Porti & ambiente — le notizie raccolte

Redazione AnsaMILANO - Luglio 24,2026 - News (ANSA) - MILANO, 24 LUG - Non si placa il dibattito americano sulla crescita numerica dei data center. I recenti dati diffusi da Microsoft e Google evidenziano la difficoltà delle big tech di conciliare l'apertura di nuove infrastrutture con gli impegni di riduzione delle emissioni e di tutela delle risorse naturali.Nel suo ultimo bilancio di sostenibilità, Microsoft ha riportato un aumento del 25% delle emissioni complessive di gas serra rispetto all'anno precedente, raggiungendo circa 20,3 milioni di tonnellate di Co2 equivalente.L'incremento è riconducibile sia alla rapida espansione dei complessi di calcolo per il cloud e l'IA generativa, sia alla revisione dei criteri di approvvigionamento energetico.Microsoft ha infatti smesso di comprare crediti ecologici per finanziare direttamente la costruzione di nuove centrali pulite.In attesa che questi impianti entrino in funzione, i bilanci mostrano le reali emissioni fossili delle reti elettriche utilizzate, aumentate anche dai maggiori consumi legati all'IA.Sul fronte della gestione delle risorse idriche, essenziali per il raffreddamento dei server, Google ha invece dettagliato la propria strategia per diventare "water positive" entro il 2030, con l'obiettivo di restituire alle comunità più acqua di quanta ne consumi. Il piano prevede la realizzazione di 165 interventi in 97 bacini idrografici a rischio, destinati a rigenerare oltre 71 miliardi di litri d'acqua all'anno entro la fine del decennio, un volume pari a più del doppio del consumo registrato nel 2024. Per sostenere questa transizione, l'azienda di Mountain View ha stanziato oltre 500 milioni di dollari per ammodernare le infrastrutture pubbliche di trattamento delle acque reflue. (ANSA).

TheIMO LCA framework, which refers to the IMO framework on life cycle greenhouse gas intensity of marine fuels, includes the development of guidelines on requirements and procedures for recognition of Sustainable Fuel Certification Schemes (SFCS Guidelines) to ensure traceability of fuel sustainability characteristics across the entire fuel supply chain. One of the core principles of the draft guidelines is to implement a rigorous and structured system for assessing fuels' well-to-tank (WtT) GHG emissions, incorporating traceability and chain of custody mechanisms to ensure transparency and avoid double counting.At the request ofMEPC 84, the Secretariat organized an Expert Workshop (15 July) on chain of custody models for fuel supply traceability with the aim of enhancing the understanding of these models (such as physical segregation, mass balance or book and claim) and how these could be integrated into the IMO LCA framework. The LCA framework is a key component of future IMO GHG reduction measures.The workshop provided an opportunity to better understand experiences from chain of custody models in other sectors, which IMO could benefit from in its further work, notably in the context of sustainable marine fuel certification. Experts emphasized the vast experience already gained in using mass balance and the importance of alignment among frameworks. Information and views expressed in the workshop are expected to help further develop the LCA Guidelines and draft SFCS Guidelines.The workshop was held at IMO HQ and in hybrid mode and was moderated by Mr. Sveinung Oftedal, Chair of the Intersessional Working Group on Reduction of GHG Emissions from Ships. A total of 211 participants attended the workshop. TheIMO LCA framework, which refers to the IMO framework on life cycle greenhouse gas intensity of marine fuels, includes the development of guidelines on requirements and procedures for recognition of Sustainable Fuel Certification Schemes (SFCS Guidelines) to ensure traceability of fuel sustainability characteristics across the entire fuel supply chain. One of the core principles of the draft guidelines is to implement a rigorous and structured system for assessing fuels' well-to-tank (WtT) GHG emissions, incorporating traceability and chain of custody mechanisms to ensure transparency and avoid double counting. At the request ofMEPC 84, the Secretariat organized an Expert Workshop (15 July) on chain of custody models for fuel supply traceability with the aim of enhancing the understanding of these models (such as physical segregation, mass balance or book and claim) and how these could be integrated into the IMO LCA framework. The LCA framework is a key component of future IMO GHG reduction measures. The workshop provided an opportunity to better understand experiences from chain of custody models in other sectors, which IMO could benefit from in its further work, notably in the context of sustainable marine fuel certification. Experts emphasized the vast experience already gained in using mass balance and the importance of alignment among frameworks. Information and views expressed in the workshop are expected to help further develop the LCA Guidelines and draft SFCS Guidelines. The workshop was held at IMO HQ and in hybrid mode and was moderated by Mr. Sveinung Oftedal, Chair of the Intersessional Working Group on Reduction of GHG Emissions from Ships. A total of 211 participants attended the workshop.

