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U.S. Secretary of State Marco Rubio faces a delicate mission this week pitching Washington's Iran peace deal to Gulf Arab leaders who fear excessive concessions will strengthen Tehran and reshape the region's security balance and oil flows.
The International Maritime Organization will begin a large-scale evacuation of more than 11,000 seafarers still stranded in the Persian Gulf following last week’s U.S.-Iran peace agreement. IMO Secretary-General Arsenio Dominguez...
Iran and Oman have begun formal talks on the future administration of navigation in the Strait of Hormuz, including maritime services and associated costs, adding new urgency to questions raised...
Pakistan's Karachi Gateway Terminal is planning up to $100 million in new investment within five years as the country tries to cut freight costs and turn a cargo surge triggered by the Iran war into longer-term regional shipping gains.
More ships are openly signaling their intention to traverse the Strait of Hormuz, pointing to growing confidence among shipowners and traders about sending vessels through the chokepoint as tensions ease.
A few days into peace talks being held in Switzerland between the US and Iran, there are tentative signs that shipping is gradually moving again through the Hormuz strait. The MoU signed between the two countries is set to last 60 days, allowing some sort of more permanent deal to be thrashed out. Meanwhile, a trickle of container vessels has begun to exit the Persian Gulf, picking their way through waters that ... The post Trickle of box ships brave mines to pick their way through Hormuz appeared first on The Loadstar .
A few days into peace talks being held in Switzerland between the US and Iran, there are tentative signs that shipping is gradually moving again through the Hormuz strait. The MoU signed between the two countries is set to last 60 days, allowing some sort of more permanent deal to be thrashed out. Meanwhile, a trickle of container vessels has begun to exit the Persian Gulf, picking their way through waters that are understood to still contain mines and demonstrating the practical obstacles to fully reopening navigation channels. There are currently two ways to access the Gulf: a southern route hugging the coast of Oman; or a northern route through Iranian waters – a full mine-clearance operation could take anything from one month to six. Maritime intelligence firm Windward recorded 20 vessels – of all types – moving inbound yesterday, 17 with AIS switched on and three sailing “dark”; while 16 vessels exited the Gulf, nine with AIS on and seven “dark”. The majority of transits in both directions used the northern route, which requires clearance from Iranian authorities. Windward data currently lists 47 containerships remaining in the Persian Gulf, and liner shipping intelligence platform Xeneta said the recovery in box shipping would likely take place in three stages. “Phase zero is the immediate priority, of extracting ships and crew stuck inside the Arabian Gulf for almost four months,” Xeneta said. This would include the 16,000 teuHMM Daon, which is reportedly exiting today, trapped since the onset of the conflict. It was deployed on the Premier Alliance’s Far East-Middle East GS2 service. The following, recovery, phase will see the “return of feeder and regional services into Arabian Gulf ports”, said Xeneta. “These smaller services carry lower risk if disrupted and will form the foundation for reactivating intra-regional trade. As feeder connectivity is restored, intra-Arabian Gulf services — which have fallen from 21 pre-crisis to 10 today — can begin to expand again,” it added. This could explain the course of the 7,700 teuMSC Qingdao, which reportedly exited the Gulf over the weekend heading for Khor Fakkan. The vessel is deployed on MSC’s Iraq Express service, which traditionally hubs at Abu Dhabi, but would have likely been using Khor Fakkan since the conflict as an alternative. Once feeder services are up and running, Xeneta said, the deepsea Asia-Europe and Asai-North America east coast strings could begin returning to the region, which has traditionally acted as a relay transhipment hub connecting these services with other strings to Africa, India, and the wider Indian Ocean rim. However, the timing of this is will very much depend on how negotiations in Geneva progress, and throwing further uncertainty into the mix is the Iranian proposal that all ships transiting Hormuz will have to obtain special insurance cover from the Iran-administered Persian Gulf Strait Authority According to shipping newspaperLloyd’s List, the proposal is that the cover would be provided free by Iran for the 60-day period covered by the ceasefire MoU – but it leaves open the possibility that Iran could demand vessels pay for the insurance at a later date, effectively paving the way for Iran to introduce a de facto toll on Hormuz transits, and thus introduce a new factor of uncertainty to the situation. “Carriers had to act fast when the conflict escalated and the Strait of Hormuz closed in February, but the return will be far more cautious,” commented Xeneta chief analyst Peter Sand. “A sudden deterioration in the security situation would have the most severe network-wide impact if it causes a failure on a mainhaul Asia-Europe or Asia North America string. So carriers will start with smaller, lower-risk feeder services,” he said. Over the longer-term, assuming normality had fully returned, Mr Sand suggested the established Gulf hubs – Dubai and Abu Dahbi handled a combined 22m teu last year – could be facing a very different future, increasingly being served by transhipment ports outside the Gulf. “The geopolitical situation will remain fragile for the foreseeable future, and carriers and shippers will want to protect against the disruption caused by the closure of the Strait of Hormuz first time round. “Increasing use of transhipment services into the Gulf creates additional transit time, but it insulates the long-haul network from future disruption,” he added.
