Porti & ambiente — le notizie raccolte

From Caribbean destinations and Alaska lodges to European cruise terminals, a look at the local initiatives creating positive impact across the company’s owned and operated portfolio. A cruise vacation is defined as much by what happens on land as by what happens at sea. Across Carnival Corporation’s owned and operated destinations, ports and lodges around the world, the company is working alongside local communities to generate renewable energy, conserve water, reduce waste and help protect natural ecosystems. Caribbean Care The world tour begins in the Caribbean, where Carnival Corporation’s exclusive destinations are examples of how environmental initiatives can support both operations and the surrounding communities. Solar installations at Amber Cove in the Dominican Republic, Isla Tropicale in Honduras and Puerta Maya in Mexico harness sunlight to generate renewable electricity that helps power daily port operations. At Isla Tropicale, the solar park now supplies 60-70% of the destination’s energy needs, while similar projects at Puerta Maya and Amber Cove continue expanding the company’s renewable energy footprint. Across the Caribbean, Carnival Corporation’s Less Left Over strategy is put into action by reducing food waste and finding creative ways to give resources a second life, creating benefits for both local communities and the environment. At Amber Cove, 24 tons of food waste were repurposed as livestock feed for local farmers in 2025 rather than sent to a landfill. At Puerta Maya and Isla Tropicale, organic materials are transformed into compost that supports landscaping, reforestation efforts and local agricultural use, contributing to more responsible resource use and waste reduction. Some of the most impactful efforts happen beyond the destination gates. In Maimón, Dominican Republic, Carnival Corporation partnered with local government leaders and environmental organizations to support the Zero Waste initiative. The program combines community education, waste collection and composting efforts designed to reduce landfill waste and strengthen long-term management practices. As the program has grown, neighboring communities have begun exploring how similar approaches could be adapted locally. Further north in Grand Bahama, sustainability is woven into the development of Celebration Key. Thousands of locally sourced trees and plants are incorporated into the destination through the “Plant a Tree” initiative, supporting local growers while helping showcase the island’s natural beauty. These include 5,000 palms, around 2,200 coconut sprouts and 500 native groundcovers planted onsite. The company even saved and replanted nearly 1,000 native sabal palms that stood through Hurricane Dorian and still bear marks from past fires, making them living symbols of Grand Bahama’s resilience. The project has also included mangrove preservation efforts that support coastal resilience and local habitat areas, along with the preservation and replanting of native sabal palms throughout the property. “When we invest in a destination, we want that investment to generate long-term value for the community during construction and operations,” said Renata Ribeiro, SVP of strategic operations at Carnival Corporation. “That means working alongside local partners, supporting environmental stewardship and helping ensure these communities continue to thrive for generations to come.” Behind the scenes, investments in water production, wastewater treatment and waste management systems across the company’s Caribbean destinations help create the infrastructure needed to operate responsibly while protecting the natural resources these communities depend on. The efforts reflect Carnival Corporation’s Every Drop Counts strategy, focused on conserving water, reclaiming resources and making the most of every drop. Protecting the Last Frontier Thousands of miles away, the landscape changes dramatically as the turquoise waters and palm-lined shores of the Caribbean give way to Alaska’s glaciers, rivers and wilderness. Here, Carnival Corporation’s sustainability efforts focus on safeguarding some of the world’s most sensitive natural environments. At Copper River Princess Wilderness Lodge, food scraps are sent to pig farms, supporting the local farming community while diverting waste. At the Denali Princess Wilderness Lodge and Holland America Denali Lodge, advanced wastewater treatment systems help ensure water used throughout the properties is treated before being returned to the environment, supporting the protection of nearby waterways while serving thousands of visitors each season. The company’s commitment to responsible tourism also extends to its food supply, and in a region synonymous with seafood, how it is sourced matters. In 2024, Holland America Line became the first global cruise line to achieve Marine Stewardship Council (MSC) certification, affirming the company’s commitment to serving sustainably managed and harvested seafood. In 2025, the Holland America Princess rail division and all company-owned Alaska lodges also earned MSC certification, reinforcing that commitment to maintaining and protecting healthy marine ecosystems. Renewable Energy Meets Historic Ports Crossing the Atlantic to Europe reveals another side of the sustainability story. At Carnival Corporation’s cruise terminals in Barcelona, one of the world’s most visited cruise ports, renewable energy is becoming an increasingly visible part of day-to-day operations. More than 1,300 solar panels installed across the Palacruceros and Helix Cruise Center terminals generated over 450 megawatt-hours of renewable electricity in 2025. The systems supplied a significant portion of terminal energy needs, with excess power at certain times exported back to the local electrical grid, demonstrating how sustainability solutions can integrate into one of Europe’s most historic maritime gateways. Innovation from Coast to Coast The final stop returns to the United States, where collaboration is helping reshape the future of cruise infrastructure. Princess Cruises, in partnership with the City and Borough of Juneau and Alaska Electric Light and Power, developed the world’s first shore-power-equipped cruise ship dock. At PortMiami, Carnival Corporation partnered with Miami-Dade County, Florida Power & Light Company and industry partners to support the development of shore power capabilities, helping make the port the first major cruise port on the U.S. East Coast to offer shore power connections at multiple berths. The technology enables ships to connect to local electrical power while docked, reducing emissions from operating engines while in port. “The destinations in our portfolio are as unique as the communities and environments that surround them, which is why there is no one-size-fits-all approach to sustainability,” said Damian Rudich, VP of destination operations at Carnival Corporation. “From renewable energy and making every drop count to habitat restoration and waste reduction, we’re focused on making investments that reflect local needs and create lasting value for the places our guests love to visit.” For more information on the company’s long-term sustainability commitment and latest sustainability report, visithttps://www.carnivalcorp.com/impact/.

Rockland’s 2026 fall cruise season will begin Sunday, September 6, whenCelebrity Silhouettearrives in Rockland Harbor for the first of four scheduled visits. In total, Rockland is scheduled to welcome nine cruise ships and approximately 13,672 cruise passengers through October 22, according to a Sept. 1 news release from the City of Rockland. In addition to theCelebrity Silhouette, this year’s schedule includes visits fromScenic Eclipse,Star PrideandSeabourn Ovation. While ashore, passengers will explore Rockland and the Midcoast, visiting city museums and galleries, restaurants, shops, the waterfront, and other downtown destinations. Some passengers will participate in prearranged excursions to destinations including the Owls Head Transportation Museum, Camden and Mount Battie, the Coastal Maine Botanical Gardens, and other Midcoast attractions. Cruise revenue supports Rockland Harbor Cruise tourism also generates direct revenue for the City of Rockland, the release said. The City receives a $10 passenger tariff for each cruise passenger on scheduled visiting vessels. Cruise-related revenues are restricted to appropriate harbor and passenger-related purposes and help support waterfront infrastructure improvements, repairs and maintenance that otherwise would require funding from other municipal revenue sources. "Cruise visitation is one of the relatively few opportunities available to Rockland to increase Harbor revenue without increasing the property-tax burden,” said City Manager Tom Luttrell, in the release. “Those revenues help the city maintain and strengthen our waterfront and the needs of our working harbor today and into the future.” PortShare Promise Midcoast enters third season Rockland launchedPortShare Promise Midcoastin 2024 as a locally developed destination-management program designed to help the city improve the management of cruise visit days. The program is based on tourism best management principles established in Juneau, Alaska, in 1997 to create a positive community and guest experience based on a series of agreements rather than regulations. "Cruise tourism presents Rockland with both an opportunity and a responsibility,” said Rockland Mayor Adam Lachman. “It brings visitors who support downtown businesses and provides meaningful revenue for our harbor, but it also has to work for the people who live and work here every day. PortShare Promise gives us a practical framework to manage cruise days, communicate openly, listen to the community, and make adjustments when something isn’t working. The goal isn’t simply more tourism - it is tourism that is thoughtful, transparent, beneficial to the city, and manageable for Rockland." For 2026, PortShare Promise Midcoast will include: A staffed Harbor Park Welcome Center on cruise days, with trained volunteers; newly designed downtown maps; printed materials, and mobile and QR-based visitor information; A central PortShare Promise website with cruise schedules, transportation information, and local recommendations; Enhanced restroom facilities and free WiFi in Harbor Park; A part-time season coordinator responsible for cruise-day preparation, volunteer recruitment and training, downtown and harbor coordination, and day-of operations; Continued engagement with local businesses, cultural institutions, community organizations, and residents before and during the cruise season; An onboard "Welcome to Rockland" information video; A monitored community feedback channel through the PortShare Promise website. A central component of PortShare Promise is its community feedback system, said the City of Rockland. Residents, businesses and visitors can submit questions, comments, concerns, or compliments through the PortShare Promise Midcoast website. Feedback will be reviewed throughout the cruise season, allowing the city to address operational issues, respond to concerns and identify recurring patterns that can inform future planning. Environmental planning continues Rockland is also an active participant in theMaine Department of Transportation's Clean Ports Planning Project, funded through the U.S. Environmental Protection Agency's Clean Ports Program. Rockland is one of four Maine ports - along with Portland, Eastport and Searsport - being studied for potential port electrification. The project is evaluating port emissions, shore-power infrastructure and other strategies designed to reduce air pollution and prepare Maine ports for lower-emission operations. The City continues to work with state and federal agencies, harbor users, and the cruise industry to ensure that future cruise operations comply with applicable environmental requirements and that future investments support the long-term health of Rockland Harbor's air and water quality. For cruise schedules, downtown information and the community feedback form,visit PortShare Promise. Open to all, supported by readers. Become an online member today: Welcome and thank you for your support. To manage your account, just hover and click on your name above.

