Porti & ambiente — le notizie raccolte

C'è la necessità "d'intensificare la lotta contro la Flotta Ombra". "È una strategia efficace e dobbiamo raddoppiare i nostri sforzi in materia di sanzioni e misure correlate, rafforzando al contempo il nostro coordinamento ed evitando il rischio di un'escalation.Ovviamente, i nostri ministri della Difesa e degli Affari Esteri stanno già lavorando su questo fronte e propongo di convocare, tra qualche settimana, una riunione ministeriale dedicata alla lotta contro la Flotta Ombra, al fine di garantire che, ovunque sia possibile agire, lo facciamo". Così Emmanuel Macron alla Coalizione dei Volenterosi. Riproduzione riservata © Copyright ANSA Da non perdere Condividi

Following US allegations that Singapore is part of a “shadow transhipment network” used by Chinese exporters to circumvent tariffs, its prime minister, Lawrence Wong (pictured), said it would be “unrealistic” to expect the city-state to determine the movement and origin of every consignment passing through its port. . At the National Day rally, Mr Wong hit back at the White House report naming Singapore among more than 40 countries allegedly involved in the “shadow”transhipment networksthat enable Chinese exporters to disguise the origin of goods and evade US trade measures. As the world’s largest transhipment hub, last year Singapore processed 44.66m teu of containers, of which 85% to 90% were transhipments and Mr Wong said Singapore enforced the rules and laws governing international trade. He said: “There are established rules of origin for international trade. You cannot just route goods through another country to disguise where they actually come from.” However, the scale and complexity of global supply chains made it impossible to trace and verify the provenance of every product moving through the port, he added. “We’re a major centre for re-exports and transhipment. Goods pass through Singapore from all over the world. We cannot possibly trace and verify the entire supply chain behind every product that passes through our shores.” He added that Singapore would investigate and take action where there was evidence of wrongdoing, but cautioned that there were limits to what the country could achieve independently. “We must also be realistic about what Singapore can do on our own.” The Trump administration has also turned its attention to forced labour in supply chains. Following the US Supreme Court’s February ruling that the so-called Liberation Day tariffs were unlawful, the White House re-imposed tariffs on the grounds of alleged failures to prevent imports of goods produced using forced labour. A US review of 60 trading partners found 54 economies had failed to impose, and effectively enforce, prohibitions on imports linked to forced labour, and last month, Washington announced a 12.5% tariff on a range of Singaporean goods, citing the state’s failure to prohibit imports produced with forced labour. Mr Wong said: “We all agree there should be no place for forced labour. This is a global problem. The better way to tackle it is through international cooperation and common standards – not tariffs. “But the US now expects countries to have domestic measures to stop imported goods made with forced labour. We will continue engaging the US and explaining our position.”

