Porti & ambiente — le notizie raccolte

"Gli appalti pubblici rappresentano in Europa oltre 2.000 miliardi di euro all'anno, quasi l'15% del PIL europeo. Abbiamo quindi a disposizione una leva economica considerevole, una risorsa che potrebbe essere meglio mobilitata per la coesione sociale, la decarbonizzazione, l'innovazione e la sicurezza economica dell'Europa". Lo ha affermato il vicepresidente esecutivo della Commissione europeo, Stéphane Séjourné, nel dibattito alla plenaria del Parlamento europeo sulla riforma degli appalti europei. "Di questi 2.000 miliardi di euro, la legislazione che proponiamo riguarda 600 miliardi di euro. Questa cifra equivale al piano di ripresa "Next Generation EU" e a tre bilanci europei all'anno. Se consideriamo queste somme, e in effetti ogni anno, si tratta di una cifra quasi pari al divario di investimenti individuato da Mario Draghi nella sua relazione", rimarca."Questa riforma degli appalti pubblici persegue due obiettivi: in primo luogo, una semplificazione radicale; in secondo luogo, un utilizzo più strategico di questi fondi pubblici. Le norme che regolano gli appalti pubblici in Europa comprendono attualmente quasi 900 pagine di testi europei, oltre a tutte le sovrapposizioni e i recepimenti nazionali. Un regolamento, una direttiva, tre direttive, più di venti regolamenti. E noi poniamo fine a questa complessità proponendo un unico regolamento, tre procedure anziché cinque, una piattaforma digitale accessibile in tutte le lingue dell'Unione europea e, infine, una procedura di appalto pubblico che ci consentirà di utilizzare i criteri con maggiore facilità e di ottenere maggiore chiarezza per gli acquirenti pubblici", spiega. Riproduzione riservata © Copyright ANSA Da non perdere Condividi

ALESSANDRA ROSSI Genova - A Genova partirà lasperimentazione del primo Liceo Tecnologico in Italia. Il percorso ha visto oggi la firma dell’accordo per il nuovo Distretto Educativo dell’Innovazione in Valpolcevera, che prevede la nascita dell'innovativo polo educativo, insieme anche ad una scuola primaria e un nido-scuola dell’infanzia, oltre a laboratori dedicati alla mobilità ferroviaria, alle energie rinnovabili e all’intelligenza artificiale. Il tutto sorgerà nell’area ex Facchini, 10 mila metri quadri concessi con diritto di superficie da Trenitalia al Comune per 99 anni. L'accordo è stato sottoscritto in Prefettura tra Comune di Genova, Città Metropolitana di Genova, Regione Liguria, Ministero delle Infrastrutture e dei Trasporti, Ministero dell’Istruzione e del Merito, Trenitalia, Alpim-Fondazione per i Minori Ets e Ordine degli Architetti PPC di Genova per la realizzazione del Distretto Educativo dell’Innovazione (D.E.D.I.) - Campus Tecnologico Valpolcevera. L’iniziativa punta a coniugare formazione, innovazione e rigenerazione urbana, rafforzando l’offerta educativa del territorio e contribuendo alla valorizzazione sociale e culturale dellaValpolcevera, che non hamai avuto un liceo fino ad oggi. L’obiettivo condiviso dai firmatari è rendereoperativa la sperimentazione del Liceo Tecnologico a partire dall’anno scolastico 2027/2028. Gli studenti potranno quindi cominciare il loro percorso in un altro istituto scolastico della Valpolcevera, già indivduato, ma che non è stato al momento rivelato, in attesa del via libera del Ministero. LaFondazione Santa Rita da Casciaha dichiarato ad Alpim l’interesse a sostenere l’avvio della sperimentazione da svolgersi in un istituto già operante in Valpolcevera nei prossimi tre anni. Nel 2027 è atteso ilbando di gara internazionale per realizzare il nuovo polo didattico. L'intervento si inserisce nel più ampio programma di rigenerazione urbana che dispone oggi di 186 milioni di euro e che accompagna la realizzazione del Progetto Unico Terzo Valico dei Giovi – Nodo di Genova attraverso opere di compensazione, riqualificazione e valorizzazione del territorio. Presenti oggi in Prefettura il viceministro delle Infrastrutture e dei Trasporti, Edoardo Rixi, il Commissario straordinario Progetto Unico, Calogero Mauceri, il presidente della Regione Liguria, Marco Bucci, la sindaca di Genova Silvia Salis, il Presidente dell’ALPIM Associazione Ligure per i Minori, Carlo Castellano - promotore del Liceo - ed i rappresentanti di RFI, Trenitalia ed FS Engineering. L'intervento complessivo per i soli edifici scolastici ha uncosto stimato di 30 milioni di euro. Si prevede inoltre di progettare conEnel la realizzazione di impianti fotovoltaici, che coprano il fabbisogno energetico del D.E.D.I. e alimentino comunità energetiche limitrofe all’Area Facchini per un totale di potenza installata pari a 3.5 Mw. Alpim – Fondazione per i minori Ets concorrerà con il Comune di Genova e altri soggetti pubblici e privati, alla nascita di una nuovaFondazione di Partecipazione finalizzata a sostenere l'innovazione didattica e a istituire borse di studio per studenti meritevoli in condizioni di fragilità. Inoltre, promuoverà attività dedicate all'organizzazione del "tempo lungo" per i minori della Valpolcevera e corsi di formazione per il personale docente e non docente coinvolto nella sperimentazione. Dalla prevenzione alla diagnosi e alla cura, visite specialistiche, odontoiatria, diagnostica e terapie in un’unica sede