Container shipping executives hate to talk about rivalry – what rivalry? – in a sector where the Top Four control nearly 60% of market share. No kidding. They all like each other on social media. They are united. Part of the same family, fighting for a greener world. Even more so, when it boils down to warning governments that they know what they are doing – yes, they certainly do – and ... The post MSC, Mærsk & CMA CGM – where rivalry doesn’t matter (and where it does) appeared first on The Loadstar .
Container shipping executives hate to talk about rivalry – what rivalry? – in a sector where the Top Four control nearly 60% of market share. No kidding. They all like each other on social media. They are united. Part of the same family, fighting for a greener world. Even more so, when it boils down to warning governments that they know what they are doing – yes, they certainly do – and yet more help is needed on a number of levels, ...
Global air cargo markets are showing increasing signs of stability, with Gulf carriers rapidly rebuilding networks disrupted by the US-Iran conflict and capacity returning across key tradelanes. Yet despite easing geopolitical tensions and falling fuel prices, freight rates remain stubbornly high. The latest figures from WorldACD show worldwide chargeable weight rose 1% week on week between 8 and 14 June, while capacity and average rates remained broadly unchanged. The data suggests the market ... The post Gulf carriers drive recovery, yet airfreight rates stay stubbornly high appeared first on The Loadstar .
Global air cargo markets are showing increasing signs of stability, with Gulf carriers rapidly rebuilding networks disrupted by the US-Iran conflict and capacity returning across key tradelanes. Yet despite easing geopolitical tensions and falling fuel prices, freight rates remain stubbornly high. The latest figures from WorldACD show worldwide chargeable weight rose 1% week on week between 8 and 14 June, while capacity and average rates remained broadly unchanged. The data suggests the market largely absorbed the fresh flare-up of hostilities in the Middle East, with volumes from the Middle East and South Asia (MESA) region increasing 4% week on week, despite renewed tensions. The resilience contrasts sharply with the disruption seen earlier this year, when conflict in the Gulf triggered widespread schedule changes, capacity shortages, and soaring rates. And the recovery of Gulf aviation networks is becoming increasingly visible. Qatar Airways said it had restored its network to 85% of pre-crisis levels, achieving a target set during the height of the disruption. The carrier’s summer schedule now includes more than 140 daily departures from Doha, serving more than 160 destinations worldwide. Meanwhile, Etihad Airways CEO Antonoaldo Neves toldReutersthe Abu Dhabi carrier expected to be flying around 8% more than a year ago by mid-June, and was ordering additional widebody aircraft as it restored services cut during the conflict. “The biggest cost we have is an empty plane,” he said, adding that the airline had no plans to reduce flying. Gulf carriers were among the largest contributors to cargo growth in May, via freighters and widebody aircraft, led by Qatar Airways, which recorded a 28% increase in tonnage, equivalent to an additional 78,200 tonnes. Emirates increased cargo volumes by 17%, while Etihad posted a 6% gain. The reopening of Gulf networks is also evident on individual routes, according to Rotate data. Hong Kong-Doha widebody and freighter volumes increased 62% month on month, while Doha-Hong Kong traffic rose 43%. Other Gulf-related lanes – in particular Sharjah, which has seen a boost from Hong Kong – also recorded strong gains as carriers restored connectivity and repositioned capacity. Source: Rotate Overall, Rotate estimates global air cargo capacity increased 4% month on month in May, reversing a 1% decline in April. Source: Rotate, freighters and widebodies Yet while capacity is returning, rates are proving far slower to respond. According to TAC Index, the global Baltic Air Freight Index gained a further 1.7% in the week to 22 June, leaving it 37.3% higher than a year ago and still above the highest points reached during recent peak seasons. TAC noted that the sharp fall in crude oil and jet fuel prices following the extension of the ceasefire between the US and Iran had yet to feed through to air freight pricing. Freightos added: “Jet fuel prices have eased since the prospects of a reopened Hormuz have increased. So far though, air cargo rates have stayed level, though down from earlier highs on most lanes, including for China, South Asia and Southeast Asia cargo flows to Europe. Prices to North America have nonetheless trended upward, possibly buoyed by last chance Amazon Prime Day demand.” TAC Index said Shanghai outbound rates rose another 3.6% week on week, and remain 43.3% higher than a year ago; Hong Kong outbound rates were little changed, but still stand 41.4% above last year’s level; Frankfurt outbound rates are up 23.8% year on year; while Chicago remains 30.9% higher. Forwarders continue to report challenging conditions, despite the improving operating environment. In its latest