A Berlino, le autorità energetiche dell'Azerbaigian ed i vertici dell'Autorità portuale di Amburgo hanno tenuto un vertice operativo per definire la strategia di transizione ecologica degli scali e lo sviluppo delle infrastrutture per l'idrogeno verde. Il vertice s'inserisce nell'ambito della recente dichiarazione di partenariato strategico firmata tra le due Nazioni, orientata ad accelerare la neutralità climatica dei trasporti commerciali lungo i corridoi logistici che collegano il Bacino del Caspio ai mercati dell'Unione europea. La cooperazione punta a trasformare i nodi marittimi in veri hub puliti, focalizzandosi sul sistema del cold ironing per l'alimentazione elettrica banchinata delle navi, sull'elettrificazione delle movimentazioni di terra e sull'integrazione di fonti rinnovabili. Amburgo ha presentato il proprio modello che punta al traguardo emissioni zero entro il 2040, sostenuto da un imponente impianto di produzione di idrogeno da cento megawatt e da reti dedicate allo stoccaggio dei carburanti sintetici. Parallelamente, Baku sta strutturando con la Banca europea per la ricostruzione e lo sviluppo la propria strategia sull'idrogeno, con l'obiettivo di portare al quarantatré per cento la quota di energia pulita entro il 2035 successivo. La partnership strategica consolida il Corridoio centrale come arteria di trasporto marittimo e ferroviario a ridotto impatto ambientale. L'integrazione tra i terminali tedeschi e la rete logistica azera favorirà la creazione di catene di approvvigionamento green per i combustibili del futuro. L'iniziativa dimostra come la transizione dei grandi hub portuali rappresenti l'anello fondamentale per decarbonizzare il commercio globale e rendere competitiva la catena del valore dei trasporti transcontinentali.

A new harbor plan proposal promises to strengthen the fishing industry and expand tourism. Waterfront workers worry it can’t do both. Municipal leaders hope proposed changes to the New Bedford-Fairhaven harbor plan will strengthen the commercial fishing industry, repair maritime infrastructure — and expand tourism. The plan, which has been in the works for over a year, proposes expanding existing pier and wharf space, freeing up more space along the waterfront, and increasing shore power capabilities for vessels. Finding funding to repair state-owned waterfront parcels — like State Pier, parts of which have been closed for years — is also listed as a priority in the plan. Officials from New Bedford and Fairhaven, including the New Bedford Port Authority, drafted the recommendations with input from public meetings, focus groups and “stakeholder interviews,” according to the document. It’s part of what the state calls “a voluntary procedure” that allows cities and towns to submit harbor plans to guide the state’s actions. New Bedford and Fairhaven created an earlier harbor plan in 2002 and amended it in 2010. A public hearing about the new plan is scheduled for Sept. 2. Community members can weigh in on the update in writing until Sept. 8. “The plan sets a framework for how New Bedford’s working waterfront and economic opportunities will be preserved and shaped in the coming years,” New Bedford Port Authority executive director Gordon Carr said in a statement to The Light. “New Bedford is proud to have one of the strongest and most active Designated Port Areas in the Commonwealth.” But public hearings and stakeholder interviews may not fully reconcile the plan’s dueling missions: to expand economic opportunities on the harbor without compromising the infrastructure that makes the port a full-service stop for commercial fishing vessels. The harbor plan recommendations also come at a time when waterfront space is increasingly scarce, largely due to the state’s delays rebuilding State Pier. While many of the proposals are aimed at strengthening the commercial fishing and seafood industries, others tucked away in the sprawling 200-page document have some fishermen and shoreworkers wondering where they’ll fit in, if the recommendations are approved. One recommendation aims to bring more cruise ships into the harbor — which officials had discussed in the 2010 harbor plan update. It comes at a time when accommodating one cruise line has alreadydisplaced commercial fishing boatsfrom limited dock space. Another recommendation aims to clear out certain boats from the crowded harbor by tightening regulations at the docks. The update also recommends planning ahead of potential federal permitting rule changes that could further shrink the city’s fishing fleet. The vast majority of the recommendations included in the harbor proposal are centered around securing funding for the maritime industry and infrastructure. That includes continuing discussions with state leaders about repairing the severely neglected State Pier. Currently, the pier’s North Wharf — which state officials are hoping to repair by late next year — and parts of the South and East wharves are closed indefinitely. Read the New Bedford-Fairhaven Municipal Harbor Plan⇢ The proposed plan supports expanding non-industrial businesses along the state-owned dock in ways that don’t “deter or compete with maritime uses,” according to the document. The document recommends working with the state to “continue advancing development of… commercial uses.” Carr, of the Port Authority, told The Light that the recommendation is about the state’s process for the redevelopment of New Bedford State Pier. (Proposed designs unveiled in July 2025 include retail spaces and a restaurant,The Light reported.) The western edge of the pier “can provide destinations for tourists and visitors along the street corridor, while allowing for an optimization of dock space for ferries, cruise ships, and ancillary industrial vessels,” according to the document. Limited dock space has caused tension, since most of the State Pier has been closed since November, and other parts of the waterfront are either closed or being rebuilt. The proposed harbor plan recommends temporary berthing space at “vacant or underutilized sites, including through floating barge installations.” But while Port Authority officials figure out near-term berthing space, the update also recommends soliciting more cruise lines to the harbor in the mid-term. In addition to American Cruise Lines, which has relocated its landings to Pier 3, port officials are looking at a few other cruise lines as well. They include Pearl Seas, Ponant Cruises and Seabourn, according to the proposed update. For some commercial fishermen, the expansion could mean losing more dock space. “It seems this city, this mayor, they’re trying to bring in revenue in all these other ways like pushing the fishermen further and further out,” Tyler Miranda, a captain who runs three scallopers out of New Bedford, told The Light. “It kind of sucks to see it happening.” “We’re already stacked up,” Miranda added. “It’s pretty chaotic over there.” Fishermen are going to get the job done regardless of the hurdles, Miranda said, while acknowledging the work city officials have done to repair some of the docks along the waterfront. But he said he felt the limited dockage wasn’t being freed up for the commercial fishing industry. “It seems like they keep taking it away and we don’t get it back,” Miranda said, with a nod to the cruise line relocation and State Pier closures. “It’s getting pretty jammed up now.” New Bedford Economic Development Council Director Derek Santos said it was important to maintain a “balance” between the existing waterfront industry and the potential new uses. “But the opportunity to bring more people into New Bedford is going to bring more customers, and that is something we very much support,” Santos said. In another attempt to free up space along the waterfront, Carr said that a top priority was to remove derelict boats and boats that are not actively fishing. There’s “no single definition” for what a derelict boat is; instead, they’re governed by a “patchwork of local, state, and federal laws,” John Regan, New Bedford Port Authority’s director of policy and external affairs, said in an email to The Light. In 2026, the Port Authority has removed three derelict boats from the harbor, including one boat in such poor shape that it began taking on water, Port Authority counsel Blair Bailey said in a phone call. If officials can’t reach the boat’s owner, they put the vessel up for auction. In all cases, Port Authority officials try for as long as possible to contact the owner before seizing a vessel, Bailey said, in most cases waiting “multiple years” before taking action. It costs roughly $15,000 to $20,000 just to scrap a vessel that doesn’t sell at auction, Carr added. “We have what I would classify as an exceeding amount of patience,” Bailey said. The recommendation doesn’t give details on how Port Authority officials are going to remove boats targeted under the proposal, only stating it would “develop protocols and enforcement mechanisms.” Officials are looking to “permanently remove” vessels left without federal fishing permits, if a“permit-stacking” proposalgets approved. Scallop boats can spend over 300 days at port due to fishing regulations, although the permit-stacking proposal could allow some vessels to spend more time at sea. Some fishermen and industry advocates,including Mayor Jon Mitchell, have thrown their weight behind the controversial permit-stacking proposal, which would allow the owners of two or more vessels to “stack” multiple permits on one vessel. Proponents say that a permit-stacking rule would allow boat owners to retire their oldest vessels and free up dock space. Opponents worry that the rule would most benefit larger corporations and do little to help smaller, independent owner-operators. A new federal permit-stacking rule could mean many boats in the New Bedford Harbor may be left without permits and targeted for removal under the harbor plan update proposal. Mark Lareau, a shore engineer and former scalloper, told The Light the recommendation was “100 percent wrong.” “Just because I don’t have the federal fisheries permit on my boat, I’m not allowed to tie up in New Bedford?” Lareau said. “I could own a boat looking for a permit.” Port Authority officials are also looking to review dockage fees to “capture multi-permitted vessels” if the federal rule is approved. Lareau said he wonders how the Port Authority would enforce the proposed rule update for permitless boats. “How easy is it gonna be to remove all of these boats?” Lareau said. “It’s gonna take time.” Port Authority officials held four public meetings and two virtual drop-in sessions between early 2025 and this year to get community feedback during the harbor plan update’s inception. Officials also created focus groups to gather input and recommendations. That included groups for tourism, recreational boating and community organizations. But they did not create a focus area specifically for commercial fishermen — and instead included them in “stakeholder interviews,” according to the plan. That was intentional, after officials realized “that many commercial fishing and maritime businesses preferred not to discuss their operations” in a group setting, Carr said in a statement to The Light. “Instead, they preferred private interviews where they could speak candidly and confidentially,” he said, adding that the move led to “substantive input without having their involvement or comments publicly attributed to them.” The Port Authority reached out to representatives from 66 commercial fishing and waterfront businesses, most of whom chose to participate, Regan said in an email. Participants included Eastern Fisheries, the Buyers and Sellers Exchange (BASE), the Massachusetts Lobstermen’s Association, Robert B. Our Marine Division, and Servedwell Hospitality. Bailey stressed that the Port Authority continued to welcome participation and feedback. Lareau, the former scalloper, acknowledged the vast number of moving parts that culminated in the harbor plan update proposal, but said he felt there could have been more communication. “When it relates to the fishing industry, you kind of just did things on your own,” Lareau said about Port Authority officials. A virtual public hearing is scheduled for Sept. 2 at 6 p.m.Public comments can be submitted in writing until Sept. 8. The plan could be approved by state officials soon after the public comment period ends. This article was first published onThe New Bedford Lightand republished here with permission. If so, send us your feedback around what we can do to improve this feature or further develop it. If not, check it out and let us know what you think via emailor on social media. A collection of stories from guest authors.