A central question for all port operators is a fairly simple one – what do shipowners want from the ports they use? Helping next month’s GreenPort Congress consider and answer that question is Capt. Simon Merritt, whose 37 years with Carisbrooke Shipping Ltd has combined extensive seagoing experience, technical leadership and a sustained commitment to innovation and the development of a more efficient and sustainable maritime fleet. He will join a shipowner panel for a session on the second morning of GreenPort Congress – 7-9 October at Portsmouth International Port – which will explore and discuss the challenges they are facing, and how ports can support their journey to net-zero. The conversation will to cover subjects including coordination with ports, cold ironing and shore power, alternative fuel bunkering, changing regulations, and cost allocation and ROI. As Senior Fleet Manager, Capt. Merritt has overall responsibility for Carisbrooke Shipping’s fleet, encompassing its technical operations, innovation, maintenance, regulatory compliance and safety. From office cadet to first command at just 23 years of age and eight years as Master, in more recent years Merritt has played a leading role in driving the company’s innovation and decarbonisation agenda. He has successfully led bids securing funding through six rounds of the CMDC, supporting the installation of a demonstrator wind-propulsion system and live demonstrations of a hydrogen-fuelled engine. Carisbrooke Shipping’s success last year saw them awarded both the Technology and Innovation Award by Maritime UK, and the Technology Game-Changer Award at Maritime Solent. Anyone not prepared to miss out on the expertise and experience available at GreenPort Congress 2026 can simplyclick here

Five-year push targets global benchmarks as next-gen tech outpaces existing rules for digital production and alternative fuels September 14, 2026 ABShas teamed up with threeSouth Koreanmaritime organisations on a five-year push to develop international standards for smart ships and shipyards, with hydrogen-fueled vessels and 3D-printed components already on the agenda. The Korea Marine Equipment Research Institute (KOMERI), Korean Offshore & Shipbuilding Association (KOSHIPA) and Research Institute of Medium & Small Shipbuilding (RIMS) are working with ABS to create global benchmarks for vessels and yards using digital tech, smart manufacturing and advanced systems. Two areas are already in motion: digital production and traceability requirements for additively manufactured shipboard parts, and vent mast design for hydrogen-fueled ships. Patrick Ryan, ABS senior vice president and CTO, said next-generation shipbuilding is moving faster than the standards governing it. "The international standards that govern smart ships, smart shipyards and advanced manufacturing are still taking shape," he said, adding the agreement taps ABS' long relationship with Korean yards. Related:Cochin Shipyard and Drydocks World agree 50:50 India ship repair JV The Memorandum of Understanding builds on earlier work between ABS and Korea's Agency for Technology and Standards (KATS) to advance smart ship and yard standardization, part of Korea's national strategy for high-value vessel development. It also ties into ABS engagement through the Korea-US Shipbuilding Partnership Center. KOMERI's Joo-Hyoung Choi said international standards are "the gateway to market entry and a core element of global competitiveness," with the partnership aimed at lowering barriers for Korean equipment makers entering overseas markets. The agreement reflects how new maritime technologies are reaching real-world application faster than the safety frameworks and standards can keep up. Read more about: Seatrade Maritime Our news reporters and editors draw on over 40 years experience of covering the maritime and shipping industries and bringing you the latest news and insights. Subscribe and get the latest industry news, analysis and more straight to your inbox.