market update, India’s Ligi Logistics said airfreight markets across India, Bangladesh, Vietnam, China, Hong Kong, Taiwan, Pakistan, and South-east Asia remained under significant pressure, with limited uplift availability, extended booking lead times, and airlines increasingly prioritising contracted and premium cargo. The forwarder described spot space availability as “very limited”, and said rates remained firm-to-increasing across most major export origins. WorldACD’s data paints a similar picture. Although global pricing was flat week on week, at $3.23 per kg, average rates remain 34% higher than a year ago. MESA capacity declined 2% week on week after a strong rebound the previous week, and remains below pre-conflict levels, indicating the regional recovery still has further to run. At the same time, carriers continue to position themselves for future growth. Cathay Group this week announced that Air Hong Kong would add an A330 converted freighter in the fourth quarter under a long-term lease agreement with ATSG. It follows Cathay Cargo’s recent order for two additional A350Fs, and will be deployed primarily on services to mainland China and other regional destinations. Cathay’s director cargo, Dominic Perret, said the additional aircraft would support the carrier’s capacity growth plans, strengthen its regional network, and reinforce Hong Kong’s position as a leading air cargo hub. The result is a market that is becoming increasingly stable, but not yet significantly cheaper. Check out this week’s News in Brief podcast!
Congestion in European and Asian ports has kept 3.4m teu of box ship capacity queued, supporting long-haul freight rates as liner operators prepare to hike rates again in July. NNR Global Logistics said in Shanghai, the world’s busiest port, strong demand for solar panels and the early peak season had resulted in delays of four to five days. Schedule reliability in Singapore, the second busiest port, is “sub-optimal”, due to disruptions across ... The post Carriers eye major rate hikes for July, even as port congestion strands 3.4m teu appeared first on The Loadstar .
Congestion in European and Asian ports has kept 3.4m teu of box ship capacity queued, supporting long-haul freight rates as liner operators prepare to hike rates again in July. NNR Global Logistics said in Shanghai, the world’s busiest port, strong demand for solar panels and the early peak season had resulted in delays of four to five days. Schedule reliability in Singapore, the second busiest port, is “sub-optimal”, due to disruptions across global shipping networks, and in Taiwan, congestion and overbooking in Taipei and Keelung ports increased as exporters front-loaded to beat the expiry of the 10% global US tariffs on 24 July. NNR said: “Cargo space remains extremely limited, with vessel waiting times extending to between three and seven days.” India’s Ligi Logistics said: “Space availability is becoming increasingly constrained across several export corridors. Nhava Sheva Port congestion continues worsening, with ongoing vessel bunching, rail delays, trucking shortages, terminal congestion, and yard density pressure. “Schedule reliability remains below normal industry standards, requiring additional shipment planning buffers. Carriers continue implementing short validity periods on spot quotations due to volatile market conditions.” In Europe, Antwerp continues to work through accumulated backlogs, while Hamburg faces infrastructure constraints. The Kohlbrand Bridge bottleneck affects hinterland transportation, while rail access to the Altenwerder Container Terminal is still suspended. Linerlytica says in its report today that Asia-North Europe capacity remains very tight, exacerbated by Maersk Line’s downsizing of its NE3/AE3 service that cut 5,000 teu in weekly capacity. The consultancy said: “Capacity in July could also be affected by more ad hoc blank sailings due to worsening port congestion across both Asian and European ports over the past week even though carriers are planning full sailing schedules for July.” On Friday, the Shanghai Containerised Freight Index showed the Shanghai-North Europe rate rose 3% from the previous week, to $3,158 per teu. Linerlytica added: “The positive momentum in the container market continues with the mid-June rate hikes sticking without rollbacks in the strongest rate ascent since the Red Sea diversions started at the end of 2023. “Carriers are gearing for another major rate hike in July, with increases as high as $5,000 per 40ft on certain routes. Cargo demand is now clearly outpacing the availability of vessel slots with the peak season in full swing.” Check out this week’s News in Brief podcast
EU customs changes on 1 July present a “real margin issue” when it comes to returns and tariff refunds for those selling into the bloc. There are warnings that retailers which fail to amend customs processes will face “even bigger margin pressures”. On 1 July, the EU will terminate its de minimis exemption for low-value imports, meaning parcels valued at less than €150 will be subject to a flat customs duty of ... The post Retailers should plan for trading in a post-de minimis landscape now appeared first on The Loadstar .
