Porti & ambiente — le notizie raccolte

Ascolta la versione audio dell'articolo Torna a coinvolgere le scuole italiane Mad for Science, il concorso promosso dalla Fondazione Diasorin ETS e riconosciuto dal Ministero dell'Istruzione e del Merito come iniziativa per la valorizzazione delle eccellenze. Giunto all'XI edizione, il progetto invita Licei scientifici, Licei classici con percorso di potenziamento di Biologia a curvatura biomedica e Istituti tecnici a progettare percorsi di didattica laboratoriale nelle Scienze della Vita, con l'obiettivo di valorizzare il laboratorio di scienze come ambiente di apprendimento, ricerca e innovazione. Chiedilo al Sole Le domande sono suggerite automaticamente da 24Ore AI sulla base del contenuto visualizzato. Domande di approfondimento generate da 24Ore AI Le candidature Il tema dell'edizione 2026-2027 è “Risorse naturali e salute. Come la ricerca biotecnologica ci aiuta a salvaguardare persone e ambiente”. Le scuole saranno chiamate a elaborare un progetto di ricerca articolato in cinque esperienze di laboratorio, da sviluppare con il supporto di almeno un ente esterno, come università, centri di ricerca o aziende. Le proposte potranno riguardare le risorse biologiche, ambientali o energetiche e dovranno essere focalizzate sul contributo delle biotecnologie nella tutela della salute e dell'ambiente. Loading... Più fasi Il concorso si articola in più fasi nel corso dell'anno scolastico. Le candidature dovranno essere presentate entro il 26 novembre 2026. Entro il 7 gennaio 2027 saranno selezionate le 50 scuole che accederanno alla seconda fase e che avranno tempo fino al 24 marzo 2027 per presentare il progetto completo. Gli 8 team finalisti saranno annunciati entro il 7 maggio 2027 e si sfideranno nella Mad for Science Challenge 2027, in programma entro il 31 maggio 2027, quando saranno proclamate le scuole vincitrici. Montepremi Il montepremi complessivo è pari a 200.000 euro. La scuola prima classificata riceverà fino a 75.000 euro per l'implementazione del laboratorio di scienze e la fornitura dei materiali di consumo per i cinque anni successivi; alla seconda classificata saranno destinati 45.000 euro, mentre la terza riceverà 30.000 euro. Le altre cinque scuole finaliste riceveranno un contributo di 10.000 euro ciascuna per l'acquisto di piccola strumentazione e materiale da laboratorio. Laboratorio strumento centrale “Mad for Science nasce dalla convinzione che il laboratorio sia uno degli strumenti più efficaci per avvicinare le nuove generazioni al metodo scientifico”, dichiara Francesca Pasinelli, Presidente della Fondazione Diasorin ETS. “Studenti e docenti si confrontano su temi di grande attualità attraverso progetti che uniscono rigore scientifico, creatività e collaborazione con il mondo della ricerca. Il dialogo tra scuola e comunità scientifica è il valore che vogliamo continuare a promuovere, perché offre ai giovani l'opportunità di conoscere la ricerca attraverso l'esperienza diretta”.

Redazione AnsaNAPOLI - Settembre 08,2026 - News (ANSA) - NAPOLI, 08 SET - "L'area dei Campi Flegrei ha fatto registrare, dal 1950 ad oggi, un sollevamento complessivo pari a 4,60 metri, con vistosi effetti, specie lungo la costa". Ad affermarlo è l'ex direttore dell'Osservatorio Vesuviano dell'Ingv, Mauro Antonio Di Vito, intervenuto nel pomeriggio ai lavori delle commissioni Ambiente e Bilancio della Camera dei deputati, nell'ambito di una serie di audizioni informali legate alla conversione in legge del decreto-legge 7 agosto 2026 sull'emergenza nei Campi Flegrei.Di Vito ha ricordato come l'Osservatorio vesuviano abbia "un'ampia rete di monitoraggio, composta da varie stazioni che misurano, in continuo o periodicamente, quella che è la situazione nella zona".L'ex direttore ha ricordato inoltre che "i terremoti sono quasi esclusivamente associati al sollevamento del suolo", evidenziando come tra gli "effetti deformanti del territorio vi sia stato un arretramento del mare".Il vulcanologo ha anche illustrato alcune idee per provare a mitigare i rischi, partendo "dalla conoscenza dei fenomeni e dei processi che sono alla base di tali fenomeni. È necessario poi continuare con sempre migliori strumenti con il monitoraggio dell'area. Fondamentale è anche una capillare attività di formazione-informazione della popolazione e di chi a livello locale deve prendere decisioni, promuovendo attività esercitative che divulghino la conoscenza dei pericoli e le modalità di comportamento". (ANSA).