Director-General Céline Gauer , DG ENERDirector Lukasz Kolinski, DG ENERHead of Unit Kitti Nyitrai, DG ENERDirector-General Magda Kopczynska, DG MOVEDirector-General Kurt Vandenberghe, DG CLIMAMember State Expert Group on Renewable Fuels We, the undersigned, are writing to express our concern regarding the ongoing pressure to allow electrolytic hydrogen used as an intermediate processing input in biofuel production to be counted towards the dedicated e-SAF supply obligation under Regulation (EU) 2023/2405 (ReFuelEU Aviation). While this accounting trick is currently primarily being pushed to bypass the ReFuelEU e-SAF targets,its approval would establish a dangerous regulatory precedent across the entire EU transport framework.If this interpretation prevails, electrolytic hydrogen used in processes like HEFA/HVO hydrotreatment would generate a synthetic fuel share in resulting biofuel outputs. This would allow existing biofuel refiners to claim they are delivering e-fuels, without building new synthetic fuel plants. Since the adoption of ReFuelEU in 2023, aviation fuel suppliers have had clear regulatory signals and ample time to prepare for the entry into force of the e-SAF sub-mandate in 2030. Yet, rather than investing sufficiently in genuine e-SAF capacity, some are now seeking an accounting route based on existing or already-planned biofuel facilities. This risks rewarding inaction and allowing incumbent suppliers to capture additional profits from existing assets.The fuel volumes produced via this new “e-HEFA” compliance route could potentially be sold just below the price of genuine e-SAF while benefiting from substantially lower production costs, allowing suppliers to capture disproportionate economic margins without delivering genuine synthetic fuel capacity nor offering SAF volumes at significantly lower transactional prices that those of genuine e-SAF. T&E analysis reveals that this "e-HEFA" workaround could displace up to50% of the 2030-2031 e-SAF targetsand25% of the 2032-2034 targets. For shipping e-fuel producers, this precedent is also a threat. While Regulation (EU) 2023/1805 (FuelEU Maritime) does not have an RFNBO target today, a 2% uptake will be required from 2034.If Delegated Act (EU) 2023/1185 is not fixed now, the exact same loophole risks diluting the future maritime e-fuel target before it even takes effect. This new compliance pathway risks displacing demand for genuine aviation and shipping e-fuels. Obligated entities will have less commercial incentive to enter into the long-term off-take contracts required to finance genuine e-SAF facilities and reach Final Investment Decision (FID). In turn,the overall e-SAF offer will be reduced, which is likely to keep prices up.Furthermore, allowing this workaround introduces regulatory instability, signaling to market actors that EU rules can be diluted retroactively and opening a Pandora's box that permanently erodes trust in the long-term predictability of the EU regulatory framework.It could put at risk the pipeline of around40 industrial-scale European e-SAF projects, and69 e-fuels projects that could deliver to the maritime sector,permanently damaging European technological leadership and forcing the EU to import foreign synthetic fuels to meet future mandates. This would also contradict recent policy announcements. The EU is developing support mechanisms specifically intended to enable genuine e-SAF and e-SMF production, including pilot double-sided auctions under the Early Movers Coalition and a revision of the Emissions Trading System (ETS) SAF allowances that shifts support away from conventional biofuels. The ReFuelEU e-SAF sub-mandate and FuelEU Maritime’s RFNBO incentives were designed to diversify aviation and shipping fuel supply beyond constrained biogenic resources by accelerating the uptake of synthetic fuels, which offer a more scalable and sustainable alternative. Renewable hydrogen used to reduce the carbon intensity of biofuels can provide genuine climate benefits and is rightly incentivised under Directive (EU) 2018/2001. However,the proposed compliance route remains dependent on limited waste oils and fats and intermediate crops, most of which is imported.Counting renewable hydrogen used as an intermediate input in biofuels production towards the e-SAF targets would deepen our dependency to biomass imports, blur the distinction between biogenic and synthetic pathways and risk meeting the e-SAF target on paper without delivering the new synthetic fuel capacity that the EU's policy framework was designed to stimulate. This concern relates to the use of renewable hydrogen as an intermediate input, i.e. a processing reagent. It does not concern processes in which renewable hydrogen is a synthesis co-feedstock, chemically incorporated into the fuel alongside a carbon source, where the resulting synthetic share reflects genuine additional synthetic fuel capacity. Unlike the Low-Carbon fuels production framework, the current RFNBO production framework does not clearly exclude RFNBO used as intermediate input in the production of biofuel from contributing to the RFNBO share attributed to the final fuel. We therefore call on the European Commission and Member States to: Rectify the regulatory paradox in Delegated Act 2023/1185 by applying the Commission’s already-established position from the Low-Carbon Fuels (LCF) delegated acts.The Commission recently and definitively ruled in Delegated Regulation (EU) 2025/2359 that "RFNBOs used as intermediate products for the production of conventional fuels and biofuels are not considered" when calculating final LCF output shares. We call on the Commission to correct the lack of coherence in DA 2023/1185 by integrating this exact exclusion, ensuring that the same industrial processes are not subject to contradictory accounting rules. Uphold the dedicated e-SAF sub-target in ReFuelEU Aviationand protect the future regulatory integrity of upcoming FuelEU Maritime target revisions against accounting workarounds, while accelerating the deployment of revenue certainty mechanisms. We thank you for your attention and remain available to discuss this matter further in a follow-up meeting. How electrification can lead our transport transition away from polluting fuel imports in the EU post-2030 Renewable Energy Framework Together with over 197 organisations and businesses, we’re calling on Ursula von der Leyen to commission an independent, science-based roadmap to make...

The latest news and commentary on how the US/Israel-Iran conflict is affecting the global maritime industry and shipping markets. Omani Navy evacuating crew of Panama-flagged vessel struck by an unknown projectile September 13, 2026 Attacks on commercial shipping have continued in the Strait of Hormuz with a Panama-tanker on fire off Oman. The UKMTO said a fire had broken out on a vessel in the Strait of Hormuz after it was hit by an unknown projectile on 12 September Maritime security firm Vanguard Tech reported that the vessel was aPanama-flagged tanker and the vessel had sent out a distress call following the attack. The Omani Navy was reported to be responding to evacuate the crew. It is unknown if there were any casualties among the vessel’s crew. Meanwhile Iranian media reported that an Iranian cargo vessel had come under attack in the Strait of Hormuz on Sunday morning. One crew member was reportedly killed in the attack and three injured. The reports of the strike have not been independently verified. The latest attack on the Panama-flagged continues a grim run of incidents over the past week. Two vessels were reported stuck in the Strait of Hormuz 4 nm west of Khasab,Omanon 10 September. Related:Philippines set to ban deployment of seafarers in Strait of Hormuz There were seven other incidents between 8 and 10 September. The first five incidents on 8 September were all attacks by the US on Iranian tankers in the Gulf of Oman and Arabian Gulf. The crews of LPG tankerHorizon 1and tankersDerya, Kaviz,andCharminarwere all warned by US forces before being “rendered inoperable”, while the crew ofRiescowas warned before the ship was struck and sank. Iran’s retaliation came on 9 September with a fatal attack onHercules Star, which killed one crewmember, left another injured and another missing, and an attack on tankerNew Androswhere no injuries were reported. In response to recent deaths and injuries of Filipino seafarers on ships in the Strait of Hormuz thePhilippinesis set to bar the deployment its nationals on vessels transiting the Strait of Hormuz. AsSeatrade Maritime Newsreported on Friday a copy of draft advisory from the Department of Migrant Workers (DMW) plans to bar owners and crewing agents from deploying Filipino seafarers on vessels transiting the Strait of Hormuz. Marcus Hand Editor Marcus Hand is the editor of Seatrade Maritime News and a dedicated maritime journalist with over two decades of experience covering the shipping industry in Asia. Marcus is also an experienced industry commentator and has chaired many conferences and round tables. Before joining Seatrade at the beginning of 2010, Marcus worked for the shipping industry journal Lloyd's List for a decade and before that the Singapore Business Times covering shipping and aviation. In November 2022, Marcus was announced as a member of the Board of Advisors to the Singapore Journal of Maritime Talent and Technology (SJMTT) to help bring together thought leadership around the key areas of talent and technology. Marcus is the founder of theSeatrade Maritime Podcastthat delivers commentary, opinions and conversations on shipping's most important topics. Marcus Hand regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Wind-Assisted Propulsion: Are we ready? at Seatrade Maritime Crew Connect Global 2024 IMPA 2024 SingaporeMaritime Procurement and Sustainability Panel, November 2024 Goodbye Globalization? Red Sea Impacts Reviewed,EGN Singapore (Executives' Global Network)webinar, February 2024 Offshore Marine Breakfast Forum atSea Asia 2023 Sustainable Finance, Shipping & Technology at Hong Kong Maritime Week 2022 Building & Operating Dual-Fuel Vessels, February 2022 Shipping’s Decarbonisation Challenge – The Role of Technology and Digitalisation at Hong Kong Maritime Week 2021 The Challenge Faced by Ship Registries in a Digital and Post-Pandemic Era, October 2020 The Future of Transhipment Hubs Post-Pandemic, November 2020 Offshore Marine Breakfast Forum at Sea Asia 2019 Marcus Hand regularly guests on mainstream media talking about maritime and shipping news stories. Below you'll find a list of selected appearances KBS World Radio -Korea24,May 2026 BBC News -Hindi Service,April 2026 RNZ -First Up, April 2026 Subscribe and get the latest industry news, analysis and more straight to your inbox.

