Porti & ambiente — le notizie raccolte

Contship compie un ulteriore e concreto passo nel proprio percorso di decarbonizzazione con l’introduzione del primo trattore elettrico presso La Spezia Container Terminal (LSCT).Il nuovo mezzo sarà impiegato da Hannibal per le attività di navettaggio all’interno del terminal spezzino come un primo progetto pilota di valutazione della progressiva elettrificazione della flotta dei trattori di banchina, in ottica della riduzione delle emissioni dirette generate dalle operazioni in porto. L’elettrificazione dei trattori portuali si presta per l’applicazione in terminal: i mezzi, infatti, operano vicino alle stazioni di ricarica e gli avviamenti frequenti massimizzano i vantaggi della frenata rigenerativa. Questo modello di ralla elettrica a zero emissioni ottimizza inoltre i consumi nelle manovre di movimentazione container. La bassa rumorosità e le vibrazioni ridotte garantiscono condizioni di lavoro più sicure e confortevoli, migliorando la produttività e la qualità delle operazioni quotidiane. L’investimento è stato co-finanziato nell’ambito del progetto “Green Ports PNRR”, attraverso un bando promosso e gestito dall’Autorità di Sistema Portuale del Mar Ligure Orientale. L’iniziativa rientra nel programma “Porti verdi: interventi di energia rinnovabile ed efficienza energetica nei porti”, sostenuto dall’Unione Europea con risorse Next Generation EU che mira a ridurre le emissioni di CO2 e migliorare la qualità dell’aria nelle città portuali. “Il programma di transizione energetica che abbiamo messo in campo mira a decarbonizzare le attività portuali”, ha commentato Simone Pacciardi, Responsabile del Servizio Rapporti con UE, Gestione Progetti Comunitari e Fondi PNRR dell’Autorità di Sistema Portuale del Mar Ligure Orientale. “L’introduzione del trattore elettrico rappresenta un tassello concreto della strategia di sostenibilità del Gruppo”, ha aggiunto Denise Sofia, Head of ESG di Contship. L’iniziativa si colloca in un più ampio piano di innovazione tecnologica intrapreso da Contship nel terminal spezzino, che include digitalizzazione dei processi, nuovi investimenti infrastrutturali e upgrade degli equipment per massimizzare l’efficienza operativa ad ogni livello.

U.S.-headquartered energy technology giant Baker Hughes and Australia’s engineering player Worley have joined forces to pursue opportunities in the liquefied natural gas (LNG) sector, spurred by rising LNG demand across the globe. The two companies have agreed to a non-exclusive strategic memorandum of understanding (MOU) to accelerate integrated solutions in the LNG sector, combining Worley’s engineering, procurement, construction management (EPCM), and engineering, procurement, construction, and installation (EPCI) execution capabilities with Baker Hughes’ advanced turbomachinery, modular liquefaction technologies, and proven expertise in gas processing and power solutions. The duo plans to deliver fully integrated, lower‑carbon LNG infrastructure that meets the surging global demand for reliable, affordable, and sustainable energy. The early collaboration is set on deploying the U.S. player’s equipment and NMBL LNG modular solution to reduce interfaces, operational costs, and schedule risks. This content is available after accepting the cookies. Baker Hughes’ new order helping fuel Latin America’s gas future This MOU represents an opportunity to deployBaker Hughes’ high‑efficiency turbines, compressors, electric motors, and digital offering, and NMBL modular LNG solution withWorley’s proven execution in complex onshore and near-shore projects. The joint efforts to advance lower‑carbon LNG solutions will revolve around incorporating high‑efficiency equipment and integration approaches. The Australian firm claims that the non‑exclusive collaboration enables both companies to pursue opportunities independently or with other partners while prioritizing collaboration where it delivers maximum customer value. This content is available after accepting the cookies. Path clear for Worley to advance second segment of LNG project on US Gulf Coast This agreement is intended to support both companies’ growth plans in a market expected to benefit from significant LNG capacity additions in the coming years, driven by energy security, industrial demand, and decarbonization goals. Chris Ashton, Worley’s CEO, commented:“This strategic collaboration is an opportunity to support mutual growth in the LNG market. By partnering with Baker Hughes, we can offer customers more seamless, end‑to‑end solutions – from early concept and FEED through to project delivery and operations support. “This collaboration strengthens our ability to de‑risk projects, accelerate schedules, and drive efficiency while advancing lower-emission technologies critical for the energy transition.” Take the spotlight and anchor your brand in the heart of the offshore world! Join us for a bigger impact and amplify your presence at the core hub of the offshore energy community!

La nautica non è più soltanto turismo, charter e lusso stagionale. Alla Fiera Nautica di Sardegna 2026 il mare si è trasformato in una piattaforma industriale dove si incontrano tecnologia, ricerca, capitale umano e investimenti. Un cambio di paradigma che emerge con forza dai panel organizzati insieme a Forbes Italia durante la manifestazione di Porto Rotondo. La Sardegna continua a essere una delle destinazioni più prestigiose del Mediterraneo per la nautica internazionale, ma oggi punta a qualcosa di più ambizioso: costruire una filiera industriale stabile e competitiva capace di generare occupazione qualificata, innovazione e nuove imprese. Dalla nautica turistica all’industria del mare La quinta edizione della Fiera Nautica di Sardegna ha segnato un’evoluzione chiara dell’evento. Non più soltanto esposizione di barche e vetrina commerciale, ma un hub industriale dedicato all’intera blue economy regionale. I numeri confermano la crescita: oltre 150 espositori, circa 200 imbarcazioni presenti e una partecipazione sempre più internazionale. Secondo i dati presentati durante la manifestazione da Cipnes Gallura, UniOlbia e Il Sole 24 Ore attraverso la piattaforma Margò-Cribis, in Sardegna operano oltre 1.500 imprese legate alla nautica tra produzione, refit, portualità e servizi, con un fatturato complessivo di circa 644 milioni di euro e quasi 5.800 addetti diretti. Un comparto che le istituzioni regionali considerano sempre più strategico. L’obiettivo dichiarato è affiancare alla tradizionale vocazione turistica dell’isola una vera capacità produttiva nautica, in grado di attrarre investimenti e creare filiere locali ad alto valore aggiunto. Robotica, ricerca e nuove competenze Tra i temi più discussi nei panel Forbes c’è stata l’innovazione tecnologica applicata alla produzione nautica. Luciano Belviso, cofondatore di Mirai Robotics, ha illustrato le prospettive della robotica industriale nei processi manifatturieri, mentre Antonio Usai ha presentato il nuovo laboratorio di robotica previsto a Olbia grazie al network Artes 4.0 e all’Università di Sassari. Il messaggio emerso è chiaro: senza formazione tecnica avanzata e trasferimento tecnologico non può esistere una nautica industriale competitiva. In questa direzione si inserisce anche il nuovo Dipartimento di Innovazione promosso dall’Università di Sassari e UniOlbia, pensato per sviluppare corsi multidisciplinari, ricerca applicata e progettazione territoriale legata alla blue economy. Sostenibilità e carburanti alternativi La sostenibilità è ormai uno dei grandi temi della nautica internazionale e la Sardegna vuole ritagliarsi un ruolo da protagonista. Durante la fiera è stato presentato anche il progetto legato al bio-metanolo nautico, un carburante rinnovabile destinato ai superyacht sviluppato attraverso una collaborazione tra Cipnes Gallura, Regione Sardegna, Ministero dell’Ambiente e Politecnico di Milano. Il progetto, sostenuto da fondi PNRR, punta a trasformare Olbia in uno dei primi poli europei dedicati alla produzione e all’utilizzo di combustibili alternativi per la nautica di lusso. Un segnale importante in un mercato che guarda sempre più a propulsioni ibride, elettriche e carburanti a basso impatto ambientale. Giovani designer e nuovi talenti Accanto all’industria, la Fiera Nautica di Sardegna ha dedicato spazio anche al capitale umano e ai giovani professionisti dello yacht design. Designer under 30, studi di progettazione e cantieri hanno discusso delle nuove tendenze del design nautico contemporaneo, sempre più orientato a sostenibilità, efficienza energetica e integrazione digitale. Un tema cruciale in un settore che, oltre alla costruzione delle imbarcazioni, genera valore lungo tutta la filiera: manutenzione, refit, servizi tecnici, componentistica e innovazione tecnologica. La Sardegna come piattaforma del Mediterraneo La sensazione emersa a Porto Rotondo è che la nautica sarda stia cercando una nuova identità: meno dipendente dalla stagionalità e più orientata a diventare un ecosistema produttivo permanente. La posizione geografica dell’isola, il prestigio internazionale delle sue coste e la crescita delle infrastrutture nautiche rappresentano una base importante. Ma la vera sfida sarà trasformare questo vantaggio naturale in un sistema industriale integrato capace di connettere imprese, università, startup e finanza. La rotta sembra ormai tracciata: fare della Sardegna non solo una destinazione del mare, ma un luogo dove il futuro della nautica viene progettato, costruito e sviluppato.

La speranza degli armatori di vedersi riconoscere, almeno attraverso un credito d’imposta, un contributo per fare fronte al’aumento del costo del carburante a causa della guerra in Medio Oriente si è infranta contro l’ultima versione del Decreto Carburanti-bis. L’associazione di categoria Assarmatori lamenta il fatto che sia arrivata all’approvazione finale “con la stessa criticità della prima edizione del testo: nessun intervento per il trasporto marittimo, proprio mentre le compagnie di navigazione sostengono extra costi rilevanti legati all’aumento del carburante e continuano a garantire i collegamenti essenziali con le isole maggiori e minori”. Assarmatori denuncia con forza “una decisione che penalizza un comparto strategico per il Paese” e “scarica sulle imprese che assicurano i collegamenti con le isole un onere che dovrebbe essere affrontato con strumenti pubblici adeguati”. Ricordando a questo proposito come il trasporto marittimo “non è un servizio accessorio” ma “un’infrastruttura che garantisce la continuità territoriale, la mobilità dei cittadini, l’approvvigionamento delle merci e la tenuta dell’economia turistica di intere regioni. Escluderlo dal Dl Carburanti-bis significa ignorare la realtà e dimenticare i bisogni delle comunità isolane”. Per Stefano Messina, presidente di Assarmatori, “questa esclusione è incomprensibile. Le compagnie non stanno speculando: stanno sostenendo costi straordinari per continuare a garantire collegamenti regolari, frequenti e a prezzi competitivi, perché la nave rimane il mezzo di trasporto più economico per raggiungere le isole. Ma non si può pretendere che il settore assorba da solo l’impatto dell’aumento del carburante, mentre altri comparti vengono sostenuti con risorse pubbliche”. Oltre il danno anche la beffa perchè, con l’Ets “le risorse, generate anche dagli armatori, vengono prelevate e utilizzate per finanziare misure sui carburanti dalle quali il trasporto marittimo resta escluso. È un cortocircuito evidente – continua Messina – Il settore marittimo garantisce un servizio essenziale, sostiene la regolarità dei collegamenti e dell’economia delle isole, paga l’Ets e poi viene escluso quando si distribuiscono gli interventi”. Assarmatori ribadisce che la soluzione è “un credito d’imposta mirato, parametrato almeno ad una parte dell’extra costo documentato per il carburante, per le compagnie impegnate nei collegamenti marittimi essenziali. Non chiediamo trattamenti di favore” aggiunge. “Chiediamo coerenza e rispetto per un comparto che ogni giorno tiene collegate le isole al resto del Paese. Auspichiamo che il Governo e il Parlamento dimostrino pertanto un’adeguata sensibilità e non lascino sole le compagnie di navigazione a fronteggiare gli extra costi” è la conclusione dell’associazione armatoriale ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

