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Charter rates for modern car-carriers are moving towards the $100,000 a day mark again – powered by rising demand for Chinese electric vehicle exports. While VesselsValue shows average charter rates for car-carriers at around $67,000 a day, new vessels can command a higher rate. Last week, Atlas EMF, a joint-venture between Greek shipowner Atlas Maritime and European Maritime Finance, chartered the 7,000 ceuClean Starto an unnamed Chinese operator for two years, for $80,000 a day, prior to its expected delivery from CIMC Raffles shipyard this month. Atlas CEO Leon Patitsas said: “This agreement reflects the exceptional quality of the vessel, the continued confidence of leading operators in our fleet, and the strong fundamentals of the global vehicle carrier market.” In March, another of Atlas EMF’s new car=carriers, the 7,000 ceuEco Star, was fixed to Wallenius Wilhelmsen for a year, at $53,000 a day, shortly after delivery. The spike in charter rates within five months highlights how demand is strengthening for modern vehicle carriers. SAIC Anji Logistics, the shipping arm of SAIC Motor, recently chartered Eastern Pacific Shipping’s newly built 7,060 ceu car carrierLake Rotoruafor $90,000 a day, shortly after delivery by China Merchants Jinling Shipyard, Nanjing. Car-carrier charter rates hit $100,000 a day in August 2022, before ‘normalising’ in late 2024, as record numbers of newbuildings were delivered. Now, China’s vehicle exports are on a bull run, fuelling demand for ships to carry them. China Association of Automobile Manufacturers’ statistics show nearly 5.1m vehicles exported during the first six months – up 65.3% year on year. New energy vehicle exports exceeded 2.3m units, more than double last year. In June, vehicle exports reached 1.037m, up 75% from a year ago, marking the first time China’s monthly automobile exports exceeded a million units. With tonnage tight, even older car-carriers can command a decent charter rate. Two, belonging to SFL, the 6,500 ceuSFL ComposerandSFL Conductor,built in 2005 and 2006 respectively, were fixed to Cosco at around $40,000 a day for 34 months. And the demand for tonnage is reviving newbuilding orders for car-carriers, after only nine were commissioned last year. So far in 2026, at least 40 have been ordered. MSC’s car-carrier arm, Global Car Carriers, has commissioned ten LNG dual-fuelled car-carriers, comprising six at 8,600 ceu and four of 7,000 ceu, for delivery 2028-2030. The larger ships will be built by China Merchants Heavy Industry Yizheng, the others will be equally split between CMHI Weihai and Guangzhou Shipyard International The rising market has also attracted an opportunistic newcomer, China-based Zhongnan Shipping, which has ordered four 5,700 ceu car-carriers at Jiangsu Runyang Shipbuilding, for delivery between 2028 and 2029.

Redazione AnsaROMA - Agosto 03,2026 - News (ANSA) - ROMA, 03 AGO - Neya, società benefit controllata dal Gruppo Mundys per il contrasto al cambiamento climatico, avvia la seconda fase del progetto Ma Honko in Madagascar, dedicata al ripristino delle mangrovie lungo le coste del Paese.Dopo il lancio della prima fase a dicembre 2025, l'area di intervento passerà da 500 ettari, nelle regioni di Sofia e Melaky, a oltre 2.400 ettari, estendendo il progetto al nord del Madagascar.I benefici ambientali generati dall'iniziativa si inseriscono nel percorso di decarbonizzazione del Gruppo Mundys. L'obiettivo è compensare completamente al 2040 con la riforestazione le emissioni di Co2 generate dalle attività produttive del gruppo e dall'energia consumata (Scope 1 e 2, escluse le emissioni Scope 3 dall'utilizzo dei prodotti).Le mangrovie, tra gli ecosistemi più efficaci nella cattura e nello stoccaggio del carbonio, trattengono significative quantità di Co2 nella biomassa e nei suoli costieri.L'ampliamento a 2.400 ettari, l'equivalente di 3.300 campi di calcio, consentirà di incrementare la capacità di assorbimento e stoccaggio del carbonio delle aree interessate, con una rimozione totale stimata di circa 755.000 tonnellate di Co2 nell'arco di vent'anni.Accanto agli impatti climatici, Ma Honko favorisce la protezione delle coste dall'erosione, sostiene la conservazione degli habitat naturali e crea opportunità economiche per le comunità coinvolte attraverso attività di vivaio, piantumazione, pesca e apicoltura.A sostegno delle attività di riforestazione sono stati realizzati 847 vivai e piantate quasi 1,8 milioni di piante. (ANSA).