Brian May insieme alla traduttrice dei suoi libri e dei Queen, la valbormidese Raffaella Rolla Ferrania - «Ci sono effetti magici con i vecchi processi analogici, che nel mondo digitale si riescono a ottenere solo con grandi sforzi, un po’ come succede con il suono. Ho ancora un grande affetto per tutte le tecniche di registrazione analogiche e continuo a utilizzarle in questo mondo digitale. Lo stesso vale per la fotografia». Parola diBrian May. Il leggendariochitarrista dei Queenèmembro onorario dell’associazione “Ferrania Film Aps Ets”,organizzatrice del“Ferrania Film Festival”, l’importante evento dedicato alla fotografia analogica, al cinema su pellicola, agli archivi e alla memoria industriale che si tiene fino a domenica 13 settembre aCengio, Ferrania e Millesimo. Un festival legato alla produzione di pellicole, che per decenni ha contribuito all’economia della Valbormida. Tre giorni di tavole rotonde, mostre, laboratori, proiezioni destinati a fotografi, studiosi, curiosi, organizzati dall’associazione “Ferrania Film”. All’inaugurazionedel Festival, aPalazzo Rosso, a Cengio, ha partecipato anche l’assessore al Bilancio, risorse finanziarie e personale regionale, Claudia Morich. «Progetti culturali di sostanza come questo - ha dichiarato - dimostrano che la Liguria è un territorio vivace, ricco di opportunità di approfondimento e di sviluppo, in cui la memoria industriale dialoga con l’arte». Il “Ferrania Film Festival” è rimbalzato sui mass media di mezzo mondo quando si è saputo che, fra i sostenitori, c’è illeggendario chitarrista dei Queen, Sir Brian May. Il musicista oggi ha 79 anni e vive fra Londra e la sua tenuta nel Surrey, a Windlesham, dove è impegnato nella difesa degli animali selvatici. MaMay è anche un astrofisico e un grande appassionato di fotografia e stereoscopia. Una passione nata da bambino sulle orme del padre fotografo e mai abbandonata, che lo ha portato a sostenere il Festival nella convinzione che l’analogico non riguardi solo il passato, ma abbia ancora tantissimo da dare al presente e al futuro. Curioso il filo conduttore che lega la leggenda del rock alla Valbormida. A spiegarlo è ladirettrice artistica, Lidia Giusto: «La valbormideseRaffaella Rolla, vice presidente dell’associazione “Ferrania Film”, che ha organizzato la prima edizione del “Ferrania Film Festival”, è una traduttrice affermata nel campo della musica. Non solo ha tradotto molti libri dall’inglese all’italiano di gruppi famosi, ma è latraduttrice ufficiale dei Queen e di Brian May». «Lei e il chitarrista si conoscono da una vita - continua Lidia Giusto -. Lui è un grande appassionato di fotografia, in particolare di stereoscopia, un modo di fotografare». Oltre a sostenere il Festival e ad essere membro onorario dell’associazione, è molto probabile che May partecipi alla prossima edizione. «Non è mai venuto in Valbormida, ma ci ha fatto i complimenti per l’evento, di cui sostiene tutte le iniziative.Il prossimo anno lo inviteremo, soprattutto perché abbiamo intenzione di fare un focus sulla fotografia che può interessare molto a lui. Pertanto, contiamo che sia presente». Accanto alla musica e alla sua attività scientifica, Brian May coltiva da sempre una profonda passione per la fotografia e, in particolare, per la fotografia stereoscopica, della quale è studioso, collezionista e divulgatore. Il rapporto del chitarrista britannico con la fotografia è legato alla figura del padre. Nelvolume “Queen in 3-D”, pubblicato in Italia da Gremese editore, May racconta come la fotografia analogica sia entrata nella sua vita quando era un ragazzo. Ilpadre, appassionato fotografo dilettante, trasformò una piccola stanza della loro casa in una camera oscura. In quello spazio Brian imparò a sviluppare i negativi, a utilizzare i bagni chimici, ad asciugare e tagliare le pellicole e a stampare le fotografie. Un’esperienza che May ricorda attraverso una parola significativa: magia. La magia di osservare l’immagine emergere progressivamente sulla carta sensibile immersa nel bagno di sviluppo, illuminata soltanto dalla luce rossa della camera oscura. Un’esperienza materiale, artigianale e insieme sorprendente, che ha contribuito a costruire il suo rapporto duraturo con la fotografia. Dalla prevenzione alla diagnosi e alla cura, visite specialistiche, odontoiatria, diagnostica e terapie in un’unica sede

