Porti & ambiente — le notizie raccolte

Geodis has appointed Tobias Deil as its new director of freight forwarding for the Germany, Austria, and Switzerland (DACH) sub-region. Mr Diel has more than 25 years’ experience in international transport and logistics, across forwarding, business development, sales, and corporate management, most recently as co-CEO and MD of Ceva Air & Ocean Germany and Ceva Freight Germany. He began his career with an apprenticeship in freight forwarding at Geis Group in 2000, which was acquired by SDV in 2004, then Bolloré Logistics in 2014, and finally became part of Ceva in 2024. Marc Meier, DACH MD, said: “With his many years of international experience and strategic vision, Tobias will provide important impetus for the further development of our freight forwarding business.Together with the teams, he will work to further expand our market position in the region and actively help shape the future of our business.” Mr Deil said: “What a first week it has been. Full of energy, inspiring conversations, and genuine exchange. Above all, I have met great people who made the start truly special. “The passion and expertise in this team are impressive, and I am convinced we will achieve great things together. Thank you for a strong start. Now let’s build on this momentum.” This article is © The Loadstar. Reproduction, rewriting, or derivative use requires a license. Contact[email protected]for licensing enquiries.

Nel 2025 il tasso di deprivazione materiale e sociale dei giovani europei tra i 15 e i 29 anni è rimasto stabile al 5,8%. Questo genere di indicatore, come spiegato nella nota metodologica dell’Eurostat, misura la mancanza forzata di beni, servizi e attività sociali necessari o quantomeno auspicabili per condurre una vita dignitosa. L’indice, tuttavia, non è rimasto invariato in tutti i Paesi membri: alcuni hanno registrato un peggioramento rispetto ai livelli relativi al 2024. Sono queste le principali tematiche trattate nel report dell’Ufficio statistico dell’Unione europea, l’Eurostat, dove sono stati analizzati i rischi di povertà ed esclusione sociale per la totalità della popolazione europea e per ogni singolo Paese membro, con un focus sulle condizioni dei giovani europei. Noi della redazione di Info Data abbiamo studiato i risultati della ricerca e ve li riportiamo, insieme ad alcuni grafici, per garantire a tutte le lettrici e a tutti i lettori de Il Sole 24 Ore una maggiore comprensione dei fenomeni, come già fatto su questi argomenti in precedenti articoli. La geografia delle disuguaglianze In generale, l’eterogeneità dei risultati registrati negli Stati membri è uno degli elementi significativi emersi dai dati. Da un lato, i Paesi dell’Est e del Sud Europa, mostrano livelli di disagio giovanile ancora elevati, con punte sopra il 14%. Dall’altro, molte economie dell’Europa centrale e settentrionale riescono a contenere il fenomeno sotto delle soglie minime (anche inferiori ai 3 punti percentuali). Nello specifico, le percentuali più elevate di giovani che hanno subito gravi privazioni materiali e sociali sono state registrate in Romania (15,1%), in Grecia (14,7%) e in Bulgaria (14,0%). Al contrario, tale percentuale era inferiore al 3% in dieci Paesi dell’Ue, e cioè: Croazia, Slovenia, Polonia, Repubblica Ceca, Estonia, Cipro, Austria, Paesi Bassi, Lussemburgo e Portogallo. L’esposizione dei più giovani Secondo quanto riportato dall’Ufficio statistico, i giovani sono esposti a un rischio maggiore di povertà o esclusione sociale. Nel 2025, il tasso complessivo di rischio di povertà o esclusione sociale (AROPE) per i giovani di età compresa tra i 15 e i 29 anni era pari al 24,2%, ovvero 3,3 punti percentuali superiore a quello della popolazione totale (20,9%). La situazione purtroppo non migliora guardando ai singoli elementi dell’indice. Infatti, esaminando le specifiche componenti dell’AROPE, i giovani presentavano un tasso di rischio di povertà superiore di 3,3 punti percentuali rispetto alla popolazione generale (19,6% contro il 16,3% della popolazione totale). Al contrario, la percentuale di coloro che vivevano in famiglie con un’intensità lavorativa molto bassa era superiore di soli 0,3 punti percentuali tra i giovani (8,2% contro il 7,9% della popolazione totale). La situazione in Italia L’Italia si colloca in una posizione intermedia nel quadro europeo, lontana dai livelli più critici di deprivazione, ma ancora distante dalle migliori performance del Nord Europa. Guardando ai numeri, la percentuale di giovani italiani, dai 15 ai 29 anni, a rischio di povertà ed esclusione sociale nel 2025 è stata pari al 25,1%. Una quota leggermente superiore (di quasi un punto percentuale) rispetto a quella europea, che era invece al 24,2%. Inoltre, anche nel caso italiano, esattamente come avviene per l’indice che comprende tutti i Paesi Ue, la percentuale di rischio di povertà ed esclusione sociale è maggiore nei più giovani rispetto a quella che si riscontra nella popolazione totale (25,1% contro il 22,6%). Il dato, tuttavia, è in diminuzione. Dieci anni fa, nel 2015, la popolazione giovane che in Italia si registrava a rischio di povertà ed esclusione sociale era pari al 33,3%. Dunque, con i dati del 2025, si registra un decremento di quella quota pari a ben 8,2 punti percentuali Per approfondire. La mappa dei super ricchi: dove cresce più velocemente il club dei patrimoni oltre 30 milioni di dollari La distribuzione della ricchezza nel mondo continua a essere uno dei temi più dibattuti e complessi del nostro tempo Scopri i comuni con i redditi più alti. La mappa della ricchezza Ancora una volta, l’inflazione vanifica la crescita dei redditi. La mappa delle ricchezza. Italia sempre più diseguale