Amplitude Energy, an Australian gas production company focused on supplying the Southeast domestic gas market, has begun drilling an exploration well off the coast of Victoria, targeting an estimated 48.8 billion cubic feet (bcf) of prospective gas, as it advances its East Coast Supply Project (ECSP). Amplitude Energy has started drilling the next well of its ECSP campaign, with theTransocean Equinoxrig spuddingJuliet-1on August 22, 2026. This exploration well is located in permit VIC/L24 within Commonwealth waters, adjacent to the existingCasino, Henry, Netherby (CHN)pipeline. Juliet-1 is targeting 48.8 bcf in gross mean prospective resource from a Waarre C reservoir target. Amplitude Energy owns a 50% interest in VIC/L24, which contains the Juliet prospect, with the remaining 50% held by its joint venture partner, O.G. Energy. The prospect is supported by high Waarre C reservoir amplitudes, and a clear ‘flat spot’ at approximately 2,300 meters true vertical depth subsea (TVDSS) implying gas-water contact, both of which contribute to a probability of geological success of 84%. Juliet-1 is expected to take around 20-25 days to drill, subject to operational conditions, to reach a planned maximum total depth of up to about 2,300 meters TVDSS. In the event of a discovery at Juliet, evaluation through logging will be conducted immediately to assess the gas composition and quality of the reservoir. The well is planned to be cased and completed with a subsea tree upon success, incorporating a flow test, and then suspended ready for development as part of the ECSP. Earlier this year, Amplitudeinked a binding dealto buy a 50% interest in VIC/L35, which contains theArtisan gas fieldin the offshore Otway Basin, fromBeach Energy, accelerating target gas production to 2028, together with the ECSP. This content is available after accepting the cookies. Drilling ops with Transocean rig pushed forward: New operator taking the helm at Australian gas field Following a recent amendment to the drilling schedule, the Australian player was expected to receive the Transocean Equinox rig during July-August to conduct the Juliet-1exploration well, followed by theAnnie-2development well. In addition, a decision on whether to drill theNestorprospect was set to be made by the Australian firm and O.G. Energy at a later date. The company emphasized previously that exploration success at Juliet and/or Nestor would further improve project economics and enable synergies with Artisan. The firm owns and operates offshore gas fields in Commonwealth waters and onshore processing plants in the Otway and Gippsland basins, close to Australia’s largest gas demand centres, as well as non-operated oil production in the Cooper Basin. The company also holds an extensive portfolio of exploration and development prospects in the Otway and Gippsland basins, including undeveloped discovered resources, such as theAnnie and Mantagas fields, in proximity to the existing infrastructure. 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!

Stronger global regulatory changes will accelerate the uptake of low greenhouse gas (GHG) emissions marine fuels, classification society DNV said in the 10th edition of its report ‘Maritime Forecast to 2050’. IMAGE: ENGINE via ChatGPT Global maritime industry’s demand for low-GHG fuels is expected to range from 4-22 million mt of oil equivalent (Mtoe) by 2030 and 33-185 Mtoe by 2050, depending on the regulatory path the International Maritime Organization (IMO) ultimately takes. The report models four regulatory scenarios, from adoption of the IMO's Net-Zero Framework (NZF) in its current form to its outright rejection, which DNV said could trigger a prolonged regulatory gridlock. The wide range reflects the industry's fuel-switching pace – directly linked to regulatory outcomes, the future uptake of shore power, plug-in hybridisation, nuclear power, and onboard carbon capture systems, DNV said. Current project pipelines will supply up to 270 Mtoe of low-GHG fuel by 2030, actual volumes are likely to come in lower because of project delays and other uncertainties, and shipping will be competing with other sectors for the same fuel, the classification society added. By testing fuel and technology choices against multiple regulatory scenarios, shipowners can find strategies that hold up as regulation, fuel availability, prices, and technologies evolve, lead author of the report Øyvind Sekkesæter said. Efficiency as a shield against regulatory whims DNV also said shipowners can use energy efficiency as a lever, regardless of how the regulatory picture settles. A case study of a hydrodynamic retrofit on a 5,000 TEU vessel projected potential annual fuel savings of 16%, with a payback period of around one to four years depending on future fuel prices. DNV said such retrofits can typically be completed during a standard class-renewal dry-docking. “Ships ordered today will operate well beyond 2050, but many of the factors shaping their future performance remain uncertain,” DNV's maritime chief executive Cristina Saenz de Santa Maria said. With strong global regulatory changes and advanced energy efficient technology in place, the world fleet could consume up to 25% less energy by 2050 than under a scenario where regulation is driven mainly by regions, according to DNV. The cost of cutting emissions varies widely by fuel pathway, DNV said, with abatement costs ranging from about $180/mt to $1,290/mt of CO2 avoided. “Regulatory requirements are advancing faster than the fuel, infrastructure, and technological systems needed to support them, making long-term investment decisions increasingly complex,” DNV's maritime chief executive added. By Aparupa Mazumder Please get in touch with comments or additional info to news@engine.online