Da parte del Governo (Il Sole 24 Ore Radiocor) - Rimini, 24 ago - 'Vi dico meta' settembre, la stiamo mettendo a punto. Entro meta' settembre avremo le idee piu' chiare' poi 'per la lettera si vedra''. Cosi' il ministro dell'Ambiente e della sicurezza energetica, Gilberto Pichetto Fratin, rispondendo nel corso di un punto stampa al Meeting di Rimini a chi gli chiede i tempi per la proposta formale di utilizzo della flessibilita' Ue sull'energia. Ci sara' 'certamente' un 'passaggio preliminare in Consiglio dei ministri' anche se non e' previsto dalla procedura europea in cui 'io, Giorgetti e la presidente del Consiglio informeremo il governo'. Da questo punto di vista, conclude, 'stiamo vedendo gli investimenti uno per uno poi valuteremo'. Enr-. Gli ultimi video Radiocor (RADIOCOR) 24-08-26 15:29:15 (0316)ENE,UTY 3 NNNN

Redazione AnsaSALERNO - Agosto 24,2026 - News (ANSA) - SALERNO, 24 AGO - E' stata convocata per mercoledì la conferenza dei servizi che dovrà decidere sul futuro delle Fonderie Pisano, la cui attività è stata sospesa, lo scorso 25 marzo. Nella riunione, indetta dalla Regione Campania, si discuterà della riattivazione o meno dell'autorizzazione integrata ambientale.Sul tavolo, il progetto di decarbonizzazione dello stabilimento di Fratte (Salerno), presentato dalla proprietà per superare le criticità evidenziate dalla Regione Campania riguardanti le BAT (Best Available Techniques - le migliori tecnologie in grado di garantire un elevato livello di protezione dell'ambiente)."Il progetto che abbiamo presentato è altamente innovativo - afferma Ciro Pisano, amministratore delegato della Pisano spa - e prevede una trasformazione tecnologica dello stabilimento che diventa totalmente green grazie allo smantellamento dei forni a carbone, già avvenuto nei giorni scorsi, sostituiti con forni elettrici, con un'importante riduzione sia delle emissioni che dell'impatto olfattivo. Siamo fiduciosi - prosegue - che il progetto possa superare la verifica tecnica, a cui sarà sottoposto in sede di conferenza dei servizi". alla stesura del progetto ha partecipato anche l'ingegnere Gualtiero Corelli, rappresentante italiano della Commissione europea che ha contribuito alla definizione delle nuove BAT per le fonderie "Il nostro obiettivo - conclude Pisano - è la ripresa immediata dell'attività produttiva per salvaguardare i livelli occupazionali, per non perdere altre commesse e continuare a svolgere il nostro lavoro nei nostri territori con la realizzazione di un nuovo polo industriale pienamente sostenibile". (ANSA).

Partial carrier returns to the Suez Canal are yet to move freight rates, while a widening US coast-to-coast spread creates opportunities for shippers. August 24, 2026 A limited Suez return is not enough to move the dial on Asia rates to theUSbut there’s “money on the table” if shippers look west, says analystXeneta. According to Xeneta’s chief analyst Peter Sand, both shippers and shipowners have been “playing Whack-A-Mole” in an attempt to keep their heads above water. “Supply chain managers are having to find solutions every time there is a new challenge, everyone wants the new normal, but there is no water on the Rhine or thePanama Canal, they want no trade wars between the US, Canada andChina, or typhoons causing congestion inShanghaiand other places, they’re being overwhelmed.” A flurry of services returning to theSuez CanalincludingMaersk,MSCandCMA CGMwas dismissed by Xeneta as insufficient to shift the dial on spot rates. “Several carriers are testing the waters - for the eventual return of services [to Suez], but most services remain on the route via the Cape of Good Hope. The devil remains in the detail,” said Sand with some carriers operating only one way – either front or back haul via Suez but not a full string. Related:Top maritime news stories for week ended 21 August These challenges have seen some shippers accept steeply rising surcharges because “they have more important things to worry about,” said Sand, while others have baulked at paying these extra charges. Having seen what is widely considered to be an early peak season peter out on