EU customs changes on 1 July present a “real margin issue” when it comes to returns and tariff refunds for those selling into the bloc. There are warnings that retailers which fail to amend customs processes will face “even bigger margin pressures”. On 1 July, the EU will terminate its de minimis exemption for low-value imports, meaning parcels valued at less than €150 will be subject to a flat customs duty of €3, with a handling fee, expected to be €2, taking effect in September. Al Gerrie, CEO of returns and post-purchase network ZigZag, toldThe Loadstar: “Retailers need to stop treating duty drawback as a niche customs issue. It is a real margin issue. “If you are selling into the EU, paying duty, and then getting a meaningful percentage of those goods back as returns, you need to know whether you can recover that duty. If you cannot, that cost just sits in the business and eats into margin,” explained Mr Gerrie. Part of the issue is that the €3 per item duty is only refundable if the good has been shipped ‘faulty’, challenging the return-focused retail environment that has dominated ecommerce for more than a decade. ThoseThe Loadstarspoke to warned that either the consumer or the retailer would be left to shoulder the €3 for items sent back for any other reason, with consumers likely to avoid outlets that left them with the charge. Mr Gerrie continued: “€3 per item might sound small, but for low-value ecommerce, multi-item orders and high-return categories, it can add up very quickly. It also changes the viable economics of some cross-border sales. Returns have to become part of customs strategy. “They cannot just sit with customer service or operations. Returns are now connected to compliance, customs, finance, fraud prevention, recycling, repair, resale, and warehouse routing. It is a big change for retailers who still think of returns as just a label and a refund.” Forwarders and Mr Gerrie agreed that one option would be for retailers to impose a minimum order value of €150 to avoid such charges, with suggestions that another work around would be to consider where it made best sense to fulfil orders from. This could mean either fulfilling orders to the EU from Europe itself or alternatively process the returns via EU returns hub before consolidating returned goods to be moved en masse or else to resell returned stock locally rather than bringing everything back to points of origin. Given that the US scrapped its de minimis exemption last year, some forwarders have already gained experience, with FB Canada Express CEO Nicholas Timmins already noting a shift from the “parcel-first” mindset to one more structured around a customs and gateway model. “As de minimis rules tighten in the US and Europe, there is an advantage in shifting toward forwarders who can manage data, duties, documentation, consolidation, and clearance earlier in the process,” he toldThe Loadstar. “Some direct-to-consumer parcel traffic that previously moved straight into the US or Europe is being reconsidered, consolidated, or routed through gateways where customs expertise and final-mile injection are stronger.” Importantly, there is recognition that there is no single answer, and the response to changes in both Europe and North America will need to be tailored to the needs of the retailer, depending on product value, return rate, margin, country mix, duty exposure and customer expectations, he added. There is an expectation that volumes will obviously take a hit, with DHL Express in Europe CEO Mike Parra said it was “part and parcel of global trade” to see regulatory changes prompt a drop-off, at least temporarily. “One need only look at the US tariffs. After they took effect, volumes from Asia dropped by some 28% to 30%, but the volume has started to come back slowly following the first easing of the tariffs – although the complete volume is not back,” Mr Parra toldThe Loadstar. “EU de minimis changes will lead to reduced volume for final-mile delivery. We’re used to volatility, we’ve handled it since 1969, but we’ve been working on it for six months, coaching staff and customers to work through this, while still keeping a viable business.” Mr Gerrie believes retailers that spend time now properly modelling the best way of trading in the post-de minimis landscape will be far better positioned than those that wait for “the rules to bite”. Like Mr Parra, he expects volumes to drop, “not because consumers suddenly stop wanting the products”, but because some low-value cross-border sales will not make commercial sense once duty, shipping, returns, processing and unrecovered costs are added together. “So the biggest implication is not paperwork but customs; returns and supply chain data now need to be managed as one connected process. Retailers that do that well will protect margin, those that don’t will face higher costs, slower recovery, and weaker EU sales profitability.” Check out this week’s News in Brief podcast!