East-west tradelanes saw some capacity injected over the past two weeks as several large containerships were delivered. This week, CMA CGM took delivery of the 24,212 teuCMA CGM Pantheonfrom Yangzijiang Shipbuilding, the second of a series of ten Jacques Saade-class LNG-powered vessels commissioned in mid-2023 – each has 1,600 reefer plugs. Alphaliner said thePantheonwould join the French line’s FAL1 (branded NEU4 by other Ocean Alliance members) Asia-Europe service, operated with a mixed fleet of 21,000-24,000 teu ships and 10 of around 17,000 teu. And fellow Ocean member Evergreen this week took delivery of the 16,556 teuEver Evenfrom Samsung Heavy Industries, the sixth of 16 methanol dual-fuelled ships ordered from the South Korean shipbuilder in mid-2023. Ever Evenenters service on the alliance’s Asia-Europe NEU7 service, which Evergreen markets as the CES, replacing the 11,800 teuEver Fit. The service deploys a mixed fleet of 20,000 teu ships, with two of 14,000 and 15,000 teu. Last week, shipowner Danaos took delivery of the 8,258 teuExpress Santorinifrom Yangzijiang, the first of seven ships contracted for long-term charter to Hapag-Lloyd, which during the peak season for Asia-Europe shipping, will first deploy it on the Gemini Cooperation’s AE1/NE2 service, before reassigning the vessel to the transatlantic TA2/AL3 route. George Economou’s TMS group this week took delivery of the 7,900 teuAgate, the first of four ships ordered at HJ Shipbuilding for long-term charter to Zim for intra-Asia ad hoc sailings. However the Israeli carrier will phase the ship into its Central China Xpress (ZX2) transpacific loop by the end of the month. Last week, Imabari Shipbuilding delivered the 13,932 teuONE Summit, the 11th of 15 sister ships commissioned by Japanese-owned, Singapore-based ONE for its Asia-US East Coast EC3 loop, operated with Premier Alliance partners Yang Ming and HMM. Finally, Taiwanese operator Wan Hai took delivery of 8,710 teuWan Hai 903from Hyundai Samho last week. The third of four ships ordered at the South Korean shipbuilder in 2024, it will go to Wan Hai’s standalone Far East-Red Sea-East Mediterranean service.

inInternational Shipping News24/07/2026 In the latest edition of DNV’s Maritime Impact podcast, Eirik Nyhus, director, environment for maritime at class society DNV, outlined the practical implications of the new framework, highlighting both the compliance requirements and the outstanding uncertainties that remain ahead of implementation. “This is more than just another reporting obligation,” Nyhus said. “For operators in scope, the UK ETS introduces a company-level compliance regime with new requirements for emission monitoring, reporting, verification and ultimately the surrender of allowances.” The new rules will initially apply to cargo and passenger vessels of 5,000 gross tonnage and above operating on domestic UK voyages. Offshore vessels will be brought into scope later, from January 1, 2027. While the legal framework has now been established, maritime companies face a relatively short timeframe to ensure systems, procedures and reporting structures are ready. A key feature of the UK approach is the requirement for operators to establish an approved Emissions Monitoring Plan (EMP). Unlike the EU ETS, which relies on vessel-specific documentation, the UK framework adopts a company-wide model. Operators must submit a single EMP covering all vessels under their responsibility, detailing monitoring methodologies, emission sources and calculation approaches. Nyhus explained that approval for an EMP can be sought at any time but no later than 42 days after a company undertakes a maritime activity falling within the scope of the scheme. The process will be managed through the UK’s digital Maritime Emissions Trading Scheme (METS) platform and the UK ETS Registry. The introduction of the UK ETS maritime regime also coincides with the end of the previous UK Monitoring, Reporting and Verification (MRV) framework. That system was revoked on April 3, 2026, with residual reporting obligations being absorbed into the new ETS structure from July 1. “This means there are no reporting obligations for the period April 3 to June 30,” Nyhus noted, describing the shift as a move into “a new architecture for emissions compliance”. Operational impactsAlthough the scope of the scheme is relatively narrow, its impact on operational planning could be substantial. The UK ETS will cover emissions generated on domestic voyages between UK ports, including voyages that begin and end at the same UK port. Importantly, emissions generated during port calls are also covered. “One practical consequence is that emissions from port stays on international routes are also captured under the UK ETS,” Nyhus said. “So even where the voyage itself may be outside the scope, the port call in the UK will still create a surrender obligation for those in-port emissions, as long as the ship itself is in scope.” The framework also includes several route-specific provisions. Voyages between Northern Ireland and Great Britain will carry a 50% surrender obligation for voyage emissions, while port stays in both locations remain subject to a full 100% surrender requirement. Meanwhile, voyages between the UK and ports outside the European Economic Area, including UK Overseas Territories and Crown Dependencies, are