cap combined with carbon pricing. Europe faces heightened geopolitical uncertainty, growing international competition in industry and clean technologies, persistently high energy prices in parts of the economy, and significant investment needs in electricity grids, electrification and industrial decarbonisation. The recent devastating wildfires across Europe reiterate loud and clear the need for a strong EU ETS capable of assisting in preventing climate-related natural disasters. At the same time,the EU continues to pay nearly €400 billion annually on imported fossil fuels, leaving the European economy exposed to international supply chokepoints and price shocks. A strong ETS acts as an energy independence instrument; keeping a robust price signal accelerates the shift to domestic clean energy. A predictable and credible carbon market remains one of Europe's greatest competitive advantages. Weakening the integrity of the EU ETS would not address the structural challenges facing European industry. On the contrary, greater regulatory uncertainty undermines long-term investment decisions, increases financing costs for capital-intensive low-carbon projects and slows the deployment of clean technologies essential for Europe's competitiveness and energy security. The post-2030 EU ETS should preserve the core principles that have made the system successful while adapting it to support Europe's next phase of industrial and energy transformation. This means maintaining a strong and predictable emissions cap aligned with 2040 climate objectives while providing stability and flexibility for investment. It also demands ensuring that EU ETS revenues are used more strategically to accelerate investment in decarbonisation, electrification and clean technologies. T&E's slides explain what the ETS review means for transport. Scope: a half-hearted step towards pricing international flights. Aviation is the EU's fastest growing source of emissions, rising by more than 30% since 2005 - the start of the ETS - while emissions from other sectors have declined. A big amount of these emissions came from long-haul flights, the most polluting kinds of flights. However, to date long-haul emissions were not included in the ETS. That meant that over half of EU aviation emissions were escaping pricing. The new scope would cover all departing flights to airports within 5,000 km from Frankfurt airport. A Paris to Dubai flight is in the scope. A Paris to New York flight is not. The scope avoids Chinese and US airports, reducing the risk of geopolitical retaliation. The scope will bring competing hubs into the system - European carriers and airports no longer have to compete on an uneven playing field for routes to Dubai, Doha and Istanbul. T&E accepts this proposal as a pragmatic first step that protects European interests. But Member States and the Parliament should support an ETS extension to all departing flights, as of 2028 (rather than 2029), given that CORSIA is not an effective mechanism to reduce aviation emissions. How many emissions are covered under the proposal? The 5,000 km scope covers ~59% of Europe’s departing aviation emissions, up from 44% today. The increase in coverage will apply from 2029. SAF allowances will offset part of the increase, reducing the proportion of priced emissions to 57% in 2029. So nearly half of Europe's aviation emissions still carry no carbon price and airlines get financial support for buying SAFs. T&E accepts this proposal as a pragmatic first step that protects European interests. But Member States and the Parliament should support an ETS extension to all departing flights, as of 2028 (rather than 2029), given that CORSIA is not an effective mechanism to reduce aviation emissions. Private jets, contrail allowances and more The revision includes other key measures to curb aviation emissions, notably putting a price on the climate impact of private jets for the first time. Despite their disproportionate impact, private jets have largely been left exempt from the EU ETS until now. The non-CO2impact of aviation is also finally receiving serious consideration. The Commission proposal introduces free allowances for airlines that successfully avoid creating warming contrails, making it a significant milestone in the race to reduce aviation’s full climate impact.To learn more about these other key measures, please read theT&E's slides. The extension of the ETS scope to smaller ships (400-5,000 GT) from 2031 is an encouraging first step. But some small ships’ emissions remain out of scope. This leaves 1/3 of small ships emissions uncovered, including some of the most electrifiable ships like ferries. The proposal includes small ships in the MRV by 2029 and ETS by 2031. This delay is unjustified as some small ship categories already report under MRV since 2025 (general cargos & offshore ships) and could be included earlier. T&E recommends: Include small ships as of 2028 in MRV and 2029 in ETS to ensure earlier coverage of emissions and revenue generation. Expand the ETS scope to include all smaller ship categories, ensuring no segment is left behind. Implement additional measures in parallel to incentivise the uptake of electrification in these ships. Current exemptions and derogations will be extended to 2035. These exemptions apply to ice-class ships, outermost regions, small islands and services linking Cyprus with Greece. Extending them to 2035 would result in a revenue loss of €3.5bn between 2030 and 2035. The Commission is even considering extending the ice-class exemption beyond 2035. A new derogation for containerships (10,000 TEU and above) has been proposed, and would allow shipping companies to surrender fewer allowances on some voyages that exceed 300 nautical miles (555 km) until 2035. This distorts the level playing field and could leave a large share of emissions unpriced. A new derogation for containerships (10,000 TEU and above) has been proposed by the Commission, and would allow shipping companies to surrender fewer allowances on some voyages that exceed 300 nautical miles (555 km) until 2035. Depending on the number of containers transshipped, the derogations could exempt up to 2.1 Million tons of CO2e annually (6.4% of container ship