Forwarders have backed the objections of Brazilian authorities and Israeli legislators in questioning the looming Hapag-Lloyd acquisition of Zim – pushback against more consolidation within liner shipping. Having seen its board and shareholders vote overwhelmingly (97.3%) in favour of the sale to the German half of the Gemini Cooperation in May, Zim has seen growing opposition to the $4.5bn deal – authorities in Brazil the latest to step in. Brazil’s Administrative Council for Economic Defense (Cade) will conduct a “full form review” of the deal after determining that the combined market share on certain routes would be in breach of its rules on market monopolisation. Alphaliner noted: “The full review was triggered by the overlapping operations on three key long haul routes: West Coast South America-East Coast South America; Central America and Caribbean-East Coast South America; and North America-East Coast South America.” Consequently, any hopes of seeing the acquisition signed off imminently are in doubt, with Cade able to pursue its review up to 31 March 2027 – and there are reports that the Israeli government will also oppose the transaction, which could prove terminal. This is because of the so-called “golden share” the Israel state holds over Zim, seeing the carrier as “an asset of strategic national importance”, which empowers the government to veto a sale of any stock exceeding a 24% share. But efforts to bring Tel Aviv on board have been relentless, Hapag-Lloyd bringing Israeli financial institution, FIMI Opportunity Funds, in on the deal and revising proposals to include a carve-out for a debt-free ‘new Zim’ that would operate 16 Israel-flagged ships. Revisions also include guarantees on jobs that would be supported by creation of a regional Israel division, staffed by several hundred people, and a technology centre based in domestically, employing some 300. Hapag-Lloyd CEO Rolf Habben Jansen remains bullish, noting that while “there’s all kinds of stuff” about the deal in the press, the team were continuing to “work diligently with the various authorities that we need to work with”. He added that “we still expect to close the transaction somewhere towards the end of the year”, despite reports that five of the eight Israel authorities required to pass the deal were opposed to it – Agriculture, Defence, Economy, Finance, and Shipping and Ports. Forwarders seemingly share their scepticism, venting their frustration toThe Loadstarover the ongoing consolidation of the liner shipping sector – one active in the trades noting: “These deals are bad news for customers, plain and simple.”