Ascolta la versione audio dell'articolo I venti deboli riducono l’assorbimento di CO₂ nel Mediterraneo. Nello specifico, quest’anno il Mediterraneo centrale ha assorbito il 30% di anidride carbonica in meno all’inizio del 2023 rispetto allo stesso periodo dell’anno precedente, in coincidenza con venti deboli e un’intensa ondata di calore marina. È uno dei principali risultati dello studio condotto dai ricercatori dell’Enea e pubblicato sulla rivista Journal of Geophysical Research: Oceans, che raccoglie per la prima volta dati continui sugli scambi di anidride carbonica tra atmosfera e mare in questa area del Mediterraneo. Chiedilo al Sole Le domande sono suggerite automaticamente da 24Ore AI sulla base del contenuto visualizzato. Domande di approfondimento generate da 24Ore AI L’impatto dell’ondata di calore Per Alcide di Sarra, ricercatore del Laboratorio Modelli e Misure per la Qualità dell’Aria e Osservazioni Climatiche dell’Enea, anche l’ondata di calore eccezionale che si è verificata «ha avuto con ogni probabilità un importante impatto anche sugli scambi di CO2 tra atmosfera e oceano, con un rilascio significativo dall’oceano verso l’atmosfera». «I dati raccolti all’Osservatorio Oceanografico di Lampedusa durante l’eccezionale ondata marina di calore dell’estate 2026 - aggiunge di Sarra responsabile, insieme a Damiano Sferlazzo, dell’Osservatorio Oceanografico di Lampedusa - mostrano valori di temperatura che hanno superato 31°C a 1 metro, 30°C a 5 e a 18 metri di profondità. Valori così elevati e per un periodo così esteso non si sono mai osservati da quando ci sono rilevazioni». Loading... Le misurazioni tra il 2021 e il 2023 Al centro dello studio, le misurazioni tra il 2021 e il 2023 nel Mediterraneo centrale che, sottolinea di Sarra, «funziona come un grande serbatoio di anidride carbonica, assorbendo CO₂ dall’atmosfera in inverno e rilasciandola durante l’estate». Da qui il ruolo del mare nella rimozione dell’anidride carbonica. «I dati raccolti sono i primi a mostrare che, su base annuale, questa regione del Mediterraneo contribuisce a rimuovere CO₂ dall’atmosfera - aggiunge -. Tra maggio 2022 e aprile 2023, tuttavia, abbiamo osservato una netta riduzione degli scambi di CO₂ tra atmosfera e mare, in concomitanza con un’ondata di calore marina intensa e prolungata». Le temperature sono salite A leggere lo studio emerge poi che già nel 2022 la temperatura superficiale del Mar Mediterraneo è risultata «significativamente più elevata rispetto ai valori medi del periodo 1991-2020, a causa di un’ondata di calore marina intensa e persistente, durata da maggio 2022 ad aprile 2023». In media, sull’intero bacino, l’aumento ha raggiunto circa 1,5-2 °C, mentre nel Mediterraneo centrale sono stati registrati picchi ancora più elevati, fino a 4 °C oltre la media stagionale. Nello stesso periodo, i ricercatori hanno rilevato «una marcata riduzione della frequenza dei venti intensi, con 42 valori medi giornalieri di velocità del vento superiori a 8 m/s, rispetto ai 71 registrati nell’anno precedente». Al contrario, «è aumentato il numero di giornate caratterizzate da venti deboli, con 47 giorni in cui la velocità media giornaliera è risultata inferiore a 5 m/s, rispetto ai soli 26 giorni dell’anno precedente». Condizioni che, sottolineano i ricercatori, «hanno favorito il mantenimento dell’ondata di calore marina nell’area di studio, il Mediterraneo centrale». La base per nuove osservazioni Non un risultato finale ma il punto di partenza per nuovi studi.«Grazie a oltre un anno e mezzo di rilevazioni continue siamo stati in grado di misurare l’impatto di questo evento climatico estremo sul ciclo del carbonio marino - conclude di Sarra-. Questi dati costituiscono la base per costruire un set di osservazioni a lungo termine, utile a comprendere meglio l’evoluzione di questi fenomeni in un hotspot climatico come il Mediterraneo, particolarmente sensibile ai cambiamenti climatici e sempre più caratterizzato da eventi estremi come gli uragani mediterranei, i cosiddetti medicane, e le ondate di calore marine».

Today (12 July) marks the official opening of the Port of Barcelona’s first ever onshore power supply (OPS) system. The OPS, installed as part of the Nexigen plan, is the first electric power supply system for ships at a container terminal in a Mediterranean port. The event at Hutchison Ports BEST terminal will be attended by the president of the Generalitat de Catalunya, Pere Aragonés; the Regional Minister for Territory, Esther Capella; the Secretary General of Air and Maritime Transport of the Ministry of Transport and Sustainable Mobility, Benito Núñez; the mayor of El Prat del Llobregat, Lluís Mijoler; the president of Puertos del Estado, Álvador Rodríguez Dapena; and Port of Barcelona president Lluís Salvadó. Also in attendance will be Hutchison Ports BEST European Division managing director Clemence Cheng, and the chief executive of Hutchison Ports BEST, Guillermo Belcastro. NatPower Marine has welcomed government plans to strengthen port energy infrastructure and accelerate maritime decarbonisation across Britain 2nd September 2026 Communities across the Firth of Forth have united for major coastal cleanups and juvenile lobster releases 2nd September 2026 UK ports report rising energy demand, grid constraints and funding challenges as government develops maritime decarbonisation policies 2nd September 2026