The Houthi blockade of Saudi ports has increased security concerns for shipping in the southern Red Sea August 3, 2026 The Houthi in Yemen have refuted reports that they plan to charge a toll for transit of the Bab el-Mandeb Strait in the Red Sea. Reports last week indicated that the Houthi planned to levy on a toll of ships passing the waterway that links the Arabian and Red Sea in return for guaranteeing security, similar to that Iran is trying to implement in the Strait of Hormuz. The Houthi have launched what it describes as a blockade of Saudi Arabian ports targeting vessels that have called in the Kingdom in response to a recent attack on the airport in Sana’a. Since launching the blockade the Houthi have attacked Saudi tankers headed to the Bab el-Mandeb. The Houthi’s Humanitarian Operations Coordination Center (HOCC) stated: “The HOCC categorically denies the accuracy of these claims and confirms that it has neither taken nor considered any decision to impose fees for transiting the Bab al-Mandab Strait. The HOCC further emphasizes that transit throughthe Bab al-Mandab Strait is free of charge.” Related:OFAC targets Iran’s ‘extortion’ insurance scheme in Hormuz It said that any individual or entity requesting the payment of money in exchange for transiting the Bab al-Mandab Strait does not represent the Republic of Yemen or HOCC. With the introduction of the Saudi blockade the Houthi are offering what it calls a “Safe Transit Service” for vessels where it says they will confirm safe transit of Red Sea, Bab el-Mandab Strait, the Gulf of Aden, and the Arabian Sea with a response provided “within a few hours” to email requests. 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

(Il Sole 24 Ore Radiocor) - Roma, 02 ago - Un bando internazionale biennale per finanziare i giovani 'cacciatori' della neuroinfiammazione e trasformare una rivoluzione biologica in cure concrete per i pazienti. E' l'iniziativa lanciata dalla Fondazione Francesco della Valle Ets, che apre le candidature fino al prossimo 15 settembre per lo Young Investigator Grant (YIGig): un programma destinato a scienziati e scienziate under 40 per coprire i costi vivi di laboratorio, garantendo loro l'indipendenza economica e la liberta' intellettuale necessarie a validare le proprie intuizioni scientifiche fuori dalle logiche accademiche tradizionali. Al centro del bando c'e' la neuroinfiammazione, considerata la vera frontiera della salute globale e il 'motore nascosto' di malattie moderne apparentemente slegate tra loro: dal dolore cronico all'osteoartrite, dalla cistite interstiziale alle patologie neurodegenerative, fino all'obesita'. Un processo biologico rimasto invisibile per decenni, innescato non dai neuroni ma dalle cellule di supporto del sistema immunitario e nervoso (come la microglia e i mastociti), su cui la letteratura scientifica internazionale registra un'esplosione senza precedenti di oltre 15.000 pubblicazioni all'anno. La Fondazione Francesco della Valle Ets e' un hub strategico internazionale costituito a Padova nel 2023 dai figli del manager scientifico - Maria Federica, Raffaella e Renato - per supportare la ricerca traslazionale d'eccellenza. Il bando YIG si inserisce all'interno del programma globale 'Excellence in Neuroinflammation', presidiato da un Comitato scientifico composto da nove accademici internazionali e guidato dal professor Vincenzo Di Marzo. com-san. Gli ultimi video Radiocor (RADIOCOR) 02-08-26 16:26:47 (0337)SAN 5 NNNN

The latest news and commentary on how the US/Israel-Iran conflict is affecting the global maritime industry and shipping markets. Iran renews attacks on vessels transiting through the southern corridor close to the Oman coast August 1, 2026 A Gaslog LNG carrier has been disabled in the Strait of Hormuz after it was struck by an unknown projectile off Oman. The Bermuda-flagged LNG tankerGaslog Shanghaiwas struck 11 nm northeast of Oman on 31 July at 23:30 hrs UTC while transiting outbound from the Gulf in the Strait. According to maritime security firm Vanguard the vessel was struck in its portside engine room causing a fire which was extinguished by the fire. The fire and explosion resulted in a blackout the LNG carrier which has lost propulsion. According to UKMTO the regional coast guard had been informed and there were no injuries to the crew. TheGaslog Shanghaihad its AIS turned off at the time of the attack. According to AIS data from Pole Star Global the LNG carrier had crossed the Strait of Hormuz westbound on 9 July after the MoU between the US and Iran had already broken down. TheGaslog Shanghaicalled at ports in Qatar and Kuwait prior to its eastbound transit on 31 