Porti & ambiente — le notizie raccolte

Un camion ribaltato sulla provinciale del Cadibona Un bypass viario per superare l’impasse del colle di Cadibona. È questo il progetto della Provincia di Savona, che sta lavorando a un intervento che possa alleggerire, soprattutto dal traffico pesante, la strada provinciale 29.Un’arteria viaria fondamentale di circa 12 chilometri per il territorio: si tratta della strada che collega la Valbormida e l’attività industriale di Italiana Coke, con la città e con il porto.Per questo l’arteria del colle di Cadibona è attraversata in gran parte dal traffico pesante: almeno un centinaio di camion carichi di carbone sono di passaggio ogni giorno. Con una serie di problematiche annesse. Prima di tutto l’inquinamento per il continuo transito dei mezzi pesanti che trasportano carbone e che, non sempre, sono coperti da telonature adeguate. Capita sovente, poi, che i mezzi pesanti, nelle curve piuttosto marcate dell’arteria, finiscano fiori strada e, addirittura, si rovescino paralizzano il traffico oltre a mettere a rischio l’incolumità delle persone. «Il progetto - spiega il presidente della Provincia, Pierangelo Olivieri - si concentra in particolare sulla creazione di un bypass viario che costituisca un’alternativa alle due curve di località Montemoro. È il tratto in cui si verifica il maggior numero di incidenti». Il piano prevede due varianti per un totale di un chilometro di strada suddiviso in due tronconi. Attraverso uno sbancamento di parte della collina, le curve di Montemoro saranno “tagliate” da due tratti di strada rettilinei a doppio senso leggermente sopraelevati. Due segmenti da mezzo chilometro ciascuno, che a livello rialzato, permetteranno di evitare le curve attuali. Il tutto con tecnologie avanzate nell’ambito della sicurezza: dal “guardrail sicuro”, in grado di assorbire l'energia d'urto tramite deformazione controllata, all’asfalto drenante e poroso, trattandosi di una zona particolarmente piovosa. «L’obiettivo è duplice - spiega Olivieri - Diminuire i disagi del traffico pesante con il bypass stradale aumentando, insieme, la sicurezza per chi sia in transito ma anche per i residenti della zona». Il numero dei mezzi pesanti che utilizza il Cadibona è drasticamente aumentato dal 2019: quando lo smottamento, legato ai danni alluvionali, ha imposto la chiusura dell’impianto di Funivie:un sistema di vagonetti sospesi in aria e trascinati da cavi con cui veniva trasportata buona parte del carbone dal porto di Savona-Vado alla Valbormida e all’industria Italiana Coke. Intanto, in parallelo alla bretella del Cadibona, Autorità portuale di Sistema e Comune di Savona stanno lavorando per potenziare il collegamento ferroviario tra porto di Savona e Piemonte. I fondi sono stati confermati: 2,8 milioni di euro per l’acquisto di carri e case mobili per il trasporto ferroviario del carbone. Un’uscita green, quindi, dal porto di Savona per il trasporto del carbone in parallelo all’asse del Cadibona. Due interventi urgenti, questi, fondamentali per migliorare la viabilità di un nodo focale per l’economia provinciale. «Stiamo lavorando per reperire i fondi necessari alla progettazione esecutiva del bypass viario del Cadibona e per poi appaltare l’importante intervento».— ©RIPRODUZIONE RISERVATA

A record quarterly result for International Seaways sees its stock price climb August 14, 2026 The tanker market, fueled by the uncertainties and longer voyages brought on by multiple disruptions, has led to record-high stock pricing and market capitalisation, commensurate with historically high earnings, for listed tanker companies. The latest results for International Seaways (INSW), announced earlier this week, have helped raise its share price to levels previously viewed as “off the charts” only a few months ago. In the days following the earnings release, INSW’s shares climbed up above $96 per share- with the tailwind of a very strong overall stock market. Since the beginning of 2026, INSW shares have nearly doubled; the bellwether Dow Jones