Keir Starmer was facing his biggest challenge yet on Wednesday when his health minister was reportedly readying his resignation to try to trigger a contest to replace a British prime minister who had sought some respite to ‌set out his government's agenda. As Starmer and his ministers stood in silence to hear King Charles read out that agenda, the ceremony was overshadowed by what could be the most dangerous threat to the prime minister since lawmakers began urging him to resign over one of Labour's worst defeats in last week's local and regional elections. The report in the Times ‌newspaper that health minister Wes Streeting was preparing to resign as early as Thursday to mount a formal leadership ⁠challenge could mean the Starmer government's agenda, outlined by Charles amid much pomp and ceremony, might never be implemented. British ⁠government borrowing costs jumped on the ⁠report, though they later eased back, moving away from multi-decade highs hit on Tuesday amid the ongoing political turmoil. Streeting's office did not respond to a ‌request for comment on the report. Starmer's spokesperson said the prime minister had full confidence in his health minister but declined to comment on an earlier ⁠meeting between the two men. The health minister's team said he would also not comment ⁠on that meeting, which took place at Starmer's Downing Street office, to ensure he did not distract from the King's Speech. Streeting later took to X to promote his achievements in tackling waiting times for Britain's state-run health service. "Lots done, lots to do," he wrote, failing to address the report. LEADERSHIP RACE COULD BE TRIGGERED Starmer has tried to brush off the challenges to his authority, and the king's speech - written by ⁠the government and delivered by the monarch - announced plans to boost economic growth, energy security and defence. However, in a later speech in parliament, Starmer did ⁠joke about how on "difficult days" such as these the input ‌of opposition Conservative leader Kemi Badenoch was "a ray of sunshine" after she accused him of being "in office but not in power". Badenoch also took a swipe at Streeting, accusing him of failing to reduce hospital waiting lists and saying: "I suppose the health secretary has been a bit distracted lately, hasn't he? ... Why don't you just do your job?" Streeting would need the support of 81 Labour lawmakers to launch a leadership bid. That could encourage other rivals to enter the race, although ‌two potential challengers, Greater Manchester mayor Andy Burnham and former deputy prime minister Angela Rayner, have to overcome hurdles before they would be able to run. Burnham does not have the necessary seat in parliament to mount a challenge and Rayner has yet to fully resolve the tax issues that prompted her resignation from office last year. Streeting is viewed as being on the right of the Labour Party, while both Burnham and Rayner hail from its "soft left". Some investors are nervous over the possible election of a more left-wing, tax-and-spend Labour prime minister. Labour lawmakers have said Ed Miliband, the minister for energy security and net zero, could stand in the place of Burnham or Rayner in any leadership contest to represent the left of the party. STARMER HOPED TO SHORE UP AUTHORITY Starmer had ​hoped to shore up his waning authority by unveiling his government's agenda. But it offered little new to the more than 90 Labour lawmakers who have called on him to set a timetable for his departure. They say he would only lead Labour to defeat in the next ‌national election, due in 2029. In the preface to the King's Speech, Starmer repeated that the world "today is more volatile and dangerous than at any point in our lifetimes" and that his government had to break with a tradition of looking to the "status quo" for answers. "Our response this time must and will be different, a complete break," he told parliament, promising "an urgent, ‌activist Labour government". However, the king's speech was mostly the formalisation of previously announced policies, including an attempt to spur anaemic economic growth by building closer ⁠ties with the European Union. Arriving at parliament from Buckingham ⁠Palace in a grand carriage procession, Charles led a ceremony, with some ​of its traditions harking back to the 16th century, that delivers the government's agenda in line with Britain's constitutional division of powers. Addressing lawmakers ⁠in the House of Lords, the upper house of ‌parliament, the king, wearing the Imperial State Crown and the Robe of State, said: "My ministers will take decisions ​that protect the energy, defense and economic security of the United Kingdom for the long-term." But the usually somber occasion could not escape the furor over Starmer's future. When a parliamentary official knocked three times at the door of the lower house of parliament, as tradition demands, one lawmaker, referencing Burnham, shouted to nervous laughter: "Not now Andy!" Highlights from the CJPF Award Ceremony Learn More Highlights from the CJPF Award Ceremony Nice one Barmy Starmer, announce the unwanted I.D cards while this is all going on The bloke has lost the plot , he needs psychiatric help pretty sharpish. May I suggest a spell in Broadmoor as they are capable of taking care of his sort and protecting the general public. Starmers just the latest victim of a brand of politics that drunk their own koolaid, thought it was perfectly fine to ignore and gaslight their own working class population, allowing divisive and flawed policies to fester and grow, and despite the warning signs that it was a train crash waiting to happen, only knew how to keep doubling down. The very definition of dangerous, out of touch arrogant incompetence, and now Britain is an absolute tinderbox. But, you’re not even supposed to mention that over there, for you might you get a knock on the door from a frumpy confused meek looking Mr Plod. Just keep claiming to be the holy force fighting racism, Nazi scum and fascists and hope the problem magically goes away. Turns out people have had an earful and to the rescue are people like Katie Hopkins who offer a stark and scathing daily view to rally behind, and with comedy, something the Brits used to own! Find out what her story is and how she has been treated as to what happens when you push people to the brink. What a situation ole Britannia finds herself in. The left will continue to be in denial that they themselves created the conditions for what now has become a massive anti labor movement for the dispossessed and struggling , those that want their country back, don’t feel safe in their own towns and are tired and fed up. There’s some unsavory forces in their too, hooligan types that are loving the chaos and the call to arms, but normal hardworking folk and conservatives too ( the ones that the establishment and ruling elite forgot to talk to ) know that Starmer is too weak to ride the storm and should stand aside before things get too mental. He is done, hope the next guy can start to heal the wounds. I don't think he will have to resign. This is fake furor. The commotion is intentionally overblown. Nobody wants Starmer to stay, he should bugger off. Nice one Barmy Starmer, announce the unwanted I.D cards while this is all going on The bloke has lost the plot , he needs psychiatric help pretty sharpish Why? Has he started speaking in different voices and using different personas or something? Turns out people have had an earful and to the rescue are people like Katie Hopkins Hopkins is just unpleasant and appeals to unpleasant people. Always had the same grift. A waste of space with no redeeming features. Nobody wants Starmer to stay Some do but not enough. Anyway, in the real world, Starmer is putting on the I’m no quitter act but he’s been seriously undermined in the last few days. The I’m no quitter thing can now give way to acting in the best interests of the country and party line. Set out a timetable for transition in the next few days. Starmer's a dead duck, as he played fast and loose with illegal immigration for far too long, and as a result, he's lost the trust of UK citizens, who want the UK Govt. to prioritize citizens over immigrants, both legal and illegal Reform and Farage, copied Trump's playbook, UK needs to get its house in order, secure borders, reduce crime, increase domestic energy, downsize Govt. all in order to create a strong dynamic economy with rising real wages Digital ID is a pet project of and a massive grift for Tony Blair. It will be implemented by Palantir or a Palantir-like company. If anyone missed it, Palantir launched their company mission statement a few weeks ago. It reads like the manifesto of an openly fascist party. I guess a combination of apathy, distraction through entertainment, and media suppression is why there was no reaction to it. The UK already has tracking for financial transactions, like My Number in Japan. There is no need for Digital ID which only serves for more surveillance. This Labour Party was elected to make people's lives better. It shows how empty the current Labour Party is if the best policy they can come up with is the government and Palantir spying on you. I hope Corbyn, popcorn in hand, is enjoying the exquisite show of Karma come to see off Israeli asset, Starmer, as much as I am. Schadenfreude on ice tastes good, innit? Trouble is, though, Labour has no-one with any profile and decency to fix the moral rot in his Reform-lite party. Streeting's spiv-like persona makes him the likeliest contender to replace the "toolmaker's son", a prospect most horrible to contemplate. Digital ID will help the fight against illegal immigrants. Starmers just the latest victim of a brand of politics that drunk their own koolaid, Don't be fooled, I've seen this movie before in New Zealand under Adern. Like all who wish to join the globalist empire, they have to prove their willingness to destroy national interest. Starmer is demonstrating his loyalty to the global empire. What will this so-called transitioning from Starmers removal, a government change of leadership actually achieve? All the candidates, Streeting, Burnham, Rayner, Miliband represent? Only a continuation of incompetence failure, continued Incrementalism. More taxation, more regulation, political deadlock, a return to "dynamic alignment" with EU regulations on food standards agriculture, high inflation, another bad day for the consumer. basically a king’s speech of 34 bills plus three draft bills, a bland strategy for growth by shifting paperclips three centimetres to the left. Only an agenda of "radical reform" designed to free enterprise towards relieving workers high costs of living social justice, a return to gold standard education. Can the Greens, Reform, Conservative offer such change? The only course of action is a General Election. However, what a choice, or the lack of it. By the way for many that question government mandated ID, revolves around trust, confidence that the dangers of catastrophic data breaches, mass surveillance risk, digital exclusion. centralizing harvesting linking vast amounts of personal, biometric data. The use of next generation AI operating systems leading to wholesale discrimination, denial of services, wrongful detention A system that enables tracking of individuals, whole populations, leading to profiling by future governments, private commercial entities Starmer and his government have been such a let down. Terrible from day one. But when you are proposing Katie Hopkins as the voice of reason you are just a joke. Has Britan become ungovernable? Every prime minster has become more despised hated than the one preceding. The electorate is hideously entitled, with demands, instead of what my father, in his own words insists, he worked his nuts off for Nothing is for free. Has Britan become ungovernable? Every prime minster has become more despised hated than the one preceding Some arguing the quality of people going into politics has declined. Whatever you rpolitics, people like Callaghan, Benn, Healey, Thatcher, Heseltine and Clarke were big hitters with presence. Reform as an answer to this is comical - it’s a circus of grifters, failed incompetent Tories and straight up headbangers who think the likes of Katie Hopkins are worthwhile human beings. Dad was a admirer of the Peter Shore, Barbara CastleMP from 1945 to 1979, one of the longest-serving female MPs in British history Obituary Lord Shore of Stepney https://www.theguardian.com/news/2001/sep/26/guardianobituaries.obituaries I wonder how does the next or current prime minster balance modern European socialism with 21st century market economies ? Allowing social justice, the demands of a welfare systems, worker rights, democratic control? The cost of providing quality public services, eliminate poverty, ensure equality, control immigration, at the same time provide universal healthcare, subsidized education, affordable public transportation, a triple lock pension system? I believe Japan come close. For Uk don’t think there is an answer. There will always be winners and losers. Social media will elevate the anger to unprecedented levels wallace Today 09:59 am JST Digital ID will help the fight against illegal immigrants. No. Illegal immigration, ironically encouraged by these very same people, is merely the pretext for digital IDs just as online safety for children is the pretext for requiring every user to identify themselves to use the internet. It is part of a larger plan to have eveyone monitored constantly, gradually implementing total control of the populance like heat to a frog in a pot. My Number in Japan is the same thing. Real ID in America is the same thing. It is completely antithetical to the legal concept of innocent until proven guilty and instead assumes that everyone is potentially guilty and must demonstrate their innocence continually. Yet I like what Snowden said: Ultimately, arguing that you don't care about the right to privacy because you have nothing to hide is no different than saying you don't care about free speech because you have nothing to say. We already have numerous IDs. My Number works for me, and the information is very limited. headbangers who think the likes of Katie Hopkins are worthwhile human beings. But when you are proposing Katie Hopkins as the voice of reason you are just a joke. Bravo chaps. Wonder who the jokes on? For those who wonder who that may be, dozo. She's a comic force of nature! https://youtube.com/shorts/RqUqS0RAVXs?si=lX89RwEfEly0NLAd wallace Today 01:12 pm JST My Number works for me, and the information is very limited. Maybe I misunderstood, but it was my understanding that the card currently provides access to your residency information, your banking information, your health information, as well as to biometric information to interact with with facial recognition systems. And if I am not mistaken, when the card was first announced, it was related to the public that the information would be narrower in scope. That's the frog in pot thing I was talking about, with even more "convenient" (for the government) features to come. But if China-like surveillence of everything you do works for you, that's cool. Just know that there are some of us who still value privacy and freedom to express themselves without fear of government reprisals to "problematic" views, like what we saw with the anti-vaccination protestors in Canda or the anti-immigration protestors in Portugal who had their banking cut off, a thing much easier to do when it is all centralized. I for one know that the Kempeitai would have absolutely loved My Number. Like the Prisoner, I am not a number, I am a free man. Here we go ..the ginger terror, gob on a stick has been cleared. Stand by for action... Angela Rayner cleared by HMRC over tax affairs paving the way for potential leadership bid. https://www.theguardian.com/uk?INTCMP=CE_UK

Non solo Registro Internazionale delle navi, nel decreto legge fiscale c’è una misura specifica che riguarda anche il porto di Piombino. Lo ha annunciato con una nota l’Autorità di sistema portuale del Mar Tirreno settentrionale spiegando che “la Commissione Finanze del Senato ha approvato l’emendamento al DL Fiscale che stanzia 92 milioni di euro per la banchina nord del porto di Piombino. Un risultato politico di primo piano”. Accolto con forte soddisfazione da Davide Gariglio, presidente dell’Autorità di Sistema Portuale del Mar Tirreno Settentrionale: “Esprimiamo la nostra profonda gratitudine al Governo, e in particolare al Ministro dell’Industria, per aver stanziato le risorse necessarie alla realizzazione di un’opera strategica per lo sviluppo del territorio” ha dichiarato. “Un ringraziamento sincero va anche alle forze parlamentari che hanno presentato e sostenuto questo provvedimento”. La banchina nord del porto di Piombino oggi è occupata dagli impianti e dallo scafo della nave rigassificatrice Italis Lng di Snam, dai piazzali e dalle attività del cantiere Piombino Industrie Marittime e da Sales, azienda che occupa una parte dello scalo in zona Briccole per stoccaggio e imbarco di pietrame di grossa pezzatura. Il titolo ha una natura temporanea poiché l’area Briccole ricade nel perimetro destinato ai futuri sviluppi della nuova banchina Ovest prevista dal Piano Regolatore Portuale e per questo l’Adsp ha fissato una durata massima della concessione di quattro anni. L’ente ha inserito una clausola di salvaguardia che permette la revoca del titolo, con un preavviso non superiore a quattro mesi, qualora l’avanzamento dei lavori infrastrutturali rendesse necessario il possesso dell’area. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