July. Related:Oil supply chains must be restored urgently to avert an energy price crisis Meanwhile another tanker reported a near miss with an unknown projectile 21 nm northeast of Khasab in Oman. “The Master of a tanker reports seeing a large splash and explosion in close proximity to the vessel. No damage to the vessel has been reported at this time,” UKMTO said in an alert. According to Vanguard the tanker involved was Liberian-flagged and westbound in the southern corridor of the Strait at the time of the incident at 22:06 hrs on 31 July. Iran does not recognise the southern corridor in the Strait of Hormuz in Omani where the US provides guided transits and has repeatedly threatened the security of vessels transiting via the route. TheGaslog Shanghaiis the second LNG carrier owned by Gaslog to be hit recent days. TheGaslog Salemwas hit by a drone last week while at berth in the port of Damietta on Egypt’s Mediterranean coast. It was struck at the same time as the FSRUEnergos Winteron an adjacent berth. 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

diDavide Madeddu 31 luglio 2026 3' di lettura 3' di lettura Fotovoltaico o solare a concentrazione? Non è una sfida, ma un confronto tra i due sistemi per la produzione di energia green al centro di uno studio compiuto dai ricercatori dell’Eneain cui emergono le peculiarità dei due sistemi che, nell’ambito della transizione energetica e nei processi di decarbonizzazione, «possono essere complementari». I ricercatori (i risultati sono stati pubblicati suEnergies)hanno analizzato il potenziale solare dell’intero territorio nazionale, calcolando la radiazione globale e quella diretta, i due indicatori utilizzati per valutare rispettivamente il potenziale del fotovoltaico e del solare a concentrazione. I risultati, emerge dallo studio, «evidenziano nette differenze tra Nord e Sud: la radiazione globale presenta valori medi annui generalmente compresi tra 1400 e 1900 kWh per metro quadrato, con livelli più bassi nelle aree alpine e settentrionali (inferiori a 1300 kWh/m²) e più elevati al Sud e nelle isole (con picchi di oltre 1900 kWh/m²)». Anche la radiazione diretta mostra una marcata variabilità territoriale, con i valori più elevati in Sicilia, Sardegna e nelle regioni meridionali. «Tuttavia, rispetto alla radiazione globale, quella diretta è più variabile e sensibile alle condizioni atmosferiche e alla conformazione del territorio - sottolinea Giampaolo Caputo, coautore dello studio e ricercatore del dipartimento tecnologie energetiche e fonti rinnovabili dell’Enea -: si tratta di un aspetto rilevante nella scelta dei siti più adatti al solare a concentrazione, per il quale un valore di radiazione diretta superiore a circa 1800 kWh/m² anno rappresenta un primo indicatore di convenienza». Lo studio, inoltre, ha confrontato un impianto solare a concentrazione e un impianto fotovoltaico da 1 MW di potenza, attraverso simulazioni condotte in quattro località rappresentative del territorio italiano: Montalto nel Lazio, Val Basento in Basilicata, Ferrara in Emilia-Romagna e Priolo in Sicilia. «Nel caso del solare a concentrazione, Priolo mostra le migliori prestazioni durante tutto l’anno, con un fattore di capacità (rapporto tra energia effettivamente prodotta e quella massima producibile dall’impianto) che nei mesi estivi raggiunge il 78% e resta elevato anche nelle stagioni intermedie -viene evidenziato nello studio -. Di conseguenza, è anche il sito con la maggiore produzione elettrica mensile, con picchi di 530-570 MWh tra luglio e agosto, e con la produzione annua più alta circa 4100 MWh». L’uso del suolo rappresenta un ulteriore elemento di differenziazione tra le due tecnologie. Un impianto solare a concentrazione da 1 MW, comprensivo del campo solare e del sistema di accumulo termico, «richiede complessivamente circa 50 mila metri quadri - viene sottolineato -, mentre un impianto fotovoltaico di pari potenza nominale composto da 1818 moduli occupa circa 10 mila metri quadri». Con il risultato che, «in termini di produzione per unità di superficie, il fotovoltaico risulta più efficiente: genera tra 147 e 172 kWh per metro quadrato all’anno, contro i 67,5-81,5 kWh/m² del solare a concentrazione». «Questa maggiore efficienza nell’uso del suolo - aggiunge il ricercatore - rende il fotovoltaico particolarmente adatto ai contesti con disponibilità di terreno limitata, mentre il solare a concentrazione richiede una pianificazione territoriale più accurata». Dal punto di vista economico, «il fotovoltaico presenta un costo medio di produzione dell’energia elettrica lungo l’intero ciclo di vita dell’impianto più basso rispetto al solare a