Porti & ambiente — le notizie raccolte

August 11, 2026 Source: Grimaldi The Grimaldi Group has taken delivery of Grande Pacifico, the 13th ammonia ready car carrier in the Grimaldi Group fleet and the first of five sister PCTCs vessels ordered from China Merchants Heavy Industries Jiangsu and classed by RINA. An evolution of the design that gave rise to the first five 9,000 CEU vessels already delivered by the same shipyard, the new units offer even greater cargo capacity while maintaining high energy efficiency, technological innovation and environmental sustainability. With an overall length of 220 meters, a beam of 38 meters, a gross tonnage of 95,534 and a service speed of 18 knots, the Grande Pacifico features 15 decks—one more than the previous five vessels of the same class—bringing her cargo capacity to 9,800 CEU, an increase of approximately 9%. In addition to electric vehicles and conventionally fueled vehicles, the ship is also designed to transport compressed natural gas (CNG)-powered vehicles. The Grande Pacifico is capable of reducing fuel consumption by 50% compared with previous-generation car carriers. Equipped with mega lithium batteries with a total capacity of 5 MWh and designed for shore power supply (cold ironing) at suitably equipped ports, the vessel can achieve zero emissions while berthed. It also features 2,500 square meters of solar panels, intelligent energy management systems, silicone hull coatings to reduce drag, an air lubrication system, an optimized hull design and the innovative gate rudder, which enhances both propulsion efficiency and maneuverability. In addition, her electronically controlled main engine is fitted with exhaust gas treatment systems that significantly reduce emissions of sulfur oxides (SOx), particulate matter (PM) and nitrogen oxides (NOx), with the latter well below IMO Tier III limits. The name of the new vessel reflects the Grimaldi Group's growing presence in the Pacific region, which has been strengthened in recent years through an expanding network of regular maritime services supporting the automotive industry and the transport of rolling cargo. The Grande Pacifico will undertake her maiden voyage on the Asia–Europe service, departing in the coming days from the port of Taicang (China) bound for Antwerp (Belgium) and Southampton (United Kingdom). On board she will transport a cargo of more than 6,900 vehicles and over 900 linear meters of rolling cargo.

Compartir en redes sociales Puerto de Pecém, en Brasil, comenzará a operar en septiembre un sistema de suministro eléctrico desde tierra (shore power) para buques atracados, infraestructura que permitirá a las naves desconectar sus motores diésel durante la permanencia en muelle y utilizar energía eléctrica proporcionada por el puerto. El proyecto utilizará electricidad con certificación de origen renovable I-REC, proveniente de fuentes eólicas y solares contratadas a Casa dos Ventos. Según la información entregada por el puerto, el sistema permitiría evitar la emisión de aproximadamente 796 toneladas de CO₂ al año. Nueva infraestructura para cargas ferroviarias Paralelamente, Pecém desarrolla infraestructura destinada a recibir las cargas de la Ferrovía Transnordestina, cuya llegada al complejo está prevista para 2028. La conexión ferroviaria podría incorporar gradualmente hasta 6 millones de toneladas anuales al movimiento del puerto. Actualmente, Pecém moviliza alrededor de 21 millones de toneladas por año, con una participación destacada de granos y minerales. Para atender los nuevos flujos, está prevista la construcción de un nuevo sitio de atraque de aproximadamente 350 metros, que permitirá ampliar la capacidad operativa del Terminal de Múltiplas Utilidades (Temute). El ferrocarril no tendrá conexión directa con el muelle. Los trenes descargarán primero en una terminal ubicada en la zona posterior del puerto, que será administrada por Nelog. Desde allí, serán trasladadas mediante cintas transportadoras hasta los buques. Las obras estarán distribuidas entre el puerto y los operadores privados. Pecém tendrá a su cargo el nuevo muelle, el dragado, las fundaciones y las adecuaciones hidráulicas y eléctricas, mientras que los operadores serán responsables de la superestructura, equipos y maquinaria. Proyectos industriales y energéticos La ampliación de la infraestructura logística se desarrolla junto con nuevos proyectos industriales en el complejo. Entre ellos se encuentran iniciativas vinculadas al hidrógeno verde, con seis precontratos firmados y una previsión de entrada en operación hacia 2030. También están previstos proyectos de centros de datos de Omni y TikTok. En el segmento de combustibles, el complejo incorporará una nueva instalación de almacenamiento de TMB, del Grupo Dislub, destinada a gasolina, diésel, queroseno de aviación y etanol. Asimismo, se prevé otro terminal para gas licuado de petróleo (GLP) y una central termoeléctrica a gas natural licuado (GNL) de Eneva. 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Responsabilidad socioambientalcarbono neutralidadChilquintaelectrificación portuariaelectromovilidadEmpresa Portuaria Valparaísoenergías renovablesinfraestructura portuariaOPSPuerto Valparaíso0 El convenio contempla energías renovables, electromovilidad y nuevas capacidades eléctricas. Para preparar al principal enclave marítimo de la Región de Valparaíso ante las exigencias de competitividad ycarbono neutralidad, la Empresa Portuaria Valparaíso (EPV) y el Grupo Empresas Chilquinta unieron fuerzas mediante unaalianza estratégica orientada a acelerar su reconversión eléctrica. Este convenio establece una hoja de ruta técnica para modernizar la infraestructura, evaluar soluciones de electromovilidad, integrarenergías renovables no convencionalesy eliminar gradualmente el uso de combustibles fósiles en las operaciones. Como parte central del acuerdo, destacan los sistemasOn-Shore Power