Non solo Registro Internazionale delle navi, nel decreto legge fiscale c’è una misura specifica che riguarda anche il porto di Piombino. Lo ha annunciato con una nota l’Autorità di sistema portuale del Mar Tirreno settentrionale spiegando che “la Commissione Finanze del Senato ha approvato l’emendamento al DL Fiscale che stanzia 60 milioni di euro per la banchina nord del porto di Piombino. Un risultato politico di primo piano”. Accolto con forte soddisfazione da Davide Gariglio, presidente dell’Autorità di Sistema Portuale del Mar Tirreno Settentrionale: “Esprimiamo la nostra profonda gratitudine al Governo, e in particolare al Ministro dell’Industria, per aver stanziato le risorse necessarie alla realizzazione di un’opera strategica per lo sviluppo del territorio” ha dichiarato. “Un ringraziamento sincero va anche alle forze parlamentari che hanno presentato e sostenuto questo provvedimento”. La banchina nord del porto di Piombino oggi è occupata dagli impianti e dallo scafo della nave rigassificatrice Italis Lng di Snam, dai piazzali e dalle attività del cantiere Piombino Industrie Marittime e da Sales, azienda che occupa una parte dello scalo in zona Briccole per stoccaggio e imbarco di pietrame di grossa pezzatura. Il titolo ha una natura temporanea poiché l’area Briccole ricade nel perimetro destinato ai futuri sviluppi della nuova banchina Ovest prevista dal Piano Regolatore Portuale e per questo l’Adsp ha fissato una durata massima della concessione di quattro anni. L’ente ha inserito una clausola di salvaguardia che permette la revoca del titolo, con un preavviso non superiore a quattro mesi, qualora l’avanzamento dei lavori infrastrutturali rendesse necessario il possesso dell’area. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

Due giorni di dibattiti, visioni strategiche e confronto tra istituzioni, imprese e ricerca per capire dove sta andando il sistema energetico italiano. Nella prestigiosa cornice dell’Excelsior Palace Hotel di Rapallo si è svolta, il 7 e l’8 maggio, la terza edizione del Forum Nazionale sull’Energia, intitolata “Transizione al bivio”, organizzata da Telenord attraverso TN Events & Media, in collaborazione con Quotidiano Energia. L’evento è stato trasmesso sul canale 11 del digitale terrestre ligure e in streaming su telenord.it, confermandosi uno degli appuntamenti più autorevoli del panorama energetico nazionale. Il titolo scelto per questa edizione — “Transizione al bivio” — ha sintetizzato perfettamente il clima di incertezza ma anche di opportunità che attraversa il settore energetico europeo. A sottolinearlo è stato Massimiliano Monti, editore di Telenord, che ha aperto i lavori evidenziando come la transizione energetica non sia più una prospettiva lontana, ma una realtà concreta capace di incidere direttamente su imprese, famiglie, sicurezza geopolitica e competitività industriale. L’obiettivo del Forum è stato chiaro sin dall’inizio: creare uno spazio di confronto capace di mettere attorno allo stesso tavolo istituzioni, aziende, mondo scientifico e stakeholder strategici per individuare soluzioni concrete e condivise. Apertura istituzionale: energia, territorio e industria La manifestazione si è aperta con gli interventi istituzionali di Paolo Ripamonti, Assessore Ambiente ed Energia della Regione Liguria, e Giuseppe Ricci, COO Industrial Transformation di Eni, principale partner del Forum. La moderazione è stata affidata al giornalista Roberto Rasia. Sin dalle prime battute è emersa la necessità di conciliare tre esigenze fondamentali: sicurezza energetica, sostenibilità ambientale e crescita economica. Una sfida complessa che richiede investimenti, innovazione tecnologica e una governance capace di accompagnare il cambiamento. Geopolitica, rinnovabili e accumulo: il cuore della transizione La prima giornata, moderata da Romina Maurizi, direttrice di Quotidiano Energia, ha affrontato i grandi temi della trasformazione energetica. Tra i protagonisti Nicola Dell’Acqua, presidente di ARERA, e Alfredo Maria Becchetti, presidente di GSE, che hanno fornito una visione regolatoria e operativa del percorso italiano verso la decarbonizzazione. Grande attenzione è stata dedicata alla geopolitica dell’energia, con il contributo di manager e rappresentanti delle principali aziende del settore come Ansaldo Energia, Italgas, Iren, Axpo Italia e RINA. Al centro del dibattito, la crescente instabilità internazionale e il ruolo strategico delle infrastrutture energetiche per la sicurezza del continente europeo. Focus anche sulla crescita della domanda energetica e sullo sviluppo delle rinnovabili, con interventi di rappresentanti di ERG, FS Italiane, Tirreno Power, European Energy e Federidroelettrica. Un confronto che ha evidenziato la necessità di accelerare gli investimenti in produzione pulita e infrastrutture di rete. Ampio spazio anche ai sistemi di stoccaggio e accumulo energetico, considerati ormai indispensabili per garantire stabilità e continuità alla rete elettrica nazionale. Il nucleare torna al centro del dibattito Uno dei temi più attesi è stato senza dubbio il ritorno del nucleare nel confronto energetico italiano. La seconda sessione della prima giornata ha acceso il dibattito sulle nuove tecnologie nucleari e sul loro possibile ruolo nel raggiungimento degli obiettivi Net Zero. Tra gli interventi più rilevanti quelli dei vertici di Ansaldo Nucleare, Sogin, RSE ed ENEA, che hanno affrontato temi legati alla sicurezza energetica, al decommissioning e allo sviluppo delle competenze necessarie per una possibile nuova stagione nucleare italiana. Particolare interesse ha suscitato il focus sulla fusione magnetica e sulle prospettive tecnologiche future, oggi sempre più al centro delle strategie internazionali di ricerca e innovazione. Digitalizzazione e cybersicurezza: la “transizione gemella” La seconda giornata ha posto l’attenzione sulla cosiddetta “transizione gemella”: il legame sempre più stretto tra energia e digitalizzazione. Ad aprire i lavori sono stati gli interventi di Milena Antonella Rizzi dell’Agenzia per la Cybersicurezza Nazionale e di Roberta Pinotti, presidente del Polo Nazionale della Subacquea. La sessione dedicata all’intelligenza artificiale ha mostrato come l’AI possa diventare un acceleratore fondamentale della transizione energetica, grazie all’ottimizzazione dei consumi, alla gestione intelligente delle reti e alla manutenzione predittiva degli impianti. abstract complex grid with file and folder icons, futuristic document management system, concept of digital data organization (3d render) Nel panel dedicato alla cybersecurity, invece, è emersa con forza la necessità di proteggere infrastrutture energetiche sempre più interconnesse e digitalizzate, considerate ormai asset strategici per la sicurezza nazionale. Underwater e shipping: le nuove frontiere strategiche Tra i temi più innovativi affrontati al Forum anche quello della sicurezza underwater, con il coinvolgimento di realtà come Fincantieri e Saipem. Il confronto ha evidenziato il ruolo crescente delle infrastrutture sottomarine nella protezione delle reti energetiche e delle telecomunicazioni. Grande interesse anche per la sessione dedicata alla decarbonizzazione dello shipping, organizzata in collaborazione con il Propeller Club Port of Genoa. Al centro del dibattito, i nuovi carburanti sostenibili, l’innovazione navale e le strategie per ridurre l’impatto ambientale del trasporto marittimo. Capitale umano e competenze: la vera sfida del futuro A chiudere il Forum è stata una riflessione sul fattore umano della transizione energetica. Università, imprese e associazioni hanno evidenziato come il vero rischio oggi sia il crescente “skill gap”: la difficoltà nel reperire competenze tecniche e professionali adeguate alla velocità della trasformazione in corso. Dal mondo accademico e industriale è arrivato un messaggio chiaro: senza formazione, ricerca e valorizzazione dei talenti, la transizione energetica rischia di rallentare proprio nel momento più decisivo. Un Forum che guarda al futuro La terza edizione del Forum Nazionale sull’Energia ha confermato Rapallo come punto di riferimento per il dibattito energetico italiano. Due giornate intense che hanno messo in luce quanto il settore stia vivendo un passaggio cruciale, sospeso tra nuove tecnologie, sicurezza internazionale, sostenibilità e competitività industriale. “Transizione al bivio” non è stato soltanto il titolo dell’evento, ma la fotografia di un momento storico in cui le decisioni prese oggi determineranno il futuro energetico, economico e sociale del Paese nei prossimi decenni.

Venture Global, an American producer of liquefied natural gas (LNG) sourced from North American basins, has sealed two liquefied natural gas (LNG) agreements with France’s energy giant TotalEnergies and Vitol, an energy and commodities company. TotalEnergies has executed a binding agreement for the purchase of approximately 0.85 million tonnes per annum (mtpa) of LNG from Venture Global for around five years, starting in 2026. In addition, the American producer and Vitol agreed to increase their existing five-year binding LNG agreement to 1.7 mtpa, up from 1.5 mtpapreviously announced. The U.S. player claims that both agreements will be supplied from its portfolio. This content is available after accepting the cookies. Venture Global and Edison put LNG arbitration battle behind them With over 100 mtpa of capacity in production, construction, or development, Venture Global began producing LNG from its first facility in 2022. The company’s initial three projects,Calcasieu Pass,Plaquemines LNG, andCP2 LNG, are in Louisiana along the Gulf of America (U.S. Gulf of Mexico). Mike Sabel, Venture Global’s CEO, commented:“These agreements reflect the continued confidence and trust in our ability to deliver reliable, low-cost U.S. LNG to global markets quickly and at scale as demand for energy security continues to grow. “By offering customers short-, medium-, and long-term supply options, we are providing the flexibility and certainty they need to deliver LNG where it is needed most.” Take the spotlight and anchor your brand in the heart of the offshore world! Join us for a bigger impact and amplify your presence at the core hub of the offshore energy community!

UK-headquartered energy giant Shell has been chosen to deliver one cargo of liquefied natural gas (LNG) to Türkiye for the needs of Bulgargaz EAD, which is Bulgaria’s public supplier of natural gas and a subsidiary of Bulgarian Energy Holding EAD. Shell has been selected as the supplier in the tender for the delivery of one LNG cargo to Türkiye, which will be used by Bulgargaz. This announcement comes after five companies submitted bids during the tender process for the supply of one cargo of liquefied natural gas, or 1,000,000 MWh. The UK energy giant was ranked first among the participants in the tender procedure, having offered the most competitive delivery terms in accordance with the established criteria and conditions. As a result, the cargo, which will be loaded in the United States, is expected to arrive at the end of May 2026. The LNG quantity will be used to meet the needs of Bulgarian consumers during the upcoming summer season. This European LNG cargo delivery assignment comes days after Shell, together with its partners, receivedthe all-clearfor the production individualization agreements (AIPs) regarding shared reservoirs in the pre-salt layer of Brazil’s Santos Basin. Take the spotlight and anchor your brand in the heart of the offshore world! Join us for a bigger impact and amplify your presence at the core hub of the offshore energy community!

Biocarburante HVO di Enilive sulle navi MSC: 2.000 ore di test e −80% di emissioni Eni e MSC Cruises hanno completato con successo una campagna sperimentale sull’utilizzo del biocarburante HVO diesel (Hydrogenated Vegetable Oil) prodotto da Enilive per l’alimentazione dei motori delle navi da crociera. I risultati confermano la fattibilità tecnica dell’impiego del biocarburante in forma pura nel settore marittimo, aprendo una strada concreta verso la decarbonizzazione dello shipping senza richiedere modifiche ai motori esistenti. Il test: 2.000 ore di navigazione con HVO puro La sperimentazione è stata condotta a bordo della nave da crociera MSC Opera: uno dei suoi motori è stato alimentato per circa 2.000 ore con HVO puro, senza alcuna modifica all’impianto. I dati su prestazioni ed emissioni sono stati raccolti con il supporto di Wärtsilä, costruttore del motore, e validati da Bureau Veritas come ente certificatore indipendente. I risultati sono significativi su più fronti. Le prestazioni del motore si sono dimostrate in linea con quelle ottenute con i tradizionali combustibili fossili marini, a conferma che l’HVO non richiede investimenti straordinari in aggiornamenti tecnologici. Sul fronte emissioni, il test ha registrato una riduzione di NOx del 16%, una diminuzione del particolato e — dato più rilevante — un calo delle emissioni di gas a effetto serra (GHG) di circa −80% rispetto al carburante convenzionale, grazie all’utilizzo nel processo produttivo di materie prime al 100% di origine biogenica. Cos’è l’HVO e come viene prodotto L’HVO diesel di Enilive è prodotto nelle bioraffinerie di Venezia e Gela, principalmente a partire da materie prime di scarto: oli alimentari esausti, grassi animali e residui dell’industria agroalimentare. Lungo l’intera filiera produttiva, il biocarburante consente una riduzione delle emissioni climalteranti compresa tra il 65% e il 90% rispetto ai combustibili fossili marini tradizionali. Da alcuni mesi il prodotto è disponibile per la marina nei porti di Genova, Ravenna e Venezia, con consegne dirette dal deposito alle navi tramite bettolina, il che lo rende operativamente adottabile da subito senza infrastrutture dedicate. Il contesto normativo: FuelEU Maritime L’iniziativa si inserisce nel quadro del regolamento europeo FuelEU Maritime, che impone agli armatori obiettivi progressivi di riduzione delle emissioni GHG per il trasporto marittimo. L’HVO rappresenta in questo senso una soluzione a impatto immediato: non richiede nuovi motori, è già disponibile nei porti e consente di rispettare i target normativi riducendo contestualmente i costi legati alle emissioni. Le dichiarazioni Stefano Ballista, Amministratore Delegato di Enilive, ha sottolineato come la sperimentazione con MSC abbia dimostrato la capacità dell’HVO di contribuire immediatamente alla decarbonizzazione del trasporto marittimo, definendolo una soluzione concreta ed efficace per rispettare gli obblighi del regolamento FuelEU Maritime. Michele Francioni, Chief Energy Transition Officer di MSC Cruises, ha dichiarato la soddisfazione dell’azienda per l’esito positivo dei test, ribadendo il ruolo che l’HVO potrà svolgere nel mix di combustibili della transizione — insieme a LNG e bio-LNG — come opportunità già attuabile a bordo delle navi da crociera verso l’obiettivo di emissioni nette GHG zero entro il 2050.