Industrial Average (DJIA) has risen around 12%. In its results for Q2, included its highest ever quarterly net income of $295 million, which works back to $5.96 per share, along with its largest quarterly dividend, $5.05 per share, to be paid out to shareholders. In prepared remarks, CEO Lois Zabrocky said: “We delivered the highest quarterly net income in our nearly ten-year history, complemented by a record dividend for the second consecutive quarter.” Related:UAE condemns attack on two ADNOC tankers in Hormuz The company’s CFO, Jeff Pribor, following on reminded investors of INSW’s investor-friendly target “of returning at least 85% of adjusted net income to shareholders.” Both Zabrocky and Pribor emphasized INSW’s high liquidity, which the CFO pegged at “nearly $1 billion, and the flexibility that it gives the company to “invest opportunistically.” Credit: Yahoo Finance Equity researchers following INSW continue to be enthusiastic. Jefferies & Co.’s transportation analyst Stephanie Moore, with a “Buy” recommendation and a price target of $108 per share, up from the previous target of $100 on the stock, highlighted the strength in both crude tanker and product segments. “While rates have normalized from the extreme levels seen during peak Middle East disruptions, we continue to view the market backdrop as constructive, supported by ongoing trade dislocation, resilient oil demand, inventory rebuilding potential, and an aging tanker fleet,” she wrote. Indicative of the investment flexibility alluded to by INSW’s top executives, Moore opined that: “The most notable strategic development during the quarter was the order of four additional dual-fuel-ready LR1 newbuilds for delivery in 2H28 at an aggregate cost of ~$244mm, expanding INSW's LR1 renewal program to ten vessels. Management expects all ten vessels to trade within the Panamax International Pool, which has earned >$70k/day over the past nine months.” Related:Dynacom adds four more VLCCs at Hengli Heavy Industry Clarksons Securities’ veteran shipping analyst Omar Nokta was also in the “Buy” camp- with a price target at $100 per share, after INSW shares blew through his previous target at $92 per share. He wrote that: “Record 2Q [were] driven by highest achieved spot rates and profit-share”. Discussing the results, Notka said: “It captured its highest realisations across the board with its spotVLCCsaveraging $118,883/day, its Suezmaxes earning $100,543/day, its LR1s $79,180/day and the MRs capturing a very strong $60,342/day.” Referring to a trio of dual-fueled vessels on to an oil major, Notka continued: “Interestingly, its three VLCCs fixed on long-term time charters with profit-share provided its highest TCE rate averages for the quarter at $214,216/day, which compares to their 1Q average of $128,264/day.” Looking ahead, Nokta commented that: “Seaways has booked 49% of its 3Q spot VLCC days at $118,300/day, 55% of its Suezmax days at $91,800/day, 50% of its LR1s at $37,200/day and 43% of its MRs at $34,700/day. These figures indicate steady revenues across its crude fleet quarter-over-quarter and softer numbers for its product segment, but strong figure overall.” New York based INSW has fleet of nearly 70 tankers comprising 11 VLCCs, 13 Suezmaxes, five Aframaxes/LR2s, 11 LR1s (including four newbuildings), and 28 MRs. Related:Weekly tanker and dry bulk time charter rates - 12 August Read more about: Barry Parker New York Correspondent Barry Parker is a New York-based maritime specialist and writer, associated with Seatrade since 1980. His early work was in drybulk chartering, and in the early 1990s he moved into shipping finance where he served as a deal-maker and analyst with a leading maritime merchant bank. Since the late 1990s he has worked for a group of select clients on various maritime projects, also remaining active as a writer. Barry Parker is the author of an Eco-tanker study for CLSA and a presentation to the Baltic Exchange Freight Market User Group on the arbitrage of tanker FFAs with listed tanker equities.