Supply (OPS), tecnología diseñada parasuministrar electricidad a las naves mientras se encuentran atracadas, reduciendo de forma directa las emisiones contaminantes. Esta planificación energética contempla metas concretas de potencia: Desde la perspectiva de la administración portuaria, este pacto se alinea con la estrategia de desarrollo a largo plazo y lafutura concesión del recinto. Franco Gandolfo, gerente general de Puerto Valparaíso, explicó que la iniciativa responde tanto a la planificación en sostenibilidad como a los requerimientos energéticos de la ampliación portuaria, permitiendo que la infraestructura actual y elnuevo equipamiento operen de forma 100% eléctrica. Asimismo, destacó la colaboración entre dos instituciones señeras dedicadas al desarrollo de la ciudad y el país. En sintonía con lo anterior, el gerente general del Grupo Empresas Chilquinta, Cristian Martínez, detalló que el convenio es fruto decasi un año de trabajo conjuntopara aprovechar oportunidades tecnológicas yreemplazar la maquinaria que actualmente funciona a petróleo. Martínez puntualizó que la tecnología OPS ya se implementa de manera incipiente en Asia, Europa y Norteamérica, por lo que esperan queeste estándar se masifique en la industria global, impulsando simultáneamente el crecimiento económico regional. carbono neutralidadChilquintaelectrificación portuariaelectromovilidadEmpresa Portuaria Valparaísoenergías renovablesinfraestructura portuariaOPSPuerto Valparaíso0 Terminales PortuariosChileconectividad marítimaDOP AysénEmporchainfraestructura portuariainversión públicalogística australPuerto Yungaytransporte de carga0 Terminales Portuarioscapacidad de transferenciacomercio exteriorComité de MinistrosEmpresa Portuaria Valparaísoinversión privadaNaves New PanamaxPuerto ValparaísoSitio CostaneraTerminal Cerros de Valparaíso0 Electromovilidadahorro operativoChilecosto inicialelectromovilidadINDATAinfraestructura de cargamovilidad sosteniblevehículos eléctricosvehículos híbridos0 ElectromovilidadbusesChileelectromovilidadinfraestructurainversiónlatinoaméricaOLACDErecargavehículos0

Congressman James Gallagher today introduced a Congressional Review Act resolution to overturn a Biden-era Environmental Protection Agency waiver allowing California to impose burdensome emissions requirements on commercial harbor craft. Gallagher said the mandate would increase operating costs for California businesses and add another layer of costly regulations at a time when hardworking families and industries across the state are already struggling with high costs. “This is about affordability,” Gallagher said. “This rule drives up costs for maritime businesses, makes it harder to move goods through our ports, and ultimately leaves American families paying the price. Congress has a responsibility to restore oversight and stop Sacramento bureaucrats from dictating national policy.” Gallagher’s resolution rescinds EPA’s approval of California’s Commercial Harbor Craft Amendments, which establish new emissions requirements for a broad range of commercial vessels operating in California waters. The authorization expands the regulations to additional vessel categories while imposing strict new engine standards and zero-emission requirements that Gallagher argues will increase operating costs, weaken American competitiveness, and further strain the nation’s supply chains. “Nor-Cal Guides and Sportsmen’s Association strongly supports Congressman James Gallagher’s Congressional Review Act resolution because California’s Commercial Harbor Craft mandate places an unrealistic financial burden on the charter captains and fishing guides who provide public access to our fisheries,” said James Stone, President, Nor-Cal Guides and Sportsmen’s Association. “Many of these are small, family-owned businesses that already operate under extensive federal and state regulations. Requiring costly engine replacements and vessel modifications threatens their ability to stay in business, reducing recreational access, hurting coastal/rural economies, and jeopardizing thousands of jobs. The salmon industry is barely surviving this year after reopening fisheries after 3 full years of salmon closures. We appreciate Congressman Gallagher’s leadership in protecting working waterfront businesses and ensuring that California’s charter fleet can continue serving anglers and communities across our state.” “We applaud Congressman Gallagher for his leadership in this coordinated effort to stop California’s latest attempts to impose vehicle and engine mandates on consumers nationwide,” said Chet Thompson, American Fuel and Petrochemical Manufacturers President and CEO. “California is forcing port facilities and operators of vessels — including ferries, tugboats and petrochemical tank barges — to pay for costly engine, fuel and electrification technologies, some of which aren’t even approved for use. Since these vessels keep ports operating, goods moving and energy supplies flowing far beyond California, the impact of this rule will be felt nationwide. American families and businesses should not have to pay the price for yet another unachievable California mandate.” BackgroundCalifornia’s Commercial Harbor Craft Amendments expand the state’s emissions regulations to additional categories of commercial vessels operating in California waters, including pilot boats, research vessels, workboats, commercial fishing vessels, commercial passenger fishing vessels, and certain tank barges. The rule also establishes new engine standards and zero-emission requirements for several vessel categories, creating significant new compliance obligations for vessel owners. Gallagher’s resolution would overturn EPA’s January 2025 approval of the rule through the Congressional Review Act. Because EPA did not transmit the authorization to Congress for review, lawmakers now have the opportunity to review and disapprove the action.