Porteranno energia elettrica green al Terminal Crociere di Porto Corsini Avanza il percorso di infrastrutturazione green del Porto di Ravenna. L’Autorità di Sistema Portuale del Mare Adriatico Centro Settentrionale ha concluso un’importante fase dei lavori legati alla realizzazione di una Stazione di Cold Ironing a servizio del Terminal Crociere di Porto Corsini. Il cantiere, avviato lo scorso mese di aprile, che ha interessato un ampio tratto di via Trieste, ha completato l’attività di posa ed interramento delle tubazioni che ospiteranno i cavi necessari a portare elettricità alla nuova stazione di cold ironing (elettrificazione delle banchine) a servizio del terminal crocieristico. Ora, dopo la sospensione delle attività che durerà sino a circa la metà di settembre, al fine di non impattare sulla viabilità da e per le località della costa, si tornerà nel prossimo autunno ad intervenire su un’area più circoscritta per ultimare le opere di connessione e di giunzione di tutta l’infrastruttura sotterranea appena realizzata. Grazie anche a questo intervento, il porto di Ravenna consolida il proprio impegno nella transizione energetica portuale. L’elettrificazione del terminal passeggeri consentirà infatti alle navi da crociera ormeggiate a Porto Corsini di spegnere i motori termici di bordo, azzerando le emissioni acustiche e atmosferiche durante la sosta in banchina. E questo sarà possibile grazie all’energia elettrica prodotta dall’impianto fotovoltaico che l’Autorita’ di Sistema Portuale ha realizzato nell’area dell’ex raffineria Sarom. Un intervento che ha consentito la totale rigenerazione urbana e ambientale di un’area industriale dismessa di ben 44 ettari. Su circa 34 ettari, infatti, è stato completato e installato un impianto fotovoltaico con una potenza complessiva pari a 37,16 MWp, in grado di generare energia pulita a zero emissioni, mentre le restanti porzioni di terreno sono state valorizzate e trasformate in aree boschive con funzioni di filtro e mitigazione ecologica. L’intervento di realizzazione della stazione di cold ironing, e di tutte le attività accessorie, è realizzato grazie ad un finanziamento del PNRR di 35 milioni e si stima che l’impianto possa entrare in funzione entro la fine dell’anno.

Swedish tanker operator Furetank Rederi has formally named the newest product tanker to join its fleet. Fure Vasawill be operated by FureBear, the 50-50 joint venture company formed by Furetank and Canadian dry bulk shipping company Algoma Central Corporation. The newbuild is the latest example in aseries of product tankersbuilt by China Merchants Jinling Shipyard to a design developed by Furetank in collaboration with Sweden's FKAB Marine Design. Fure Vasawill be operated primarily on liquefied biomethane within EU waters. The tanker's design also permits operation along the St Lawrence Seaway that passes through Canada and the United States. The ship is also fully equipped with a shore power connection covering all operations while in port. The newbuild has Finnish/Swedish ice class 1A notation, an LOA of 149.9 metres, a beam of 22.8 metres, a deadweight of approximately 17,999, and a total cargo capacity of 20,306 cubic metres. Propulsion is provided by a medium-speed engine with a gearbox with PTI/PTO and a shaft generator coupled to a controllable-pitch propeller, which is housed in a nozzle to deliver approximately 25 per cent more thrust in addition to generating less underwater noise. Like her sisters,Fure Vasawill be homeported in Gothenburg and operated in sulphur emission control areas in the North Sea and Scandinavia, transporting biofuels and renewable feedstocks as part of the Gotha Tanker Alliance.

Three consortia of maritime companies and knowledge institutions have received a total of 52.9 million from the Maritime R&D subsidy scheme of the Dutch Ministry of Economic Affairs. Royal IHC is part of two of these consortia: Menens consortium – aimed at developing adaptive solutions to accelerate Straatman BV completed engineering and production of three pinch ball joints earlier this week – all executed in their factory in Zwjjndrecht. These specific type of ball joints will be used on the cutter suction dredgers (CSDs) between floating pipeline and CSD. The great advantage of this ball joi The trailing suction hopper dredger (TSHD) Endam is being fitted out with Damen dredging equipment. According to Damen, the gantries and winches are installed, and the Di 900 mm trailing suction pipe – designed to dredge at -30 m – is put into place. The multi-purpose vessel will primarily act as an ROHR-IDRECO Dredge Systems (Netherlands/USA, Germany, France) has just announced two new cutter suction dredge (CSD) models, the Hawk and Falcon, to its product line-up. Group CEO, Fulco Vrooland Löb, said: “With our roots in the wet mining industry, we have been building electrical dredges for deca Damen Shipyards Group is opening its latest service hub, in Hamburg, Germany. This takes the total number of hubs to fifteen, spread across Africa, the Americas, Asia and the Middle East, and Australia. The hubs ethos is to provide a local service, worldwide, and the Hamburg hub will act as the one- Radio Holland and Neptune Marine have signed an agreement for an extensive navigation and communication package for hull number NP-554 – a trailing suction hopper dredger (TSHD). According to their official statement, besides the equipment, Radio Holland will also take care of the installation and c New Damen cutter suction dredger CSD500 was successfully launched this week near the capital of Paraguay, Asunción. The dredger was shipped fully disassembled. It sailed from Antwerp to Montevideo, Uruguay, before transferred to a river barge and transported up the Paraguay River. The modular dredge MOTAS Dredging Solutions has engineered, produced and delivered a set of Fenders for DEME’s cutter suction dredger (CSD) Spartacus. The Fenders are custom made for the CSD Spartacus and exist of several components that can be mounted on the vessel but can just as easily be dissembled. The Fenders sa Mobilis is currently building an underground parking lot for Amsterdam council, right under the Singelgracht canal in the center of Amsterdam: the Singelgracht garage-Marnix. This is an ambitious project for which Voorbij Funderingstechniek was commissioned to provide the foundations. Applying the In one of the sessions of this year’s Europort event, the Enschede-based Alia Instruments took the opportunity to present their one of a kind non-nuclear slurry density meter – the Alia Density Meter (ADM). The ADM offers accurate real-time data, allowing clients to truly optimize their production w An exceptional operation was carried out in the Aabenraa Inlet last week. In a planned operation, a large semi-submersible freighter slowly submerged to prepare for the float-off of “Magnor”, the world’s biggest backhoe dredger. The purpose-built freighter is constructed for this specific type of as Bakker Sliedrecht has provided one of Europe’s largest floating sand plants of Dekker Group with a sustainable shore power connection. The system integrator has carried out the delivery and installation of the high-voltage facilities at the sand plant in cooperation with Dekker Grondstoffen and Verh Brazilian company Constructora Vale Verde has placed a repeat order for a cutter suction dredger type CSD350 with Damen Shipyards. This dredger is a sister vessel to the dredger Amsterdam, delivered in 2019. The new CSD350 for Vale Verde will be named Holanda and is identical to the Amsterdam; a ful The first locally made dredger in Argentina is shaping up nicely, Damen said. The SPI Servicios Portuarios yard in Mar del Plata is busy manufacturing all pontoons. The DOP Dredger component package has been delivered by Damen. The dredger, type DD250, is a standard dismountable dredger. This piece