concentrazione, consentendo una produzione di elettricità a costi inferiori». Tuttavia, argomentano dall’ente di ricerca, «il maggiore costo del solare a concentrazione va valutato alla luce del valore aggiunto che questa tecnologia offre: produzione elettrica più stabile, accumulo di energia sotto forma di calore, maggiore flessibilità e integrazione nella rete, con minori esigenze di curtailment, cioè di riduzione forzata della generazione in caso di eccesso di produzione». Inoltre, il solare a concentrazione può fornire calore per processi industriali a media e alta temperatura, contribuendo alla decarbonizzazione dei settori più difficili da elettrificare. «Lo studio evidenzia quindi che fotovoltaico e solare a concentrazione possono essere complementari nella transizione energetica - conclude il ricercatore -: il primo è più indicato per produrre elettricità a basso costo e su larga scala, mentre il secondo risulta più vantaggioso quando sono prioritari programmabilità, accumulo, flessibilità e integrazione con i processi industriali». Notizie e approfondimenti sugli avvenimenti politici, economici e finanziari.

La Tunisia punta a trasformare il proprio potenziale solare ed eolico in una nuova industria dell'idrogeno verde, destinata principalmente al mercato europeo, attraverso due grandi iniziative internazionali e un progetto per la produzione di ammoniaca verde nella regione industriale di Gabès. Il primo piano riguarda l'accordo sottoscritto con la società saudita Acwa Power, specializzata nelle energie rinnovabili. Il progetto, articolato in tre fasi, prevede a regime una capacità produttiva di circa 600 mila tonnellate di idrogeno verde l'anno, da esportare verso l'Europa. L'iniziativa dovrebbe comprendere grandi impianti solari ed eolici, elettrolizzatori e infrastrutture per il trattamento dell'acqua e il trasporto del prodotto.Il secondo progetto è H2 Notos, sviluppato da TE H2, joint venture tra TotalEnergies ed Eren Groupe, insieme alla compagnia elettrica austriaca Verbund. Il memorandum d'intesa con il governo tunisino è stato firmato nel maggio 2024. Il piano prevede una prima fase da circa 200 mila tonnellate di idrogeno verde l'anno, con la possibilità di raggiungere successivamente un milione di tonnellate. L'idrogeno sarà prodotto nel sud della Tunisia mediante elettrolizzatori alimentati da impianti solari ed eolici e utilizzando acqua marina desalinizzata. Secondo le stime riprese dalla piattaforma specializzata Attaqa, gli investimenti per H2 Notos potrebbero ammontare a circa 8 miliardi di euro nella fase iniziale e arrivare, nel lungo periodo, fino a 40 miliardi. Si tratta tuttavia di valutazioni preliminari: il progetto è ancora nella fase degli studi tecnici, finanziari e di fattibilità e non risulta ancora adottata una decisione finale di investimento.Il terzo tassello della strategia tunisina, sottolinea il quotidiano francofono La Presse, riguarda la produzione di ammoniaca verde, impiegata soprattutto nell'industria dei fertilizzanti. Nella zona industriale di Gabès è prevista una prima unità pilota collegata agli impianti del Gruppo chimico tunisino. Il progetto dovrebbe comprendere un parco fotovoltaico da 8 megawatt, un impianto di desalinizzazione, un elettrolizzatore e un'unità per la sintesi dell'ammoniaca. La capacità iniziale indicata nella tabella di marcia è di circa 220 tonnellate di idrogeno e 630 tonnellate di ammoniaca verde all'anno, destinate principalmente al mercato interno.L'impianto rappresenterebbe quindi una prima esperienza industriale, più che un megaprogetto paragonabile alle iniziative di Acwa Power e H2 Notos.I progetti rientrano nella strategia nazionale tunisina per l'idrogeno verde, elaborata dal ministero dell'Industria, delle Miniere e dell'Energia con il sostegno della cooperazione tedesca Giz. Il piano fissa per il 2050 una produzione complessiva di circa 8,3 milioni di tonnellate di idrogeno verde e derivati, delle quali 6 milioni destinate all'esportazione e 2,3 milioni al mercato nazionale. Per raggiungere l'Europa, Tunisi conta soprattutto sul SoutH2 Corridor, il corridoio energetico di circa 3.300 chilometri che dovrebbe collegare Algeria e Tunisia all'Italia e, successivamente, all'Austria e alla Germania. L'infrastruttura, promossa tra gli altri dall'italiana Snam, dovrebbe utilizzare in larga parte gasdotti esistenti riconvertiti al trasporto dell'idrogeno e disporre di una capacità superiore a quattro milioni di tonnellate l'anno.Il progetto ha ricevuto il sostegno politico di Tunisia, Algeria, Italia, Austria e Germania con la dichiarazione firmata a Roma il 21 gennaio 2025. Gli operatori stanno ancora conducendo gli studi di fattibilità e l'entrata in funzione viene indicata per i primi anni del prossimo decennio.La realizzazione dei programmi resta condizionata alla disponibilità dei finanziamenti, allo sviluppo di decine di gigawatt di nuova capacità rinnovabile, alla definizione delle regole per l'uso dei terreni e dell'acqua e alla costruzione delle infrastrutture di esportazione. Particolare attenzione viene riservata all'impatto del ricorso alla desalinizzazione in un Paese caratterizzato da una crescente scarsità idrica e alle ricadute ambientali nella regione di Gabès, già segnata dall'inquinamento dell'industria chimica e dei fosfati. Riproduzione riservata © Copyright ANSA