emissions) from the ETS, and cost the EU up to €2.3 bn of revenues, assuming 100% of the containers are being transshipped. This would distort the level playing field. Evasive behaviours will be tackled with additional non-EU ports considered as ETS-relevant port calls to cut evasion risk. This includes ports within 300 nm and with a transshipment share of 50% or ports within 150 nm with relevant infrastructure for transshipments. The introduction of free allowances for sustainable marine fuel and propulsion technologies (SMAP) with significant price-gap coverage for e-fuels and clean propulsion technologies is an opportunity to incentivise e-fuels and electrification. However, fundamental changes are needed to make it work: without earmarked allowances for EU-made e-fuels and a mechanism to reserve allowances in advance, there's a risk that allowances will end up subsidising imported biofuels rather than the e-fuels and electrification the EU needs to scale. SMAP allowances should not come at the expense of establishing double-sided auctions (DSAs) or other support mechanisms for RFNBOs. As wildfires rage across Europe, T&E calls for a permanent tax on the windfall profits being made off the back of European drivers Just eight oil companies have made €7.5 billion in excess profits in Europe in the first half of 2026 T&E's in-depth review of the EU Commission's Electrification Action Plan

Construction is underway on Delaware’s largest-ever maritime infrastructure project, a $669 million container terminal that state officials say will quadruple the state’s cargo-handling capacity and create thousands of high-paying jobs, even as rival port operators mount new legal challenges to stop it. The Delaware Container Terminal (DCT), sited on 137 acres of former DuPont industrial land along the Delaware River in Edgemoor, began major construction in 2026 after years of permitting battles and a 2024 court ruling that temporarily revoked federal dredging and seawall permits. Those permits were reissued in April 2026, allowing work to proceed on the waterside elements that include dredging the channel to 45 feet, building a new seawall and high deck, and installing foundational infrastructure for a modern, all-electric container facility. The terminal is being developed through a public-private partnership between the state-owned Diamond State Port Corp. (DSPC) and terminal operator Enstructure, which already manages facilities at the nearby Port of Wilmington. Once complete, DCT and the upgraded Wilmington facility will operate under a unified “Port Delaware” brand, with a combined annual box capacity of up to 1.6 million twenty-foot equivalent units (TEUs). A formal groundbreaking ceremony is scheduled by Sept. 14. For Delaware, a state with a relatively small industrial base, the stakes are high: Supporters see DCT as a generational investment that could anchor a new logistics and distribution corridor along the I-95 spine, while critics warn of overcapacity and intensified competition in an already crowded mid-Atlantic port market. DCT alone is designed to handle 1.2 million TEUs per year, served by 2,700 feet of quay, seven ship-to-shore gantry cranes, and 26rubber-tired gantrycranes for yard operations. The 45-foot berth depth will allow calls by post-Panamax vessels of up to 16,000 TEUs, putting it among the top tier of East Coast terminals. The project is one of several container terminal projects under development at locations stretching from the Gulf to the Eastern Seaboard. The $1.8-billion Louisiana International Terminal just received federal permits for an all-new box hub near New Orleans, and Mediterranean Shipping Co. is building a terminal on the site of a redeveloped steel mill in neighboring Baltimore. State and port officials have long pitched the project as an economic catalyst for Delaware, particularly for Wilmington and surrounding communities. Projections estimate the terminal will create nearly 6,000 new jobs once fully operational, including more than 3,100 direct positions for longshore workers, equipment operators, warehouse workers, and related roles. Construction itself is expected to generate about 3,900–4,000 jobs and roughly $42 million in state and local tax revenue during the buildout. At full capacity, Port Delaware could support around 11,480 total jobs and generate about $76.2 million annually in state and local taxes, according to state and industry estimates. Gov. Matt Meyer and supporters from both major political parties have emphasized that many of the port’s direct jobs pay well above the regional median, with some longshoremen earning more than $100,000 a year. DCT is being marketed as a “green port,” with all-electric terminal equipment, shore-power connections for vessels (“cold ironing”), and energy-efficient lighting and buildings intended to reduce emissions compared with conventional diesel-powered terminals. The design also includes a new truck gate complex, a 100,000-square-foot warehouse, expanded reefer plug capacity, and direct rail access to supportintermodalfreight movements. The Port of Wilmington is served by Class I railroads Norfolk Southern (NYSE:NSC) and CSX (NASDAQ:CSX). NS operatesdedicatedlocal turns into the port from its Edgemoor yard just east of Wilmington, and offers double‑stack intermodal service from the port to major Midwest markets. CSX also serves the port and provides connections to midwestern, southern, and southeastern U.S. destinations via its Philadelphia Subdivision and Wilsmere yard west of the city. Highway access via I-495, I-95, I-295, and the New Jersey and Pennsylvania turnpikes is a key selling point for shippers looking to move containers into the Philadelphia, South Jersey, and Mid-Atlantic markets. The project has faced stiff opposition from established port operators in New Jersey and Philadelphia, who argue that adding a major new container terminal so close to their facilities will fragment traffic and strain the river’s navigation channel. In July 2026, port companies owned by the Holt family, which operate facilities in Camden and Philadelphia, filed a new lawsuit challenging the federal permits for DCT, raising maritime-safety and environmental concerns. That suit follows