Image generated by AI Rising passenger volumes at secondary cruise ports across New Zealand, Japan, Saudi Arabia, and Norway are exposing severe land-side transport bottlenecks and 70% economic leakage. [WELLINGTON, New Zealand] — Maritime trade and tourism disclosures reveal a growing operational mismatch between cruise ship berthing capacity and land-side transport infrastructure. As maritime nations advance economic targets to expand international travel revenue, disembarking mega-vessels into smaller regional ports creates severe ground congestion. Financial analysis shows that up to 70% of passenger spending leaks to international booking intermediaries, leaving host communities to shoulder municipal maintenance costs while capturing minimal direct economic yield. National tourism strategies around the globe face structural constraints when managing high-volume maritime arrivals at secondary regional gateways. New Zealand’s Ministry of Business, Innovation and Employment targets doubling international travel export value from NZ$9.9 billion in 2023 to NZ$19.8 billion by 2034 under the Tourism Growth Roadmap. While international arrivals recovered to 3.51 million in 2025 toward a 2034 goal of 4.78 million, regional cruise ports face acute coach deficits. At Tauranga, disembarking 4,000 passengers requires 64 coaches for a 50% excursion rate, but local fleets supply only 35 vehicles, creating a 45% deficit (-29 coaches). In Dunedin (Port Otago), track maintenance backlogs on the historic Taieri Gorge Railway cap high-yield inland excursions (NZ$180–NZ$350 per passenger), leaving thousands of visitors confined to low-spending port walks (NZ$20–NZ$50). Japan's cabinet Vision 2030 targets 60 million annual international visitors and ¥15 trillion in visitor spend by 2030, aiming for secondary ports to handle over 60% of total cruise calls. However, calling at secondary ports like Kanazawa, Ishigaki, Kochi, and Sakaiminato runs into severe rural labor deficits. Kanazawa faces a 34% coach deficit (40 available vs 61 required for 3,800 passengers). Strict commercial driver hour limits and a shortage of licensed guide-interpreters (全国通訳案内士) force operators to run basic shopping mall shuttles rather than high-yield regional tours. Saudi Arabia's revised Vision 2030 roadmap targets 150 million annual domestic and international visitors and a 10% GDP contribution, expanding Red Sea cruise hubs at Jeddah, Yanbu, and Dammam under Cruise Saudi. At Yanbu, a 51% coach deficit (25 available vs 51 required for 3,200 passengers) limits desert excursions to UNESCO heritage sites like AlUla and Al-Balad. In Norway, the Storting mandated zero direct carbon emissions in UNESCO fjords (Geirangerfjord, Nærøyfjord, Aurlandsfjord) for vessels under 10,000 Gross Tonnage starting January 1, 2026, and larger ships by January 1, 2032. In Geiranger (population <300), a single 4,000-passenger ship causes a tenfold population surge. With only 12 electric coaches available against 67 required (-82% deficit), grid infrastructure limits shore power and EV charging. Economic modeling highlights a sharp financial gap between transit and turnaround passengers: Installing shore power (cold ironing) requires $8 million to $40 million USD per berth (£6.6M–€37M+), needing 10 MVA–20 MVA electrical grid headroom and static frequency converters (50 Hz to 60 Hz). Annual operation and maintenance costs average 5% of initial capital expenditure. Q1: What is the main cause of the cruise tourism yield gap?A: Up to 70% of transit passenger spending leaks to international cruise lines and booking platforms, while local coach shortages confine remaining spending to port precincts. Q2: How do Norway's fjord emission mandates affect cruise ships?A: Norway requires zero direct emissions for vessels under 10,000 GT starting Jan 1, 2026, and all cruise ships starting Jan 1, 2032, requiring shore power and electric transport fleets. Q3: What is the cost of installing shore power (cold ironing) at cruise berths?A: Shore power installations cost between $8 million and $40 million USD per berth (£6.6M–€37M+), plus annual maintenance costs averaging 5% of capital expenditure. Analyzing global cruise port bottlenecks provides key operational insights: This article is for informational and educational purposes only. It does not constitute legal, financial, or professional advice. While we strive to provide accurate and up-to-date information, travel policies, regulations, and conditions change rapidly. Always verify information with official sources before making travel decisions. Nomad Lawyer makes no representations about the accuracy, reliability, completeness, or suitability of the information provided. Readers should consult qualified professionals for advice specific to their circumstances. The views expressed in this article are those of the author and do not necessarily reflect the views of Nomad Lawyer. Founder & Lead Developer Full-stack developer with 11+ years of experience and a passionate traveller. Raushan built Nomad Lawyer from the ground up with a vision to create the best travel and law experience on the web.

In vista dell’avvio dei lavori per la realizzazione del nuovo Terminal Ravano, La Spezia Container Terminal (Lsct) ha firmato i contratti per la fornitura di 4 gru ship-to-shore e 18 mezzi di piazzale (tra gru Rtg e Rmg) per un investimento complessivo di 90 milioni. La fornitura, sottolinea una nota dell’azienda, "è stata affidata a un primario costruttore cinese al termine di un articolato processo di selezione e verifica dei requisiti tecnologici e qualitativi, la consegna è prevista nei prossimi 24-28 mesi". La commessa rappresenta uno degli interventi strategici e propedeutici allo sviluppo della nuova banchina e si inserisce nel più ampio piano di ammodernamento del terminal. Il programma prevede investimenti complessivi per 350 milioni di euro destinati all’aggiornamento degli equipment, al potenziamento delle infrastrutture e all’incremento della capacità operativa complessiva di Lsct. Le quattro nuove gru permetteranno allo scalo spezzino del Gruppo Contship di lavorare navi portacontainer di ultima generazione fino a 24mila Teu. "La configurazione prevista consentirà di gestire contemporaneamente tre navi di grandi dimensioni (Ulcv - Ultra Large Container Vessel), ampliando la capacità di servizio sulle principali rotte internazionali". Le gru di banchina saranno predisposte per l’integrazione di sistemi tecnologici, "tra le soluzioni previste figurano l’identificazione automatica dei container attraverso Ocr (Optical Character Recognition), il rilevamento digitale della posizione dei camion durante le fasi di carico e scarico e la scansione del profilo della nave". I nuovi mezzi di piazzale, infine, "presenteranno una configurazione senza cabina di guida a bordo e saranno predisposti per il comando da remoto. Tutti gli equipment saranno alimentati a energia elettrica e, in particolare, saranno introdotte le prime Rtg elettriche del terminal. "Una scelta in linea con il percorso di decarbonizzazione e progressiva elettrificazione delle attività operative intrapreso dal Gruppo Contship, che prevede l’adozione di soluzioni ad alta efficienza energetica e la transizione verso fonti rinnovabili". Due delle gru Rmg saranno destinate al parco ferroviario che sarà realizzato nell’ambito del progetto Ravano e che prevederà 5 fasci di binari. L’intervento punta a consolidare l’integrazione tra le attività terminalistiche e la componente ferroviaria sviluppata da Contship. Con questo assetto, Lsct prevede infatti di portare "la propria quota di traffico intermodale dall’attuale media del 33% al 50%, con un container su due movimentato via treno". L’investimento rappresenta un ulteriore tassello nello sviluppo del nuovo Terminal Ravano. "In attesa dell’avvio dei lavori, il Gruppo sta portando avanti tutti gli interventi necessari alla realizzazione del progetto, che punta a sostenere la capacità operativa di Lsct e a rafforzarne il collegamento con la rete logistica nazionale ed europea, consolidando così il ruolo del terminal spezzino come strategico nel Mediterraneo".

Nikolas Martinos-led Thenamaris has made a rare newbuilding move in the container ship segment, placing an order at growing Chinese shipbuilder Hengli Heavy Industries The Greek shipowner has ordered four 3,200-TEU container vessels at the Chinese yard, with deliveries scheduled for 2028. The four newbuildings have already been added to Thenamaris’ fleet list on its website. The group’s dry bulk and container ship division, Thenamaris ConBulk, is overseeing construction of the vessels, which will be equipped with open-loop scrubbers, shaft generators and alternative maritime power (AMP), commonly known as shore power or cold ironing. Thenamaris ConBulk was established in 2020 and currently operates a fleet of 24 bulk carriers and two container ships. Its two 5,071-TEU container vessels,SeasmileandSeadream, were contracted at Hyundai Samho Heavy Industries and delivered to the owner in 2013 and 2014, respectively. With the new order, the wider Thenamaris group hasdeepened its cooperation with Henglifollowing the signing of a three-Aframax/LR2 order earlier this year. Overall, Thenamaris has an active fleet of 50 tankers, 24 bulk carriers, seven LNG carriers, six LPG carriers and two container ships, along with a 19-vessel orderbook comprising 12 tankers, three very large ammonia carriers (VLACs) and the four new container vessels. Hengli Heavy Industries continues to secure container ship orders from Greek owners. Riviera reported on 19 August thatCentrofin Management had entered the segment with an order for a pair of 6,000-TEU vessels, whileMinerva Dry has also ordered mid-sized container shipsat the yard. Events © 2026 Riviera Maritime Media Ltd.