Eni SpA announced Wednesday that tests it had conducted with MSC Mediterranean Shipping Company SA showed that its Hydrogenated Vegetable Oil (HVO) biofuel can power maritime transport without requiring engine upgrades. "During the tests, one of the engines of the cruise ship MSC Opera was powered for approximately 2,000 hours with pure HVO, without any engine modifications, while performance and emissions data were recorded", the Italian state-backed energy major said in a press release. "This test demonstrated that HVO is an immediately applicable solution even for marine engines and without the need for technological upgrades, while ensuring performance in line with traditional marine fossil fuels. "The test also recorded lower emissions of both NOx (-16 percent) and particulate, as well as a significant reduction in GHG emissions inherent to the origin of the HVO product of around -80 percent compared to the use of traditional fuel; the reduction is due to the usage of 100 percent biogenic feedstocks in the HVO production process. "Technical data on engine performance and associated emissions were collected and assessed with the support of Wärtsilä, the engine manufacturer, and Bureau Veritas, which acted as an independent certifier to validate the experimental results". Eni, through its biofuels arm Enilive, produces HVO diesel at its biorefineries in the Italian cities of Gela and Venice, mainly using waste feedstock such as cooking oils, animal fats and residues from the agri-food sector, according to Eni. "For several months now, Enilive's marine HVO diesel has been available at the ports of Genoa, Ravenna and Venice for direct delivery from the terminal to vessels via barge", said Enilive chief executive Stefano Ballista. "The use of this fuel represents a viable solution for the decarbonization of maritime transport, contributing to compliance with the obligations set by the FuelEU Maritime regulation and reducing the emission-related costs". MSC Cruises chief energy transition officer Michele Francioni commented, "We are very pleased to have satisfactorily confirmed the technical feasibility of 100 percent HVO on our cruise ship as part of our continuous decarbonization efforts". "We believe HVO may play an important role in the decarbonization of shipping and together with other immediately available fuels such as LNG and bio-LNG, constitutes an immediate opportunity that could be deployed on board cruise ships to accelerate the transition towards renewable fuels, bringing us a step closer to our ultimate goal of reaching net zero GHG emissions by 2050", Francioni added. To contact the author, email jov.onsat@rigzone.com What do you think? We’d love to hear from you, join the conversation on theRigzone Energy Network.TheRigzone Energy Networkis a new social experience created for you and all energy professionals to Speak Up about our industry, share knowledge, connect with peers and industry insiders and engage in a professional community that will empower your career in energy.

Cuando se necesita un vehículo de siete plazas pero el presupuesto es muy ajustado, en la mayoría de los casos no queda más remedio que tirar del mercado de ocasión para poder satisfacer las necesidades de transporte. Para esos interesados que desconfían de los coches usados hay una opción sencilla, sin lujos y muy básica que pueden estrenar por muy poco dinero. El SWM G03F se ha convertido desde su lanzamiento en el vehículo con siete plazas más baratoque se puede adquirir nuevo en España, quedando por debajo del Dacia Jogger y de las diversas alternativas derivadas de vehículos comerciales. No es un coche lujoso o rápido pero tampoco debería importar demasiado cuando se quiere estrenar un vehículo sencillo para ir del punto A al B sin problemas. La mecánica elegida para mover al SWM G03F más barato no tiene turbo ni ningún tipo de hibridación. Se trata de unmotor de gasolina con 1,5 litros y 109 CV de potencia que se combina con una transmisión manual de cinco velocidades. Le corresponde la etiqueta ambiental «C» de la Dirección General de Tráfico y suponemos que se quedará justo si se aprovecha su buena capacidad de carga. Pregunta 1 de 1 Gracias por dar tu opinión. Según los datos facilitados por el fabricante, el SWM G03F alcanzauna velocidad máxima de 180 km/h y alcanza los 100 km/h desde parado en 10,2 segundos(datos que creemos demasiado optimistas) mientras que el consumo medio se queda en los 7,2 L/100, con unas emisiones de 181 g/km de CO2. Aquellos usuarios que necesiten una opción con etiqueta CERO también podrán estrenar una versión de este modelo conel motor de autonomía extendida con 150 CV de potenciay caja de cambios automática. Es una alternativa mucho más rápida y además cuenta con mayor dotación de serie. Una de las pegas más importantes del SWM G03F de gasolina está en su dotación de seguridad pobre. Entre lo más destacable hay que mencionarla cámara de visión posterior, asistente al arranque en cuestas, luces diurnas por LEDs, faros antiniebla, encendido automático de luces, sensor de parking trasero y poco más. Es por tanto un coche muy justito en este aspecto. Otros elementos que lleva de serie son eltecho solar deslizante, tapizado en piel sintética, elevalunas y espejos eléctricos, ordenador de viaje, aire acondicionado, llantas de aleación de 17 pulgadas, barras de techo, sistema de sonido con pantalla a color, bluetotoh, navegador integrado, puerto USB, Mirror Screen, volante multifunción, etc. El precio recomendado incluyendo promociones del SWM G03F arranca en los 15.990 €para la versión de cinco plazas, y en los 16.490 € si prefieres la alternativa con siete asientos. En el caso de querer la etiqueta ambiental «CERO» puedes optar por la versión «EDI» que arranca en los 20.240 € incluyendo ayudas (500 € más para el siete plazas). Desde muy pequeño Enrique García ya era un apasionado del mundo del motor aunque la baba se le caía especialmente con los coches, cuánto más raros mucho mejor. Aprendió a leer con las revistas del motor y desde aquel momento han sido su verdadera pasión.Seguir leyendo...

NAVE Eni e MSC hanno completato la sperimentazione di HVO, può essere usato per le navi da crociera con riduzione del 90% delle emissioni Eni e MSC Cruises hanno annunciato il completamento della campagna sperimentale relativa all’utilizzo del diesel HVO (Hydrogenated Vegetable Oil) di Enilive per l’alimentazione dei motori delle navi da crociera, confermando la fattibilità tecnica dell’impiego del biocarburante in forma pura nel settore marittimo. Si prospetta una vera rivoluzione green, necessaria non solo per il rispetto degli obiettivi fissati dal regolamento FuelEU Maritime, con riduzione dell’inquinamento grazie all’HVO già prodotto da Enilive a Gela e a Venezia. Le navi da crociera con motori diesel potranno essere alimentate con HVO, come dimostra il test effettuato sulla MSC Opera. HVO (Hydrotreated Vegetable Oil) L’HVO (Hydrotreated Vegetable Oil) è un biocarburante diesel di alta qualità, prodotto da oli vegetali esausti e grassi animali, che riduce le emissioni di CO2 fino al 90%. È un combustibile “drop-in”, utilizzabile al 100% nei motori diesel compatibili, senza necessità di modifiche, garantendo prestazioni migliori. L’HVO ha un valore strategico a supporto della decarbonizzazione del trasporto marittimo e della riduzione delle emissioni di gas a effetto serra (GHG) lungo l’intero ciclo di vita, consente agli armatori di ridurre significativamente i costi legati alle emissioni e di rispettare gli obiettivi fissati dal regolamento FuelEU Maritime. La sperimentazione sulla MSC Opera, risultati entusiasmanti La sperimentazione è stata condotta congiuntamente da Eni e MSC Cruises: durante i test, uno dei motori della nave da crociera MSC Opera è stato alimentato per circa 2.000 ore con HVO puro, senza alcuna modifica al motore; allo stesso tempo sono stati rilevati i dati relativi alle prestazioni e alle emissioni. Il test ha dimostrato che l’HVO rappresenta una soluzione immediatamente applicabile anche ai motori marini, senza necessità di significativi aggiornamenti tecnologici, garantendo prestazioni in linea con quelle dei tradizionali combustibili fossili marini. La prova ha inoltre registrato una riduzione delle emissioni sia di NOx (-16%) sia di particolato, nonché una significativa diminuzione delle emissioni di GHG pari a circa -80% rispetto all’uso del carburante tradizionale, riduzione legata all’utilizzo nel processo di produzione dell’HVO di materie prime al 100% di origine biogenica. I dati tecnici sulle prestazioni del motore e sulle emissioni associate sono stati raccolti e valutati con il supporto di Wärtsilä, costruttore del motore, e di Bureau Veritas, che ha agito come ente certificatore indipendente per la validazione dei risultati sperimentali. Stefano Ballista (Eni): HVO riduce le emissioni fino al 90% Stefano Ballista, Amministratore delegato di Enilive, ha commentato: “La sperimentazione con MSC ha dimostrato come il biocarburante diesel HVO possa contribuire immediatamente alla decarbonizzazione del trasporto marittimo. L’HVO può infatti essere utilizzato in forma pura nei motori marini validati per il suo impiego, consentendo una riduzione delle emissioni climalteranti calcolate lungo l’intera filiera compresa tra il 65% e il 90% rispetto ai tradizionali combustibili fossili marini. L’HVO è prodotto nelle bioraffinerie Enilive di Venezia e Gela, principalmente a partire da materie prime di scarto come oli alimentari esausti, grassi animali e residui dell’industria agroalimentare. Da alcuni mesi, l’HVO diesel per la marina di Enilive è disponibile nei porti di Genova, Ravenna e Venezia per consegne dirette dal deposito alle navi tramite bettolina. L’impiego di questo carburante rappresenta una soluzione concreta ed efficace per la decarbonizzazione del trasporto marittimo, contribuendo al rispetto degli obblighi previsti dal regolamento FuelEU Maritime e alla riduzione dei costi legati alle emissioni.” Michele Francioni (MSC): fattibilità tecnica e compatibilità con e navi da crociera Michele Francioni, Chief Energy Transition Officer di MSC Cruises “Siamo molto soddisfatti di aver confermato con esito positivo la fattibilità tecnica dell’utilizzo al 100% di HVO su una nostra nave da crociera, nell’ambito dei nostri continui sforzi di decarbonizzazione. Riteniamo che l’HVO possa svolgere un ruolo importante nella decarbonizzazione dello shipping e che, insieme ad altri combustibili immediatamente disponibili come LNG e bio-LNG, rappresenti un’opportunità concreta già attuabile a bordo delle navi da crociera per accelerare la transizione verso i combustibili rinnovabili, avvicinandoci di un ulteriore passo al nostro obiettivo finale di raggiungere emissioni nette di GHG pari a zero entro il 2050”. Leggi anche: Sostenibilità: a bordo di MSC World Europa, la nave green di MSC Crociere

Il futuro dell’acciaio italiano ed europeo non dipenderà dai volumi prodotti, ma dalla qualità, dalla tecnologia e dalle competenze. È quanto emerge da “Industria & Acciaio 2050”, lo studio realizzato da siderweb che analizza le prospettive del settore siderurgico, delineando scenari, problemi e opportunità da qui ai prossimi 25 anni. Dal punto di vista dei livelli produttivi, l’Italia manterrà il secondo posto in Unione europea ma perderà posizioni a livello globale, anche a causa di fattori demografici, industriali e competitivi. Non mancano però opportunità di rilancio: “Il piano di riconversione dell’ex Ilva e la reindustrializzazione del polo di Piombino – spiega Gianfranco Tosini, curatore di ‘Industria & Acciaio 2050’ – potrebbero portare la produzione nazionale a partire dal 2030 fino a circa 25,7 milioni di tonnellate rispetto agli attuali 20,7 milioni, riducendo la dipendenza dalle importazioni, in particolare per i laminati piani. Un nodo cruciale sarà però la disponibilità di materie prime, soprattutto rottame di alta qualità, sempre più scarso a livello globale. Questo spingerà le aziende verso strategie di integrazione verticale e maggiore controllo della filiera”. Il consumo italiano di acciaio è previsto in calo di circa 4,5 milioni di tonnellate entro il 2050, influenzato dalla riduzione della popolazione, dal suo progressivo invecchiamento e dalla contrazione di settori chiave come costruzioni e automotive. A questo si aggiunge la crescente diffusione di materiali alternativi, come alluminio e compositi avanzati. Dal punto di vista della decarbonizzazione, l’acciaio italiano ha un vantaggio competitivo importante: la produzione (che avviene per circa il 90% con forno elettrico) e la trasformazione dell’acciaio sono già fortemente orientate verso tecnologie a basse emissioni. Saranno comunque necessari investimenti significativi in energie rinnovabili, idrogeno verde, materie prime di qualità e tecnologie per la cattura della CO2. La completa decarbonizzazione richiederà un forte incremento della produzione di energia rinnovabile, lo sviluppo di impianti di preriduzione e l’adozione su larga scala dell’idrogeno verde. Restano aperte sfide importanti: dall’elevato fabbisogno energetico alla necessità di una strategia nazionale chiara sull’idrogeno, fino ai costi delle tecnologie di cattura e stoccaggio della CO2. Secondo gli estensori della ricerca e gli intervistati il futuro della siderurgia italiana non si giocherà quindi sui volumi, ma su qualità, innovazione e capitale umano. Il presidente e amministratore delegato di Marcegaglia Steel, Antonio Marcegaglia, ha sottolineato quanto «l’acciaio europeo non possa più giocare la partita sui mercati globali facendo leva solo sulla leadership di costo, ma dovrebbe puntare maggiormente sulla qualità della nostra manifattura, sulla nostra capacità di creare valore aggiunto e prodotti complessi, anche grazie a competenze di eccellenza. Occorre ripristinare la competitività della manifattura europea e mi pare che i policymaker europei abbiano la volontà di rimettere al centro l’industria e la produzione. Inoltre, credo sia vitale proteggere le nostre filiere dall’aggressività della concorrenza sleale, come si sta facendo con la Salvaguardia e le misure che la sostituiranno a luglio, ma è altrettanto necessario prevedere anche un’estensione a valle di queste norme. Tuttavia, in un mercato piccolo come quello europeo, chiudersi troppo non può essere l’unica risposta, è cruciale mantenere un’apertura verso le filiere globali”. Il presidente di Federacciai, Antonio Gozzi, ha evidenziato che, “per affrontare le sfide future, dobbiamo occuparci di tre cose: cariche metalliche, costo dell’energia e risorse umane. In base a uno studio di Boston Consulting si ritiene che nel 2030 in Europa ci sarà carenza di rottame. Per non farci cogliere impreparati dovremo perciò da un lato difendere la nostra “miniera”, dall’altro stiamo lavorando per produrre DRI con impianti fuori dall’Europa. Bisognerà però avere il coraggio di sfruttare il nostro vantaggio competitivo e le nostre conoscenze del comparto. Abbiamo bisogno di ragionamenti di filiera, che si possono concretizzare sia in un dialogo più fruttuoso tra produzione e distribuzione, sia in un intervento dell’Ue per l’allargamento del Cbam anche ai settori utilizzatori”. Secondo la vicepresidente di Gruppo Danieli e presidente Abs, Camilla Benedetti, una delle sfide sarà “il ripensamento della carbon footprint dell’intero processo produttivo, non concentrandosi solo sull’acciaieria ma anche sulle materie prime, sui prodotti. L’acciaio ci sarà sempre, è presente nella nostra vita quotidiana, nei beni di consumo e nelle infrastrutture. Sarà un acciaio verde, decarbonizzato, che si baserà su quattro pilastri: nuovi acciai, sostenibilità, servizio e scientific know-how”. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