Hapag-Lloyd is confident the acquisition of Zim will be closed by the end of this year and also says there are further port deals to be done August 14, 2026 Zim’s sale to the German top five carrierHapag-Lloydis on track to close at the end of this year as the company looks to consolidate its position. Fuelled by the windfall profits of the last five years the shipping line will pay the $4 billion price for Zim, through its accumulated profits and a bridging loan. Speculation in the media as to whether the deal would go through with some Israeli officials concerned about the strategic nature of the carrier were swept aside by Hapag-Lloyd CEO Rolf Habben Jansen, who pointed to the 97% approval by Zim shareholders for the deal. Although, the approval for the Golden Share that will be retained by FIMI Opportunity Funds remains under discussion with relevant stakeholders and key decision makers, said Hapag-Lloyd. “There's all kinds of stuff around it [the Zim sale] in the press every now and then. But we just continue to work diligently with the various authorities that we need to work with, and we still expect to close the transaction somewhere towards the end of the year,” Jansen said on a webinar announcing the company’s Q2 results on13 August. Related:Yang Ming Marine sees earnings recovery in Q2 If the acquisition of Zim is keeping Hapag-Lloyd executives busy, then the work around Hanseatic Global Terminals, (HGT), it’s terminal business must be keeping them all awake. Having completed the acquisition of a 51% stake in the Indian terminal company JM Baxi, which operates five terminals, and that business is being consolidated now. The five terminals include Kandla, Haldia, Visakhpatnam, Tuticorin and inland container depots across India. Meanwhile, operations at the 3.3 million teu capacity Damietta began in February with Jansen noting: “We opened up in Damietta terminal [which] has been off to a good start, even if a little bit slower than originally planned, but very helpful now with all the stuff that's going on the East Med.” Further terminal expansion in Europe is taking place with HGT taking a 20% stake in Container Terminal Hamburg (CTH) which puts Hapag-Lloyd in partnership with Hamburg-based terminal operator Eurogate. In addition, the carrier has increased its stake in the Tanger TC3 project in Morrocco, which is a partnership between Morocco port operator Marsa Maroc, Eurogate and its subsidiary Contship Italia and Hapag which increased its holding by 10% to 20%. Across the South Atlantic HGT also has a 50% stake in Brazil’s 1.2 million capacity Aracruz terminal around 200km north of Rio de Janeiro. It joint venture partner at Aracruz is the Brazilian conglomerate Grupo Imetame. Related:Fronthaul volumes push Hapag-Lloyd back into the black in Q2 The 1.2 million capacity terminal is due to open for freight in 2028, but HGT and Grupo Imetame signed the agreement in December with official completion of the joint venture company, Hanseatic Global Terminals Aracruz S.A., completed in June. 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.

From one week to the next, it has been more of the same: transpacific rates on the climb; but with the cost of shipping into Europe showing an even more precipitous drop than last week, there are major question marks over the latest carrier plans to induce price hikes this week. Beginning with the good news for the shipping lines, the amount they can charge from Asia into both US coasts jumped markedly over the past seven days, according to the Drewry World Container Index (WCI), with Asia-Los Angeles rates up 6%, to $6,244 per 40ft. Forwarders toldThe Loadstarthe spot market was continuing to be affected by the disruption from the conflict in the Middle East, a view echoed by the chief analyst at Xeneta, Peter Sand, who said it was now feeding into long-term rates, too. “The knock-on effect of almost half a year of disruption caused by war in the Middle East is spreading to the long-term contract market. Average long-term rates Asia-US west coast and east coast are up 41% and 40% respectively since the end of February,” he said. “This is the fire spreading from the short-term market, where we have seen massive, triple-digit rate increases. The disruption caused by war in the Midde East is becoming a deepset and structural problem that will not go away any time soon,” he added. Mr Sand described carriers as now sitting in “an extremely powerful position to call the shots across both long-term and short-term markets”, with the WCI noting a more potent spot rate surge of 10% week on week, to $8,706 per 40ft for Asia-New York sailings. But beyond war, spot rates on transpacific trades have been supported by not only that strong demand into the US east coast has allowed rate hikes introduced at the start of August to hold, but the impact of bad weather in East Asia. Linerlytica said: “Vessel schedule disruptions are set to continue on both Central and Southern China transpacific services, as vessels are severely delayed by the third typhoon to hit China in the past two months, affecting both US west coast and east coast capacity. “The outlook remains positive, with rates to the USWC still holding above $7,000 per 40ft while rates to the east coast have risen further, to over $10,000 per 40ft.” And, with some 2.4m teu of capacity stranded by Typhoon Dolphin, carriers may be licking their lips. However that sense of rising fortunes cannot be applied to trades serving Europe, and while Shanghai-Rotterdam rates held steady last week, this week they joined the drop, down 5% week on week, to $4,425 per 40ft, according to the WCI. Following its 2% week-on-week drop seven days ago, the WCI’s Shanghai-Genoa trade saw an 8% decline in rates, hitting $5,080 per 40ft, their lowest since the start of June and the boom brought about by the extended mini-peak. This left Drewry scratching its head over the intention of some carriers to bring in new freight all kinds (FAK) rates, ranging from $6,700 to $7,100 per 40ft from tomorrow on Asia–Mediterranean services. The index said “weakening demand raises questions over the sustainability of these prices”, particularly poignant given the softening cargo demand noted by a number of commentators, including Linerlytica and several otherLoadstarsources.