excluded because they are not treated as domestic voyages. Like the EU ETS, the UK system covers carbon dioxide, methane and nitrous oxide emissions from combustion processes, as well as methane slip calculated using a tank-to-wake methodology. Methane and nitrous oxide will be reported using IPCC AR5 global warming potentials, ensuring broad alignment with European carbon accounting methods. However, while the emissions scope closely mirrors that of the EU ETS, the implementation architecture differs in several noteworthy respects, Nyhus said. Under the UK system, EMPs are submitted directly to regulators instead of undergoing pre-assessment by an accredited verifier. Verification instead focuses on the Annual Emissions Report (AER), which must be submitted by March 31 each year and independently verified by a UK Accreditation Service-accredited verifier. Operators must then surrender allowances corresponding to verified emissions by April 30 annually. For the inaugural compliance period, reporting will cover only emissions generated between July 1 and December 31, 2026. The associated surrender deadline will fall on April 30, 2028, combined with surrender obligations for emissions generated during 2027. Responsibility for compliance rests primarily with the registered owner of a vessel. Nevertheless, this responsibility can be transferred to the International Safety Management (ISM) company where a legally binding agreement exists. In such cases, details of the arrangement must be entered into the METS system, Nyhus explained.Another departure from the EU model is the absence of an onboard Document of Compliance.“Unlike the EU ETS, the UK ETS does not require a Document of Compliance to be carried on board,” Nyhus explained. “Instead, compliance is handled digitally through METS and the UK ETS Trading Registry.” Unanswered questionsDespite the framework now being operational, several important questions remain unanswered. Nyhus identified fuel eligibility, emissions reduction claims and certification requirements as areas where greater regulatory clarity is still needed. “The challenge is operationalisation – in other words, translating legal text into clear, consistent, workable rules for real ships, real voyages and real reporting systems,” he said. Current uncertainties include which fuels qualify when regulations are silent, whether lists contained in Annex A should be interpreted as exhaustive, and how the UK authorities intend to recognise voluntary certification schemes in future. Additional questions surround the relationship between the UK ETS and sustainability criteria under the EU Renewable Energy Directive (RED). According to Nyhus, these issues have practical significance because they influence not only fuel eligibility but also the evidence operators must retain and the methodologies verifiers are expected to apply. Proof requirements also remain under discussion. Industry participants continue to seek clarification regarding acceptable forms of evidence, including whether Proofs of Sustainability, Proofs of Compliance or supplier declarations will be recognised, and whether copies of documentation are sufficient. Further complexity may emerge from future political developments. Both the UK and EU have previously indicated an intention to align their respective emissions trading systems, although implementation timelines remain uncertain. “Negotiations have started, but look to be taking a while, and my guess is that the likely earliest practical year for alignment to happen would be 2028,” Nyhus said. “What practical changes this will lead to remains to be seen.” For shipowners operating across both UK and European trades, the result is an increasingly complex compliance environment. While the UK and EU regimes share common principles, they differ sufficiently in structure and execution to require dedicated management processes. “The UK ETS maritime extension is important not only because it adds a new compliance obligation, but because it reflects the continued development of regional market-based measures in shipping,” Nyhus observed. Operators, he added, are now “increasingly navigating overlapping carbon frameworks with different boundaries, timelines, tools and evidentiary requirements.” As the July 2026 start date approaches, Nyhus’s message is simple: “Get ready as soon as you can,” he said. “Get your data and roles in order, and keep a close eye on the evolving guidance and interpretations being published by the UK authorities.”Source: Baltic Exchange

Ascolta la versione audio dell'articolo 2' di lettura English Version Translated by AI. For feedback, please contact english@ilsole24ore.com «Finché la situazione è così nello Stretto di Hormuz, noi non entriamo con le navi, questo è poco ma sicuro». A parlare è Diego Aponte, presidente di Msc e figlio del fondatore del fondatore del gruppo. Adesso, prosegue, «dobbiamo vedere cosa succede nell’altro Stretto, quello di Bab-el-Mandeb, perché pare che abbiano aperto il fuoco su due navi questa mattina e, dunque, tutto diventa più complicato, adesso, sia per il traffico delle petroliere che per il traffico delle portacontainer. Noi, comunque, continuiamo a navigare via Capo di Buona Speranza, non prendiamo nessun tipo di rischio per salvaguardare i nostri equipaggi, che è la cosa che conta di più. Vediamo come andrà a