Comunità energetica e Hydrogen Valley guidano Civitavecchia verso un futuro sostenibile Idrogeno, vento e comunità energetica: Civitavecchia costruisce la transizione energetica ambiziosa. Questa mattina il sindaco Marco Piendibene ha visitato l’area dell’Interporto di Civitavecchia dove sta prendendo forma la Hydrogen Valley Intermodale, uno dei progetti di transizione energetica più avanzati del panorama nazionale. Al suo fianco, il presidente della Compagnia Portuale di Civitavecchia e l’assessore ai Lavori Pubblici Patrizio Scilipoti. A illustrare il progetto sono stati Steven Clerckx, Managing Director e CEO di CFFT Spa, e Sergio Serpente, del cda di CFFT, la società promotrice dell’iniziativa, che hanno guidato la delegazione attraverso un’area che fino a poco tempo fa era industrialmente abbandonata e che oggi si prepara a diventare un polo energetico di rilevanza nazionale. La visita non riguarda un singolo impianto, ma il tassello centrale di un disegno più grande: trasformare Civitavecchia nella prima città italiana ad avere un sistema integrato di produzione, distribuzione e consumo di energia pulita, capace di mettere insieme idrogeno verde, eolico offshore e comunità energetica in una strategia coerente e già in fase di attuazione. Dove per decenni ha dominato il carbone, oggi si costruisce il futuro. All’Interporto sorgerà un impianto capace di produrre 160 tonnellate annue di idrogeno verde grazie a elettrolizzatori alimentati dal sole, con una potenza complessiva di 4,1 megawatt. Numeri che significano concretamente rifornimento di mezzi pesanti e leggeri a emissioni zero, integrazione con la rete logistica del retroporto europeo, e una catena produttiva interamente locale che servirà ad avviare la fase di cold ironing di alcune attività del porto. Non un esperimento: un’infrastruttura industriale vera, già sostenuta da lettere di intesa firmate dal Comune di Civitavecchia, dall’Autorità di Sistema Portuale del Mar Tirreno Centro Settentrionale, da Aeroporti di Roma, da Porcarelli, Port Mobility e ISAM. Ma la Hydrogen Valley è solo una parte del quadro. Entro fine mese prenderà il via la comunità energetica cittadina, mentre è alle fasi conclusive il percorso dell’autorizzazione VIA dell’impianto dell’eolico offshore del consorzio DiVento, con l’obiettivo strategico di creare un hub per l’assemblaggio delle grandi strutture in mare: un’opportunità industriale che proietterebbe Civitavecchia in una posizione unica nel Mediterraneo. «Stiamo costruendo un sistema, non un impianto» ha dichiarato il sindaco Piendibene. «Idrogeno, energie rinnovabili, comunità energetica: tre gambe dello stesso tavolo. Civitavecchia vuole essere protagonista della transizione energetica. E farlo con i cantieri aperti». Comunicato stampa Comunicato stampa Comune di Civitavecchia Riceviamo e pubblichiamo.

Ultimi giorni (e posti) disponibili per partecipare al prossimo Business Meeting “Traghetti e Ro-Ro” organizzato da SHIPPING ITALY e in programma il prossimo 22 Maggio presso il centro congressi della Stazione Marittima di Napoli. Sono previsti oltre 250 partecipanti (ad oggi i professionisti accreditati sono 240), tre i panel in programma, 18 i panelist e 46 gli sponsor già confermati. Questo di seguito è il programma definitivo dell’appuntamento: 9:15 Registrazioni e welcome coffee 10:00 OPENING SESSION: – Eliseo Cuccaro (Adsp Mare Tirreno Centrale – Presidente) 10:15 – 1° PANEL “Verso i traghetti del futuro” – Luigi Matarazzo (Fincantieri – Direttore generale navi mercantili) – Ferdinando Garrè (San Giorgio del Porto – Amministratore delegato) – Maria Garbarini (Rina – Head of passenger ships excellence centre) – Maurizio Aponte (Navigazione Libera del Golfo – Amministratore delegato) – Carlo Cotella (Liberty Lines – Amministratore delegato) – Antonio Musso (Gruppo Grendi – Amministratore delegato) – Matteo Sartori (Wartsila – Team leader, system development & design) – Massimiliano Pini (Volvo Penta – Marine sales) 11:30 Coffee Break 12:00 – 2° PANEL “Porti green e navi smart: la doppia transizione” – Franco Del Giudice (Assarmatori / Delcomar – Amministratore delegato) – Pino Musolino (Alilauro – Amministratore delegato) – Lorenzo Matacena (Ecsa / Caronte&Tourist – Amministratore delegato) – Ivana Melillo (Gnv – Energy efficiency director) – Giovanni Giustiniano (Moby – Direttore tecnico) – Guido Raso (DFDS Samer Seaport Terminals – Amministratore delegato) – Daniele Bindella (ABB – Sales manager mobile e-power) – Luca Abatello (Circle Group – Amministratore delegato) 13:10 INTERVISTA FINALE: – A “tu per tu” con Emanuele Grimaldi (International Chamber of Shipping / Grimaldi Group – Amministratore delegato) 13:30 Termine lavori e light lunch Ingresso a pagamento (fino a esaurimento posti disponibili) Per info su modalità di partecipazione scrivere a segreteria@alocinmedia.it oppure chiamare il numero +39 010 970307 MAIN TOPICS: Transizione energetica e nuovi carburanti marittimi: Stato dell’arte e roadmap per LNG, bio-LNG, metanolo, ammoniaca, idrogeno; Soluzioni dual fuel per ro-ro e passenger; Disponibilità infrastrutturale nei porti italiani; Impatti su costi operativi, sicurezza e formazione equipaggi; Allineamento con Fit for 55, ETS marittimo, FuelEU Maritime Stato dell’arte e roadmap per LNG, bio-LNG, metanolo, ammoniaca, idrogeno; Soluzioni dual fuel per ro-ro e passenger; Disponibilità infrastrutturale nei porti italiani; Impatti su costi operativi, sicurezza e formazione equipaggi; Allineamento con Fit for 55, ETS marittimo, FuelEU Maritime Elettrificazione delle banchine e cold ironing: Diffusione dell’Onshore Power Supply (OPS) nei porti italiani; Integrazione rete elettrica–porto–nave; Modelli di business e ripartizione dei costi; Esperienze pilota e best practice nei terminal ro-ro/pax; Ruolo di PNRR e fondi europei Diffusione dell’Onshore Power Supply (OPS) nei porti italiani; Integrazione rete elettrica–porto–nave; Modelli di business e ripartizione dei costi; Esperienze pilota e best practice nei terminal ro-ro/pax; Ruolo di PNRR e fondi europei Rinnovo e ammodernamento delle flotte ro-ro e passeggeri: Strategie di fleet renewal vs refitting; Allungamento della vita utile delle navi; Efficientamento energetico (hull, propulsione, HVAC); Impatti regolatori e finanziari sulle scelte armatoriali Strategie di fleet renewal vs refitting; Allungamento della vita utile delle navi; Efficientamento energetico (hull, propulsione, HVAC); Impatti regolatori e finanziari sulle scelte armatoriali Nuovi design navali e innovazione nei cantieri: Evoluzione del design ro-ro e ro-pax; Modularità, flessibilità operativa e adattabilità futura; Digital ship, automazione e sistemi di bordo avanzati; Ruolo dei cantieri italiani nella competizione globale; Collaborazione cantieri–armatori–fornitori tecnologici Evoluzione del design ro-ro e ro-pax; Modularità, flessibilità operativa e adattabilità futura; Digital ship, automazione e sistemi di bordo avanzati; Ruolo dei cantieri italiani nella competizione globale; Collaborazione cantieri–armatori–fornitori tecnologici Cantieristica navale italiana: competitività e filiere: Capacità produttiva e specializzazione dei cantieri; Subfornitura, componentistica e innovazione; Tempi di consegna e colli di bottiglia industriali; Politiche industriali e sostegno alla filiera nazionale; Capacità produttiva e specializzazione dei cantieri; Subfornitura, componentistica e innovazione; Tempi di consegna e colli di bottiglia industriali; Politiche industriali e sostegno alla filiera nazionale; Terminal portuali ro-ro e passeggeri: evoluzione operativa: Automazione e digitalizzazione dei terminal; Ottimizzazione dei flussi passeggeri e merci; Intermodalità e connessioni terrestri; Sicurezza, resilienza e gestione dei picchi stagionali Automazione e digitalizzazione dei terminal; Ottimizzazione dei flussi passeggeri e merci; Intermodalità e connessioni terrestri; Sicurezza, resilienza e gestione dei picchi stagionali Autostrade del Mare e integrazione logistica: Ruolo strategico delle Motorways of the Sea ; Competitività rispetto al trasporto stradale; Integrazione ferro-mare e ultimo miglio; Politiche di incentivo e sostegno pubblico Ruolo strategico delle Motorways of the Sea Competitività rispetto al trasporto stradale; Integrazione ferro-mare e ultimo miglio; Politiche di incentivo e sostegno pubblico Nuove rotte e scenari di traffico nel Mediterraneo: Sviluppo dei collegamenti verso Nord Africa; Crescita delle rotte nel Mediterraneo orientale; Analisi domanda passeggeri e merci; Impatti geopolitici e stabilità delle rotte Sviluppo dei collegamenti verso Nord Africa; Crescita delle rotte nel Mediterraneo orientale; Analisi domanda passeggeri e merci; Impatti geopolitici e stabilità delle rotte Opportunità per hub portuali italiani M&A, alleanze strategiche e consolidamento del settore: Trend di fusioni e acquisizioni tra armatori e operatori terminalistici: Joint venture su nuove rotte e flotte; Ingresso di fondi infrastrutturali e investitori finanziari; Impatti su concorrenza e governance Trend di fusioni e acquisizioni tra armatori e operatori terminalistici: Joint venture su nuove rotte e flotte; Ingresso di fondi infrastrutturali e investitori finanziari; Impatti su concorrenza e governance Finanza, incentivi e modelli di investimento: Accesso al credito per nuove costruzioni e retrofit; Green financing, sustainability-linked loans; Ruolo di CDP, BEI e fondi europei; Valutazione del rischio tecnologico e regolatorio Accesso al credito per nuove costruzioni e retrofit; Green financing, sustainability-linked loans; Ruolo di CDP, BEI e fondi europei; Valutazione del rischio tecnologico e regolatorio Digitalizzazione e dati nel trasporto ro-ro/pax: Smart port e smart ship; Utilizzo dei dati per efficienza operativa; Cybersecurity marittima; Interoperabilità tra navi, terminal e autorità Smart port e smart ship; Utilizzo dei dati per efficienza operativa; Cybersecurity marittima; Interoperabilità tra navi, terminal e autorità Capitale umano, formazione e nuove competenze: Evoluzione delle competenze di bordo e a terra; Formazione su nuovi carburanti e sistemi elettrici; Attrattività del settore per i giovani; Sicurezza e fattore umano ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