Gli attraversamenti irregolari delle frontiere esterne dell'Ue sono diminuiti del 37% nei primi sette mesi del 2026 rispetto allo stesso periodo dello scorso anno, attestandosi a circa 61mila rilevamenti. Lo rende noto Frontex sulla base di dati preliminari, precisando che le cifre non comprendono gli eventi eccezionali registrati a fine luglio a Ceuta, in Spagna. La rotta del Mediterraneo orientale resta la più battuta, con 20.232 rilevamenti (-28%), seguita dal Mediterraneo centrale con 16.454 (-55%). In controtendenza il Mediterraneo occidentale, unica grande rotta in aumento, con 11.217 attraversamenti, +37%. Le rotte del Mediterraneo orientale e centrale rappresentano insieme circa il 60% degli ingressi irregolari rilevati alle frontiere esterne dell'Ue. Per il Mediterraneo centrale, la Libia resta il principale Paese di partenza.Sulla rotta del Mediterraneo occidentale, unica tra le principali a registrare un aumento, i rilevamenti sono stati 11.217 (+37%): 8.648 via mare, contro 7.096 nello stesso periodo del 2025, e 2.569 via terra fino al 30 giugno, contro 1.079. Il calo più marcato è stato registrato sulla rotta dell'Africa occidentale, con 4.682 rilevamenti, in diminuzione del 60%.Sulla rotta dei Balcani occidentali gli attraversamenti sono stati 4.910 (-26%), mentre alla frontiera terrestre orientale sono scesi a 3.209 (-44%).Secondo Frontex, la flessione complessiva riflette diversi fattori, tra cui la prosecuzione della cooperazione con i Paesi partner e le misure preventive adottate nei principali Paesi di partenza, che hanno contribuito a ridurre le partenze verso l'Europa.Separatamente, i tentativi e gli attraversamenti riusciti della Manica verso il Regno Unito sono diminuiti del 46%, a 22.469. Questi dati, precisa l'Agenzia, sono conteggiati in uscita dall'Ue e non rientrano quindi nel totale degli ingressi alle frontiere europee. I dati, basati sulle informazioni preliminari Eurosur e sulle stime disponibili a Frontex al 4 agosto, potranno essere successivamente rivisti. Riproduzione riservata © Copyright ANSA Da non perdere Condividi

Freight forwarders could face a changing competitive landscape in China and intra-Asia shipping: Sinotrans Container Lines (Sinolines) has moved to take control of Antong Holdings, combining one of China’s major domestic container logistics networks with an international liner. On Wednesday, China Merchants Energy Shipping (CMES) informed the Shanghai Stock Exchange that its subsidiary Sinolines now held 14.94% of the shares of Antong, the holding company of Quanzhou Ansheng Shipping, making it the Shanghai-listed company’s largest individual shareholder. Together with its affiliates, China Merchants Group holds 24.84% of Antong’s shares. In 2020, Antong, founded by the Guo family, came under state control after financial mismanagement resulted in a state-sponsored bailout involving the China Merchants group. A previous attempt by CMES to take over Antong in May 2025 failed, as market conditions shifted. Now Sinolines has proposed an early re-election of Antong’s board and amendments to its articles of association. Its nominees, together with those put forward by China Merchants Port, account for more than half of the proposed board. If shareholders approve the proposals and the nominees take office, Sinolines will replace Fujian Zhaohang Logistics Management Partnership as Antong’s controlling shareholder, while China Merchants Group will become the ultimate controller. The transaction is expected to unify Sinotrans’ international container shipping network and Antong’s domestic container and multimodal logistics operations. CMES said the group intended to integrate domestic and international businesses to build an end-to-end logistics network. Antong’s core business is container multimodal transport, with a network spanning waterway, road, and rail services. Sinolines, by contrast, is primarily a liner operator focused on intra-Asia services. Sinolines has an owned fleet of 30,553 teu, which could more than double, as Antong owns 53,994 teu. Ship numbers apart, the combination could allow China Merchants to offer a more integrated product and, for shippers that need separate providers for domestic positioning, port handling, and ocean transport, such a model could be attractive. For freight forwarders, this creates a potential new competitor, and one with greater control over the underlying transport assets. The impact is likely to be most pronounced for forwarders handling China-origin cargo, particularly where domestic transport and ocean freight are bundled into a single service. One forwarder toldThe Loadstar: “Sinotrans’ logistics and forwarding activities already compete for some of the same shipper accounts served by independent forwarders. Greater control over Antong could give the group additional tools with which to compete.” Another added: “A more integrated operation could potentially offer aggressive end-to-end rates to major shippers. That could put pressure on forwarders whose value proposition is largely based on combining ocean freight with inland transportation.” And the effect could extend beyond China. Sinotrans has been expanding its international container network, while Antong has also been exploring ways to link its domestic and international operations. The two complementary asset bases therefore provide a foundation for a broader intra-Asia logistics proposition.