inInternational Shipping News,Shipping: Emission Possible12/09/2026 The four-day meeting did not finalise any legal text. Instead, delegates continued discussions on proposals intended to address concerns surrounding the draft amendments to MARPOL Annex VI that would underpin the IMO’s mid-term decarbonisation measures. According to the official IMO meeting summary, participants considered proposals on the NZF, held only a preliminary discussion on implementation guidelines due to time constraints, and deferred both guideline development and further work on the Life Cycle Assessment (LCA) framework to ISWG-GHG 23 in November. Nevertheless, the session produced what many observers regard as an important political signal. According to an IMO press release, the chair, Sveinung Oftedal of Norway, noted a “genuine willingness” among delegations to make further progress and work towards presenting text to Marine Environment Protection Committee 85 that addresses the remaining concerns raised about the draft amendments. An analysis produced by UCL Energy Institute suggests that support for the architecture agreed in principle at MEPC 83 remains resilient despite numerous alternative proposals. The analysis concludes that “NZF ‘as is’ still remains the obvious answer (and most supported way forwards), but the process to realise that conclusion formally makes this a difficult political solution.” Carbon pricing remains at the centreThe dominant issue throughout the meeting was the future of the economic element of the Net-Zero Framework, specifically the proposed greenhouse-gas pricing mechanism and accompanying revenue-distribution structure. The official IMO summary confirmed that discussions focused heavily on proposals intended to resolve remaining concerns over the draft framework. According to the UCL analysis, support for a fund, facility or comparable structure remained considerably stronger than opposition. The report states that the debate divided delegates into two camps: “Those in favour of a fund/facility/structure” and those advocating a technical-only redesign that would eliminate a central financial mechanism. UCL noted that 38 member states that intervened supported some form of revenue-collection and distribution mechanism, compared with 17 opposing it. The report argues that “substantial, resilient support remains for establishing a centralised structure for receiving/managing revenues” and that most delegations continue to view an economic measure as essential for delivering the IMO’s 2023 GHG Strategy. Five alternative frameworks were discussed during the session, including proposals from Brazil, Liberia, Japan, the UAE and Fiji. Yet the UCL analysis suggests that several of these alternatives were presented more as discussion documents than as genuine replacements for the existing NZF proposal. Particular attention focused on Japan’s proposal to replace greenhouse-gas pricing with a system of direct contributions to approved projects. That concept received little support from many of the countries whose backing would be required to build consensus. The report concludes that the proposal represented the only genuinely new idea capable of significantly altering the framework’s architecture, yet “once again, it failed”. Softening of GFIOne area where compromise appears increasingly likely concerns the Global Fuel Intensity (GFI) reduction pathway.Several delegations, including Brazil and Japan, proposed easing the framework’s initial stringency during the early years of implementation. While support remains for retaining ambitious long-term goals, many countries appeared open to a softer trajectory during the 2029-2035 period, provided this is offset by steeper reductions laterThe UCL report concludes that “GFI is likely to be softened initially (around 2030), but then steeper in the period to 2040.” Importantly, a majority of states also continued to support maintaining a defined 2040 target within the framework. Industry observers argued that retaining the target is crucial for maintaining investment certainty in fuels, vessels and supporting infrastructure. The chair acknowledged that any final compromise would need to “provide predictability for a needed time horizon”. Despite efforts by some delegations to simplify the framework, support persists for mechanisms that actively encourage uptake of zero- and near-zero emission fuels. The UCL analysis found that a large majority of countries continue to back dedicated reward mechanisms for ZNZ fuels. The report notes that support for incentives remains “a priority to many member states,” while proposals involving multipliers linked to surplus-unit values have attracted growing interest. This suggests that policymakers remain determined to go beyond simple compliance measures and actively shape fuel markets during the transition to net zero. But while ISWG-GHG 22 reinforced political support for the broad direction of travel, many technical questions remain unresolved. The IMO confirmed that guideline discussions and consideration of the Life Cycle Assessment framework were largely postponed because of time limitations. Both topics will return at ISWG-GHG 23, scheduled for 23-27 November 2026. The UCL team argues that the next meeting will be decisive. Although disagreements remain, the report highlights what it describes as a continuing commitment among delegates to reach a conclusion before the end of the year. It notes that “the spirit of cooperation was good,” and that the chair indicated confidence the group could deliver a conclusion to its work at MEPC 85. But, as UCL’s authors conclude, “the devil is still in the detail”.Source: IMO, Baltic Exchange

Siemens Power Transmission and Distribution has launched a new ship-to-shore cold ironing solution to enable ships in port to be connected to the medium voltage network of the local power supply company. The new system, called Siplink, enables ships to shut down their diesel generating sets while in port, reducing exhaust gases, soot, fine dust and noise and also offering potential energy savings of between 25-30%. Siplink works by individually adapting the frequency and voltage of the power obtained from the medium voltage public utility grid to the ship’s on-board power supply system, ensuring a reliable connection to the ship by means of a shoreside supply system with tidal range compensation. After connecting the plugin connector with the ship, Siplink synchronises itself with the power supply on board ship and seamlessly takes over within a few minutes, following which the diesel generators can be shut down. The system can also be equipped with an archiving system which records data relevant to the ship and a software module that not only records power consumption data but forwards the total power consumption of the ship to the shipping company via long distance data transmission ‘Siplink works by individually adapting the frequency and voltage of the power’ for the settling of electricity costs. The shoreside connection system can be utilised by port operators, shipping companies and shipyards and can be used on various types of vessel from passenger ships through to container ships and ferries. In order to use the Siemens solution, both the harbour and the ship must be equipped to use the shoreside electricity supply via a plug-in connection system which can easily be retrofitted onto all types of shipping. for the settling of electricity costs. The shoreside connection system can be utilised by port operators, shipping companies and shipyards and can be used on various types of vessel from passenger ships through to container ships and ferries. In order to use the Siemens solution, both the harbour and the ship must be equipped to use the shoreside electricity supply via a plug-in connection system which can easily be retrofitted onto all types of shipping. RWE, Mitsui and the UK’s Port of Tilbury have gone into partnership to investigate the potential of green hydrogen to decarbonise port operations. 10th July 2023 This time Port Strategy and GreenPort sits down with Jordi Torrent, head of strategy, Port of Barcelona. 28th March 2023 The Port of Liverpool has become the latest UK port to face disruption as a result of looming industrial action. 17th August 2022