finire». Chiedilo al Sole Le domande sono suggerite automaticamente da 24Ore AI sulla base del contenuto visualizzato. Domande di approfondimento generate da 24Ore AI Aponte, che è al vertice della compagnia numero uno al mondo per il trasporto di contenitori, ha parlato a margine della cerimonia di consegna dell’unità da crociera Explora III (del brand Explora journeys di Msc cruises), realizzata presso la stabilimento Fincantieri di Genova. Soffermandosi non tanto sull’evento quanto sulla situazione del settore cargo, l’armatore ha ricordato, la politica di abbattimento delle emissioni emissioni applicata dal gruppo anche nel trasporto container. Da un lato, «con il cold ironing» (cioè l’alimentazione elettrica, da terra, delle navi all’ormeggio) e «ovviamente - ha aggiunto - anche con tutte le navi a Gnl, dunque dual fuel. Penso che abbiamo impostato la direzione, perlomeno del settore delle portacontenitori e credo che, anche se il Gnl non ci porterà a zero, comunque ci dà un bel 25% in meno di emissioni. Il che, a mio parere, è già molto importante, con l’orderbook che abbiamo relativo al naviglio nuovo: contribuirà sicuramente molto positivamente all’ambiente». Loading... Orderbook da circa 130 unità Quanto al numero delle unità in ordine, «non ve lo ricordo - ha detto Aponte a chi gli chiedeva di quantificarlo - lo lasciamo appositamente fluido. Comunque sono un bel po’ di navi, saranno 130». Ha poi aggiunto che Msc continuerà a investire nell’acquisizione di banchine portuali. «Qualsiasi terminal - ha detto - è importante per il nostro gruppo, dunque continueremo ad investire». L’armatore ha anche affermato di «vedere bene» il mercato dei container: «Il nostro è un mestiere legato al Pil e, come sapete, alla demografia. Dunque, finché Pil e demografia crescono, il settore delle portacontainer, secondo me, va bene. Ovviamente bisogna vedere cosa succede con questa situazione geopolitica; se si riapriranno gli stretti, ovviamente, ci sarà un po’ più di naviglio sul mercato, però non sono preoccupato». Riguardo alla possibilità di praticare una rotta artica, Aponte è tranchant: «È un passaggio sbagliato e pericoloso per l’ambiente. Noi saremo sempre contro e, dunque, la rotta artica non la toccheremo». Relativamente, infine, alla posizione assunta dall’Ue in merito alla revisione dell’Ets, «sono stati fatti degli errori - dice l’armatore- non è stato ancora votato niente e se ne parlerà alla fine dell’anno. Ma quello che è stato messo sul tavolo per il problema dei porti non è stato risolto».

The Yemen based group follows through on a blockade of Saudi ports claiming to have two tankers in the Red Sea July 23, 2026 ASaudi-flagged product tankerEnceliais on fire after it was hit by an unknown projectile in the Red Sea following a departure from Yanbu on 20 July. The tanker was 70 nm southwest of Al Shuqaia in the Red Sea when the Master said it was hit by an unknown projectile causing a fire on the vessel which the crew were currently fighting, UKMTO said in an alert. According to maritime security firm Vanguard Tech the tanker was hit on the starboard side. No casualties or environmental impact were reported. The Houthi in Yemen claimed responsibility for the attack on theEnceliasaying that its forces had targeted two Saudi tankers that had “violated the blockade” that it has imposed on Saudi ports. The Houthi also claimed to struck aBahriownedVLCCLaylaand that a fire also broke out on the vessel, however this attack has not been independently confirmed. The 2007-builtLaylalast broadcast an AIS location on 17 July to the west of the current location of theEncelia. Related:Ukraine and Russia strike multiple ships in the Black Sea The Houthi said it carried out the attacks with drones and ballistic missiles. The Houthi announced blockade of Saudi ports on Monday and its Humanitarian Operations Coordination Center (HOCC) emailed shipping companies on 20 July saying that vessels were “banned” from loading or unloading at Saudi ports. According to a Reuters report, the email said that vessels would be subject to sanctions and could be targeted in any location within the operational reach of the Yemeni Armed Forces. The Houthi said the blockade was in response to Saudi Arabia’s targeting of Sana’a International Airport in a recent attack and an ongoing 12 year conflict between the two. A number of tankers that had either loaded in Yanbu or were headed to Saudi reversed course following the threat made by the Houthi. With the closure and disruption to the Strait of Hormuz by Iran Saudi crude oil volumes have increasingly been diverted from the usual Gulf export routes, flowing instead by pipeline for export via the Red Sea port of Yanbu with volumes quadrupling since the start of the Iran conflict . Fully laden VLCCs cannot transit the Suez Canal and have to sail southwards through the southern Red Sea and the Bab el Mandeb past Houth-controlled territory in Yemen. Houthi attacks on commercial shipping linked to Israel from November 2023 in support of Hamas in Gaza sharply reduced shipping through the Red Sea with many vessels transiting between Asia and Europe diverting via the much longer route around the Cape of Good Hope. The last confirmed attack by the Houthi on commercial shipping was in late Septmebr 2025 on Netherlands-flagged dry cargo shipMinervagracht. Related:Tankers reverse course in Red Sea after loading in Saudi 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 Gruppo conferma il proprio impegno come Societa' Benefit (Il Sole 24 Ore Radiocor) - Roma, 22 lug - Il Sustainability Report 2025 conferma l'impegno di Chiesi come Societa' Benefit: maggiori investimenti in ricerca, accelerazione del processo di decarbonizzazione, sostegno allo sviluppo delle comunita' in cui opera. 