Aria, clima, elettrificazione, acque e biodiversità. 38832 articoli raccolti da fonti istituzionali e specializzate, classificati per area ambientale e linkati al porto di riferimento.
Shipping: The EU ETS and the Energy Complex Hellenic Shipping News
inHellenic Shipping News08/09/2026 In its latest weekly report, shipbroker Intermodal said that “the EUA market maintained its upward trend in August, despite the quieter trading conditions and lower liquidity that typically characterize the holiday period. The advance extended the recovery that began in late March and left the EU ETS on a constructive footing heading into autumn. The Front Dec-26 EUA contract averaged €82.36 /ton during August and at the time of writing read €83.30 /ton, around 6.5% above the 2026 y-t-d average. Prices remained within a relatively narrow range during the month, and the contract continued to trade above its 50-, 100- and 200-day moving averages. The European gas market has contributed to the firming of EUAs. Prices at the Dutch TTF hub rose significantly as geopolitical tensions leading to Qatari volumes off market, low European storage levels and competition from Asian buyers for LNG cargoes heightened concerns over winter supply”. Source: Intermodal Shipbrokers According to Intermodal’s Senior Analyst, Mr. Nikos Tagoulis, “although the correlation between front-month TTF gas prices and EUAs fluctuated in August, it has strengthened recently, suggesting that prevailing gas-market dynamics are supporting EUA demand. The principal transmission channel is fuel-switching economics: higher gas prices make coal more competitive with gas for power generation, encouraging more carbon-intensive output and increasing utilities’ demand for allowances. Furthermore, recent economic signals add to this supportive backdrop, pointing to firm industrial demand. The August eurozone manufacturing PMI reached its strongest level in more than four years, accompanied by stronger new orders, a recovery in exports and the first increase in factory employment after more than three years. Together, these developments strengthen the outlook for EUA demand”. The shipbroker added that “despite the positive backdrop, traders remain cautious. Investment funds have reduced their net-long exposure in recent weeks, while commercial participants have continued to increase their forward exposure, reflecting hedging strategies built around expectations of further EUA price increases. The divergence indicates that commercial buying remains driven by risk management even as speculative interest weakens. Compliance buying adds another source of demand ahead of September 30, including from shipping companies as the maritime sector’s obligations continue to phase in. In 2026, shipping companies must surrender allowances covering 70% of their verified 2025 emissions within the scope of the EU ETS, rising to 100% of 2026 emissions in the following year, with higher EUA prices increasing the compliance cost of voyages covered by the scheme”. “Looking ahead, policy is re-emerging as a major driver. The Commission’s July proposal for the post-2030 EU ETS would slow the contraction of the emissions cap, extend conditional free allocation and ease the operation of the Market Stability Reserve. The measures would leave more allowances in circulation than under the present framework, easing concerns about future supply constraints. The initial market response was positive, however, this is only the starting point for further negotiations, leaving scope for revision”, Mr. Tagoulis said. He also noted that “beyond the EU ETS reform, the proposed linkage with the UK ETS remains an open issue. A summit expected to advance negotiations in July was postponed following the change in UK leadership, leaving the timetable uncertain. Progress towards linkage should narrow the spread between UKAs and EUAs as UK allowance prices move closer to EU levels. Once implemented, the linkage could become a bearish factor for EUA prices by expanding the pool of available allowances, although its impact would depend on supply conditions across both systems”. Source: Intermodal Shipbrokers “Concluding, the EUA outlook for the remainder of 2026 will depend largely on developments across the European energy complex. Geopolitical uncertainty, disruption to Middle Eastern LNG flows and Europe’s efforts to replenish low gas storage levels will shape gas and power prices, with changes in fuel-switching economics feeding through to carbon. In the near term, compliance buying, improving industrial activity and commercial hedging should underpin EUA prices, while progress on EU ETS reform and EU–UK linkage will shape the longer-term direction”, Intermodal’s analyst concluded.Nikos Roussanoglou, Hellenic Shipping News Worldwide
Shipping has never been famous for opening its wallet on a promise. Digital technology is no exception. Fuel remains the easiest return to prove, but the industry’s real technology dividend increasingly lies in avoided downtime, reduced administration, stronger compliance, better decisions and assets that simply perform better. The latest installment from our brand new SplashTech …
By Sabrina Brigance, CMIP Ports have traditionally measured performance through cargo volume, vessel calls, crane productivity, and infrastructure capacity. Those metrics matter, but they do not tell the full financial...