Early peak season lifts the second quarter profitability of the carrier August 14, 2026 Driven by advanced cargo shipments on core east-west trade lanes, Yang Ming Marine reported a quarter-on-quarter earnings rebound in Q2 despite lingering industry-wide oversupply pressure and volatile macro risks. Consolidated Q2 revenue hit NT$45.92bn ($1.45bn), accompanied by an after-tax net profit of NT$5.73bn ($180m). For the full first half of 2026, Yang Ming Marine posted revenue of NT$84.58 billion, edging up by 0.5% year over year. Operating profit reached NT$6.43 billion representing a year-on-year drop of 42.2%, while the total after-tax net profit for H1 2026 came to NT$7.17 billion, marking an 18.2% decline compared with the same period in 2025. The company stated that, two core factors drove robust cargo volume growth and lifted overall freight rate benchmarks throughout the second quarter, including adjustments to international tariff policies and a sharp rise in global bunker fuel costs. Related:Expanding Hapag-Lloyd unperturbed by Zim speculation Facing the risk of higher import taxes and rising logistics costs in the later half of the year, European and North American importers accelerated space bookings and proactive inventory restocking, pulling forward the traditional summer peak season on Asia-Europe and Transpacific trade routes. This advanced cargo surge improved vessel load rates and underpinned stronger spot and contract freight levels, laying a solid foundation for Yang Ming’s notable Q2 profit growth. However, the carrier faced notable operational headwinds during the quarter. Major shipping hubs including Shanghai Port and multiple European terminals suffered worsening congestion, caused by extreme weather disruptions, sudden cargo surges and persistent terminal capacity bottlenecks. Extended berth waiting times reduced effective fleet operational capacity and partially offset the company’s revenue growth. “Entering the third quarter, the Asia-Europe and Transpacific lanes have officially entered the traditional peak shipping season, with steady restocking demand expected to support short-term market fundamentals. Nevertheless, port congestion conditions remain uncertain, while evolving geopolitical tensions and ongoing cross-border tariff adjustments will continue to reshape global cargo flows and vessel deployment strategies,” said Yang Ming. To build long-term competitiveness amid prolonged market oversupply, Yang Ming is pressing ahead with an low-carbon fleet renewal strategy. In March 2026, the company’s board approved a newbuilding order for six 13,000 teu LNG dual-fuel containerships from South Korea’s Hanwha Ocean. These eco-friendly newbuilds will gradually replace the carrier’s aging fleet of 4,250–6,500 teu single-fuel vessels. Related:Fronthaul volumes push Hapag-Lloyd back into the black in Q2 Katherine Si China Correspondent China-based Katherine Si has worked in the maritime industry since 2008 is well-connected with local industry players including Chinese owners and yards. Having majored in English Katherine started at news portal ShippingChina.com where she rose to become a News Editor. In 2008 she moved to work with Seatrade and has since held numerous positions including China correspondent for Seatrade Maritime Review magazine. With extensive experience in writing, research and social media promotion, Katherine focuses on the shipping and transport sectors.