the European trades, the persistent challenges for US cargo have seen rates soar, but Xeneta believes that with a burgeoning spread between US east and West Coast rates there could be wins for shippers. “Importing into the US East Coast is currently $3,334/feu more expensive than the US West Coast. Incredibly, this current spread between the trades is greater than the total cost of shipping one container into either coast before the start of the Middle East crisis on 28 February when spot rates stood at $1,879/feu into the US West Coast and $2,651 into US East Coast,” noted Sand. The analyst urged shippers with the flexibility to consider importing US freight into the West Coast and shipping containers overland to their final destinations with “dramatic savings” to be had. “This underlines the dynamic approach supply chain professionals must take in managing resilience and freight spend during major market shocks,” commented Sand. Xeneta data reports that the Far East US spot rates have increased around 2.7% week-on-week, US West Coast spot rates are $7,193/feu, while East Coast spot has blasted through the $10,000 mark and now stands at $10,527/feu. Related:Hapag Lloyd’s Zim deal scrutinised by Brazilian anti-trust Read more about: Nick Savvides Europe correspondent Experienced journalist working online, in monthly magazines and daily news coverage. Nick Savvides began his journalistic career working as a freelance from his flat in central London, and has since worked in Athens, while also writing for some major publications including The Observer, The European, Daily Express and Thomson Reuters. Most recently Nick joined The Loadstar as the publication’s news editor to develop the profile of the publication, increase its readership and to build a team that will market, sell and report on supply chain issues and container shipping news. This was a similar brief to his time at ci-online, the online publication for Containerisation International and Container News. During his time at ci-online Nich developed a team of freelancers and full-time employees increasing its readership substantially. He then moved to International Freighting Weekly, a sister publication, IFW also focused on container shipping, rail and trucking and ports. Both publications were published by Informa. Following his spell at Informa Nick joined Reed’s chemical reporting team, ICIS, as the chemical tanker reporter. While at ICIS he also reported on the chemical industry and spent some time on the oil & gas desk. Nick has also worked for a time at Lloyd’s Register, which has an energy division, and his role was writing their technical magazine, before again becoming a journalist at The Naval Architect for the Royal Institution of Naval Architects. After eight successful years at RINA, he joined Fairplay, which published a fortnightly magazine and daily news on the website. Nick's time at Fairplay saw him win theSeahorse Club Journalist of the Year and Feature Writer of the Year 2018 awards. After Fairplay closed, Nick joined an online US start-up called FreightWaves.

The latest news and commentary on how the US/Israel-Iran conflict is affecting the global maritime industry and shipping markets. Tehran has warned charterers against dealing with 45 vessels accused of violating Hormuz transit rules, with at least 14 previously targeted in attacks. August 24, 2026 Iran’s Persian Gulf Strait Authority (PGSA) has published a blacklist of vessels it alleges have violated Iran’s rules for transiting the Strait of Hormuz, threatening the vessels with detention, confiscation, or fines. PGSA warned cargo owners to check the 45-vessel list before chartering vessels. TheUSsanctioned PGSA in late May and has questioned the legality of requiring tolls to receive vessel transit permits for the Strait of Hormuz. “Vessels that, from this date onward, engage in ship-to-ship transfers, transhipment, etc., with vessels on this list will themselves be added to this list,” PGSA said on 23 August. Traffic through the Strait of Hormuz remains limited, with 121 crossings last week, according to intelligence platform