England-based energy transition-focused player EnergyPathways has joined forces with Associated British Ports (ABP), the UK’s largest ports group, to jointly evaluate the Port of Barrow on the southwest coast of Cumbria as the onshore facilities site for its large-scale energy storage project in the East Irish Sea. EnergyPathways and ABP have signed a collaboration agreement to evaluate the Port of Barrow as a location to develop theMarram Energy Storage Hub (MESH)project, which is expected to be the UK’s largest integrated energy storage project, bolstering Britain’s energy security and lowering consumer bills. The two companies will examine the feasibility of building at ABP’s Port of Barrow a CAES storage operations base, a gas and hydrogen storage operations base, connection infrastructure for the project’s offshore storage facilities, hydrogen and graphite production facilities, and sustainable industrial processing and export facilities. The development of these facilities is subject to a commercial agreement between the two players, and securing financing and planning approvals for the MESH energy storage development. Designated a project of“national significance”by the UK government, MESH combines compressed air electrical storage (CAES) with natural gas and hydrogen storage. Ben Clube, CEO of EnergyPathways, commented:“We are delighted to be working with ABP, the UK’s leading and largest ports group. This relationship highlights the significant opportunities that our MESH integrated energy storage project can bring to Barrow-in-Furness and the UK’s energy and industrial sectors. MESH can play an important role in supporting Barrow’s long-term development as a key hub for energy infrastructure and its potential to play a central role in the UK’s future energy system. “ABP’s Port of Barrow provides access to our offshore storage development areas in the East Irish Sea alongside strategically located land, port facilities and export infrastructure that could be well suited to supporting MESH’s onshore facilities and production units.This marks another important milestone for the MESHproject as it progresses towardsfinalinvestmentdecision, building momentum across key development workstreams.” Located in the Irish Sea and connected to Barrow-in-Furness, the project will utilize large-scale subsea storage, designed to store energy in a highly cost-effective manner. The licence area has the potential to support the construction of up to 60 sub-surface salt caverns. MESH is targeted to enter operation in 2031, subject to approvals and financing. This project will harness Britain’s wind energy by generating multi-day, dispatchable power at lower cost and emissions than gas-fired power plants. The development is anticipated to more than double the UK’sgas storage capacity, storing around six days of national supply to bolster the nation’s energy security. The energy storage at MESH will reduce the country’s dependency on gas power generators and costly gas imports, which currently control electricity prices and are vulnerable to global gas price hikes. This development is said to align closely with the UK’s energy, industrial, and economic growth strategies, alongside its 2035 Critical Minerals strategy ambitions. The MESH hydrogen production facility is intended to produce graphite, a critical mineral essential for use in civil nuclear, defence, and battery applications, as a by-product. The hydrogen produced will be used to decarbonize Britain’s energy system. The project also complements the UK government’s ambitions to strengthen and diversify Barrow’s economy. The development masterplan for Barrow is being spearheaded by Team Barrow, a government initiative that involves BAE Systems, Westmorland & Furness Council, and the Department of Housing, Communities, and Local Government, as well as a range of local and national companies and organizations, including ABP. Team Barrow has publicly welcomed the MESH project. This content is available after accepting the cookies. EnergyPathways launches offshore wind-linked compressed air energy storage project Ralph Windeatt, Business Development Director at ABP, highlighted:“ABP has a strong track record supporting energy projects of national significance. The Port of Barrow, specifically, has played a key role in the development and operation of the offshore wind industry in the Irish Sea. “The MESH project is an opportunity to further strengthen the port’s long-term future, and support the delivery of Barrow’s masterplan and contribute to the UK’s energy transition.” EnergyPathways is already working on the development of MESH with a Tier-1 partner group, consisting of Siemens Energy, Wood, Costain, and Zenith Energy. Take the spotlight and anchor your brand in the heart of the offshore world! Join us for a bigger impact and amplify your presence at the core hub of the offshore energy community!

Sperimentazione realizzata con Msc Opera e Wärtsilä. I dati verificati da Bureau Veritas sui gas a effetto serra e ossido di azoto: al Porto di Venezia diesel già disponibile Navi da crociera alimentate con il biocarburante prodotto, anche alla bioraffineria di Porto Marghera, dall’olio di scarto usato per friggere le patat Questo articolo è riservato agli abbonati. Accedi con username e password se hai già un abbonamento. Scopri tutte le offerte di abbonamento sul nostro shop.Shop Non hai un account?Registrati ora. Riproduzione riservata © La Nuova Venezia

LONDON,May 13, 2026/PRNewswire/ -- A cargo ship fitted with modern "Rotor Sails" has completed eight years of commercial operations with no major structural or operational issues, in what industry experts say is a landmark moment for wind powered shipping. The bulk carrier M/V Afros, one of the world's first commercial ships equipped with modern wind propulsion technology, has now completed more than 150 voyages since entering service in 2018. A recent scheduled dry dock inspection found the vessel's four Rotor Sails remained in strong operating condition after nearly a decade at sea. The technology, developed by UK-basedAnemoi Marine Technologies, uses rotating vertical cylinders to harness wind power and reduce engine demand, cutting fuel consumption and emissions. According to operational data reviewed during the vessel's latest service inspection, the system has already helped avoid nearly 5,000 tonnes of CO₂ emissions. The milestone comes as global shipping faces mounting pressure to cut emissions and major operators increasingly turn to wind-assisted propulsion systems (WAPS) to reduce fuel costs and comply with tightening international climate regulations. "This is the clearest long-term proof yet that modern wind propulsion works in real-world commercial shipping," said Nick Contopoulos, Co-Founder and Chief Commercial Officer at Anemoi. "For years, wind-assisted shipping was viewed as experimental. The Afros has now demonstrated that these systems can operate reliably across years of global trading while delivering meaningful fuel and emissions savings." The vessel was independently surveyed in April byLloyd's Registerduring scheduled dry dock servicing in China. Reliability is critical for deep-sea shipping, where vessels can spend up to two months at sea without access to repair facilities before reaching their next port call. Anemoi is the only UK WAPS provider able to demonstrate longevity and reliability in its solutions at sea, proving the Rotor Sails work in terms of both performance and durability. The achievement comes as governments and shipping companies race to cut emissions from global trade routes. Earlier this year, UK Prime Minister Keir Starmer cited Anemoi Marine Technologies during a visit to China as a British success story in maritime decarbonisation, highlighting growing international interest in wind-powered shipping technology. Since the installation on the Afros in 2018, Anemoi has installed more than twenty Rotor Sails across five of the world's largest vessels. The company is now preparing to deliver a further ten Rotor Sail systems for five additional vessels. Newer generations of the technology have already delivered significantly greater fuel and emissions reductions than the original installation aboard the Afros. Video of Afros during April 2026 scheduled survey at Jiangsu Watts Energy & Engineering Shipyard:https://youtu.be/wPz_oTWQ2nI?si=3z_fIJdj-oMdExSl Media Contacts:Wake MediaMolly KeyCommunications ManagerE-mail:molly.key@wake-media.co.uk About Anemoi Marine Technologies Anemoi Marine Technologies is a leading provider of Rotor Sail wind propulsion systems for the global shipping industry. Our patented technology harnesses wind power to significantly reduce vessel fuel consumption and emissions, including CO₂, SOₓ, and NOₓ. Our cutting-edge Rotor Sails deliver significantly higher thrust per square metre than conventional sails, offering a compact, high-performance solution for sustainable shipping. With over 15 years of R&D and proven commercial installations across various vessel types, Anemoi's systems are designed for both newbuild and retrofit applications. Approved by leading classification societies, our solutions support compliance with key regulations such as EEDI, EEXI, CII, EU ETS, and FuelEU Maritime - advancing the transition to cleaner, more efficient maritime transport. https://www.anemoimarine.com/ Logo:https://mma.prnewswire.com/media/2691837/5965890/Anemoi_Logo.jpg

More specifically, Travlou noted: “In an era of geopolitical realignments, uncertainty and multiple crises, shipping remains a force of stability, continuity and cohesion. It keeps the planet connected, economies functioning and societies supplied. Posidonia brings together the world’s leading shipping industry, the international maritime community, highlighting the strategic importance of a sector that not only transports goods and energy, but also safeguards the very functioning of the modern world. In the current international environment, shipping operates under conditions of rising geopolitical tension. Threats to freedom of navigation and attacks on commercial vessels and seafarers have become a new reality, testing sea routes, supply chains, energy security and global economic balance. The safe and uninterrupted operation of maritime transport is a prerequisite for human prosperity. Shipping carries food, medicines, energy, raw materials and essential goods at a scale and efficiency that cannot be substituted by any other transport system. For this reason, maritime security is a global public good and a collective responsibility. The protection of human life at sea, of commercial vessels and of freedom of navigation must be an unequivocal obligation of the international community. In this demanding environment, Greek shipping — representing nearly 20% of global tonnage and more than 60% of the European Union-controlled fleet — consistently confirms its strength, reliability and adaptability. This leadership position is not reflected only in numbers. It is also reflected in the long-standing responsible and institutional stance of the Union of Greek Shipowners on all critical issues of the sector and international maritime policy. It is reflected in foresight, investment, and our ability to respond with consistency, composure and determination to constantly evolving global conditions. At the same time, Greek shipping is at the forefront of the sector’s green transition, operating one of the youngest fleets globally and the largest fleet capable of using alternative fuels worldwide. Our investments in newbuildings, innovative technologies, digitalization and emissions-reduction solutions are continuous and substantial. However, the transition to decarbonization requires realism, technological maturity and global alignment. It must not jeopardise the safety of crews and vessels, nor the sustainability of shipping and global supply chains. A truly sustainable transition must be safe, practically implementable, fair to all stakeholders and globally functional. Recent discussions at the IMO, within the framework of MEPC 84, offer the international community a second opportunity to restore consensus and work towards a realistic, appropriate and workable global framework for reducing greenhouse gas emissions from ships. The ultimate success of this effort depends on the availability of safe, accessible, economically viable and sufficient alternative fuels on a global scale. Shipping has consistently proven that it knows how to navigate responsibly even through the most turbulent waters. And it will continue to do so. Because shipping is a force of vital continuity for the world. In times of crisis, it keeps the channels of cooperation open. In times of uncertainty, it provides stability. In times of transition, it ensures that progress can continue. In this great global mission, Greek shipping remains at the forefront. With its seamanship, resilience and unity, it will continue to connect the world with consistency, vision and a sense of responsibility for future generations.” Για να εμφανίζονται περισσότερα άρθρα τηςΝαυτεμπορικήςστις αναζητήσεις σας εύκολα και γρήγορα, πρέπει να προσθέσετε το site στις προτιμώμενες πηγές σας. Μπορείτε να το κάνετε πηγαίνονταςεδώ.