This is getting very messy indeed – a drone of some sort yesterday hit an LNG tanker in the Egyptian port of Damietta, at the northern mouth of the Suez Canal and on the Mediterranean coast, potentially dragging the wider Middle East into the conflict surrounding Iran. Let’s try to unpick this a little. The US and Iran continue to trade air strikes across the Gulf, establishing Hormuz as the epicentre of a war zone; the US and Saudi Arabia launched attacks on Iranian proxies in Iraq; the Saudis are blockading Yemeni ports and launching air strikes on Houthi-controlled airports; in return, the Houthis are attacking Saudi tankers, thus putting the Red Sea on the verge of becoming another war zone. The current thinking is that attack on Damietta was Iranian, and in retaliation for a Ukrainian drone attack on an Iranian vessel on the Caspian Sea carrying arms to Russia. These are connected events and theatres, but also disconnected; they are correlated, but not entirely causal – a détente between the US and Iran would not necessarily lead to a cessation of hostilities in the Red Sea, and vice versa. While the Houthis are clearly affiliated with Iran, they do not take orders from Tehran, evidenced by the fact that it has taken them this long to become involved in the conflict and that the catalyst was the Saudi attacks on Sanaa Airport, rather than the US and Israeli air strikes on Iran. Yemeni exporter Hashim Al-Omeisy, told this year’s TPM in Long Beach the day after the first US and Israeli attacks were launched, how the Houthi and Iranian paths had diverged over the past few years –it is well worth a quick read. But one key fact quickly become apparent since the group began attacking merchant shipping in the Red Sea in late 2023: controlling the Bab Al Mandad strait is a great money-earner. “Their tax on the Red Sea was to get legitimacy, but it was also for economic leverage, because a lot of shipping companies have been paying levies to be allowed passage – so they’ve been making a lot of money from them,” he said. Events in Hormuz over the past four months have amplified that message, and the prospect the Houthis would return to this strategy felt like an unlocked door simply waiting to be pushed open. “Unspecified regional sources toldReutersyesterday that the Houthis may start to impose fees on international commercial vessels transiting the Red Sea and Bab al Mandeb Strait,” the Institute for the Study of War (ISW)writestoday. “An Arab state official claimed the Houthis discussed prospects of establishing a regulatory authority to charge fees for vessels transiting the Bab al Mandeb, similar to Iran’s Persian Gulf Strait Authority,” it says, adding that China appears to have already voted with its feet, so to speak. “Unspecified sources toldReutersthe People’s Republic of China has held direct negotiations with the Houthis to secure safe and toll-free passage for PRC vessels navigating the southern Red Sea”. However, it adds: “It is unclear whether the Houthis intend to establish a fee system in order to achieve other potential strategic objectives, such as securing codified permanent control over the Bab al Mandeb.” For the main tranche of commercial shipping companies that operate according to international law, and are thus subject to sanctions regimes, it is not so simple as both the Houthis and the Iranian regime are sanctioned entities, and paying either Hormuz or Red Sea transit fees would be illegal. For container carriers and their customers, there is some solace in thatthe peak shipping season has begun to waneand that there is already a long-standing Plan B (Cape of Good Hope), in conjunction with just-about-enough capacity that container supply chains should remain intact for the remainder of the year. The broader picture is deeply troubling: shipper hopes of a full-scale Red Sea reopening are in abeyance, freight costs will remain elevated and subject to sudden spikes, and the longer-term economic impact is getting grimmer by the day.