Low water on major rivers and canals is becoming a structural logistics risk, forcing cargo shifts and raising pressure across connected supply chains. September 8, 2026 Recurring drought and falling water levels are becoming a structural supply chain risk as restrictions on major waterways cut vessel capacity and push cargo onto already stretched alternative transport networks, TT Club has warned. The transport and logistics insurer said companies reliant on inland waterways need to plan for prolonged periods of restricted navigation rather than treating low water as an exceptional event. Low river levels can force barges to sail part-loaded, restrict access to sections of waterways and increase delays and freight costs, with the effects spreading into connected ports, warehouses and land transport networks. “Inland waterways remain an essential component of efficient, lower-emission freight transport. However, the assumption that these corridors will always provide a dependable alternative to road and rail must now be challenged,” said TT Club risk assessment manager Neil Dalus. Related:Dual-fuel ships solve only half of shipping’s green fuel dilemma “Drought should no longer be considered a rare environmental issue. It is a business continuity risk with the potential to affect vessel capacity, route availability, port operations and the wider transport network. The question for operators is not whether low-water conditions will occur, but whether they have the visibility, flexibility and contingency arrangements required to manage them.” The warning comes as low rainfall once again restricts capacity at thePanama Canal, one of the clearest examples of water availability becoming a constraint on global shipping. The Panama Canal Authority cut the number of available daily transit slots from around 38 to 34 from 3 September, with a further reduction to 32 due from 15 September after rainfall in the canal watershed fell below expectations. The Panama Canal Authority's new administrator, Ilya Espino de Marotta saidthe canal's Rio Indio water supply project is her top priority. Draught limits remain in place at the Panama Canal, although the authority this weekpostponed a planned October reduction after Gatun Lake levels proved better than forecast. The maximum authorised draught for vessels using the Neopanamax locks remains at 14.63 metres Tropical Fresh Water. The canal suffered much more severe disruption during the 2023-24 drought, when restrictions reduced daily transits from the normal level of around 38 to as few as 22 and forced ships to reduce cargo intake. Similar problems have repeatedly affected European inland transport. Low water on the Rhine has forced barges to cut loads and increased demand for road and rail capacity, adding pressure to hinterland connections serving major ports including Rotterdam and Antwerp-Bruges. Related:Bow Olympus results give Odfjell confidence for second eSail project Previous periods of low Rhine water have shown that the impact is not confined to barge operators, with the transfer of cargo to trucks and trains increasing demand and supporting land transport rates. Severe drought has also disrupted cargo movements in the Amazon basin. In 2023, operators on the Madeira and Tapajós rivers cut barge loads by as much as 50% and 40%, respectively, as water levels restricted navigation and delayed agricultural exports. TT Club said the availability of water for navigation could increasingly become part of a wider competition for scarce resources. It pointed to Romania, where authorities have had to consider the water requirements of Danube navigation alongside other uses including power generation. During severe droughts governments could face similar choices between transport, agriculture, drinking water and energy production. Competition for limited water resources could add another source of uncertainty for ship operators. As the pressure to reduce supply chain emissions increases, governments and cargo owners looking to shift more cargo onto inland waterways may come up against climate-related restrictions. Related:Maersk in breakthrough rotor sail on a container ship TT Club said waterborne transport would remain an important lower-emission option, but companies increasing their dependence on inland shipping should factor greater variability in water levels into their supply chain planning. That could include identifying alternative road and rail routes in advance, increasing visibility of river forecasts, reviewing inventory and storage requirements and testing how supply chains would cope with extended reductions in barge capacity. “The most resilient organisations will be those that understand their dependencies, can activate alternative transport options quickly and have already considered how their supply chains will perform under persistently constrained conditions,” Dalus said. Read more about: Seatrade Maritime Our news reporters and editors draw on over 40 years experience of covering the maritime and shipping industries and bringing you the latest news and insights. Subscribe and get the latest industry news, analysis and more straight to your inbox.