13 May 2026- Alstom, global leader in smart and sustainable mobility, reports financial results for the fiscal year FY 2025/26. Martin Sion, Chief Executive Officer of Alstom, said: ‚ÄúMarket momentum is strong, and we have made good progress in recent years, including strong Services performance, improved order quality and strengthened balance sheet. While our teams deliver successfully every day across our portfolio, execution on some major rolling stock contracts continues to weigh on near-term margins and cash generation. This is why our priority is to improve execution quality, including tighter day‚ÄĎto‚ÄĎday project management, reinforced planning discipline and improved coordination across engineering, supply chain and manufacturing. Alstom‚Äôs strategy and operational plan will be presented at a Capital Markets Dayearly 2027. The disciplined implementation of this plan is intended to support a progressive improvement in adjusted EBIT margin towards 8‚Äď10% over time as well as improved cash generation.‚ÄĚ Key figures ¬†¬† FY 2025/26 detailed review Commercial performance During the fiscal year 2025/26, the Group achieved significant commercial success across multiple geographies, particularly in Europe, in the Americas and in Asia/Pacific, and product lines, mostly in rolling stock and systems. The order intake reached ‚ā¨27.6 billion, a 39% increase compared to ‚ā¨19.8 billion in the fiscal year 2024/25. InEurope, Alstom recorded an order intake of ‚ā¨15.6 billion during the fiscal year 2025/26, compared to ‚ā¨13.1 billion in the previous fiscal year. InPortugal, Alstom secured a ‚ā¨1.03 billion contract with Comboios de Portugal (CP) to supply 153 Adessia Stream‚ĄĘ trains, supporting the renewal of Portugal‚Äôs rail fleet and the expansion of capacity on key passenger routes. InPoland, Alstom signed a landmark agreement with PKP Intercity, Poland‚Äôs national long-distance rail operator, to deliver 42 Coradia Max‚ĄĘ double-deck electric multiple units (EMUs) along with 30 years of full-service maintenance. The contract is worth approximately ‚ā¨1.6 billion. InFrance, The SNCF Voyageurs Board of Directors has approved an additional order for 30 new-generation Avelia Horizon‚ĄĘ very high-speed trains for around ‚ā¨1.4 billion. The new Avelia Horizon‚ĄĘ trains will be operated by Eurostar and will travel through the Channel Tunnel, a first for a double-deck high-speed train. Moreover, Alstom has won an additional order for 15 new-generation Avelia Horizon‚ĄĘ very high-speed trains, worth approximately ‚ā¨600 million. Alstom has secured a contract to supply SNCF Voyageurs with 96 additional RER NG trainsets, valued at approximately ‚ā¨1.7‚ÄĮbillion, following the financing agreement by √éle-de-France Mobilit√©s. InSerbia, Alstom will deliver a fully integrated, turnkey metro solution, including 32 Metropolis trains. The contract is worth approximately ‚ā¨915 million. Last year's performance in Europe was predominantly driven by significant orders from customers in Germany, France, United Kingdom, and Italy. In the Americas, Alstom reported an order intake of ‚ā¨7.9 billion in the fiscal year 2025/26, compared to ‚ā¨3.4 billion in the 2024/25 fiscal year. In theUnited StatesAlstom won two major contracts. The first contract, valued at ‚ā¨2.0‚ÄĮbillion, involves the manufacture of 316 commuter rail cars for the Long Island Rail Road (LIRR) and Metro North Railroad. The second major contract in United States was signed to supply NJ TRANSIT with an additional 200 Multilevel III commuter rail cars and 12 ALP-45 dual-power locomotives to modernize its fleet. This new rolling stock purchase is valued at ‚ā¨1.0 billion. This fleet will serve passengers traveling within the state and commuting to New York City and Philadelphia. InCanada, Alstom will manufacture 70 state-of-the-art, six-car Metropolis‚ĄĘ metro trains for the Toronto Transit Commission (TTC). The agreement includes new subway trains to replace the fleet on Toronto‚Äôs Line‚ÄĮ2 and to support subway extension projects. The contract is worth approximately ‚ā¨1.4‚ÄĮbillion. Last year's performance in the Americas was driven by significant orders from Metrolinx and from the Port Authority of New York and New Jersey (PANYNJ). In Asia/Pacific, the order intake reached ‚ā¨2.9 billion in the fiscal year 2025/26, compared to ‚ā¨1.7 billion in fiscal year 2024/25. InAustralia, Alstom, as part of the TransitLinX Alliance, has been awarded a ‚ā¨1.0 billion share of a ‚ā¨4.9 billion contract by the Suburban Rail Loop Authority in Melbourne. The share includes 13 automated Metropolis‚ĄĘ metro trains with 15-year maintenance, the Urbalis Communications Based Train Control (CBTC) system, cybersecurity, wired and wireless communications, stations platform screen doors, as well as overall system integration. InNew Zealand, Alstom has secured a ‚ā¨538 million contract in Wellington for 18 Adessia Stream B‚ĄĘ battery trains and 35 years of maintenance. Last year‚Äôs performance in Asia/Pacific was driven by significant contract with the Public Transport Authority of Western Australia (PTA) in Australia. InAfrica/Middle East/Central Asia, the Group reported ‚ā¨1.3 billion order intake compared to ‚ā¨1.6 billion over the same period last fiscal year. Alstom has signed a systems contract in the AMECA region, as part of a consortium. Alstom‚Äôs share represents approximately 30% of the total contract value, corresponding to approximately ‚ā¨700 million. Last year's performance in Africa/Middle East/Central Asia was predominantly driven by significant order from the Moroccan National Railway Office (ONCF). As of 31 March 2026, the backlog stood at ‚ā¨104 billion, providing the Group with strong visibility over future sales. This represents a 10% increase on an actual basis and an 11% increase on an organic basis as compared to 31 March 2025. The increase in backlog is mostly driven by a favourable book-to-bill ratio of 1.4 over the fiscal year 2025/26. The gross margin in backlog stood at 18.0% as of 31 March 2026, up 20bps compared to March 2025. Negative revisions to margin at completion for some rolling stock contracts, were offset by margin-accretive new orders. Operational milestones In France, Alstom‚ÄôsMF19 new-generation metroentered service on Line 10 of the Paris Metro in October 2025, marking a major milestone in the modernisation of the √éle-de-France Mobilit√©s network. MF19 will replace three generations of rolling stock across eight lines. Alstom‚Äôs latest CBTC-based on-board speed control system, developed in partnership with RATP and meeting its Octys standards, has been successfully launched on Line 10. In Spring 25, Alstom also delivered the first trainset forLine‚ÄĮ18 of the Grand Paris Express,marking the start of testing on the new line‚Äôs infrastructure. Following an extensive testing programme, the submission of theTGV Mauthorisation for placing on the market to the European Union Agency for Railways (ERA) in December 2025 marks the start of the final phase of the approval process ahead of the launch of commercial service. In the United States, Alstom marked the launch ofAmtrak‚Äôs NextGen Acelaservice on the Northeast Corridor in August 2025, bringing America‚Äôs fastest trains into commercial operation at speeds of up to 160 mph. Built in the United States, the new fleet offers increased capacity and enhanced passenger comfort while modernising the country‚Äôs busiest rail corridor. At North American airports, Alstom demonstrated strong execution inAutomated People Movers(APMs). In March‚ÄĮ2026, new Innovia R vehicles entered passenger service at Tampa International Airport as part of a major modernisation of the airport‚Äôs system. In February‚ÄĮ2026, the Group also completed delivery of the initial 26 car Innovia APM fleet for Denver International Airport, with an additional 19 vehicles ordered in 2025 to further expand and renew the system. In December 2025, Alstom delivered Australia‚Äôs first brownfield CBTC installation with the opening ofMelbourne‚Äôs Metro Tunnel.The project deploys Urbalis‚ÄĮFlo CBTC on an existing network, enabling higher frequency services and reduced headways. The new tunnel and signalling system more than double Melbourne‚Äôs underground rail network. In India, Alstom‚Äôs metro trains entered commercial service inBhopalin December 2025, marking a major step in the country‚Äôs urban transport modernisation, integrating the latest generation of CBTC signalling technology to ensure enhanced safety, reliability, and operational efficiency. InDelhi, Metro Line 7 and Line 8 extensions commenced revenue service in March 2026 with Alstom‚Äôs Metropolis trains, and Alstom‚Äôs CBTC based signalling was delivered for the Line 7 extension. In the fiscal year 2025/26, Alstom produced 4,284 cars, down 2% compared to 4,383 in the prior fiscal year. In particular, following a broadly flat performance over the first nine months of the fiscal year 2025/26, the Group produced 1,206 cars in the fourth quarter down 6% compared to 1,282 over the same period in the prior fiscal year. ¬† Sales Alstom‚Äôs sales amounted to ‚ā¨19.2 billion for the fiscal year 2025/26, representing 4% growth on an actual basis and 7% on an organic basis as compared to the prior fiscal year. InEurope, sales reached ‚ā¨11.6 billion, accounting for 61% of the Group‚Äôs total sales and representing an increase of 11% on an actual basis. It was mainly driven by the continued execution of large rolling stock contracts, including the RER NG trains for √éle-de-France Mobilit√©s network, the Regio 2N regional trains, the Avelia‚ĄĘ high-speed trains for SNCF, the Coradia Stream‚ĄĘ regional trains for Trenitalia in Italy and the double-deck M7-type multifunctional coaches for SNCB in Belgium. The ramp-up of Coradia Max‚ĄĘ contracts in Germany has also been a strong growth contributor. On the other hand, large rolling stock contracts such as trains for the Paris Metro for RATP in France is close to completion, therefore generating lower level of sales as compared to the same period in the prior fiscal year. InAmericas, sales stood at ‚ā¨3.2 billion, accounting for 17% of the Group‚Äôs sales, with 9% in the United States alone. This marks a 12% decrease compared to same period last fiscal year on an actual basis, and a 3% decrease on an organic basis. The decline in organic revenue was mainly driven by the ramp-down in the Latin Americas, in particular Tren Maya project for the National Fund for the Promotion of Tourism in Mexico reaching the end of its manufacturing phase, together with the Metropolis‚ĄĘ trains for S√£o Paulo Metropolitan Train System in Brazil. The projects of San Francisco Bart and Multilevel III commuter cars for NJ Transit remain key sales contributors within the North America region. Reported sales were also impacted by the disposal of the North American signalling business during the prior fiscal year. InAsia/Pacific, sales amounted to ‚ā¨2.6 billion, accounting for 13% of the Group‚Äôs sales and representing a decrease of 5% compared to last year on an actual basis and an increase of 1% on an organic basis. Organic growth was delivered mainly in Systems, driven by the North-South Commuter Railway Extension project in Philippines and the Wanda line project in Taiwan, and in Services with the ramp-up of maintenance contract for VLocityTM regional trains fleet in Victoria in Australia. InAfrica/Middle East/Central Asia, sales stood at ‚ā¨1.8 billion, contributing to 9% to the Group‚Äôs total sales and representing an increase of 7% compared to the prior fiscal year on an actual basis and 12% on an organic basis. The rolling stock contract for the X‚ÄôTrapolis‚ĄĘ Mega commuter trains in South Africa as well as the Prima‚ĄĘ freight locos for Kazakh Railways are the main sales contributors within the region. Innovation Research and development gross costs amounted to ‚ā¨(742) million in the fiscal year 2025/26, reflecting the Group‚Äôs continuous investment in innovation to develop smarter and greener mobility solutions. Net R&D amounted to ‚ā¨(573) million before PPA amortisation in the fiscal year 2025/26, up from ‚ā¨(522) million in the prior fiscal year. InRolling Stock, Alstom continues to advance its major platforms. NextGen Acela‚ĄĘ, part of the Avelia range and the first high‚ÄĎspeed trains built in the United States, entered commercial service with Amtrak in August 2025. In Europe, the Avelia Horizon‚ĄĘ homologation programme is nearing completion, targeting entry into service in summer 2026 with SNCF. This double‚ÄĎdeck high‚ÄĎspeed platform offers higher capacity, improved energy efficiency and enhanced passenger comfort. Alstom has initiated the renewal of its commuter train portfolio with Adessia‚ĄĘ, with early commercial successes in Germany and New‚ÄĮZealand, including a dual‚ÄĎmode electric‚ÄĎbattery solution. The Coradia Stream‚ĄĘ range is being extended with longer cars, new traction solutions and battery‚ÄĎelectric versions. Metro, tramway and locomotive platforms are also being adapted to better meet the needs of key markets, notably India and North America. InServices, Alstom remains focused on improving reliability, availability and lifecycle costs. The deployment of HealthHub‚ĄĘ fleet monitoring is expanding across projects, supporting more predictive, condition‚ÄĎbased maintenance. Digitalisation of depots, automation and data‚ÄĎdriven tools continue to enhance operational efficiency, reduce costs and improve asset performance. AlstomSignallingdevelopments are structured around digitalisation, automation and cyber‚ÄĎsecurity, across both mainline and urban applications. Investment continues in next‚ÄĎgeneration train control, CBTC, operational control centres and maintenance diagnostics. Innovation efforts also progress in autonomous operations, remote driving, AI‚ÄĎbased solutions and system resilience, supporting safer, more sustainable and more efficient mobility. Profitability Adjusted EBIT was ‚ā¨1,168 million in the fiscal year 2025/26, compared to ‚ā¨1,177 million in the prior fiscal year. Adjusted EBIT margin decreased to 6.1% in the fiscal year 2025/26 from 6.4% in the fiscal year 2024/25. The adjusted EBIT margin was impacted by unfavourable foreign exchange for (20)bps, scope impact for (10)bps due to sale of North American Signalling business, R&D investment for (20)bps and projects execution for (60)bps. This was partially compensated by a positive performance of joint ventures for 40bps and reduction of Selling and Administrative costs for 40bps. Alstom‚Äôs other expenses for the fiscal year 2025/26 amounted to ‚ā¨(155) million, a ‚ā¨43¬†million decrease compared to the prior fiscal year. This includes restructuring and rationalisation charges, mainly related to the adaptation to the means of production in France and Belgium, as well as industrial footprint transformation costs in Germany and legal fees. There have been no more Integration costs related to Bombardier Transportation‚Äôs entities integration since 1 April 2025. Taking into consideration restructuring and rationalisation charges, capital gains on disposal of business, impairment loss and others, Alstom‚Äôs EBIT before amortisation and impairment of assets exclusively valued when determining the purchase price allocation (‚ÄúPPA‚ÄĚ) stood at ‚ā¨797 million. This compares to ‚ā¨831 million in the last fiscal year. Net financial expenses of the period amounted to ‚ā¨(165) million as compared to ‚ā¨(214) million in the same period in the prior fiscal year, driven by lower net interest expenses mainly due to decreasing interest rates, reduction in Bank Fees, net favourable FX hedging, partially offset by lower interest income. The Group recorded an income tax charge of ‚ā¨(199) million in the fiscal year 2025/26, corresponding to an effective tax rate before PPA of 35%, compared to ‚ā¨(182) million for the last fiscal year and an effective tax rate of 35%. Consistent with the medium-term projections, the Group anticipates a decrease in its effective tax rate, based on a structural rate of approximately 27%, with potential further benefits contingent upon the recovery of profitability in countries where deferred tax assets have not yet been recognized for fiscal year 2025/26. The share in net income from equity investments amounted to ‚ā¨191 million, excluding the amortisation of the purchase price allocation (‚ÄúPPA‚ÄĚ) mainly from joint ventures of ‚ā¨(8) million, compared to ‚ā¨128 million in the prior fiscal year. This reflects strong performance from CASCO joint venture as well as Alstom Sifang (Qingdao) Transportation Ltd. and Jiangsu Alstom NUG Propulsion System Co. Ltd. Adjusted net profit, representing the group‚Äôs share of net profit from continued operations excluding PPA and impairment net of tax, amounts to ‚ā¨559 million for the fiscal year 2025/26. This compares to an adjusted net profit of ‚ā¨498 million in the prior fiscal year. As a result, the Group‚Äôs net profit (Group share) stood at ‚ā¨324 million in fiscal year 2025/26, compared to ‚ā¨149 million in the prior fiscal year. Free Cash Flow The Group‚Äôs Free Cash Flow amounted to ‚ā¨336 million in the fiscal year 2025/26, compared to ‚ā¨502 million during the prior fiscal year. Funds From Operations declined to ‚ā¨507 million, compared to ‚ā¨553 million in the prior fiscal year. While EBITDA before PPA remained broadly stable compared to the same period last year, Funds From Operations was mainly impacted by higher capital expenditures of ‚ā¨370 million. Working capital consumption was ‚ā¨171 million in fiscal year 2025/26, compared to ‚ā¨51 million outflow during the prior fiscal year. Contract Working Capital represented a ‚ā¨290 million headwind in the fiscal year 2025/26, as downpayments received from new orders were more than offset by Contract Working Capital headwinds, partly driven by large rolling stock platforms currently in ramp-up phase. By contrast, Trade Working Capital represented a ‚ā¨119 million cash inflow, improved by ‚ā¨60 million versus previous fiscal year, benefiting from tighter trade working capital management in the second half of the fiscal year. Financial structure As of 31 March 2026, the Group recorded a net debt position of ‚ā¨404 million, down compared to ‚ā¨434 million net debt as of 31 March 2025. ‚ā¨336 million Free Cash Flow generated in fiscal year 2025/26 was partly offset by ‚ā¨(81) million of dividend and subordinated perpetual securities coupon pay-out, ‚ā¨(172) million of lease evolution, and ‚ā¨(53) millions of other items including FX. In addition to its available cash and cash equivalents, amounting to ‚ā¨2,297 million as of 31 March 2026, the Group benefits from strong liquidity with: As of 31 March 2026, the short-term Revolving Credit Facility remained undrawn. As per Group‚Äôs conservative liquidity policy, the ‚ā¨1.75 billion Revolving Credit Facility serves as a back-up of the Group ‚ā¨2.5 billion NEU CP program in place. One Alstom team Decarbonisation is central to Alstom‚Äôs strategy as the group continues to strive to lead the societies to a low carbon future. The Group is actively reducing its own direct and indirect emissions (Scope 1 & 2: 110.9¬†Ktco2e in FY2025/26) thanks to our target of 100% electricity from renewable energy sources successfully reached by end of 2025. Alstom is also deepening its collaboration with customers (Scope 3: 49 Mtco2e in FY2025/26) to contribute significantly towards its SBTi commitments. Engaging with suppliers¬†is key to decarbonise the components used for trains. ¬†Alstom and Outokumpu have started a partnership to supply stainless steel with up to 93% lower carbon footprint than the global industry average. The first delivery for Alstom‚Äôs latest Metropolis metro trains is expected in 2026, supporting Alstom‚Äôs goals for eco-design and a 30% carbon emissions reduction from purchased goods and services by 2030.¬† By March 2026, all our solutions were eco‚ÄĎdesigned, with recycled content reaching 27.3%, while continuous energy‚ÄĎefficiency gains in our passenger trains contributed to a 5% reduction in carbon intensity . This year, Alstom has been awarded a contract by the Greater Wellington Regional Council (New Zealand) for the design, manufacture and supply of 18 Adessia Stream B battery-electric multiple unit (BEMU) 5-car trains, aiming to replace the current diesel locomotive-hauled trains and enabling zero direct GHG emissions operations on non-electrified segments of the Wellington rail network. In addition, Alstom published for the 3rd year European Taxonomy-aligned KPIs about Sales, Capex and Opex, pursuing strong analysis supported by automation tool. EU Taxonomy-aligned sales amounted to 70%¬† for 2025/26 ( +4 pts vs 2024/25), reflecting a strong positioning of its portfolio to support sustainable mobility and climate change mitigation. Furthermore, gender balance is key component under the 2030 Sustainability and CSR strategy. Alstom is progressing towards the target of 32% women in MEP and has achieved 26.6% in 2025/26 (+1pt vs 2024/25). The group will continue to accelerate its efforts in coming months. Alstom‚Äôs Corporate Social Responsibility performance is regularly evaluated by various rating agencies. The group strongly improved its performance in the EcoVadis questionnaire with a score of 93/100 (+6 points). This was complemented by a ‚ÄúPlatinum‚ÄĚ distinction, thereby ranking Alstom in the top 1% of the most engaged companies in environmental, sustainable procurement, ethics, human rights, and social terms. Alstom also improved its score with MSCI, moving from AA to AAA positioning.¬† Alstom is in the best possible ESG category under this assessment. These results reflect Alstom‚Äôs robust performance and strategic focus on sustainability, solidifying its position as a leader in the industry. FY 2026/27 outlook As the basis for its FY 2026/27 guidance, the Group assumes no additional disruptions linked to the geopolitical context, in the Middle East in particular, and its continuous ability to mitigate fluctuating tariffs. The Group is confirming the outlook for FY 2026/27 released on 16 April 2026: Financial ambitions The Group operates in a compelling rail market. Following a fiscal year 2025/26 in which profitability fell short of expectations, the Group‚Äôs priority is to restore consistent execution across all product lines. The Group will present a comprehensive operational plan and medium-term ambitions at a Capital Markets Day in early 2027. Its disciplined implementation will be essential to converting the 18.0% gross margin in backlog as of March 2026 into progressive adjusted EBIT margin expansion towards 8-10% and cash generation improvement. Financial Calendar Conference Call Alstom will be hosting a conference call presenting its full year for Fiscal Year 2025/26 on Wednesday 13 May at 8:30 am (Paris local time), hosted by Martin Sion, CEO, and Bernard Delpit, EVP and CFO. A live audiocast will also be available on Alstom‚Äôs website:Alstom‚Äôs Full Year results for FY 2025/26 Results To participate in the Q&A session (audio only), please registerhere. You will then receive all necessary information by e-mail. We strongly advise connecting at least 10 minutes in advance. The management report and the consolidated financial statements, as approved by the Board of Directors, in its meeting heldon 12 May 2026, are available on Alstom‚Äôs website at www.alstom.com. These financial statements were audited by the Statutory Auditors whose certification report is in the process of being issued. ALSTOM‚ĄĘ and Adessia‚ĄĘ, Adessia Stream‚ĄĘ, Avelia‚ĄĘ, Avelia Horizon‚ĄĘ, Coradia Stream‚ĄĘ, Coradia Max‚ĄĘ, HealthHub‚ĄĘ, Innovia‚ĄĘ, Metropolis‚ĄĘ, Prima‚ĄĘ, Urbalis‚ĄĘ and X‚ÄôTrapolis‚ĄĘ are protected trademarks of the Alstom Group. This press release contains forward-looking statements which are based on current plans and forecasts of Alstom‚Äôs management. Such forward-looking statements are relevant to the current scope of activity and are by their nature subject to a number of important risks and uncertainty factors (such as those described in the documents filed by Alstom with the French AMF) that could cause reported results to differ from the plans, objectives and expectations expressed in such forward-looking statements. Such forward-looking statements speak only as of the date on which they are made, and Alstom undertakes no obligation to update or revise any of them, whether as a result of new information, future events or otherwise. This press release does not constitute or form part of a prospectus or any offer or invitation for the sale or issue of, or any offer or inducement to purchase or subscribe for, or any solicitation of any offer to purchase or subscribe for any shares or other securities in the Company in France, the United Kingdom, the United States or any other jurisdiction. Any offer of the Company‚Äôs securities may only be made in France pursuant to a prospectus having received the approval from the AMF or, outside France, pursuant to an offering document prepared for such purpose. The information does not constitute any form of commitment on the part of the Company or any other person. Neither the information nor any other written or oral information made available to any recipient, or its advisers will form the basis of any contract or commitment whatsoever. In particular, in furnishing the information, the Company, the Joint Global Coordinators, their affiliates, shareholders, and their respective directors, officers, advisers, employees or representatives undertake no obligation to provide the recipient with access to any additional information. Appendix 1 ‚Äď Reconciliation between consolidated income statement and the MD&A management view as of 31 March 2026 Cf. table in attachment Adjustments 31 March 2026: Appendix 2 ‚Äď Reconciliation between consolidated income statement and the MD&A management view as of 31 March 2025 ¬†Cf. table in attachment Adjustments as of 31 March 2025: Appendix 3 ‚Äď Non-GAAP Financial Indicators Definitions This section presents financial indicators used by the Group that are not defined by accounting standard setters. Orders received A new order is recognised as an order received only when the contract creates enforceable obligations between the Group and its customer. When this condition is met, the order is recognised at the contract value. If the contract is denominated in a currency other than the functional currency of the reporting unit, the Group requires the immediate elimination of currency exposure using forward currency sales. Orders are then measured using the spot rate at inception of hedging instruments. Book-to-Bill The book-to-bill ratio is the ratio of orders received to the amount of sales traded for a specific period. Gross margin % on backlog Gross Margin % on backlog is a KPI that presents the expected performance level of firm contracts in backlog. It represents the difference between the sales not yet recognized and the cost of sales not yet incurred from the contracts in backlog. This % is an average of the portfolio of contracts in backlog and is meaningful to project mid- and long-term profitability. Adjusted Gross Margin before PPA Adjusted Gross Margin before PPA is a KPI that presents the level of recurring operational performance. It represents the sales minus the cost of sales, adjusted to exclude the impact of amortisation of assets exclusively valued when determining the PPA in the context of business combination as well as significant, non-recurring ‚Äúone off‚ÄĚ items that are not expected to occur again in subsequent years. EBIT before PPA Following the Bombardier Transportation acquisition and with effect from the fiscal year 2021/22 condensed consolidated financial statements, Alstom decided to introduce the ‚ÄúEBIT before PPA‚ÄĚ KPI aimed at restating its Earnings Before Interest and Taxes (‚ÄúEBIT‚ÄĚ) to exclude the impact of amortisation of assets exclusively valued when determining the PPA in the context of business combination. This KPI is also aligned with market practice. Adjusted EBIT Adjusted EBIT (‚ÄúaEBIT‚ÄĚ) is a KPI that presents the level of recurring operational performance. This KPI is also aligned with market practice and comparable to the Group‚Äôs direct competitors. Since September 2019, Alstom has opted for the inclusion of the share in net income of the equity-accounted investments into the aEBIT even though this component is part of the operating activities of the Group (because there are significant operational flows and/or common project execution associated with these entities). This mainly includes Chinese joint ventures, namely CASCO joint venture for Alstom as well as, following the integration of Bombardier Transportation, Alstom Sifang (Qingdao) Transportation Ltd., Jiangsu Alstom NUG Propulsion System Co. Ltd. aEBIT corresponds to Earning Before Interests and Tax adjusted for the following elements: A non-recurring item is a significant, ‚Äúone-off‚ÄĚ exceptional item that is not expected to occur again in subsequent years. Adjusted EBIT margincorresponds to Adjusted EBIT expressed as a percentage of sales. EBITDA before PPA + JV dividends EBITDA before PPA plus dividends from joint ventures is the EBIT before PPA, before depreciation and amortisation, with the addition of the dividends received from joint ventures. Adjusted net profit The ‚ÄúAdjusted Net Profit‚ÄĚ KPI restates Alstom‚Äôs net profit from continued operations (Group share) to exclude the impact of amortisation of assets exclusively valued when determining the PPA in the context of business combination, net of the corresponding tax effect. This indicator is also aligned with market practice. Free cash flow Free Cash Flow is deÔ¨Āned as net cash provided by operating activities less capital expenditures including capitalised development costs, net of proceeds from disposals of tangible and intangible assets. Free Cash Flow does not include any proceeds from disposals of activity. The most directly comparable financial measure to Free Cash Flow calculated and presented in accordance with IFRS is net cash provided by operating activities. Funds from Operations Funds from Operations ‚ÄúFFO‚ÄĚ in the EBIT before PPA to Free Cash Flow statement refers to the Free Cash Flow generated by Operations, before Working Capital variations. Contract and Trade Working Capital Contract Working Capital is the sum of: Trade Working Capital is the Working Capital that is not strictly contractual, hence not included in Project Working Capital. It includes: Net cash/(debt) The net cash/(debt) is defined as cash and cash equivalents, marketable securities and other current financial asset, less borrowings. Pay-out ratio The pay-out ratio is calculated by dividing the amount of the overall dividend with the ‚ÄúAdjusted Net profit from continuing operations attributable to equity holders of the parent, Group share‚ÄĚ as presented in the management report in the consolidated financial statements. Organic basis This press release includes KPIs presented on an actual basis and on an organic basis. Figures given on an organic basis eliminate the impact of changes in scope of consolidation and changes resulting from the translation of the accounts into Euro following the variation of foreign currencies against the Euro. The Group uses figures prepared on an organic basis both for internal analysis and for external communication, as it believes they provide means to analyse and explain variations from one period to another. However, these figures are not measurements of performance under IFRS ¬† 1Non-GAAP. See definition in the appendix¬†2Non-GAAP. See definition in the appendix ¬† Attachment