Nuclear scientists are split on the ability of fourth generation nuclear reactors to decarbonise shipping, but the drive for funds is leading to ever greater claims
The Strait of Hormuz is open again, but shipping companies are returning to a waterway that looks very different from the one that existed before the war. Commercial traffic is...
The largest shareholder of Seacor Marine Holdings Inc. said the offshore energy services company needs to sell itself, according to a letter sent to the board.
The U.S. Bureau of Ocean Energy Management (BOEM) is moving forward with the next step in evaluating offshore critical mineral development off the coast of Virginia, issuing a Request for...
PRESS RELEASE Jun 22, 2026 4:05 PM Eastern Daylight Time C.H. Robinson Boosts High-Value Cargo Capabilities with Acquisition of DeSpir Logistics™ EDEN PRAIRIE, Minn.–(BUSINESS WIRE)–C.H. Robinson (NASDAQ: CHRW), the global leader in Lean AI supply chains, today announced it has acquired DeSpir Logistics, a specialized provider of secure transportation solutions and cargo escort services for mission-critical, high-value freight across North America. This acquisition strengthens C.H. Robinson’s capabilities in premium, defensible services where security, compliance, ... The post CH Robinson snaps up DeSpir Logistics in $75m cash deal appeared first on The Loadstar .
📰 The LoadstarAlta📅 2026-06-22enClima · decarbonizzazione
French pure-play contract logistics operator (PPCLO) FM Logistic is set to enter the German market after it today announced that it agreed to acquire “a majority stake in the capital of German logistics group Schaflein”. FM Logistic did not reveal the size of its stake nor the price, although German logistics newspaper DVZ reported that it is set to buy 90% of the target. Meanwhile, Schaflein’s current owners are expected to remain ... The post FM Logistic set to acquire German industrial logistics specialist Schaflein appeared first on The Loadstar .
French pure-play contract logistics operator (PPCLO) FM Logistic is set to enter the German market after it today announced that it agreed to acquire “a majority stake in the capital of German logistics group Schaflein”. FM Logistic did not reveal the size of its stake nor the price, although German logistics newspaperDVZreported that it is set to buy 90% of the target. Meanwhile, Schaflein’s current owners are expected to remain with the company if the deal completes – it still has to win clearance from Germany’s competition regulator, the Bundeskartellamt. “The current management, Achim and Bernd Schäflein, will retain an equity stake, thereby securing the continuity and family roots of the business,” an FM Logistic statement said. The French company added that Schaflein’s vertical profile – it earns 40% of its revenues from the industrial sector and 27% from the mobility and transport industries – was a further attraction, as is several of its tech solutions, developed in-house. “Schaflein brings highly sought-after technical expertise: a high degree of automation through its specialised in-house unit LOCIT, recognised know-how in the management of reusable containers through its SprintBOX solution, and a pioneering commitment to decarbonisation,” it said. According to S&P Global’s CapitalIQ platform, at the end of 2024 Schaflein had revenues of €211.4m and posted an EBITDA of €23.4m. It had a net debt position of €16.2m and around 1,600 employees. In contrast, according to Capital IQ the privately owned FM Logistic reported revenues of €1.95bn in the year ended March 2025 and has over 27,000 employees, although chief executive Jean-Christophe Machet said the two companies were structurally similar. “FM Logistic and Schaflein share a common DNA – that of family owned-businesses driven by a long-term vision and thinking in terms of generations. “Our entry into the German market, the largest in Europe, is based on the deliberate choice of a best-in-class partner. “Our goal was not simply to acquire capacity, but valuable industrial know-how. We are investing in growth to carry forward Schaflein’s model and to build, together, an indispensable pan-European market leader,” he said. The deal is likely to see FM Logistic close the gap on France’s largest contract logistics operator, ID Logistics, which last year posted revenues of €3.7bn and an EBITDA of €233.7m, according to CapitalIQ. Meanwhile, Schaflein chief executive Achim Schäflein said the acquisition secured the future of his company. “As we prepared the handover to the next generation, we looked for a strategic and industrial partner that could help accelerate the international growth of our business model while preserving its long-term vision and values. “Joining forces with FM Logistic gives us that international reach while allowing us to preserve our identity, our management team and our absolute commitment to our long-standing customers,” he added.