Europe’s 69 e-fuel projects could deliver zero-emission fuels to shipping by 2033, but only six are operational. Regulatory measures would help more and bigger projects to get off the ground Europe is home to 69 e-fuel projects that could serve the maritime sector but only six are operational, T&E’s updatede-fuels trackershows. This highlights the difficulty Europe is having in getting big projects off the ground. Effective financial support combined with clean fuel targets at the EU level would ensure the EU remains competitive in this strategic new market, says T&E. The introduction of an e-fuel target for shipping in the EU in 2023 - FuelEU Maritime - has been followed by the conception of a number of projects across Europe. Spain leads the way, followed by Denmark, Finland and France. If all projects were to become operational, they could produce up to 4.09 Mtoe of e-fuels by 2033 - 14% of European shipping’s fuel needs. While progress is slow, things could be moving in the right direction with the Andalusian Green Hydrogen Valley project reaching FID in February with a projected production of 474,000 toe/year of e-ammonia and e-methanol. T&E found three operational projects in China, but these are producing 10 times what the operational plants in Europe are producing. This ability to scale more quickly could see Europe lose ground. Chinese production without competition from Europe risks flooding the European market. Europe must invest in local e-fuels production to ensure it stays ahead, says T&E. Constance Dijkstra, maritime policy manager at T&E, said:“While Europe hesitates, China is actually getting e-fuels off the ground. If Europe wants to be a leading e-fuels producer, it needs to bridge the price gap between EU-made e-fuels and fossil fuels, and get shipping companies to start using those fuels instead of defaulting to imported LNG or biofuels.” Extension of ETS to some international flights, private jets and to smaller ships are steps forward, but overall weakening of the ETS undermines Europ... A night on a European cruise is taxed 40% less than a hotel despite their high environmental costs and contribution to overtourism. T&E calls for tax ... How cruise ships are undertaxed despite their heavy environmental footprint and contribution to overtourism

The fires on the Gaslog and Energos in the Egyptian Mediterranean would represent widening of the Middle East conflict if the attacks confirmed July 30, 2026 In a potential geographic widening of attacks on shipping a US-ownedFSRUand anLNGhave been struck by drones on theEgyptianMediterranean port of Damietta. The Marshall Islands-flagged floating storage and regasification (FSRU) unit Energos Winter deployed in Damietta, Egypt was struck at around 14:20 hrs UTC on 29 July according to maritime security firm Vanguard. At the same time the Bermuda-flagged LNG carrier Gaslog Salem also alongside in Damietta was struck by a projectile on its starboard side. The CSO for the Energos Winter reported that there was a fire onboard the vessel following the strike and the vessel was moved away from the terminal and all crew were accounted for and reported to be safe. Non-essential personnel were evacuated and local fire services assisted with extinguishing the fire The Gaslog Salem was reportedly struck near the no.2 forward cargo tanks. The crew extinguished a small fire and a minor leak was reported. All 25 crew of the vessel as reported to be safe and accounted for. Related:Houthi target Saudi chemical tanker Video posted on social media showed smoke billowing from the two vessels at adjacent berths in the port. AIS tracking data from Pole Star Global shows the Gaslog Salem and Energos Winter as moving offshore from the port. Egypt’s Ministry of Petroleum and Mineral Resources confirmed a response to a fire on the FSRU but did not say the Energos Winter or Gaslog Salem had been attacked. No group has claimed responsibility for the attack which would represent a geographic widening of the threat to shipping and energy assets in relation to the conflict in the Middle East into the Mediterranean. US President Donald Trump was asked in a White House press briefing about the attack on the LNG carrier in Egypt was Iran related. Trump said he’d been briefed on the incident and described it as “a little more of the same”. The threat to shipping has expanded to the Red Sea over the last two weeks with the Houthi in Yemen’s attempt to blockade Saudi ports and strikes on ships and oil storage facilities. 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