earlier litigation that succeeded in 2024 in having the permits vacated, delaying the project by nearly two years before theU.S. Army Corps of Engineersreissued them this spring. Enstructure and state officials maintain that the terminal has undergone extensive environmental review and that the deeper channel and modern design will improve safety and efficiency on the Delaware River, in reporting by local media. The terminal is being built in phases, with the first waterside phase targeted for completion by the end of 2028. At that point, DCT is expected to be operating at about 40% of its ultimate 1.2 million-TEU capacity, with additional cranes, yard equipment, and backland infrastructure added as cargo volumes ramp up. If the project stays on schedule, the first containers could move through Edgemoor by late 2028, positioning the gateway to compete more directly with the Port of New York-New Jersey and other East Coast gateways for trans-Pacific and intra-East Coast services. Read more articles by Stuart Chirlshere. Read more: Port of Los Angeles posts record 2.9M TEUs, eyes strong finish to 2026 Colonial Terminals opens new Savannah breakbulk hub World container volumes post record 17.3 million TEUs in July Drinking water or warships? Panama Canal reverses ship restrictions Sustainability goals: New analysis shows 31% emissions gap between ocean carriers on same trade Brokerage Compliance Symposium The day before F3. Every compliance issue you face - fraud exposure, carrier liability, FMCSA rules, cargo theft, insurance gaps - navigated by attorneys and operators defining best practices in a changing industry. F3 Awards Dinner The night before F3. FreightTech100 companies honored. FreightTech 25 and Shipper of Choice winners revealed live. Cocktail reception into dinner and live music - 300 industry leaders in one purpose-built room. F3: Future of Freight Festival Industry-defining keynotes, rapid-fire technology demos, and industry leaders networking in experiences across Chattanooga - plus the inaugural F3 Awards Dinner featuring the FreightTech and Shipper of Choice reveals. The day before F3. Every compliance issue you face - fraud exposure, carrier liability, FMCSA rules, cargo theft, insurance gaps - navigated by attorneys and operators defining best practices in a changing industry. The night before F3. FreightTech100 companies honored. FreightTech 25 and Shipper of Choice winners revealed live. Cocktail reception into dinner and live music - 300 industry leaders in one purpose-built room. Industry-defining keynotes, rapid-fire technology demos, and industry leaders networking in experiences across Chattanooga - plus the inaugural F3 Awards Dinner featuring the FreightTech and Shipper of Choice reveals.

Drydocks World to control majority of board seats and nominate senior management for ISRF Kochi expansion. September 10, 2026 Cochin Shipyard Limited (CSL) andDP World’s Drydocks World are set to form a 50:50 joint venture to operate and expand theIndianshipbuilder’s International Ship Repair Facility (ISRF) in Kochi. CSL’s board approved the joint venture on 9 September, with the partners planning to sign the joint venture agreement on 11 September. The transaction remains subject to approvals from Cochin Port Authority, the Indian government and CSL shareholders, and is targeted for completion before the end of the current financial year. Under the proposal, CSL will transfer the ISRF at Willingdon Island to the new company as a going concern for at least INR18bn ($200m). CSL will receive half of the consideration in cash and the remainder as shares in the joint venture. Although ownership of the company will be divided equally, Drydocks World will nominate three of its five directors and will also have the right to nominate senior management including the CEO, CFO and COO. CSL will nominate the remaining two directors. Related:Everllence ties up with ME Production on scrubber maintenance The JV will own, operate and manage the ISRF for the drydocking, maintenance, repair and overhaul of commercial and naval vessels up to 130 metres in length and 6,000 tonnes in weight. The partners also plan a significant expansion of the facility through the addition of 10 workstations to its existing six. ISRF also has a 6,000-tonne ship lift and transfer system and around 1,400 metres of berthing space, allowing it to handle six ships simultaneously. CSL claims its annual repair capacity is up to 82 vessels. Built for INR9.7bn on around 30 ha of land and water leased from Cochin Port Authority, ISRF entered commercial operation in August 2024. It generated revenue of INR2.07bn in the 2025-26 financial year, equivalent to 4.81% of CSL’s revenue from operations. The deal takes forward a broader partnership between CSL and Drydocks World first formalised through an MoU in April 2025. That agreement envisaged the development of ship repair clusters at Kochi and Vadinar in Gujarat, as well as potential co-operation in offshore fabrication, marine engineering and other infrastructure projects. Following a visit by Drydocks World management to CSL in May 2025, the companies identified joint work at the Kochi ISRF as the first step in the collaboration, with the potential to expand their partnership elsewhere in India. CSL said the joint venture would combine its domestic position with Drydocks World’s international ship repair experience, bringing new technology and operating practices into the Indian market and improving repair quality and turnaround times. Related:SAL Heavy Lift adds five heavy lift vessels at Wuhu Shipyard The partnership forms part of India’s wider push to increase domestic ship repair capacity and capture a larger share of maintenance and repair work from vessels trading through the region. CSL has signed a series of agreements with international shipyards to support the development of its shipbuilding industry, including with HD Hyundai and HD Korea Shipbuilding & Offshore Engineering. CSL said the project was aligned with the government’s Maritime India Vision 2030 and Maritime Amrit Kaal Vision 2047. 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 Subscribe and get the latest industry news, analysis and more straight to your inbox.