'In uno scenario macroeconomico in continua e rapida evoluzione - commenta Maria Paola Chiesi, presidente del Gruppo - noi di Chiesi scegliamo di generare non solo performance economica, ma anche valore sostenibile per la societa' e per i sistemi di salute'. Nel 2025 il Gruppo ha investito 885 milioni in Ricerca & Sviluppo (R&S), pari al 24,7% dei ricavi: il livello piu' alto nei 90 anni di storia aziendale. Un impegno 'che conferma Chiesi come prima azienda farmaceutica in Italia e undicesima in Europa per investimenti assoluti in R&S secondo l'EU Industrial R&D Scoreboard 2025'. Nel 2025 il portafoglio ha raggiunto quota 6.324 brevetti con 36 domande nell'ultimo anno allo European Patent Office (EPO) che posizionano Chiesi al quinto posto per numero di richieste depositate. Dif. Gli ultimi video Radiocor (RADIOCOR) 22-07-26 15:48:38 (0486)SAN 5 NNNN

(Il Sole 24 Ore Radiocor) - Roma, 22 lug - Il 2025 ha inoltre segnato il primo anno di piena operativita' del nuovo Biotech Center of Excellence di Parma, uno dei poli biotecnologici piu' integrati d'Europa, nato per rafforzare lo sviluppo di terapie biologiche innovative. Il progetto prevede un investimento complessivo di circa 400 milioni di euro entro il 2030. 'Con circa 7.900 collaboratori nel mondo, di cui oltre il 30% in Italia - sottolinea il Sustainability Report - Chiesi continua a investire sulle persone come leva fondamentale per una crescita sostenibile, inclusiva e di lungo periodo. Sono 392 le nuove posizioni create a livello globale nel 2025, con la forza lavoro cresciuta del 5% rispetto all'anno precedente'. Particolarmente significativo il contributo al territorio parmense, dove nel 2025 'il Gruppo ha investito complessivamente quasi due milioni di euro in iniziative locali, di cui il 27% destinato al quartiere San Leonardo'. Ulteriori progressi nel percorso di decarbonizzazione 'con -37% delle emissioni Scope 1 e -96% delle emissioni Scope 2 rispetto al 2019'. Dif. Gli ultimi video Radiocor (RADIOCOR) 22-07-26 15:48:54 (0487)SAN 5 NNNN

VARD, a subsidiary of the Fincantieri Group and one of the major global designers and shipbuilders of specialized vessels, is pleased to announce that we have been awarded a contract with the British maritime safety and welfare organisation Trinity House for two multi-function Buoy and Lighthouse maintenance vessels. These are the first two vessels VARD has signed of its kind. The value of the contract exceeds 220 mill. euros. VARD was awarded the contract following a public tender. The two new vessels will replace the ageing THV Patricia and THV Galatea and are part of Trinity House’s plans to renew their fleet of three vessels. Trinity House is a maritime safety and welfare organisation that works for the benefit and safety of all mariners as a General Lighthouse Authority and maritime charity. As the General Lighthouse Authority for England, Wales, the Channel Islands and Gibraltar, it operates marine aids to navigation that are critical to the safety of ships and seafarers. Trinity House's mission is to deliver a reliable, efficient and cost-effective aids to navigation service for the benefit and safety of all mariners. Separate to its work as a GLA, as a self-funding maritime charity, it provides education, support and welfare to the seafaring community. Together for the future of the maritime industry The contract includes an exchange program for students where VARD, Trinity House and Vard Marine in Canada engage in a training partnership allowing apprentices to enhance their maritime competence. As part of the public tender award, the contract includes UK-content commitment, securing extended use of British suppliers throughout the build. The two multi-function Buoy and Lighthouse maintenance vessels are of VARD 9 601 design, designed by Vard Marine in Canada in collaboration with Vard Design in Norway. Damien Oliver, Trinity House’s Senior Responsible Owner for the Futures Afloat ship replacement programme said: We are delighted to be partnering with Vard to deliver the next generation of multi-functional buoy handling tenders for Trinity House. These new ships will ensure we can continue to fulfil our statutory responsibilities efficiently and effectively for decades to come. This contract demonstrates the UK’s continued and ongoing commitment to partnership with Norway in ensuring freedom of navigation and the safety of shipping. Following a rigorous procurement process, Vard has demonstrated the expertise, innovation and capability required to design and build vessels that will support our mission while providing high quality accommodation and facilities for our dedicated Iain Lower, Deputy Master and Chief Executive Officer for Trinity House, said: Following a highly competitive tender process led by the Futures Afloat programme team, I am pleased that we have awarded the contract to Vard, a world-class shipbuilder with an outstanding reputation for quality and innovation, to deliver