Supply chain stakeholders across the Persian Gulf continue to devise new regional connectivity strategies as widespread port disruption makes moving cargo in and out of the conflict zone a challenge. MSC has established an integrated multimodal transhipment service out of Saudi Arabia, claiming a first for the region, in collaboration with multiple local authorities, including MAWANI and ZATCA (customs). “The new corridor directly connects King Abdullah Port and Jeddah Islamic Port with King Abdulaziz Port in Dammam on the Arabian Gulf,” said MSC’s Saudi Arabia president and CEO, Hisham Al Ansari. He said Medlog, a group arm of MSC offering specialised intermodal logistics, would spearhead the multimodal operations. “The service combines road and rail connectivity via Riyadh Dry Port, creating a seamless inland corridor and enabling door-to-door connectivity for transhipment cargo across the kingdom,” he added. Medlog has already “tested the waters” with a successful trial shipment along the corridor, the carrier claimed. Industry sources see the multimodal solution as a major boost for regional trade flow, with the potential to strengthen supply chain resilience and ease transit hurdles. “This is a significant step for Saudi logistics,” one logistics executive said. “Through this integrated corridor, importers have the flexibility to choose their port of entry in a very volatile situation.” Because of mounting congestion at Jeddah, MSC was already pushing customers to reroute shipments through King Abdullah Port. Indeed, industry updates suggest all mainline carriers serving Middle East trades have been struggling to get cargo out of alternative gateways in the region due to severe inland capacity shortages and cross-border complexities. As a result, some, particularly CMA CGM, have stopped accepting shipments to the Middle East that include haulage, where the cargo owner typically handles the landside leg of logistics. And the disruption continues to keep freight rates from India to Saudi Arabia elevated. According to market updates, average booking rates from Nhava Sheva (JNPA) are $6,000 per teu and $6,600 per 40ft for Jeddah/King Abdullah; and $5,800 and $7,000 for Dammam. Meanwhile, the Middle East war has taken a heavy toll on container volumes passing through DP World terminals – with flagship Jebel Ali the most bruised. Jebel Ali handled just 374,000 teu in Q2, crashing down 90% on the year, data shows, even as the port facility remains operational with intermittent shutdowns. As marine passage through the Strait of Hormuz remains a chokepoint, DP World has moved to invest in two new terminals in Fujairah, which has been a lifeline for disrupted Middle East supply chains. “This will provide cargo owners with greater flexibility, more choice, and enhanced supply chain resilience, while reinforcing our confidence in the UAE’s future as a leading global trade and logistics hub,” said the company.

La sindaca di Campobasso, Marialuisa Forte, con propria ordinanza, ha prorogato il precedente provvedimento relativo alla sospensione delle attività rumorose svolte negli spazi esterni e nelle aree di pertinenza dei pubblici esercizi, stabilendo disposizioni meno restrittive.L'ordinanza stabilisce che da lunedi a giovedi devono cessare tutte le attività rumorose alle ore 1, mentre venerdi, sabato e domenica l'orario è fissato alle 2. Eventuali deroghe possono essere disposte esclusivamente con provvedimento espresso, motivato e temporalmente limitato dell'Amministrazione comunale.La violazione delle disposizioni comporterà una sanzione amministrativa da 25 a 500 euro. Riproduzione riservata © Copyright ANSA Da non perdere Condividi

For more than twenty years, the transport management system has been at the heart of freight forwarding. Whether CargoWise, Magaya, Descartes, or another, the TMS is where operational decisions are made, shipments are managed, and data is stored. Winning the TMS battle has meant becoming the freight forwarder’s operating system. But, as ever with tech, things change, not least with the onset of AI. As the industry moves beyond chatbots and document extraction towards AI that can book shipments, resolve exceptions, and make operational decisions, a more fundamental question is emerging: if AI decides what to do next, what exactly is left for the TMS? Wherever operational decisions are made will become the most valuable piece of software in the forwarding stack. If AI chooses the carrier, plans the routing, responds to disruption, and instructs other systems what to do, value may shift from the software that records transactions towards the software that makes decisions. And the industry is beginning to divide into competing camps. WiseTech Global has so far taken one path: rather than separating AI from the TMS, it has embedded AI capabilities throughout CargoWise, adding features ranging from document classification and compliance to workflow automation and AI Expert. CargoWise itself is becoming increasingly intelligent, rather than relying on a separate AI layer. But others see the future very differently. A new generation of technology companies argues that intelligence no longer needs to sit inside the transport management system at all. Project44, for example, believes the future lies in what it describes as an execution layer. Rather than replacing existing TMSs, Project44 is connecting them. Its platform links transport