Data and sentiment finally appear to be aligning on the Africa-Far East tradelane, with growth stalling on goods headed to Asia, just as forwarders had been predicting, but for those shipping out of Asia, the picture is markedly healthier. The most recent release from Container Trades Statistics (CTS), which publishes two months in arrears, shows that the Africa-Far East volume growth rate collapsed to a negligible 0.6% year on year for ... The post Africa–Far East growth stalls as Asia exports surge appeared first on The Loadstar .
Data and sentiment finally appear to be aligning on the Africa-Far East tradelane, with growth stalling on goods headed to Asia, just as forwarders had been predicting, but for those shipping out of Asia, the picture is markedly healthier. The most recent release from Container Trades Statistics (CTS), which publishes two months in arrears, shows that the Africa-Far East volume growth rate collapsed to a negligible 0.6% year on year for June. Forwarders active on the lane toldThe Loadstarthat volumes had caught up with what they had been seeing on the ground for several months, noting the equipment shortages across Africa and congestion in Singapore were “making themselves felt”. Asked how things looked today, one forwarder toldThe Loadstarthat it was “much of a muchness on rates and volumes,” since April, when they noted that Far East volumes had diminished, while Middle East volumes have been all but wiped out. Rates remained largely unchanged headed in both directions, according to the CTS numbers, but if Africa-Far East was struggling for momentum, the same could not be said in the reverse direction, with Africa-bound volumes surging 25.1% year on year. The trade has maintained double-digit growth for every month of the year to date, according to CTS, with February proving particularly strong, hitting a year-on-year upturn of 63.7%, while May, April, and March were 28.4%, 17.2%, and 19.7%, respectively. Sources claimed one of the reasons for the upswing has been the improvement in Africa economies and a slew of investment – both internal and external to improve the shape of the continent’s economies. A consequence of this has been that carriers are increasingly recognising it as a pillar of their growth momentum over the coming years, although labour disputes in South Africa are purportedly threatening this. Speaking late last month, one forwarder toldThe Loadstar: “Honestly, it is a shit show. ICTSI has taken over one of the terminals and, apparently, productivity at the gateway has in fact worsened since. As to getting goods moved, it’s a crapshoot.”
Diagnosi energetiche: pubblicata la lista aggiornata degli interventi Efficienza energetica ENEA
Come previsto dall'Art. 4 comma 7 DM 256 del 10 luglio 2024, ENEA pubblica, a cadenza biennale, un elenco non esaustivo delle tipologie di interventi di efficienza energetica che possono essere utilizzate per formulare proposte di interventi da riportare nel rapporto di diagnosi energetica. L’elenco pubblicato il 9 settembre 2024 è stato dunque aggiornato secondo quanto previsto dalla Norma. L’elenco è costituito da due tabelle A1 e A2. La tabella A1 contiene un elenco non esaustivo di interventi per area o famiglia omogena (interventi relativi ad aria compressa, a centrale termica, a climatizzazione, etc) e per sotto area specifica. La tabella A2 approfondisce gli interventi relativi alle linee produttive, contenenti la tipologia di intervento e il relativo codice ATECO potenzialmente interessato dall'intervento. L'elenco dei codici ATECO desunto dall'analisi delle diagnosi pervenute ad ENEA non è esaustivo e ciascun intervento può quindi essere considerato anche per altri codici ATECO. Si segnala infine che nel corso del 2025 l'ISTAT ha aggiornato alcuni codici ATECO e nel mese di luglio ha pubblicato sul proprio sito unatabella comparativa. Si fa presente che una parte dei codici ATECO riportati nella tabella fa riferimento alla classificazione ATECO precedente. Lista interventi Il Dipartimento Unità Efficienza Energetica (DUEE) svolge il ruolo di "Agenzia Nazionale per l'Efficienza Energetica" assegnato a ENEA dal D.lgs. n. 115/2008 e intende essere il riferimento nazionale in tema di efficienza energetica nei confronti della Pubblica Amministrazione (centrale e locale), dei cittadini, delle imprese e più in generale del territorio, rendendo disponibili metodologie e soluzioni innovative nonché svolgendo attività di supporto tecnico-scientifico per l’uso efficiente dell’energia, la riduzione dei consumi energetici e l’ottimizzazione dei processi, con forte attenzione alla qualità e alla responsabilità sociale delle scelte operate.