these vital new vessels. The replacement of our ageing fleet represents a significant investment in the future of Trinity House and the safety of those who rely on our services. These ships will enhance our ability to provide a reliable, efficient and cost-effective aids to navigation service, ensuring we continue to support the safety of mariners and the resilience of the maritime sector more generally for generations to come. Environmentally efficient, advanced and high standard accommodation The VARD 9 601 is designed as a capable, safe and robust multi-role vessel, combining navigation buoy tending with hydrographic survey and emergency response to hazards to navigation. The vessels for Trinity House feature a hybrid propulsion system and can operate fully on battery power while alongside, at anchor and for limited duration during dynamic positioning and transit. The battery system also provides peak shaving and spinning reserve support to the main generators, minimizing fuel consumption, emissions and environmental impact. Future-proofed for the maritime energy transition, the vessels are designed with the capability for conversion to methanol fuel, providing a pathway towards further reductions in greenhouse gas emissions throughout their operational lifetime. This, combined with an optimized, shallow-draft hull design and highly efficient propulsion equipment, including stern azimuthi propulsors, a tunnel thruster and a pump jet, creates state-of-the-art operationally and environmentally efficient vessels. The vessels are built for advanced Dynamic Positioning and crane operations, with a main deck configured for buoy handling and stowage, a 30T twin hoist tension control crane, and two smaller stores cranes. The versatile platform is further equipped with two workboats, a towing winch, and helideck, enabling safe and efficient operations in support of Trinity House's extensive navigation aid maintenance and maritime service responsibilities. CEO in Vard Group, Cathrine Kristiseter Marti is proud of Vard Group being awarded the contract: After a long and thorough process, we are thrilled to have been awarded the contract to renew Trinity House’s capabilities to maintain and modernise crucial marine infrastructure in UK waters. Their work is important and VARD is looking forward to continuing the collaboration through developing maritime competence across borders. This is crucial for all partners involved. This contract truly emphasises the significant role VARD and our owner Fincantieri play for the future of the maritime industry. We thank Trinity House for the opportunity to be a part of this and welcome them as a customer to VARD. Cybersecuritywill be engineered into the vessel as an integrated and layered capability. This includes secure system-to-system integration, segregation between operational technology and information technology, controlled interfaces and protected ship-to-shore data flows. The security architecture is based on security by design, demonstrated through verified and tested built-in system capabilities and secure development practices. With exceptional 360-degree bridge visibility over the working deck aft and helideck forward, in addition to high spec Maritime Labour Convention (MLC) 2006 compliant accommodation, the platform provides safety, efficiency and comfort to all crew on board. The crew comfort is maximized with a low noise tunnel thruster, pump jet and roll damping tank, with the vessel designed to meet Lloyd’s Register’s CAC(1) and ABN(Q) class notations for onboard noise and vibration, and airborne noise emissions. Vard Interiorswill deliver a complete turnkey interior solution that combines modern accommodation with the latest green HVAC-R technology, enhancing onboard comfort while reducing energy consumption. Combining quality craftsmanship with sustainable solutions, Vard Interiors delivers interiors that support reliable vessel operations, enhance crew comfort, and meet the evolving needs of the maritime industry. Vard Electrowill supply a comprehensive SeaQ package covering power, control, bridge and communication systems, while acting as single system integrator for the project. This brings the key onboard electrical technologies into one coordinated scope. At the core of the vessel’s energy setup, the propulsion system combines SeaQ DC switchboards with a SeaQ energy storage system exceeding 3,600 kWh in capacity. A multi-connection SeaQ Shore Connection, working together with the energy storage system, enables zero-emission operations at quay. Combined, the power and propulsion setup is designed to reduce fuel consumption and emissions, improve flexibility and support future ambitions for the use of methanol as fuel. The vessel will also be equipped with SeaQ Green Pilot, Vard Electro’s cloud-based energy management solution. Supporting the customer’s sustainability ambitions, the system collects and analyses real-time vessel data to provide insight into fuel consumption, emissions and vessel performance. This gives the operator a stronger basis for decision-making, environmental reporting, and compliance with current operational and regulatory requirements. Production and delivery The vessels will be constructed using VARD’s global integrated value chain. Delivery is scheduled for Q2 and Q4 in 2029 from one of VARD’s yards in Norway.