July saw a new record for container shipments in a calendar month, according to the latest data from Container Trades Statistics (CTS), which recorded 17.3m teu shipped, around 25,000 teu above the record set in May. “July was not only a standout month in isolation. Year-to-date, global volumes are 5.1% higher than in the same period in 2025, while July 2026 itself was 4.5% higher, year on year,” CTS said. “With volumes continuing to reach unprecedented levels despite considerable market disruption, the underlying strength of global container trade remains clear,” it added. Sub-Saharan Africa was yet again the standout performer in terms of percentage growth, with year-to-date imports up 14%, while Europe was up 6.1% for the same period. However, one of the more perplexing trends in recent weeks has been the way transpacific spot freight rates have shown continued strength, despite a relatively weak demand picture – North American imports from the Far East in July stood at 2.23m teu, 4.2% up on the same month in 2025, which followed a very flat June in which 2026 volumes were just 0.7% higher than June 2025. Source: Container Trades Statistics However, July’s price index on the Far East-North America corridor jumped 46.5%, compared with July 2025. Source: Container Trades Statistics There were several factors at play during what transpired to be an extended peak season that had showed its first signs of life in early April, but the reality for US importers shippers today is that some – particularly on the east coast and continuing to use all-water services – is that spot rates are once more approaching all-time highs. “Average spot rates from the Far East to the US east coast continue their ascent following the outbreak of conflict in the Middle East in February, climbing a further 25% since early July,” said Xeneta chief analyst Peter Sand. “Spot rates are now just 14% shy of the Covid peak on 1 January 2022. It is unlikely we will see the market exceed that record-breaking level but it cannot be ruled out, and the fact it is even a topic for discussion shows how extraordinary the situation is,” he said. Xeneta’s short-term rate XSI index last week recorded a spot rate of $10,910 per 40ft from the Far East to the US east coast. “Average spot rates into the US east coast have already sailed past the Red Sea crisis peak by around $1,000 per 40ft. The growth in spot rates into US east coast has eased, but with Golden Week on the horizon [early October], further upward pressure should be expected,” Mr Sand added. Analysts at Sea-Intelligence Consulting this week argued that the recent transpacific spot pricing strength was largely the result of judicious capacity management by carriers. “If we look at the transpacific trade in its totality, by adding the east and west coast, we find capacity has grown a total of 2.5% from 2024 to 2026, when we look at July + August. This equals an annual average growth rate of just 1.2%. “Using the WCI spot rate index, we can also calculate the average spot rate for July + August and compare 2024 with 2026. “Here we find the rate in 2026 is 8% lower in 2026 than in 2024 for the west coast. For the east coast, the rate is 9% lower. “These data do therefore not imply a structurally strong container demand development on the transpacific in 2026,” Sea-Intelligence added. A reverse look at how Drewry’s World Container index for July this year appears to support this analysis. After carriers imposed a general rate increase (GRI) on the trade at the beginning of July, until the end of the month the WCI spot rate on both Shanghai-Los Angeles and Shanghai-New York corridors was essentially flat, and even declined softly over the course of July. However, it rose again at the beginning of August, after the partial success of another GRI, while a 5% increase to the US west coast and 3% to the east coast, recorded on the WCI last week, was spurred by a 1 September GRI.

Awery Aviation Software has recruited former WebCargo by Freightos executive Cornelia Korsch as global development director for Awery and its CargoBooking platform. The appointment is an interesting move in the increasingly competitive air cargo booking technology market, Ms Korsch joining after more than three years at rival digital booking platform WebCargo. She will be responsible for bringing in additional airlines and capacity and increasing adoption of the platform by freight forwarders. Ms Korsch joined WebCargo in November 2022 as global sales manager for airline partnerships, becoming account manager in February last year. She previously spent more than seven years with AirBridgeCargo Airlines in a series of commercial positions, most recently business development manager for digital sales in Europe. Her career in air cargo spans more than 30 years and includes more than two decades with Cargolux. Ms Korsch said: “I’m looking forward to bringing my experience with airlines and technology providers to CargoBooking and working across the air cargo community to help them reach more customers and maximise the opportunities that digital distribution can offer.” Awery founder and CEO Vitaly Smilianets said Ms Korsch’s understanding of airline requirements from digital booking platforms would be “invaluable” as CargoBooking sought to add carriers and capacity. The appointment follows Awery’s recruitment last week of Gianluca Marcangelo, formerly of Challenge Group and Champ Cargosystems, as EVP global sales, as the aviation software company strengthens its commercial team. This article is © The Loadstar. Reproduction, rewriting, or derivative use requires a license. Contact[email protected]for licensing enquiries.