Con l'ingresso di Toyota Motor Corporationsi rafforza Cellcentric la max-ialleanza globale per accelerare lo sviluppo dei camion a idrogeno precedentemente creata da Daimler Truck e Volvo Group.Il colosso giapponese acquisisce una quota paritaria del 33,3%, affiancando i due fondatori europei (che scendono dunque dal precedente 50%) con l'obiettivo di sbloccare l'ecosistema delle celle a combustibile per i veicoli industriali su scala planetaria.L'operazione arriva dopo la firma di un memorandum d'intesa non vincolante siglato nei mesi scorsi, e rappresenta una delle più importanti partnership industriali degli ultimi anni nel comparto automotive. Unisce le forze e il know-how dei maggiori player europei e asiatici in una convergenza strategica focalizzata sulla decarbonizzazione dei trasporti a lungo raggio.Il completamento del nuovo assetto, attualmente al vaglio delle autorità di regolamentazione e della concorrenza, è previsto tra la fine del 2026 e l'inizio del 2027. Una volta ottenuti i via libera normativi, Cellcentric continuerà a operare come azienda autonoma e indipendente sul mercato. La società manterrà la propria sede operativa e le strutture di R&D, posizionandosi come fornitore di primo livello di sistemi fuel cell per l'intera industria.La collaborazione tecnica si concentrerà invece sull'unione delle tecnologie proprietarie già sviluppate dalle singole realtà. Toyota vanta un'esperienza pionieristica pluridecennale nelle celle a combustibile, derivata sia dal comparto vetture sia dai progetti industriali.Le attività congiunte punteranno a sviluppare in sinergia l'architettura dei moduli e gli elementi di controllo elettronico, a incrementare la capacità produttiva industriale abbattendo i costi dei singoli componenti ed a creare economie di scala per rendere i propulsori a idrogeno competitivi rispetto al diesel.Nessun impatto, invece, sul piano commerciale delle singole holding. Daimler Truck, Volvo Group e Toyota continueranno a competere in modo totalmente indipendente e rivale in tutti gli altri settori delle rispettive attività e nella vendita dei veicoli finiti Riproduzione riservata © Copyright ANSA Da non perdere Condividi

BGN has opened its first US marine fuel supply business in Houston and plans to expand its physical bunkering operations to other major ports. July 29, 2026 Energy product trader BGN has launched its firstUS-based marine bunkering business in Houston and has ambitions to expand to other major international ports. The new location will supply high sulphur fuel oil (HSFO), very low sulphur fuel oil (VLSFO) and marine gas oil (MGO), initially supporting BGN’s own fleet of around 40 LPG vessels, with services also available to third-party shipowners in the region. BGN has a large fleet of dual-fuel LPG carriers and has been active in its fleet expansion in recent years, including through the order of four 90,000 cu mVLGCsat HD Hyundai Heavy Industries in April. BGN is the largest lifter of US LPG and has partnered with Houston-based marine petroleum transportation and bunkering company Centerline Logistics for the new venture. Two barges have been chartered,Jackson EadesandMGI 2100. BGN said it was pursuing a strategy of expanding its marine fuels business in key global shipping hubs. Related:CIMC wins Sinopec LNG bunkering vessel contract Harry Thwaites, Head of Fuel Oil, Feedstocks and Marine Fuels, BGN, said: "The US Gulf Coast is one of the world's most important shipping and energy hubs, making it the ideal location to establish our first retail bunkering operation. We are also pleased to be working with world-class partners such as Centerline Logistics, whose advanced fleet of oil barges will support our ambition to grow BGN’s bunkering operations across the Americas. “Going forward, we will look to expand into other major international ports as we continue to strengthen our marine fuels trading platform globally." BGN trades marine fuels globally and has storage and blending infrastructure in several global maritime hubs, including Rotterdam, Antwerp, and Fujairah. Read more about: 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