Search across reports, market insights, and blog stories. Momentum behind environmentally friendly shippingis building across the globe, yet policymakers are charting notably divergent courses to push low- and zero-emission fuels and vessels into mainstream operation. A number of European countries are working on several supply-chain segments simultaneously, spanning fuel production, shipbuilding, and bunkering infrastructure. Germany, for instance, launched applications this month for the initial phase of a new inland navigation initiative, earmarking up to EUR70 million ($82 million) for sustainable inland shipping corridors. The funding covers vessel retrofits, renewable hydrogen and electricity generation and storage, plus charging and alternative-fuel bunkering facilities. Norway's Enova has likewise backed both supply and demand, granting NOK 344 million ($36 million) to LH2 Shipping in June for hydrogen-powered vessels and NOK 442 million ($46 million) to Azane Infrastructure last December for three ammonia bunker terminals. The Netherlands is channeling EUR103 million ($120 million) in state support toward newbuilds and conversions powered by renewable methanol and renewable hydrogen, scheduled between 2027 and 2031. Finland has moved further up the value chain, offering investment tax credits up to EUR118.6 million ($138 million) to ETFuels Finland for a planned 110,000 mt/year e-methanol facility, with output destined for maritime and industrial buyers. Two Asian initiatives are more directly aimed at putting cleaner ships on the water. Japan has opened bidding under a five-year program worth JPY 15.1 billion ($95 million) to subsidize equipment for hydrogen-, ammonia-, methanol-, and battery-powered vessels, with JPY 1.2 billion (about $8 million) allocated for the current year. Vessels using hydrogen, ammonia, or batteries can receive subsidies covering up to half of eligible costs, while methanol and hybrid ships qualify for one-third. Oceangoing vessels are eligible only if they operate on hydrogen or ammonia. Hong Kong has set aside roughly HK$34 million (about $4 million) for three-year initiatives providing port-dues reductions for ships that run on, bunker, or carry approved alternative fuels, along with incentives for alternative-fueled vessels flying its flag. North American backing remains more fragmented at this stage, distributed across individual ports, specific infrastructure projects, and potential federal measures. Quebec has pledged around CAD 5 million ($3.5 million) for shore power installation at the Port of Quebec. The Port of Long Beach is dangling $1 million for the first oceangoing vessel to bunker methanol at commercial scale within its harbor. Port officials estimate a methanol bunkering call currently runs about $1.5 million, versus roughly $1 million for traditional marine fuels. Half the award is meant to offset that estimated $500,000 gap, with the rest covering ancillary costs like permitting and new operational and safety protocols. A far larger U.S. initiative has been floated but remains unrealized. In June, Representatives Nanette Barragan and Troy Carter, along with Senator Chris Van Hollen, reintroduced the Next Generation Shipping Act. The proposal calls for $1 billion per year to support zero-emission-capable vessels, retrofits, research, and clean-fuel and charging infrastructure. The lawmakers stated in a joint release that the measure would also enable the United States to match the heavy investments in clean shipping technology already underway in Europe and Asia. Some governments have done preliminary work without committing funds. Egyptian authorities have evaluated low- and zero-emission fuel production, storage, and bunkering potential at five ports under the IMO's GreenVoyage2050 program. No funding was attached, but the assessment aims to pinpoint infrastructure, regulatory, and safety needs and to draw future investment. Though these regional strategies vary, they increasingly tackle the same circular challenge from different angles. Shipowners hesitate to invest without affordable fuels and dependable infrastructure, while fuel producers and infrastructure developers require assured demand to justify their outlays. Public money can help resolve that impasse by reducing upfront costs and investment risk on both sides until the market becomes self-sustaining. In other alternative fuels developments this week, nuclear technology firm Core Power has inked an agreement with the U.S. Department of Transportation's Maritime Administration (MARAD) to create a route for U.S.-flagged nuclear-powered commercial vessels, with construction of the first ships slated to start in 2028. India's state-owned gas utilityGAIL, Deendayal Port Authority, and classification society DNV have agreed to study the feasibility of an LNG bunkering facility at Kandla Port. The European Commission has cleared a joint venture betweenTotalEnergiesand CMA CGM to broaden LNG bunkering in the ARA region. TotalEnergies indicated that a new 20,000-cbm LNG bunker vessel will be stationed in Rotterdam by the close of 2028. Making Data-Driven Decisions to Grow Your Business A Quick Overview of Market Performance Understanding the Current State of The Market and its Prospects Finding New Products to Diversify Your Business Choosing the Best Countries to Establish Your Sustainable Supply Chain Choosing the Best Countries to Boost Your Export The Latest Trends and Insights into The Industry The Largest Import Supplying Countries The Largest Destinations for Exports The Largest Producers on The Market and Their Profiles The Largest Markets And Their Profiles Instant access. No credit card needed. Online access to 2M+ reports, dashboards, and tables. Trusted by Fortune 500 teams.

This 1973 Volkswagen Type 2 Westfalia is a pop-top Campmobile that was acquired by the seller in 2012 and restored under current ownership. Finished in Pastel White over black vinyl and plaid cloth upholstery, it is powered by a rebuilt air-cooled 1,679cc flat-four paired with a four-speed manual transaxle. Equipment includes front disc brakes, 14″ steel wheels, jalousie side windows, a shore power connection port, painted bumpers, a rear-facing second-row seat, a third-row bench/bed, a sink, a refrigerator, storage cabinets, a cabin heater, crank windows, and a Bluetooth-capable Pioneer CD stereo. Previously listed by the selleron BaT in May 2021, this Type 2 shows 36k miles and is now offered again with a forward children’s bunk, a rear bug screen, and a clean California title in the seller’s name. The body was refinished in Pastel White (L90D) under current ownership. Exterior details include a forward-hinged pop-top roof tent, as well as quarter vent windows, dual side mirrors, jalousie side windows, a shore power connection port, painted bumpers, and VW-branded rear mud flaps. White-finished 14″ steel wheels wear chrome VW-stamped hubcaps and are mounted with Toyo Extensa A/S tires. Stopping power is provided by power-assisted front discs and rear drums. The steering box and front and rear shocks are said to have been replaced under current ownership. The forward cabin houses bucket seats trimmed in black vinyl. Appointments include a cabin heater, crank windows, and a Pioneer CD stereo with Bluetooth connectivity. The right-side sliding door opens to reveal a pop-top roof with a tent and zip-open windows, as well as a rear-facing second-row seat and a third-row bench that folds into a bed. Additional features include a sink, a refrigerator, fold-out tables, storage cabinets, and a residential-style power outlet. A canvas front bunk for children and a bug screen for the rear hatch are included in the sale. The two-spoke steering wheel frames a 90-mph speedometer and a fuel-level gauge. The five-digit mechanical shows 36k miles, less than 1k of which were added under current ownership. The air-cooled 1,679cc flat-four was reportedly rebuilt under previous ownership. Previous Listing: Power is sent to the rear wheels through a four-speed manual transaxle. The flywheel, clutch, and axles were reportedly replaced under current ownership. Additional underside images can be viewed in the gallery. The winning bid does not include shipping. It is the buyer's responsibility to arrange the details of any shipping or delivery, and to pay any taxes, duties, or charges associated with shipping or delivery.View our third-party shipper recommendations. We need to confirm your billing address in order to appropriately charge fees and taxes should you win an auction. Please provide your billing address below. Congratulations! You're the high bidder. Your bid has been posted in the comment flow on the listing, and you can see other bids there as they happen. Good luck! Please confirm if the following details are aligned with your current contact information. If not, pleaseupdate your profile. Bidding will advance immediately to $. The BaT Service Fee is 5% of the bid, with a minimum of $250 up to a maximum of $7,500.VAT on Service Fee is charged in USD If you win the auction, your card will be charged for the service fee and you pay the seller directly for the vehicle. If you don't win, your existing pre-authorization will be released. When you bid we pre-authorize your credit card for the service fee(this helps prevent fraud). If you win the auction, your card will be charged for the service fee and you pay the seller directly for the vehicle. If you don't win, the pre-authorization will be released. *Exchange Rates You are bidding for this item in USD. This means, if you have the winning bid, you will need to make your payment to the seller in USD. It is your responsibility to check the conversion rate, and you should also note that exchange rates may fluctuate between now and the due date of your payment after the end of the auction. Taxation If you are the highest bidder, you will also need to pay the seller any applicable taxes/VAT. Your bid may not be inclusive of these amounts. Relevant details are included in the listing, so please ensure you have read and understood this information before placing your bid. Note that, if you will need to import the vehicle to your country, you may be responsible for import-related taxes. For more info,read about our auctionsoremail uswith any questions. By clicking on “Place a Bid” below, I acknowledge that theright to cancelservice will not apply once the bid has been placed, as the service will be provided immediately and agree to Bring a Trailer’sTerms of Use. Your bid of $is $more that the current high bid of $. Are you sure you want to proceed? Bring a Trailer Verified Checkout Available