Oil and liquefied natural gas tankers sailed through the Strait of Hormuz on Monday, in a sign of traffic slowly picking up after Iran said it had again closed the waterway over the weekend, shipping data showed.
📰 Il Sole 24 OreAlta📅 2026-06-22📍 GenovaitClima · decarbonizzazione
La riforma dei porti e l’intermodalità tra nave, gomma e treno sono al centro degli interessi dell’industria lombarda e, in generale, di quella italiana, in un momento storico in cui...
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La riforma dei porti e l’intermodalità tra nave, gomma e treno sono al centro degli interessi dell’industria lombarda e, in generale, di quella italiana, in un momento storico in cui la geopolitica ha reso più chiara che mai l’importanza della logistica (anche per i rifornimenti di energia). E in cui l’Italia è di fronte alla possibilità di grandi cambiamenti (in positivo), con il completamento, previsto entro quattro anni, del Terzo valico ferroviario e con l’imminente chiusura dei lavori di ammodernamento della rete ferroviaria nazionale, in gran parte legati ai tempi stretti del Pnrr. Su tutto questo, peraltro, si inserisce l’aggravio della tassazione Ets dell’Ue per il comparto marittimo che, sostengono a una voce industriali e operatori del settore, deve essere modificata.
I temi sono stati al centro del convegno Il mare che muove l’industria, organizzato a Milano dal ministero delle Politiche del mare in collaborazione con Confindustria e Assolombarda e moderato dal direttore del Sole 24 Ore, Fabio Tamburini.
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«Guardiamo con attenzione - ha detto Alvise Biffi, presidente di Assolombarda - al disegno di legge di riforma della portualità nazionale, attualmente in discussione alla Camera dei deputati. Come sistema Confindustria stiamo contribuendo al confronto con un position paper che vuole favorire un dialogo costruttivo con il Governo, nella convinzione che servano regole chiare, tempi certi, responsabilità definite e continuità degli investimenti. Il mare non è soltanto un’infrastruttura geografica e industriale; lo dimostrano i 510 milioni di tonnellate di merci movimentate nel 2025 dai porti italiani». La cui capacità di connessione, ha proseguito, «è importante sia supportata da infrastrutture terrestri adeguate: penso al Terzo valico e, più in generale alle reti transeuropee di trasporto».
La riforma portuale, gli ha fatto eco Mario Zanetti, delegato di Confindustria per l’economia del mare, «è una priorità di politica industriale per competere con gli hub del Nord Europa e della sponda Sud del Mediterraneo, oggi avvantaggiata dall’esclusione dall’Ets, che va riformato per evitare di spiazzare i porti europei e sottrarre risorse alle imprese per investimenti. È sempre più chiara, infatti, la necessità che i fondi Ets restino ai settori che li hanno generati, per fare in modo che la transizione diventi un’opportunità».
Della riforma, Matteo Paroli, presidente dell’Autorità portuale di Genova e Savona, ha ricordato che punta a «creare, attraverso la società Porti d’Italia, una cabina di regia, un centro nazionale di coordinamento per indicare quali specializzazione debbano avere i singoli porti. Le 16 Autorità di sistema portuale italiane non sono troppe - ha precisato - se si creano queste specializzazioni. I porti liguri hanno già messo in atto rapporti collaborativi: il materiale dei dragaggi della Spezia servirà a riempire i cassoni centrali dell nuova diga foranea di Genova, in costruzione».
Thirteen people were killed and dozens injured after an explosion at Qatar's massive Ras Laffan liquefied natural (LNG) gas complex which occurred as workers were restarting operations halted after an Iranian attack in March.
Stop al lavoro all'aperto tra le 12,30 e le 16,00, nei giorni e nelle aree in cui la piattaforma Worklimate segnala un rischio "alto" di esposizione al sole per chi svolge attività fisica intensa: è la misura centrale dell'ordinanza firmata oggi dal presid...…