The $6.2bn Umm Shaif development will add over 600m scfd as Gulf producers face damaged infrastructure and curtailed LNG shipping. July 22, 2026 ADNOChas committed to a $6.2bn Final Investment Decision (FID) for the Umm Shaif Gas Cap, a move they say will unlock more than 600m standard cubic feet per day (scfd) of gas resources fromAbu Dhabi’s oldest offshore field. The decision comes despite extreme pressure onLNGproduction and export in the Arabian Gulf due to the ongoingUS-Iran conflict and the effective closure of the Strait of Hormuz to LNG carriers, which has isolated the UAE andQatarfrom export markets. Abu Dhabi’s state-owned oil company ADNOC holds a 60% stake in, and is the field operator at, the Umm Shaif and Nasr offshore concession where the development will take place, alongside TotalEnergies with 20% ownership, China National Petroleum Corporation (CNPC) with 10% and ENI with 10%. Production from the project is expected to come online in 2030, said ADNOC. The latest commitment adds to a series of LNG-focused deals in the UAE, including the launch of an LNG marketing and trading platform combining the marketing activities at ADNOC Gas, XRG, and ADNOC Trading, with a target of 47m tonnes per annum of combined marketable LNG by 2035. Related:AP Moller Holding buys ship lessor Ocean Yield from KKR Market challenges Getting LNG to market is a current challenge for gas producers in the Gulf. Risk in the region is currently escalated amid ongoing tit-for-tat attacks between the US and Iran. If and when the situation cools again, LNG carrier owners and operators are likely to remain cautious after Nakalit’s laden LNG carrierAl Rekayyatwas struck off Oman in early July. The recovery in LNG carrier transit numbers through Hormuz lagged tankers during the period of calm in the Strait after the signing of the US-Iran peace MoU in June. The series of Iranian attacks on vessels includingAl Rekayyathalted and reversed the recovery in transit numbers seen since the MoU signing, and little LNG has flowed since. On 21 July,ClarksonsResearch head of global research, Steven Gordon, said no Qatari LNG carriers had transited the Strait in almost two weeks. The resumption of Hormuz transits may bring a sudden surge of exports as laden LNG carriers in the Gulf are released, but after the impacts of war, regional production will not reach full pre-conflict volumes of around 20% of global supply. Qatar was the world’s second-largest exporter of LNG at 81.5 mt or almost 19% of global exports in 2025, but export capacity at QatarEnergy was cut by 17% in March after missile strikes hit Ras Laffan Industrial City early in the US-Iran conflict. Repair estimates for the damaged infrastructure were in the three to five year range, QatarEnergy said at the time. During the brief period of peace in June, QatarEnergy said it would take around one month to reach 50% of its LNG production capacity at Ras Laffan, and two months to hit 80%. Related:Capital Clean Energy Carriers enters LNG bunkering with CMA CGM Importer challenges Pressure on the LNG trades are reflected in global markets, with Europe and Asia facing challenges. At a critical stocking up period in Europe, gas storage levels of 54.2% of capacity for 20 July were well down on the five-year average of 69.5% and last year’s 65.7%. After ending last winter at lows of around 28% capacity in March, restocking rates have faced resistance from reduced exports out of the Middle East, higher gas prices, and local demand for energy during a prolonged heatwave. Speaking at the company’s earnings results call on 22 July, Equinor CFO Torgrim Reitan said the European gas situation is “vulnerable”, and Europe may enter the autumn/winter period with “large uncertainties” as it competes with Asia for gas volumes. Equinor does not expect Europe will hit its 80% storage capacity target ahead of winter, and warned of further pressure next year when Russian gas will stop entering Europe via pipeline — storage levels permitting. Europe and Asia both face broadly similar challenges after hot summers boosted energy demand for cooling. Related:Nakilat first quarter profit holds despite Gulf challenges Bloomberg reported on 22 July that Asian buyers were paying spot market prices for LNG at almost double the price of long-term arrangements with Qatar that have been cancelled due to the attacks on Ras Laffan. 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