Kpler. Laden transfers were down 26% and sanctioned crossing were up from nine to 16., while the share of crossing via Iran's routing scheme grew to 46.3% Of the 45 vessels, at least 14 have been the target of an attack in and around the Strait of Hormuz in recent months. In an apparent error, the 46-line list included crude tankerVadinand the same ship’s previous nameLila Vadinare. Related:Warning of mines in Hormuz after Trump claimed it was clear The shipowner with the most vessels on the list isADNOCLogistics & Services, with eight vessels directly under its management includingLNGcarriers,VLCCs, a bulker, and a chemical/products tanker. TheUAE-headquartered group also owns 80% of Navig8, owner ofNavig8 Messi. Al Bahyahwas hit on 14 July and suffered significant damage whileNavig8 Messiwas struck on 14 August by a drone. ADNOC also operatesMombasa Bunder a timecharter agreement from Sinokor; the VLCC was attacked on the same day asAl Bahyah. Abu Dhabi is further linked to the list through AD Ports Group, owner of Global Feeder Shipping (GFS), Safeen Feeders and Noatum.GFS Galaxy, a 7,000 teu boxship, is on the PGSA list and was attacked on 11 July, resulting in the death of one seafarer.Safeen Feeders 10is owned by Safeen Feeders and managed by Noatum. Sinokor is linked to at least five of the vessels.Cyprus Prosperity, which was struck by a projectile on 7 July, ADNOC L&S-operatedMombasa B,Singapore Prosperity,Sweden Prosperity, andRotterdam Energy. Saudishipping giantBahriis linked to three of the vessels, VLCCWedyan, which was struck on 7 July, chemical tankerMaria, and chemical/product tankerLubna. Nakilat’s LNG carriersAl RekayyatandRasheedaare both on the list;Al Rekayyatwas hit by a projectile on 7 July. Other well-known shipping names represented on the list include Stolt-Nielsen, Klaveness Combination Carriers, Shipping Corporation of India, Dynacom, and GasLog. Related:How Iran is shaping the new navigational order in the Strait of Hormuz Stolt-Nielsen’sStolt Magnesiumwas attacked on 13 July, Dynacom’sKavomaleaswas attacked on 19 July, and GasLog’sGaslog Shanghaiwas attacked on 31 July. No. Vessel Name IMO Number 1 KIKU 9329796 2 MUBARAZ 9074626 3 MINOAN PIONEER 9471630 4 VADIN 9324100 5 HAFEET 9928009 6 AL REKAYYAT 9397339 7 WEDYAN 9524970 8 CYPRUS PROSPERITY 9595216 9 AL RAWDAH 9734513 10 RASHEEDA 9443413 11 LEBRETHAH 9976927 12 LILA VADINAR 9324100 13 MAHA ROOS 9231004 14 GFS GALAXY 9401271 15 AL BAHYAH 9937799 16 MOMBASA B 9739501 17 STOLT MAGNESIUM 9739317 18 AL WATAN 9615030 19 NAVIG8 MESSI 9482859 20 SINGAPORE PROSPERITY 9419967 21 DISHA 9250713 22 GASLOG SHANGHAI 9600528 23 LUBNA 9489065 24 HAZI 1 7802598 25 RYUJIN 8206818 26 ANNA BARBARA 9407500 27 SUNBIRD ARROW 9323821 28 MINOAN DIGNITY 9294484 29 MARIA 9917828 30 KAVOMALEAS 1042823 31 MARDAN 9360453 32 SWEDEN PROSPERITY 9588392 33 JARNAIN 9823546 34 KAIFAN 9656046 35 NISSOS KEA 9920758 36 ROTTERDAM ENERGY 9508859 37 AL HAMRA 9074640 38 UMM AL ASHTAN 9074652 39 MARIGOLD LNG 9230062 40 BANASTAR 9228045 41 NAVARA 9241798 42 NISSOS HERACLEA 9419618 43 BLUE STAR I 9215115 44 ASHLEY 9258466 45 MRAWEH 9074638 46 AL LULU 9583627 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

Il mercato del testosterone sta correndo più veloce della scienza. Cliniche specializzate spuntano ovunque (anche in Italia), i supplementi ormonali si vendono facilmente in rete: l’idea del testosterone come elisir di giovinezza guadagna terreno ogni giorno di più. La mossa della FDA Il 16 aprile 2026 la FDA in una nota ha invitato le aziende farmaceutiche a farsi avanti per esplorare una nuova indicazione ufficiale per la terapia sostitutiva con testosterone (TRT) — specificatamente per la bassa libido negli uomini con ipogonadismo idiopatico, cioè senza una causa nota. Nel dicembre scorso, un panel di esperti convocato dall’agenzia aveva già alzato il tiro in modo clamoroso, definendo la TRT “una pietra angolare della salute preventiva” e parlando apertamente di “un’opportunità da miliardi di dollari nella medicina preventiva”. Il Commissario FDA Marty Makary ha dichiarato:”Nuovi dati emergenti suggeriscono che potrebbe