The Panama Canal Authority today welcomes a new Administrator, Ilya Espino de Marotta, the first woman to lead the waterway.
The Panama Canal Authority today welcomes a new Administrator, Ilya Espino de Marotta, the first woman to lead the waterway. September 7, 2026 Ilya Espino de Marotta, a 64-year-old marine engineer and Texas A&M graduate will serve a seven-year term asPanama CanalAdministrator, from 7 September 2026 until 2033, succeeding Ricaurte Vásquez, who took office in September 2019. Espino de Marotta was appointed Deputy Administrator in 2019 and subsequently also assumed responsibility as Chief Sustainability Officer. Ahead of taking office, she sat down withSeatrade Maritime News to discuss the most pressing projects on her agenda and the priorities that will shape the Canal’s next chapter. Well-known across the maritime and infrastructure sectors for her distinctive pink hard hat, Espino de Marotta took over leadership of the Panama Canal expansion programme and the Third Set of Locks when its previous director, Jorge Quijano, became Panama Canal Administrator in 2012. In doing so, she made history as the first woman to lead a project of such magnitude at the Canal. Related:Kongsberg extends Elegance Pod range Since then, she has spoken around the world about the Canal expansion, water challenges and the future of one of the world’s most important trade routes. Now, as she assumes Canal’s top position, her attention is firmly focused on execution. “My priority is the $1.6 billion Río Indio project — our signature project. My focus is on how we can expedite its completion, working closely with the communities while executing it according to the established design criteria. “Río Indio is essential to maintaining reliability for our customers while providing water for the five districts with the largest population — more than two million people — and the highest concentration of economic activity,” she says. The project was approved by the Panama Canal Board of Directors in January 2025. “We recognise the urgency of moving the project forward. Since 2025, we have worked intensively with the communities of Río Indio, explaining the project and developing a compensation and resettlement programme through dialogue with residents. “Our objective is to ensure that affected families have better conditions and opportunities in the neighbouring areas where they will relocate. We are currently working on the conceptual design and tender process for the main dam and its three smaller auxiliary dams. We anticipate beginning the four-year construction phase in January 2028, with completion expected around 2032.” But Río Indio is only one part of an ambitious investment agenda. International attention is also focused on the development of two port terminals being promoted by the Panama Canal Authority. Related:Climate change, trade, and the fragility we chose to ignore “For both the Telfers and Corozal terminals, we are already in the pre-qualification and evaluation stages as part of our strategy to strengthen Panama’s role as a global logistics and maritime hub. “Container terminals are among the most important components of the Canal’s supporting infrastructure, second only to the locks and navigation channels. Expanding port capacity is essential to maintaining the competitiveness of the Panama Canal route and meeting the evolving demands of global trade. “For this reason, the Panama Canal is promoting the development of these two port terminals, which will strengthen connectivity and expand logistics services on both coasts.” Another major initiative on the Canal’s agenda is the proposed gas pipeline, which is also at the pre-qualification stage following the receipt of proposals on 23 July. “There are several options to consider, and we must determine the best business model — one that creates value for both the Panama Canal Authority and the future concessionaire,” Espino de Marotta explains. The proposed 76-kilometre energy corridor, together with its maritime terminals, could allow up to 2.5 million barrels of energy products to be transported per day between the Atlantic and Pacific coasts without passing through the locks. The infrastructure is being considered for the transport of products such as liquefied petroleum gas, ethane, butane and propane. Related:Malacca Strait littoral states stand firm on freedom of navigation “Construction could take approximately two years. We are currently looking towards an international tender next year, potentially in the second or third quarter. Before that, however, we need to determine the optimal configuration — including whether the project should involve one or more pipelines — based on market demand.” For Espino de Marotta, however, these individual projects form part of a broader objective: ensuring that the Panama Canal remains reliable, competitive and relevant as global trade continues to evolve. “The Canal has always had to adapt to change. Today, our responsibility is not only to operate the waterway efficiently, but to prepare it for the future. That means securing the water we need, strengthening the competitiveness of the Panama route and developing the infrastructure and services that our customers and global trade will require in the years ahead.” “We have