Ascolta la versione audio dell'articolo Quasi metà degli autobus non va più a gasolio: nel 2024 la quota di mezzi a basse emissioni, e quindi elettrici/ibridi o a metano/Gpl, è salita al 48,4% del totale. Si tratta di un aumento di 8,1 punti percentuali sull’anno precedente e di 16,8 sul 2019. A segnalarlo è un report dell’Istat, che mostra alcuni importanti passi avanti nel rinnovamento dei veicoli impiegati per il trasporto pubblico locale. Rispetto al 2023, infatti, i bus elettrici e ibridi sono aumentati del 54,9%, mentre quelli a gas hanno visto un incremento più contenuto, che si è attestato al 9,7 per cento. I dati dell’Istituto segnalano anche un rafforzamento delle linee di metro e filobus e un’espansione della rete delle piste ciclabili. Chiedilo al Sole Le domande sono suggerite automaticamente da 24Ore AI sulla base del contenuto visualizzato. Domande di approfondimento generate da 24Ore AI Il rinnovamento delle flotte In generale, nel 2024 si assiste a una crescita delle dimensioni della flotta di autobus messi a disposizione dei cittadini nei comuni capoluogo del 2,8 per cento. Nel Mezzogiorno si registra un aumento del 7,9%, nel Nord-est del 4,9%, mentre nelle altre ripartizioni non si riscontrano variazioni significative. Loading... La quota complessiva di autobus a basse emissioni aumenta in tutte le ripartizioni, ma con marcate differenze territoriali: se nei capoluoghi del Nord-est raggiunge il 63,8%, resta invece nettamente inferiore alla media nel Nord-ovest (42,5%) e nel Mezzogiorno (39,5%). Il valore aggregato dei capoluoghi metropolitani, che si attesta al 47,5%, è in linea con la media nazionale ma nasconde forti disuguaglianze. La quota dei bus non a gasolio supera il 75% a Bologna e Bari e il 50% a Venezia, Roma e Catania, mentre Genova, Firenze e Reggio di Calabria presentano valori molto inferiori rispetto alla media. I bus alimentati a gas, nonostante una crescita minore rispetto a quelli ibridi ed elettrici, rimangono superiori in numero. I primi continuano a costituire il 29,9% degli autobus in servizio nei comuni capoluogo (con picchi del 46,5% nel Nord-est e del 36,6% nel Centro) mentre si fermano al 18,4 per cento del totale, concentrandosi specialmente nel Nord-ovest (26,4%). La quota di autobus Euro 6 rimane invece sostanzialmente equivalente tra Nord, Centro e Sud della penisola, dove questi mezzi rappresentano rispettivamente il 61,7%, il 59,1% e il 61,7% del totale. Nonostante le nuove restrizioni alla circolazione previste a partire dal 1° ottobre 2026 nelle regioni del Bacino padano, rimangono ancora in attività quote consistenti di veicoli Euro 5, immatricolati da più di 11 anni (26,5%), e anche delle classi precedenti, immatricolati da più di 16 anni (il 12,5% nell’insieme dei capoluoghi, e il 22% nelle città del Sud). Nel complesso, però, i veicoli Euro 6 sono aumentati del 12,8% rispetto all’anno precedente, mentre gli Euro 5 sono diminuiti del 6,6% e quelli ancora più obsoleti del 15,8 per cento.