Georgia’s Deputy Minister of Economy and Sustainable Development, Tamar Ioseliani, met with Tim Devolder, Director of the Georgia branch of Jan De Nul, earlier this week. The parties discussed the ongoing construction works of the Anaklia Deep Sea Port. The meeting was held on site at the Anaklia po Te Rūnaka o Ōtākou has gifted the name, Kapuka, to the new $36 million trailing suction hopper dredger (TSHD) owned by Napier Port and Port Otago and due to arrive in New Zealand in December. The name Kapuka means “to scoop out with both hands together”. According to Napier Port, the sheer scale of Rohde Nielsen has completed capital dredging works at the Port of Aalborg, Denmark, supporting the construction of the new Quay 8017 and the continued development of the port’s infrastructure. During the project, approximately 160,000 m³ of soft seabed material was excavated to achieve the required Marinex Construction from Charleston, South Carolina, has won a firm-fixed-price contract for a maintenance dredging contract in in Savannah, Georgia. According to the U.S. Department of Defense (DoD), the project also includes related construction services, involving furnishing personnel, transport Joanne Thompson, Canada’s Minister of Fisheries, has announced the launch of Phase 2 of a major reconstruction project at Red Head Harbor in Prince Edward Island (PEI). This phase will see the complete reconstruction of the western wharf, improving safety, reliability and climate resilience for harv Royal Van der Leun has been awarded the electrical engineering scope for a new Easydredge® 2700XL trailing suction hopper dredger (TSHD), currently under construction by Royal IHC for a dredging project in West Africa. “With the contract now signed, our engineering team is getting straight to work a The Webuild Group strengthens its presence in Liguria with an €803 million contract awarded by Autostrade per l’Italia for the construction of the central section of the Genoa Undersea Road Tunnel. The project will be executed by Webuild (90 percent) and its subsidiary SELI Overseas (10 percent). Ac Wasa Dredging said that their heavy-duty backhoe dredger Optimus kicked off the dredging operations on the Tornio outer fairway recently. The outer fairway in Tornio refers to the maritime shipping channel leading into the Port of Tornio (Port of Röyttä) located in the northern part of the Bothnian The Malawi Government has taken a major step towards restoring operations at Chipoka Port by inviting bids for consultancy services to undertake an Environmental and Social Impact Assessment (ESIA) and supervise capital dredging works at the port. “The move marks significant progress in Government’s The U.S. Army Corps of Engineers Galveston District and Port Freeport marked a major milestone in the Freeport Harbor Channel Improvement Project during a ribbon-cutting ceremony last week. The federal navigation project deepens and partially widens the harbor channel, enhances the upper turning bas Dredging works have officially started at Anaklia Deep Sea Port in Georgia, marked by the arrival of the first dredging vessel Tristao Da Cunha into the maritime aquatory of the future port. Under the development plan, the seabed in the Anaklia marine area will be deepened to 17.5m, followed by the Major dredging works at Port of Ndayane, Senegal’s future deep-water port, have been completed 13 months ahead of schedule, DP World said. More than 1,000 people are currently employed directly on the project as construction activity accelerates. The early completion of the major dredging works allo The first phase of the Yangtze Canal widening project in the Netherlands has been completed, Van Oord, part of the contractor consortium together with Hakkers and De Klerk, said. The consortium has delivered a new tugboat quay with twelve berths and shore power facilities. To facilitate this, the Ya

Week 202635 The Port of Pecém, located in Ceará state, will begin offeringPecém shore powerservices in September, allowing docked vessels to receive electricity from the onshore grid. The infrastructure is being installed at the port’s Multipurpose Terminal, known as TMUT, and will allow ships connected to the system to use electricity supplied from land while they remain at berth. As a result, vessels will be able to reduce the use of diesel-powered auxiliary engines during port stays. The project also includes electrical infrastructure for mobile harbor cranes, or MHCs, which are used in cargo loading and unloading operations. The upgrade will expand the use of electricity in port equipment that currently runs on diesel. The port already supplies electricity to docked tugboats, and the new structure is expected to extend that service to other terminal operations. According to the Pecém Complex, the implementation of shore power is expected to reduce CO₂ emissions by 796 metric tons per year. Around 65% of port operations are already electrified and use certified renewable energy, including cranes used to handle containers and steel plates, as well as conveyor belts. ThePecém shore powerproject is part of a broader set of initiatives aimed at electrifying port operations, reducing emissions and expanding the use of clean energy at the Pecém Complex in Ceará state. Source:Informativo dos Portos Sharing is caring!

ROMA – L’Italia - si legge in una nota diffusa dal WWF – sta subendo l’ennesima ondata di calore con temperature record che per oggi si prevede raggiungeranno, in alcune regioni, i 45°C. Ma il Governo e, più in generale, l’intero quadro politico, sembra far finta di niente. Già ieri, in molte località si sono avute temperature record, ben oltre i 40°C. Da maggio ad oggi, in Italia e in Europa si sono registrati costanti aumenti della temperatura, con brevi intervalli di perturbazioni che hanno provocato fenomeni intensi e danni. Ma non agire costa molto di più: dai campi ai conti pubblici. Secondo l’Agenzia europea dell’ambiente (EEA), gli eventi meteorologici e climatici estremi hanno causato in Italia circa 135 miliardi di euro di perdite economiche tra il 1980 e il 2023, circa 2.330 euro per abitante. Confartigianato ha calcolato su dati EEA il costo per l’Italia in 7,5 miliardi l’anno, 74,7 miliardi di euro tra il 2015 e il 2024. ​Quanto costa la siccità. Secondo uno studio del CMCC –il Centro Euro-Mediterraneo sui Cambiamenti Climatici – e del Politecnico di Milano, la siccità del 2015-2018 è già costata all'Italia 24,3 miliardi e 330.000 posti di lavoro in meno. Con un aumento della temperatura di 2 °C, salirebbe a circa 74 miliardi e 960.000 posti di lavoro, quasi tre volte tanto. Anche l’agricoltura paga il conto. Il Joint Research Centre della Commissione Europea segnala impatti severi sulle colture estive nel Nord e Centro Italia, mentre a livello europeo le previsioni di resa sono scese fino al 14% sotto la media degli ultimi cinque anni. ​E il rischio è anche macroeconomico. Un’analisi del CMCC, con Deloitte Climate & Sustainability ed European University Institute, stima che nel 2050 i danni climatici potrebbero ridurre il PIL italiano tra il 2,2% e il 6% e raddoppiare il rischio di rifinanziamento del debito. È il possibile “climate spread”: il rischio climatico che dall’economia reale si trasferisce ai conti pubblici. Secondo il Rapporto Città Clima di Legambiente , centinaia di Comuni subiscono ogni anno eventi estremi come allagamenti, esondazioni e danni da vento che bloccano i trasporti e danneggiano gli edifici. ​I dati di questa estate sono inequivocabili. Secondo Copernicus – il programma europeo di osservazione della Terra , gestito dalla Commissione Europea con l'Agenzia Spaziale Europea (ESA ) e altre istituzioni – giugno e luglio assieme sono stati i più caldi mai registrati nell’Europa occidentale, ben 2,79 °C sopra la media 1991-2020 e quasi 0,9 gradi centigradi oltre il precedente record del 2022. Questo ha colpito gli ecosistemi e la vita di milioni di persone. ​L’aumento della vulnerabilità dei territori montani. La fusione dei ghiacciai alpini sta trasformando gli ecosistemi di alta quota e aumentando la vulnerabilità dei territori montani. In Italia, oltre 90.000 ettari di foreste sono stati percorsi dal fuoco, con un aumento del 92% rispetto alla media degli ultimi vent'anni in questo periodo (49.000 ettari), con quasi un terzo dei roghi in aree protette. Temperature record, siccità, scarsità d'acqua e incendi mettono sotto stress anche la fauna selvatica: per questo il WWF ha chiesto alle Regioni di sospendere la caccia a settembre. Le temperature estreme delle acque dei mari. Anche mari e oceani hanno registrato temperature record. Secondo i dati forniti dal Copernicus Marine Service (CMEMS), il programma dell'Unione Europea per l'osservazione della Terra, per il Mediterraneo giugno 2026 è stato il giugno più caldo mai registrato. Le anomalie locali hanno raggiunto picchi estremi fino a 8 °C in più. A luglio l’acqua in alcune zone ha superato i 30°C. L’acqua dolce è la questione chiave e mette a rischio la sicurezza di tutti e del Paese. Con una siccità estesa e molto grave in molte zone di Europa, dalla Gran Bretagna al Reno e al Danubio, in Italia si sono registrate forti diminuzioni della portata di molti bacini, con il Po e molti altri fiumi in secca. Nel Delta del Po, la riduzione della portata ha favorito la risalita del cuneo salino. WWF: “Il silenzio della politica”. L’Associazione ambientalista prende atto del fatto che, “nel Governo, il solo ad accorgersi, dopo un lungo silenzio, dell’impatto del caldo e degli eventi estremi sembra essere stato il ministro dell’Ambiente e della Sicurezza energetica, Gilberto Pichetto Fratin, che nei giorni scorsi ha riconosciuto la necessità di fare di più sull’adattamento e aperto alla possibilità di un confronto trasversale sulla crisi climatica”. Ma tutto questo non riguarda il Governo non solo il Ministero dell’Ambiente. Ma la sicurezza climatica – si legge nella nota del WWF – non riguarda soltanto il Ministero dell’Ambiente. Riguarda Palazzo Chigi, quando si stabiliscono le priorità del Paese; il MEF (Ministero Economia e Finanze) quando si allocano le risorse pubbliche; le Infrastrutture, quando si progettano opere destinate a durare decenni; la Salute, quando il caldo mette a rischio le persone; l’Agricoltura, quando acqua e raccolti sono sotto pressione; le politiche industriali, quando gli eventi estremi colpiscono imprese, lavoratori e filiere. ​Il ruolo delle opposizioni. E anche le opposizioni – sottolinea il WWF – sono chiamate a fare la loro parte: la crisi climatica deve entrare stabilmente tra le priorità del confronto politico, traducendosi in proposte, risorse e impegni verificabili. C’è bisogno di un’azione urgente sul clima, a 360°, per l’abbattimento delle cause – emissioni di gas climalteranti per l’uso dei combustibili fossili - e per l’adattamento al danno già fatto. Le Cinque scelte per la sicurezza climatica dell’Italia 1) – attuare e finanziare davvero il PNACC, il Piano Nazionale di Adattamento ai Cambiamenti Climatici , approvato in Italia nel dicembre 2023, con priorità, responsabilità, risorse pluriennali e tempi certi per la prevenzione e l'adattamento; 2) – accelerare l'uscita dai combustibili fossili, investendo nelle soluzioni disponibili oggi: rinnovabili, reti, accumuli, efficienza ed elettrificazione; 3) – fare della natura un'infrastruttura di sicurezza, attraverso un Piano nazionale di ripristino della natura realmente ambizioso con governance efficace e finanziamenti certi e pluriennali; 4) – approvare una Legge quadro sul clima, con obiettivi, carbon budget, responsabilità chiare e monitoraggio scientifico indipendente; 5) – garantire una transizione giusta, utilizzando pienamente le risorse europee derivanti dal sistema ETS – Emission Trading System dell'Unione Europea, il principale strumento di mercato per la riduzione dei gas serra – e dal Fondo Sociale per il Clima per la transizione e per fare in modo che sia accessibile a tutti. LA CRISI CLIMATICA OLTRE I NOSTRI CONFINI 1) – Colpisce direttamente circa 887 milioni di persone in condizioni di povertà in tutto il mondo, vale a dire circa l'80% (quasi 8 su 10) dell'intera popolazione povera globale . Sono dati che provengono dall'ultimo Global Multidimensional Poverty Index (MPI) pubblicato dal Programma delle Nazioni Unite per lo Sviluppo (UNDP) e dall'Università di Oxford. 2) – La mappa del rischio. L'impatto climatico si sovrappone ad altre minacce simultanee, come la fame, le guerre, gli sfollamenti forzati. Dei 887 milioni di persone povere colpite, ben 651 milioni devono fare i conti con due o più shock climatici simultanei. Circa 309 milioni di persone vivono in aree flagellate contemporaneamente da tre o quattro minacce: il caldo estremo, le inondazioni, la siccità, con pochi strumenti di protezione sociale per difendersi. 3) – I bambini, gli adolescenti. Per loro la crisi ha un impatto davvero devastante. Secondo i dati di Save the Children , circa 774 milioni di bambini nel mondo affrontano la doppia minaccia di vivere in povertà e di essere esposti a gravissimi rischi climatici. 4) – Le regioni geografiche più colpite. La quasi totalità delle persone povere del mondo si concentra in due macro-aree globali: L’Asia meridionale, con circa 380 milioni di poveri esposti a rischi climatici. In questa regione, il tasso di esposizione della popolazione indigente è quasi totale: il 99,1% . L’Africa subsahariana, dove si contano 344 milioni di persone povere direttamente colpite dalla crisi. Le proiezioni della Banca Mondiale. A dimostrazione dello stretto legame che c’è tra i disastri ambientali e l’economia, secondo i calcoli della Banca Mondiale –nonostante le sue politiche “di ricatto” verso i Paesi poveri, ai quali, in cambio di prestiti, vengono imposti aggiustamenti di bilancio severissimi e privatizzazioni selvagge – la crisi climatica rischia di spingere ulteriori 130 milioni di persone sotto la soglia di povertà entro i prossimi anni.