management systems, ERP software, carrier networks, and external data sources into a single logistics graph, allowing AI to orchestrate work across multiple systems. In that model, no single TMS needs to own every workflow. Instead, it becomes one connected component within a much larger software ecosystem. And there is another emerging philosophy: start-up 5U AI, which has recently raised $3.2m in pre-seed funding, has deliberately built its platform to work alongside transport management systems rather than replace them. CEO Yagiz Abik said replacing a TMS was “a two-year migration project”, while the immediate opportunity lay in automating the work itself. “Our workers treat the TMS as the system of record, whichever one it is,” he toldThe Loadstar. “We’ve integrated with systems most Silicon Valley companies have never heard of, because that’s the reality of European freight.” However, Mr Abik believes that balance will shift as AI takes on more operational work. “Value migrates to the execution layer,” he said. “When AI does the work and captures not just the data but the reasoning behind it, the question of which database stores the record matters less than which system does the job and holds the intelligence.” The view challenges one of the long-held assumptions of freight software. If AI becomes the primary interface through which operators quote shipments, respond to customers, and make operational decisions, the TMS could increasingly become the system that records and executes those decisions, rather than the place where competitive advantage is created. Meanwhile, FreightSuite has taken perhaps the boldest position of all. Rather than building AI on top of a TMS, it has created an AI-native platform from the ground up, arguing that legacy systems were never designed for autonomous operations. Robert Petti, founder of Prompt Global, believes the industry’s real differentiator will not be whether AI sits inside or outside the TMS, but whether it has access to high-quality operational data, business context, and robust governance. In his view, companies risk becoming distracted by architecture when the harder challenge is giving AI the information it needs to make reliable decisions. That may prove to be the industry’s biggest challenge. Few global freight forwarders operate a single technology platform. Most rely on combinations of transport management systems, customs software, warehouse management systems, finance applications, visibility providers. and customer portals. Whatever model ultimately prevails, AI will need to work across fragmented technology estates rather than inside a single application. Software vendors have competed for decades to become the freight forwarder’s operating system – but the next decade will be all about who owns the intelligence. This article is © The Loadstar. Reproduction, rewriting, or derivative use requires a license. Contact[email protected]for licensing enquiries.

Redazione AnsaBRUXELLES - Agosto 14,2026 - News (ANSA) - BRUXELLES, 14 AGO - Le emissioni di gas serra dell'economia dell'Ue sono aumentate dello 0,3% nel primo trimestre del 2026 rispetto agli ultimi tre mesi del 2025, raggiungendo 837 milioni di tonnellate di CO2 equivalente, contro 835 milioni. Nello stesso periodo il Pil dell'Unione è rimasto invariato.Lo rende noto Eurostat sulla base dei dati destagionalizzati. Su base annua, rispetto al primo trimestre del 2025, le emissioni sono invece diminuite dell'1,2%, mentre il Pil dell'Ue è cresciuto dello 0,8%.Il maggiore incremento delle emissioni è stato registrato nel settore della fornitura di elettricità, gas, vapore e aria condizionata, con un +4,8%. Le riduzioni più consistenti hanno riguardato le famiglie (-1,3%), seguite dall'industria manifatturiera e dal settore dei trasporti e dello stoccaggio, entrambi a -0,6%.Rispetto al trimestre precedente, le emissioni sono aumentate in 20 Paesi Ue e diminuite in sette. I cali maggiori sono stati registrati in Slovenia (-5%), Lussemburgo (-3,8%) e Romania (-2,7%), mentre gli aumenti più marcati hanno riguardato Estonia (+9,7%), Finlandia (+6,4%) e Bulgaria (+4,6%).Tra i 20 Paesi che hanno registrato un aumento delle emissioni, 18 hanno visto crescere anche il Pil. Dei sette Paesi che hanno invece ridotto le emissioni, quattro hanno registrato un Pil in crescita o stabile. (ANSA).

(Teleborsa) – A giugno 2026 i settori residenti hanno registrato emissioni nette di obbligazioni pari a 57,5 miliardi di euro. Lo comunica la Banca d’Italia. Le amministrazioni pubbliche hanno effettuato emissioni nette pari a 36,6 miliardi di euro, vi hanno contribuito le emissioni nette di BTP (26,6 miliardi), di BOT (5,5 miliardi), di CCT (3,7 miliardi), di titoli internazionali (0,9 miliardi) e di titoli di altre amministrazioni centrali (0,3 miliardi), a fronte di rimborsi netti di titoli emessi dagli enti locali (-0,4 miliardi). Le banche hanno registrato emissioni nette per 16,7 miliardi di euro. I rimanenti settori hanno registrato emissioni nette per 4,2 miliardi di euro (gli altri intermediari finanziari, le assicurazioni e le società non finanziarie rispettivamente per 2,6, 1,0 e 0,6 miliardi). Nel mese di luglio i rendimenti a scadenza lordi dei BTP guida a 3, 10 e 30 anni sono aumentati di 16, 15 e 14 punti base, portandosi rispettivamente al 3,06, 3,88 e 4,67 per cento. Il rendimento del CCT guida è aumentato di 3 punti base, portandosi al 3,27 per cento.