Welcome to portstrategy.com. This site uses cookies.Read our policy. 2026-07-22T12:21:00 Source: PortXchange The Port of San Diego has selected PortXchange’s EmissionInsider platform as the latest project to join its Blue Economy Incubator, supporting the port’s efforts to advance decarbonisation and improve environmental planning The EmissionInsider platform has been designed to help ports collect, integrate, analyse and report emissions data across their operations. Want to read more before deciding on asubscription? It only takes a minute to sign up for a free account and you’ll get to enjoy: Get more free contentsign up today Ready to subscribe?Choose from one of oursubscription packagesfor unlimited access! Site powered byWebvision Cloud

Redazione AnsaBRUXELLES - Luglio 22,2026 - News (ANSA) - BRUXELLES, 22 LUG - Nel corso della riunione del Coreper I la Commissione ha presentato agli Stati membri la revisione del sistema Ets presentata lo scorso 17 luglio.La Presidenza irlandese di turno dell'Ue, a quanto si apprende, ha illustrato il proprio piano volto a definire un orientamento generale sulle principali proposte entro il Consiglio Envi di dicembre, al fine di rispettare la scadenza prevista dall'iniziativa "One Europe, One Market". La presidenza ha sottolineato che i tempi ristretti per il completamento dei lavori richiederanno un impegno intenso a tutti i livelli in seno al Consiglio.Gli Stati membri, nel corso della pausa estiva, elaboreranno i propri contributi. La presidenza terrà un dibattito politico sul sistema Ets in occasione del Consiglio Ambiente Ue di ottobre per provare a spianare la strada a un accordo. "Abbiamo avviato immediatamente la revisione del sistema Ets e garantiremo che le opinioni di tutti gli Stati membri siano ascoltate. Dobbiamo portare avanti questa complessa proposta con rapidità: la certezza sul sistema Ets è fondamentale per la competitività europea.La presidenza irlandese punterà a definire un orientamento generale a dicembre, affinché l'Unione possa realizzare l'ambizioso obiettivo della tabella di marcia "Un'Europa, un mercato", ha sottolineato un portavoce della presidenza di turno. (ANSA).

Sanctions action against SeaLead have seen it plunge from the 13th largest container line to 80th in the space of a year July 22, 2026 TheUShas sanctionedthe main operating companies of Sealead Shipping and much of the container line’s remaining fleet. Last week the US Treasury’s Office of Foreign Assets Control (OFAC) sanctioned SeaLead Shipping companies in Singapore, Dubai, and Marshall Islands, as well as an agency company India. SeaLead’s main operations are run from its headquarters inSingaporeand its office in Dubai. The sanctions against companies, assets, and individuals linked to Mohammad Hossein Shamkhani, the son of a senior adviser to Iran’s Supreme Leader, also included three vessels in SeaLead’s fleet the Antigua & Barbuda flaggedPaya Lebar, and thePanama-flagged container shipsShenton WayandTanjong Pagar 1. ThePaya Lebarwas one of very few container ships that continued to trade through the Strait of Hormuz during the period between the start of the Iran conflict on 28 February and the signing of the MoU between the US and Iran on 17 June.Seatrade Maritime Newstracked four crossings of the waterwayduring that period as thePaya Lebartraded between India and ports in the Arabian Gulf. Related:Cooling a continent: What Europe's air conditioning boom means for container shipping Until mid-2025 Sealead Shipping was one of the container sector’s leading growth stories in terms of new players and ranked 13thglobally in terms of fleet capacity with 53 vessels according to analyst Alphaliner. By contrast today the company ranks at 80thinAlphaliner’stop 100 container line ranking with just four vessels, three of which have now been sanctioned by US OFAC. SeaLead’s troubles with US sanctions on Iran began in late July last year when OFAC sanctioned 16 container ships the company had on charter. The container line quickly offhired the sanctioned vessels and also denied having links with Iran. In March this year the US Department of Justice filed civil forfeiture complaints seeking to seize $2.4 million in funds allegedly intended for Sea Lead Shipping Pte Ltd, one of the companies involved in the latest round of sanctions, and its Indian subsidiary, as part of a broader action targeting more than $15.3 million tied to a sanctions-evasion network linked to Mohammad Hossein Shamkhani. 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