Fusione tra società semplice ed enti del Terzo settore (Ets), neutralità fiscale se i beni restano nella sfera della non commercialità. La destinazione dei beni confluiti nell’ente incorporante, dunque, diventa fondamentale per misurare gli effetti fiscali dell’operazione. È questo il chiarimento reso dall’agenzia delle Entrate nellarisposta a interpello 171/2026. Il caso riguarda una Fondazione Ets che incorpora una società semplice titolare di una tenuta agricola, la cui azienda però era stata ...

Ascolta la versione audio dell'articolo Roma, 11 settembre 2026 – Il gas naturale rappresenta e continuerà a rappresentare una componente strategica nel sistema energetico italiano e nel tessuto economico-produttivo del Paese. L’integrazione, attraverso le infrastrutture esistenti, di vettori più sostenibili come biometano, idrogeno e gas a ridotto o nullo contenuto di CO₂, è la chiave per accompagnare l’evoluzione del sistema energetico verso una transizione energetica giusta. Questi sono alcuni dei punti centrali della memoria presentata da Pier Lorenzo Dell’Orco, presidente di Proxigas, nell’ambito delle audizioni periodiche sul quadro strategico dell’Autorità di regolazione per energia reti e ambiente (Arera). Loading... Il contesto: la domanda di gas è cresciuta dell’1% nel 2026 La domanda di gas, dopo la contrazione dei consumi registrata durante la crisi energetica del 2022-23, è tornata a crescere registrando un +2,1% nel 2025 e +1% nei primi sette mesi del 2026. Il gas ha un ruolo cruciale anche nella generazione termoelettrica: nel mese di luglio 2026 i consumi di gas per la generazione termoelettrica sono aumentati del 18% rispetto allo stesso mese dell’anno precedente. Anche l’industria continua a fare affidamento sul gas, soprattutto nei comparti caratterizzati da processi ad alta temperatura, mentre nel settore residenziale il gas soddisfa quasi il 50% del fabbisogno energetico e garantisce il riscaldamento di circa il 70% delle abitazioni. Il gas naturale è centrale nella transizione energetica «Su circa 16 milioni di abitazioni in classi energetiche F–G, l’installazione di pompe di calore è tecnicamente realizzabile in meno di 6 milioni di unità e, considerando i vincoli economici, in meno di 2 milioni», spiega il presidente di Proxigas Pier Lorenzo Dell’Orco. Anche nel settore del teleriscaldamento il gas naturale è una risorsa centrale: «il suo impiego è pari al 70% dei consumi», mentre nella cogenerazione «alimenta circa l’81% della capacità installata, mentre le fonti rinnovabili contribuiscono solo per l’8%». Il gas dimostra di essere garanzia di sicurezza per la competitività industriale nazionale, assicurando flessibilità e affidabilità alla transizione energetica.

New research addressing barriers to shore power in UK ports has proposed a green maritime fund, the removal of shoreside electricity taxes and a goal-based approach to help the industry meet emissions reductions targets. The British Ports Association’s (BPA) research finds that primary barriers to shore power in UK ports include high capital costs, both within the port and associated with energy network upgrades; high electricity prices that make it difficult to compete with relatively cheap marine fuel; and a lack of consistent demand from shipping. Mark Simmonds, head of policy at the BPA, said: “Shore power is likely to play a role in reducing emissions from ships in ports in the future, but there are significant barriers to introducing it in UK ports. Government investment in green maritime to mirror investment in green vehicles is critical to helping the industry to continue to lower emissions. “We believe that agreen maritime fundis needed to support decarbonisation in the ports and shipping sectors, but this alone will not overcome the challenges. We want to have a discussion about how a zero emission standard might help lower shipping emissions and bring greater certainty for ports and investors in low emission technology and infrastructure.” In the ‘Reducing Emissions From Shipping In Ports: Examining The Barriers To Shore Power’ report, the BPA said its proposed solutions to these barriers include a Green Maritime Fund to support emissions reductions projects, including shore power; the removal of taxes on electricity from shoreside power in line with that available for marine fuel; and a goal-based approach to increasing demand, such as a zero emission berth standard. The report stated that no shore power project anywhere in the world has been undertaken without public support and there are currently no large scale shore power connections in UK ports. Research undertaken by Arkevista for the BPA found that whilst the number of vessels in the world fleet of 96,000 vessels with shore power is unclear, research suggests it is currently around 1500, with 809 of those container ships. Only 1.5% of ships currently on the order book will be ready to connect. RWE, Mitsui and the UK’s Port of Tilbury have gone into partnership to investigate the potential of green hydrogen to decarbonise port operations. 10th July 2023 This time Port Strategy and GreenPort sits down with Jordi Torrent, head of strategy, Port of Barcelona. 28th March 2023 The Port of Liverpool has become the latest UK port to face disruption as a result of looming industrial action. 17th August 2022