important challenges before us, but also extraordinary opportunities. My focus will be on execution — working with our people, our communities and our customers to ensure that the Panama Canal continues to serve Panama and world trade with the reliability and excellence that have always defined us.” Read more about: Michele Labrut Americas Correspondent Michèle Labrut is a long-time Panama resident, a journalist and correspondent, and has continuously covered the maritime sector of Central & Latin America. Michèle first came to Panama as a press attaché to the French Embassy and then returned to the isthmus as a foreign correspondent in the 1980s. Author of Seatrade Maritime's annual Panama Maritime Review magazine and of several books, Michèle also wrote for Time magazine, The Miami Herald, NBC News and the Economist Intelligence Unit. She has also collaborated in making several documentaries for the BBC and European and U.S. television networks. Michèle's profession necessitates a profound knowledge of the country, but her acumen is not from necessity alone, but a genuine passion for Panama. In 2012 she was awarded the Order of Merit (Knight grade) by the French Government for her services to international journalism and in 2021 the upgrade to Chevalier grade. Subscribe and get the latest industry news, analysis and more straight to your inbox.
Global conflicts have upended shipping markets across the board but the large tanker market has broken records that have stood since 2008
Global conflicts have upended shipping markets across the board but the large tanker market has broken records that have stood since 2008 September 7, 2026 Even seasoned brokers were left speechless whenADNOCL&S bought the 15-year-oldVLCC,Olympic Leopard, for $115 million a couple of weeks ago. The price, about 10% less than the prevailing newbuilding price inChinatoday, is believed to be a record for a VLCC of this vintage. The hot secondhand market has been evident across all energy-related sectors. But large tankers have been stars of the show as oil producers and energy firms seek ways round the world’s fractured energy supply chains across the crude, products, and gas trades. ADNOC has been steadily snapping up secondhand VLCCs and large gas carriers as part of a $1.3 billion acquisition strategy as it seeks to cover more of its own exports including those from its West-East pipeline terminal in Fujairah which bypasses the Strait of Hormuz. The facility is under a fast-track expansion project that will double capacity from 2027. In the market, large secondhand tankers, available promptly, are commanding significant premiums over newbuildings. A VLCC resale, with a newbuilding price of about $130 million, could cost anywhere between $135 million and $170 million, according to brokers, with a brand new resale at even higher figures. The same picture is evident in the Suezmax sector, with five-year-old Suezmaxes close to $110 million compared with newbuilding prices at around $90 million. Related:Panama completes acquisition of the oil pipeline Petroterminal de Panama The various conflicts, pushing up tonne-miles by multiples, are also the catalyst for new large-scale contracts for VLCC and Suezmax tonnage. Recent deals include a series of 20 VLCCs ordered by George Procopiou’s Dynacom at Hengli Heavy Industry in China, as well as nine 158,000 dwt Suezmaxes. Athens-based United Overseas Group, controlled by Peter Georgiopoulos and Leo Vrondissis, has ordered six, option four, VLCCs at Wison New Energies. Meanwhile,Scorpio Tankers, headed by Emanuele Lauro, has taken a stake in a joint venture that recently ordered eight VLCCs. And the list goes on. Around 60 VLCCs are due for delivery in 2027; close to 130 in 2028; and more than 120 in 2029, according to statistics from Maritime Strategies International. Tanker owners are clearly fixed on the here and now – the various conflicts and their impact on the key maritime trade lanes in focus today. But the longer-term outlook is favourable too. Recent analysis by New York broker, Poten & Partners, noted the recent decline in OPEC’s influence over tanker trades. Recent hostilities in the Middle East have created a powerful incentive for growth in non-OPEC production, the firm said. Related:Can Venezuela’s oil production become investible? Crude oil output in Canada, the US, and South America – Guyana, Brazil, Argentina – has expanded dramatically over the last decade. The US remains a key exporter – Canada’s Trans Mountain trade is underpinning new trans-Pacific business, Guyana is commissioning one FPSO after another, and offshore output is expanding in Brazil. Much of the new production is destined for export markets, Poten notes, either because of saturated domestic markets in the US and Canada, or limited domestic demand in Guyana and Suriname. Most of the incremental oil is destined for markets in Asia, benefiting the large tanker sector. In the longer term, Poten believes that the relentless rise of the Americas is a potential headache for OPEC. Recapturing market share after the Middle East conflicts will be challenging as Asian buyers seek to diversify away from the region to more stable geographies in the Atlantic Basin. Read more about: Paul Bartlett Correspondent UK-based Paul Bartlett is a