Asia’s air cargo export market is heading into peak season at two markedly different speeds: booming demand for AI-related hardware is supporting the transpacific; while Europe continues to feel the impact of new rules on low-value ecommerce imports. The scale of the technology boom underpinning the US market is becoming increasingly apparent in Taiwan, where export orders hit a monthly record of $97.94bn in July, surging 61.9% year on year. Orders from the US jumped 88.9%, to $40.79bn, the largest monthly increase on record, while orders for information and communications technology products rose 89.5%. Taiwan’s Ministry of Economic Affairs said server orders had been stronger than expected, alongside strong demand for cooling products used by the AI supply chain. Actual exports are following a similar trajectory. Taiwan’s July exports rose 32.9%, to $75.3bn, with electronic components up 50.5% and integrated circuits up 52.3%. The AI boom is translating directly into airfreight demand. SATS chief executive Kerry Mok told the UK’sFinancial Timesthat the handler was seeing server racks, storage systems, and GPUs being moved by air in a bid to meet time-critical data-centre construction schedules. Growth in demand from the US has led to something of a striking divergence between the transpacific and Asia-Europe markets. Combined China and Hong Kong air cargo volumes to the US were up 13% year on year in August, according to WorldACD, while volumes to Europe fell 14%. Hong Kong-Europe was particularly badly hit, with tonnage down 30% year on year and 24% below its June level, before the EU ended its €150de minimisduty exemption and introduced a €3 charge on low-value imports on 1 July. The split is also apparent in pricing. WorldACD said average China/Hong Kong-Europe spot rates fell from around $5.22 per kg in May and June, to $4.34 in August, a decline of around 17%. Their year-on-year premium narrowed from 32% in May and 30% in June, to just 11% in August. China/Hong Kong-US spot rates also declined from their earlier highs, from $6.59 per kg in June to $5.89 in August, a drop of around 11%, but remained 26% above their level a year earlier. The latest Freightos Air Index suggests both markets firmed last week, with China-North America rates rising 5%, to $6.30 per kg, and China-North Europe up 6%, to $4.88. Meanwhile, WorldACD said Hong Kong-Europe volumes rose 3% week on week in week 35 and were 6% above what now appears to have been a low in week 33, indicating a firmer EU market. TAC Index has also reported signs that Asia-Europe rates began to stabilise in mid-to-late August, following declines through much of July and early August. Meanwhile, another cost pressure is building out of Asia: fuel. Cathay Pacific’s long-haul cargo fuel surcharge from Hong Kong fell to HK$6.70 per kg in the second half of July before climbing to HK$10.10 in the first half of August and HK$10.60 in the second half. It has risen again, to HK$11.20, for the first half of September. The increase comes as jet fuel prices have climbed sharply. TAC Index said average jet fuel prices rose 8.2% during August and were 74.2% higher year on year by 28 August. Meanwhile, airlines seem to be shoring-up capacity. Indian cargo operator Afcom Holdings is eyeing international expansion with a letter of intent for up to four 777-8Fs, a major step-up for a carrier currently operating 737-800 freighters. Ethiopian Airlines is also reportedly finalising an order for as many as ten 777 freighters, comprising two current-generation -200Fs and eight -8Fs. The carrier already operates 12 -200Fs and has agreed to lease two converted -300ERSFs from AerCap for delivery in 2028. More immediate capacity is also beginning to return to the market, with MD-11Fs gradually coming back into service at FedEx and Western Global Airlines, while the first Mammoth Freighters 777-200LRMF conversion has been delivered, set to be operated by DHL. Check out this week’sNews in Brief podcast, focusing on geopolitics, rates and congestion.