The latest news and commentary on how the US/Israel-Iran conflict is affecting the global maritime industry and shipping markets. ADNOC L&S and Navig8 tankers were reportedly struck by Uncrewed Aerial Vehicles during outbound transits of the waterway August 14, 2026 The latest attacks in the Strait of Hormuz on two tankers affiliated to Abu Dhabi National Oil Co. (ADNOC)has been condemned by theUAE. “The United Arab Emirates has strongly condemned and denounced the hostile Iranian attack that targeted two vessels affiliated with ADNOC as they transited the Strait of Hormuz, with no injuries reported,” the UAE Ministry of Foreign Affairs said in a statement. It said that attacks on commercial ships by Iran’s Islamic Revolutionary Guard Corps represented acts of piracy. The UKMTO reported that two tankers were reported to have been hit by UAVs on 13 August during outbound transits of the Strait of Hormuz according to reports from military authorities, the UKMTO said. Both reports were timed at 15:52 hrs UTC. According to maritime security firm Vanguard Tach the tankers involved were theSingapore-flagged product tankerNavig8 Messi, owned by Navig8 majority owned by ADNOC L&S, and the Liberian-flagged AframaxTarif,owned by ADNOC L&S. Related:VLCC spot rates hit the stratosphere with Sinokor Hormuz fixture Both vessels were reported to have sustained minor damaged and continued sailing under their own power. All crew were reported safe and accounted for with no environmental damage. Both tankers had their AIS transponders turned off at the time of the attacks. The UAE Ministry of Foreign Affairs stated: “The UAE further stressed the need for Iran to halt these attacks, ensure its full commitment to an immediate cessation of all hostilities, and the complete and unconditional reopening of the Strait of Hormuz in order to safeguard regional security, and maintain the stability of the global economy and trade.” The latest attacks bringing the number of ADNOC vessels targeted by drones or missiles since the start of the US – Iran conflict to 17. Three attacks in the first week of August resulted in one seafarer being killed and 20 injured. Read more about: Marcus Hand Editor Marcus Hand is the editor of Seatrade Maritime News and a dedicated maritime journalist with over two decades of experience covering the shipping industry in Asia. Marcus is also an experienced industry commentator and has chaired many conferences and round tables. Before joining Seatrade at the beginning of 2010, Marcus worked for the shipping industry journal Lloyd's List for a decade and before that the Singapore Business Times covering shipping and aviation. In November 2022, Marcus was announced as a member of the Board of Advisors to the Singapore Journal of Maritime Talent and Technology (SJMTT) to help bring together thought leadership around the key areas of talent and technology. Marcus is the founder of theSeatrade Maritime Podcastthat delivers commentary, opinions and conversations on shipping's most important topics. Marcus Hand regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Wind-Assisted Propulsion: Are we ready? at Seatrade Maritime Crew Connect Global 2024 IMPA 2024 SingaporeMaritime Procurement and Sustainability Panel, November 2024 Goodbye Globalization? Red Sea Impacts Reviewed,EGN Singapore (Executives' Global Network)webinar, February 2024 Offshore Marine Breakfast Forum atSea Asia 2023 Sustainable Finance, Shipping & Technology at Hong Kong Maritime Week 2022 Building & Operating Dual-Fuel Vessels, February 2022 Shipping’s Decarbonisation Challenge – The Role of Technology and Digitalisation at Hong Kong Maritime Week 2021 The Challenge Faced by Ship Registries in a Digital and Post-Pandemic Era, October 2020 The Future of Transhipment Hubs Post-Pandemic, November 2020 Offshore Marine Breakfast Forum at Sea Asia 2019 Marcus Hand regularly guests on mainstream media talking about maritime and shipping news stories. Below you'll find a list of selected appearances KBS World Radio -Korea24,May 2026 BBC News -Hindi Service,April 2026 RNZ -First Up, April 2026