maritime journalist and consultant with over four decades of experience in international shipping, including ship leasing, project finance and financial due diligence procedures. Paul is a former Editor of Seatrade magazine, which later became Seatrade Maritime Review, and has contributed to a range of Seatrade publications over the years including Seatrade’s Green Guide, a publication investigating early developments in maritime sustainability initiatives, and Middle East Workboats and Offshore Marine, focusing on the vibrant market for such vessels across that region. In 2002, Paul set up PB Marine Consulting Ltd and has worked on a variety of consultancy projects during the last two decades. He has also contributed regular articles on the maritime sector for a range of shipping publications and online services in Europe, Asia, and the US. Subscribe and get the latest industry news, analysis and more straight to your inbox.
Air Charter Service (ACS) Germany has appointed veteran air cargo executive Timo Kaden as cargo business development director, based at its Frankfurt office. Mr Kaden brings almost three decades of logistics experience to the aircraft charter broker, including nearly 19 years with KN Airlift, where he worked in global full-charter services across sales and operations. He joined KN Airlift in 2007 and became manager of sales and operations for global full-charter services ... The post ACS Germany brings in Timo Kaden to drive cargo growth appeared first on The Loadstar .
The Gemini Cooperation is to merge two of its Asia shuttle services into one string, thereby dropping a call at the world’s largest container port and key partnership hub, Shanghai. The change will lead to the end of the intra-Asia A04 shuttle and an expanded A14 service. “To enhance schedule reliability and provide a more consistent service offering, Maersk will combine the current A04 and A14 services into an enhanced A14 service,” ... The post Gemini partners to omit Shanghai call in Asia shuttle shake-up appeared first on The Loadstar .
The Gemini Cooperation is to merge two of its Asia shuttle services into one string, thereby dropping a call at the world’s largest container port and key partnership hub, Shanghai. The change will lead to the end of the intra-Asia A04 shuttle and an expanded A14 service. “To enhance schedule reliability and provide a more consistent service offering, Maersk will combine the current A04 and A14 services into an enhanced A14 service,” the Danish carrier told customers – although both services are part of the Gemini network, they are only operated by Maersk vessels. “The adjustment is intended to further enhance network reliability and service consistency, while maintaining connectivity across North China and South-east Asia through a consolidated service structure. Following the implementation, the standalone A04 service will be discontinued, while relevant cargo coverage will be incorporated into the enhanced A14 service,” Maersk added. The final sailing of the A04 will be with the departure of the 4,250 teuSeaspan Linguefrom Dalian on 23 September. The weekly A04 deploys two vessels with an average capacity of 4,200 teu on a rotation of Dalian-Tianjin-Busan-Shanghai, and thus feeds-in northern Chinese and South Korean shipments to its mainline services at Shanghai. Meanwhile, the existing A14 service deploys four vessels with an average capacity of 4,500 teu on a rotation of Tianjin-Tanjung Pelepas-Singapore-Xiamen-Busan. The revised A14 service kicks off with the eastbound departure of the 5,000 teuUtefrom Tianjin on 26 September, while the redeployedSeaspan Linguewill depart Tianjin on the southbound voyage on 29 September. The revised A14 rotation will be Tianjin-Tanjung Pelepas-Singapore-Xiamen-Tianjin-Dalian-Busan. The net effect for shippers and forwarders is the omission of Shanghai and a reduction of calls at the South Korean gateway of Busan from two a week to one, which further reinforces the importance of Gemini’s transhipment hub at Tanjung Pelepas. Although congestion issues at Shanghai were not specifically mentioned by Maersk, it is likely they have played a part, as vessel waiting times at the world’s largest container port, and its nearby neighbour Ningbo, have remained stubbornly high in recent months, even worsening recently due to severe weather. “Terminal operations in Ningbo and Shanghai were severely disrupted again by Typhoon Saudel last week, resulting in extended delays of more than 10 days in the most severe cases,” Linerlytica noted last week. According to its data, of the combined 3.92m teu in vessel capacity awaiting a berth globally, 56% of that is tied up in North Asia, particularly in the Shanghai-Ningbo basin. According to Kuehne + Nagel, the container yards at Ningbo are near to 95% occupancy, and the average vessel waiting time is 3.5 days, while at Shanghai, the average vessel waiting time is now just under five days. “Vessel queues, berth congestion, high yard density, and schedule adjustments are creating cargo backlogs and elevated risk of rollovers and transhipment delays,” the forwarder noted, in reference to Shanghai operations. Check out today’sNews in Briefpodcast, featuring ex-liner executive Nils Roche on geopolitics, port congestion and changing rates.