Redazione AnsaANCONA - Settembre 11,2026 - News (ANSA) - ANCONA, 11 SET - Una stazza lorda di circa 54.300 tonnellate, una lunghezza di 239 metri, una capacità di ospitare fino a 998 passeggeri in 499 cabine e un sistema di propulsione basato in parte sull'utilizzo di idrogeno liquido e celle a combustibile. Sono alcune caratteristiche di Viking Astrea la nuova nave da crociera in costruzione per la società armatrice Viking: si è svolta presso lo stabilimento Fincantieri di Ancona la cerimonia di varo.L'unità, ricorda Fincantieri, "rappresenta un ulteriore passo nello sviluppo di soluzioni tecnologiche innovative per una crocieristica sempre più sostenibile.Alla cerimonia hanno partecipato Gilberto Tobaldi, direttore dello stabilimento Fincantieri di Ancona, e Ghislain Lemarie, vice president Ship Development and Construction di Viking.Madrina della cerimonia è stata Francesca Baldinelli, che opera nell'area Controllo Produzione dello stabilimento di Ancona.Il progetto, fa sapere Fincantieri, "è stato sviluppato con una particolare attenzione agli aspetti ambientali e consentirà alla nave di operare a zero emissioni, rendendo possibile l'accesso anche ad aree marine particolarmente sensibili dal punto di vista ambientale"."La collaborazione tra Fincantieri e Viking, avviata nel 2012, si è sviluppata nel corso degli anni in una solida partnership industriale nel settore crocieristico, attraverso la realizzazione di numerosi progetti e navi.- fa notare l'azienda - Il varo di Viking Astrea rappresenta un'ulteriore tappa di questo percorso e conferma il valore di una collaborazione che combina l'expertise di Fincantieri nella cantieristica navale con l'impegno di Viking nello sviluppo di soluzioni innovative per una crocieristica sempre più sostenibile".Lo stabilimento di Ancona, sottolinea Fincantieri, "riveste un ruolo strategico all'interno del Gruppo Fincantieri, coniugando importanti capacità produttive con una crescente attenzione all'innovazione e all'efficienza operativa. Il sito si estende su una superficie di circa 360mila metri quadrati, dispone di una capacità produttiva di 60.000 GT, di sistemi di sollevamento fino a 500 tonnellate e di una capacità di costruzione di scafi di circa 1.200 tonnellate"."Dal 2009 ad Ancona - ricorda - sono state consegnate più di 20 navi e oggi circa 3.700 persone sono coinvolte nelle attività dello stabilimento. Sono inoltre previsti ulteriori investimenti per rafforzarne la capacità produttiva, mentre la partecipazione al programma Operations Excellence di Fincantieri "sostiene l'adozione di tecnologie avanzate, robotica e intelligenza artificiale, con l'obiettivo di incrementare l'efficienza e la qualità dei processi produttivi". (ANSA).

Incidents add to grim weekly tally in the Middle East as Iran and US trade attacks on merchant ships. September 11, 2026 UKMTO has reported an incident involving two vessels off the coast of Oman on 10 September. A master reported seeing four projectiles hit two vessels around 6 nm from his position, leading to a fire onboard once of the ships. Maritime security company Vanguard Tech identified one of the ships as Panama-flagged Romance, a 50,000 dwt crude tanker built in 2009 and owned and managed out of the UAE. One of the ships was hit by two projectiles, causing a fire onboard, said Vanguard, before two projectiles struck the other vessel. No details on the status of the crew and damage to the vessel were immediately available. The incidents occurred just 4 nm west of Khasab,Oman. JMIC’s latest update on incidents across the Middle East in recent days did not include the two attacks, but catalogued eight incidents affecting ships in the region between 8 and 10 September. The first five incidents on 8 September were all attacks by the US on Iranian tankers in the Gulf of Oman and Arabian Gulf. The crews of LPG Tanker Horizon 1 and tankers Derya, Kaviz, and Charminar were all warned by US forces before being “rendered inoperable”, while the crew of Riesco was warned before the ship was struck and sank. Related:Houthis seize Mocha port and close in on Bab Al Mandeb Strait Iran’s retaliation came on 9 September with a fatal attack on Hercules Star, which killed one crewmember, left another injured and another missing, and an attack on tanker New Andros where no injuries were reported. Showing the extended risks to shipping beyond the Gulf and Strait of Hormuz, on 10 September cargo ship Glamor was approached by an unauthorised vessel and boarded by unauthorised personnel who failed to take control of the ship after the crew retreated to the ship’s citadel. The unauthorised personnel have since left the ship. JMIC assesses the risks to shipping as severe in the Strait of Hormuz, substantial in the Gulf of Aden and Bab-el Mandeb/Southern Red Sea, and moderate in the Arabian Gulf, Gulf of Oman, and Arabian Sea. Gary Howard Middle East correspondent Gary Howard is the Middle East Correspondent for Seatrade Maritime News and has written for Seatrade Cruise, Seatrade Maritime Review and was News Editor at Lloyd’s List. Gary’s maritime career started after catching the shipping bug during a research assignment for the offshore industry. Working out of Seatrade's head office in the UK, he also produces and contributes to conference programmes for Seatrade events including CMA Shipping, Seatrade Maritime Logistics Middle East and Marintec. Gary’s favourite topics within the maritime industry are decarbonisation and wind-assisted propulsion; he particularly enjoys reporting from industry events. Gary Howard regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Ports of Refuge: Strengthening Maritime Resilience, at Seatrade Maritime Logistics Middle East 2025 Debunking LEO and Cloud for Maritime Industry, December 2022 (watch on-demand recording) Making Data Work for Shipping at Seatrade ShipTech Virtual 2021 Is the Zero-Carbon Future a Slow Shipping Future?at Seatrade ShipTech Virtual 2021 Is Ship Finance Transforming Faster than Shipping?at Seatrade ShipTech Virtual 2021 Subscribe and get the latest industry news, analysis and more straight to your inbox.