esserci un’opportunità per aiutare gli uomini che soffrono di sintomi che incidono significativamente sulla qualità della vita. Siamo ansiosi di collaborare con le aziende produttrici.” Oggi i farmaci TRT approvati sono indicati solo per forme di ipogonadismo con cause strutturali o genetiche ben documentate. L’ipogonadismo è una condizione che fa si che si producano pochi ormoni sessuali (testosterone nei maschi, estrogeni nelle femmine), spesso accompagnata da infertilità. Tre correnti Il dibattito nella comunità medica è tutt’altro che risolto, racconta Nature. Esistono sostanzialmente tre posizioni. Molti clinici ritengono che la maggior parte degli uomini con testosterone basso, specie se giovani e senza cause organiche, non abbia bisogno di integrazioni. Dieta, esercizio e calo di peso risolvono spesso il problema, dato che spesso l’obesità porta a un calo di testosterone. Una seconda posizione sostiene che uomini con calo del desiderio, stanchezza cronica e irritabilità possano trarre beneficio concreto dalla terapia. Questa discussione potrebbe ora essere complicata dall’arrivo di farmaci GLP-1, come Ozempic, che rendono la perdita di peso molto più facile. Un uomo obeso con bassi livelli di testosterone dovrebbe ricevere una terapia sostitutiva con testosterone (TRT) o Ozempic? È una domanda che non è stata ancora studiata. Infine, la posizione più radicale, sostenuta da molti membri del panel FDA di dicembre: testare tutti gli uomini adulti e trattare chiunque risulti con livelli bassi, anche senza sintomi. Più sesso È sulla libido che il testosterone sembra mostrare i risultati più solidi. Un’analisi secondaria dei dati TRAVERSE pubblicata nel 2024 su circa 1.100 uomini con basso desiderio sessuale ha riportato un aumento del 50% dell’attività sessuale tra gli uomini con bassi livelli di testosterone che erano stati trattati con integratori ormonali. Ciò si è tradotto in un aumento di quasi un “evento” sessuale in più al giorno, una categoria che includeva rapporti sessuali con il partner, masturbazione, fantasie, flirt ed erezioni spontanee. Un gruppo di confronto che aveva ricevuto un placebo ha registrato solo un aumento del 25%. Anche una metanalisi commissionata dalla Endocrine Society conferma miglioramenti “piccoli ma statisticamente significativi” su funzione sessuale, soddisfazione e libido — ma niente di rilevante su energia, umore e cognizione. Si, ma oltre al sesso? Sul cuore: due studi del 2013 e 2014 avevano fatto scattare l’allarme, evidenziando un maggiore rischio di infarto negli uomini in terapia. La FDA aveva risposto aggiungendo avvertenze sulle etichette nel 2015. Poi nel 2023 è arrivato il trial TRAVERSE — circa 5.200 uomini, uno degli studi più grandi mai condotti sull’argomento — che ha ribaltato quelle conclusioni: nessun aumento significativo di infarti o ictus rispetto al placebo. Rispetto agli effetti sulla forma fisica, studi più piccoli mostrano aumenti di massa muscolare e forza, sia nei giovani che negli anziani. La terapia ormonale funziona anche contro l’anemia e migliora la densità ossea. C’è però un dato strano: nello stesso studio TRAVERSE gli uomini in terapia hanno avuto più fratture rispetto al placebo. Il lato oscuro Tutte le rassicurazioni sulla sicurezza valgono entro precisi limiti di dosaggio — ovvero per uomini con testosterone sotto i 300 ng/dL trattati per riportare i valori nella norma. Quale sia questa soglia “bassa” non è però così condiviso. Le linee guida dell’American Urological Association suggeriscono che, come regola generale, “basso” significa un livello totale di testosterone inferiore a 300 ng/dl, misurato due volte in mattine diverse (poiché i livelli di testosterone fluttuano). Tuttavia, un gruppo internazionale, l’Endocrine Society, ha un intervallo di riferimento “normale” – tra 264 e 916 ng/dl – che si sovrappone in parte a questa categoria. Le linee guida dell’European Academy of Andrology collocano il “limite inferiore della normalità” tra 231 e 350 ng/dl. Una delle ragioni di queste discrepanze è che i livelli di testosterone possono variare di 100 ng/dl o più in un solo giorno, quindi i