Cargo operations at Miami International Airport appeared to be running broadly normally this morning, less than 24 hours after a fatal Amazon freighter crash brought flights to a halt and caused widespread disruption. Freighters were again arriving and departing the major US cargo gateway, with little indication of a significant reduction in 21 Air’s operation following the loss of its 32-year-old Amazon-chartered B767, which caused the death of five people.. The recovery ... The post Miami operations back to normal after tragic Amazon freighter crash appeared first on The Loadstar .
Container shipping alliances are increasingly carving out distinct network niches, rather than competing head-to-head on the same port pairs, according to new analysis from Sea-Intelligence. It examined direct port-pair connections operated in July by the Gemini Cooperation, MSC, and the Ocean and Premier alliances; MSC is not formally part of an alliance but was included because of the scale of its standalone network. The consultant found 54% of the port-pair connections offered ... The post Major carriers carving out designer networks to avoid competing on routes appeared first on The Loadstar .
Just back in Switzerland after what can only be described as some intense last few days of a long Asia trip to Singapore. It was quite an interesting journey to get there from Guangzhou – one that really makes you feel the vastness of the Pearl River Delta or the Greater Bay Area. After some nice dim sum with our local member, I got my luggage, and made my way into the ... The post OceanX: From Guangzhou to Singapore; rising carrier margins; remembering Hanjin appeared first on The Loadstar .
China is plotting a shortcut for shipping from its south-west region to South-east Asia with the opening of the Pinglu Canal on 15 September. The $10.8bn waterway connects Nanning, in the Guangxi Zhuang autonomous region, to Beibu Gulf, between China and Vietnam. South-east Asia is now China’s largest trading partner, with $766bn of trade in the first seven months of 2026. China’s Maritime Safety Administration today released a nautical chart covering the approaches ... The post China set to open Pinglu Canal – its new shortcut to South-East Asia appeared first on The Loadstar .
Russia has begun loading crude from its giant Vostok Oil development onto tankers at the newly built Bukhta Sever terminal on the Kara Sea, marking the start of what could become one of the largest new sources of shipping demand on the Northern Sea Route.
The confrontation between Adani Ports (APSEZ) and landside logistics service providers at India’s Mundra Port over empty container operations is beginning to trickle down to the cargo owners and freight forwarders. According to local industry sources, there are no signs of a breakthrough in the week-long stalemate, with both sides remaining intransigent. The angst followed APSEZ slamming the brakes on carriers using the option of nominating yards of their choice outside the ... The post Empties handling dispute at Mundra heats up as the boxes pile up appeared first on The Loadstar .
For decades, China’s maritime pressure on Taiwan centered on the major shipping strait separating the two neighbors. Now, Beijing is piling unprecedented pressure on its Pacific coast — a vital lifeline with US allies.
Iran said it will announce a new restricted zone in the Gulf in the coming days, along with maps of a new shipping corridor through the Strait of Hormuz, as a weekend exchange of strikes on shipping sent oil prices higher on Monday.