Persistent port congestion is effectively removing 1.7m teu of container shipping capacity from the global market, with climate-driven disruption and larger-vessel calls adding to schedule delays, according to analysts Sea-Intelligence noted in its recent report that the number and length of delays was increasingly absorbing capacity that would otherwise be available to shippers. The consultancy said the pre-pandemic baseline between 2011 and 2019 was 2.2% of global capacity absorbed by delays, a level that was “relatively stable” and therefore had limited impact on the supply-demand balance. By contrast, excess capacity absorption is now 2.8 percentage points above that baseline – in June it reached 5%, according to Sea-Intelligence. “We are therefore in a situation where the global market is “missing” 1.7m teu of vessel capacity, due to continuing delays,” it said. That 1.7m teu would itself represent a fleet larger than Evergreen’s, equating to roughly the world’s eighth-largest carrier fleet. . And Alphaliner said: “Congestion is and will remain a growing problem for the liner sector,. Climate change resulting in extreme weather with typhoons, heavy rainfall, but also periods of excessive drought, is increasingly playing havoc with liner schedules.” But the consultancy also highlighted the growing impact of larger-vessel calls on port infrastructure. Terminal operators have reported increasing pressure as ‘megamax’ ships bring more volumes into ports. It highlighted AIS data to illustrate resulting berth times: At Hamburg in July, Evergreen vessels spent between 137 and 187 hours – 5.7 to 7.8 days – at berth; HMM’s large ships spent 89 to 103 hours; ONE vessels were alongside for 98 to 111 hours; and Hapag-Lloyd and Maersk recorded substantially shorter stays, of 37 to 55 hours and 52 to 63 hours, respectively. The scale of individual calls varies sharply between carrier networks, Alphaliner’s analysis of the Far East-North Europe trade found. MSC’s Swan service, using ships averaging 15,000 teu and making six European discharge calls, has a theoretical average of 2,500 teu per port. At the other extreme, Evergreen’s CEM service, with vessels averaging 23,490 teu and only three westbound European calls, could generate 7,830 teu per port. Premier Alliance services have potential average volumes of 6,050 teu per port, while Gemini’s four loops average about 4,700 teu. Ocean Alliance loops average 5,440 teu, while MSC’s independent network averages 2,770 teu per port, because its 15,140 teu vessels make five or six European calls. Alphaliner stressed that these were theoretical assumptions of volumes, due to information on the exact call sizes being “commercially sensitive”, but said they demonstrated how network design and vessel size can concentrate large amounts of cargo at individual ports – adding to the congestion challenge facing the liner industry.

"La presidente von der Leyen ed io sosteniamo con fermezza la Corte Penale Internazionale, la presidente Tomoko Akane e i funzionari che ne difendono la missione. La Cpi contribuisce a garantire giustizia alle vittime di alcuni dei crimini più orribili al mondo. Per svolgere questo lavoro fondamentale, i suoi giudici e funzionari devono poter agire in modo indipendente e senza pressioni esterne". Lo scrive il presidente del Consiglio Europeo Antonio Costa, seguito a ruota da von der Leyen con un post simile. Riproduzione riservata © Copyright ANSA Da non perdere Condividi

The White House is claiming more than 40 countries, including Singapore and Vietnam, have been complicit in transhipping Chinese-manufactured goods to evade tariffs. In a report,The Great Transhipment Scam, released on 11 August, the White House said: “The US faces a growing challenge from the illegal transhipment of goods through third countries to evade applicable tariffs and other trade remedies. “Exporters in higher-tariff jurisdictions can abuse differences in US tariff treatment across countries to route goods through lower-tariff jurisdictions before entering the American market. “Illegal transhipment may involve relabelling, repackaging, re-invoicing, minor processing, false country-of-origin claims, or other actions intended to secure tariff treatment that would not apply if the goods’ true economic origin were declared.” The administration claims that since 2018, between $40bn and $303bn in tariffs has been evaded as made-in-China goods were routed through a “shadow transhipment network” of countries like Singapore, Vietnam, South Korea, Japan, India, those in the EU, and its neighbours, Canada and Mexico. The White House said that since Section 301 tariffs in 2018, the US trade deficit with China fell in 2019 and 2020. It said: “After their [tariffs] imposition, Chinese exporters increasingly routed goods through third countries. “Products that previously moved directly from China to the US were shipped through jurisdictions where limited assembly, finishing, repackaging, relabelling, or documentation changes could create the appearance of a different national origin. Over time, these practices contributed to the development of a global network of production hubs, logistics platforms, free-trade zones, bonded warehouses, processing corridors, and re-export centres.” Singapore is the world’s largest container transhipment port, while Busan, Shanghai, and Port Klang also have substantial transhipped volumes. White House trade advisor Peter Navarro told media the White House was working with US Customs and Border Protection to develop an AI-enabled “detective border” to help assess whether a shipment involved transhipped goods. Meanwhile China, the EC and Singapore have refuted the US allegations. China’s embassy in Washington responded that the country was against unilateral tariffs and “suppressing Chinese businesses in the name of national security”. EC spokesperson Arianna Podesta was quoted byAFP: “We have been very clear and consistent on the fact that neither our rules framework nor our regulatory autonomy are up for negotiation.” Singapore’s Ministry of Trade and Industry said it took trade compliance “seriously”, and pointed out that in June 2025, Singapore Customs sent a circular to all traders and declaring agents to stress the importance of accurate “country/region of origin” declarations.