sintomi (ad esempio, la stanchezza) possono essere correlati a valori molto diversi. In ogni modo salire oltre questa soglia cambia tutto. Ad alte dosi il testosterone può ispessire la muscolatura cardiaca fino alla cardiomiopatia, causare infertilità, atrofia testicolare e disfunzione erettile, produrre effetti neuropsichiatrici seri: irritabilità, psicosi, aumento del rischio di comportamenti violenti E poi c’è lo studio che dovrebbe far riflettere chiunque stia pensando di esagerare: una ricerca danese pubblicata nel 2018 su circa 500 uomini che usavano steroidi anabolizzanti ad alte dosi ha trovato un tasso di mortalità tre volte superiore rispetto ai non utilizzatori nell’arco di sette anni. In più, circa il 30% sviluppa dipendenza. Un problema di libido Ne parlavamo su Infodata a dicembre 2024: gli italiani usano sempre di più i farmaci per la disfunzione erettile, spendendo però meno grazie alla progressiva riduzione dei costi medi. Secondo gli ultimi dati, i consumi nazionali pubblicati nell’ultimo rapporto OSMED di AIFA, siamo a 5,7 dosi definite giornaliere ogni 1.000 abitanti al giorno. La posta in gioco è dunque alta. Per chi ha davvero bisogno di questa terapia una maggiore accessibilità potrebbe fare una differenza enorme. Per chi ci si avvicina cercando muscoli extra o una seconda giovinezza, il discorso è un altro. Per approfondire. Crescono i consumi dei farmaci per la disfunzione erettile (che costano sempre meno) Lockdown: più vitamine e benzodiazepine, ma meno farmaci per la disfunzione erettile

Extreme congestion at South Africa’s Durban Gateway Terminal has got so bad that on Friday, the presidency was called in to help as the port struggles to migrate to a new management system amid equipment breakdowns. And one source toldThe Loadstarthis morning little had changed over the weekend, adding that the port’s operator “hasn’t managed to claw back much of the congestion, stacks are still very elevated”. Carriers are warning shippers to expect delays of anywhere up to a week as the port tries to clear a cargo backlog, with MSC warning that impending bad weather could create further issues. Noting that August was “traditionally the windiest period of the year in Durban,” MSC told customers that “weather-related disruptions may place additional pressure on terminal performance”, while pointing out that productivity was less than a third of its usual level. It further noted that “several quay cranes are experiencing breakdowns and reliability issues, due to ageing equipment, and there is a shortage of straddle carriers”, adding that while there were investment plans under consideration, “no new equipment has been commissioned”. The South African Association of Freight Forwarders (SAAFF) said the issues had emerged in the wake of the terminal’s transition to the Navis N4 container management system, the wider operational and equipment issues compounding the situation. Chief executive Juanita Maree said: “Given the inability of the relevant port structures to contain and resolve the situation, SAAFF has escalated the matter to the highest office in the country, on behalf of industry, calling for immediate intervention. “This is now a crisis. With severe knock-on effects spreading rapidly across national supply chains, we can confirm that a delegation from the presidency has visited the port to engage directly and support mobilisation of solutions commensurate with its scale and urgency.” SAAFF is also calling for urgent changes to the rules around private sector participation in the nation’s gateways, including implementation of structures for prevention, early warning, and rapid intervention. International Container Terminal Services (ICTSI) acquired 49% of Durban Gateway Terminal this year after a contentious battle with APM Terminals, following South Africa’s decision to allow private sector participation in port operations. The deal with ICTSI was seen as necessary to deal with a decades-long problem of inadequate equipment and unending problems with congestion, but voices have expressed criticism that these developments are not happening fast enough.