LONDRA – La risposta del Governo britannico alla consultazione Net Zero Ports apre alla pianificazione strategica dell’energia e alla riforma delle connessioni alla rete. NatPower Marine si candida a investire in cold ironing, ricarica delle navi e sistemi energetici integrati, proponendo di partire da un numero limitato di porti e rotte con una domanda già identificabile. La decarbonizzazione dei porti britannici entra nella fase in cui agli obiettivi ambientali devono corrispondere infrastrutture energetiche e investimenti. NatPower Marine ha accolto favorevolmente la risposta del Governo del Regno Unito alla consultazione Net Zero Ports, sottolineando in particolare il riconoscimento del ruolo che gli scali dovranno assumere nella riduzione delle emissioni del trasporto marittimo. Il quadro delineato dalla consultazione evidenzia infatti una trasformazione della domanda energetica portuale. Alimentazione elettrica delle navi dalla banchina, sistemi di ricarica per le unità a propulsione elettrica, elettrificazione dei mezzi portuali e diffusione di combustibili a minore impatto richiederanno nuove infrastrutture, ma soprattutto un maggiore coordinamento tra porti, compagnie di navigazione, gestori delle reti elettriche e investitori. Per NatPower Marine uno degli elementi più significativi della risposta governativa riguarda proprio l’impegno a integrare le necessità energetiche dei porti nella pianificazione strategica e nel processo di riforma delle connessioni alla rete. Un passaggio accompagnato dalla volontà di migliorare le previsioni della domanda e il confronto con gli operatori industriali. Il nodo della rete elettrica “La risposta del Governo rappresenta un importante passo avanti. Ci offre un quadro più chiaro di ciò di cui hanno bisogno i porti e di dove l’industria può intervenire”, ha commentato Stefano D.M. Sommadossi, Founder, Group Chief Strategy Officer e UK CEO di NatPower Marine. La società propone un modello nel quale il porto non debba necessariamente sostenere da solo gli investimenti e i rischi connessi alla realizzazione delle nuove infrastrutture. “NatPower Marine è pronta a mettere a disposizione investimenti e competenze energetiche. Possiamo aiutare i porti a sviluppare infrastrutture di shore power e ricarica delle navi senza richiedere loro di sostenere l’intero costo e rischio”. Non esiste, tuttavia, una soluzione energetica valida per tutti gli scali. Alcuni porti potrebbero aver bisogno di un potenziamento significativo della connessione alla rete nazionale; in altri casi potrebbero risultare più efficienti sistemi di accumulo a batterie, produzione rinnovabile locale, reti elettriche private o strumenti per una gestione più intelligente dei picchi di domanda. La configurazione, secondo Sommadossi, deve quindi essere costruita sulle caratteristiche operative dello scalo e soprattutto sulle tipologie di navi che vi fanno regolarmente approdo. Dalla domanda delle navi agli investimenti È proprio il rapporto tra infrastruttura a terra e domanda effettiva dello shipping il punto centrale della proposta. Realizzare capacità elettrica senza avere una prospettiva sufficientemente definita sul suo utilizzo rischia infatti di compromettere la sostenibilità economica degli investimenti. “La chiave è collegare l’infrastruttura a una domanda reale da parte degli operatori marittimi. Se questo può essere fatto su rotte specifiche, il capitale privato può contribuire a trasformare i programmi in progetti operativi”, ha spiegato Sommadossi. NatPower Marine propone per questo che la fase successiva della strategia britannica si concentri inizialmente su un numero limitato di porti e collegamenti marittimi, selezionati sulla base della presenza di una domanda commerciale già identificabile e di concrete possibilità di accesso all’energia pulita. Un approccio pilota che consentirebbe a Governo e industria di sperimentare modelli di realizzazione e finanziamento, verificare la risposta degli armatori e dimostrare sul campo la fattibilità dei cosiddetti green shipping corridors, evitando al tempo stesso di indirizzare capitali verso infrastrutture prive di un percorso sufficientemente chiaro verso l’utilizzo operativo. Una rete internazionale per la ricarica navale NatPower Marine sta sviluppando una rete internazionale indipendente di infrastrutture dedicate alla ricarica delle navi elettriche e all’alimentazione da terra, integrando investimento nei progetti, approvvigionamento di energia pulita, sviluppo delle infrastrutture e gestione di lungo periodo. La società si è detta disponibile a collaborare con il Governo britannico, i porti e gli operatori dello shipping per individuare i primi progetti concretamente realizzabili. Il passaggio indicato dalla società è significativo anche oltre il mercato britannico: l’elettrificazione portuale non dipenderà soltanto dalla disponibilità della tecnologia, ma dalla capacità di far coincidere potenza elettrica disponibile, domanda delle navi e sostenibilità finanziaria degli investimenti. È su questo equilibrio che il percorso verso porti a emissioni nette zero dovrà ora misurarsi.