ATLANTA,May 12, 2026/PRNewswire/ -- Norfolk Southern Corporation (NYSE:NSC) President and CEO Mark George and Executive Vice President and Chief Financial Officer Jason Zampi will present at the Wolfe Research 19thAnnual Global Transportation & Industrials Conference. Details on how to listen to the discussion are below. What:Wolfe Research 19th Annual Global Transportation & Industrials ConferenceWhen:Tuesday, May 19, 2026, at 12:50 p.m. ETWhere:Via Webcast The presentation will be posted atnorfolksouthern.comon theInvestorspage. About Norfolk SouthernSince 1827, Norfolk Southern Corporation (NYSE:NSC) and its predecessor companies have safely moved the goods and materials that drive the U.S. economy. Today, it operates a 22-state freight transportation network. Committed to furthering sustainability, Norfolk Southern helps its customers avoid approximately 15 million tons of yearly carbon emissions by shipping via rail. Its dedicated team members deliver approximately 7 million carloads annually, from agriculture to consumer goods. Norfolk Southern also has the most extensive intermodal network in the eastern U.S. It serves a majority of the country's population and manufacturing base, with connections to every major container port on the Atlantic coast as well as major ports across the Gulf Coast and Great Lakes. Learn more by visitingwww.NorfolkSouthern.com. SOURCE Norfolk Southern Corporation