Jump to content Michael Maura As of Tuesday, August 11, 2026 BY NEIL HARTNELL TRIBUNE Business Editor nhartnell@tribunemedia.net THE BAHAMAS was yesterday hailed as “a strong leader” in the Caribbean on the shipping industry’s transition to cleaner fuel and energy sources, with Nassau Cruise Port’s top executive yesterday asserting this nation will be “clearly ahead” of all rivals by 2027. Michael Maura told Tribune Business that the Government’s energy reforms and climate change policies have “laid the foundation” for The Bahamas to lead the region in switching to greener fuel and cleaner on-shore power sources “without a nickel” of taxpayer monies having to be spent due to the enabling climate for private sector investment. He identified, in particular, the Island Power Producers project on Arawak Cay that is constructing a 70 mega watt (MW) power plant to supply liquefied natural gas (LNG) fuelled electricity to ships docked at Nassau Cruise Port as a facility that can further accelerate The Bahamas’ transition by also providing shore power to vessels at Nassau Container Port, the island’s main commercial shipping location, This possibility was outlined by a just-released report from the Trinidad-based consultancy, Kenesjay Green, conducted on behalf of the Inter-American Development Bank (IDB) and the Caribbean Shipping Association (CSA), which ranked The Bahamas as being among the “most advanced” Caribbean nations in efforts to reduce the shipping industry’s climate change impact through providing ‘green fuel bunkering’ and clean ‘shore side power’ to docked vessels. The study, which has been seen by Tribune Business, named The Bahamas as a leader alongside Barbados when it came to possessing the necessary laws, regulations and policies for reducing the shipping industry’s carbon emissions, as well as “emerging readiness” in the adoption of cleaner shore power through the Island Power Producers project. And the report also identified The Bahamas’ “enabling legislation and a mature conventional bunkering sector” as providing the building blocks for supplying cleaner “green fuels” to shipping traffic although the necessary port infrastructure is not yet in place to permit this. All other Caribbean states also lack the required port systems, with this nation again ranked among the most ready in this area alongside Jamaica and Trinidad & Tobago. “From a legislative, regulatory and policy standpoint, Barbados and The Bahamas are identified as the most advanced with aligned climate, energy and maritime frameworks. Barbados is the only country with binding port-specific cold-ironing regulations, while The Bahamas benefits from strong national climate and energy legislation and a mature bunkering sector,” the Kenesjay Green study said. “Shore side power readiness across the region remains low overall, with no berth-level infrastructure installed at any assessed port. Common constraints include the absence of ship-to-shore electrical interfaces, unassessed or insufficient distribution-level grid capacity, high capital costs relative to uncertain vessel demand and limited co-ordination between ports and national utilities. “Emerging readiness is observed only in Barbados and The Bahamas. Barbados has enacted binding cold-ironing regulations and strong port governance frameworks, but grid capacity and electricity cost constraints limit near-term feasibility. The Bahamas benefits from national energy reforms and planned LNG-based power generation adjacent to port areas, creating a credible medium-term pathway for shore side power, though port level execution is not yet in place.” The Kenesjay Green report highlighted, in particular, highlighted the potential additional benefits that could flow from the $180m Island Power Producers development, which will supply LNG fuelled electricity via an underwater cable linking its Arawak Cay power plant to the Nassau Cruise Port and the ships berthed there on a daily basis. This is designed to reduce the cruise industry’s carbon emissions, and global warming/climate change impact, when running engines and generators in-port. “At Arawak Cay, adjacent to Nassau Container Port, new energy infrastructure is under development, including LNG-based power generation intended primarily to serve cruise operations and the national grid. While not currently integrated into Nassau Container Port operations, this infrastructure represents a potential enabling asset for future port electrification initiatives,” the report asserted. “While there are no confirmed plans for shore-side electricity or green fuel bunkering infrastructure at Nassau Container Port, the proximity of new power assets and the country’s broader energy transition agenda create a credible pathway for future consideration of port electrification. Any such developments are expected to be phased and aligned with national energy planning, port modernisation priorities and evolving international shipping requirements.” Mr Maura, who chairs Nassau Container Port’s BISX-listed owner, Arawak Port Development Company (APD), as well as heading the Nassau Cruise Port, yesterday told this newspaper that the proximity of the Island Power Producers’ plant does potentially pave the way for the latter to in future supply LNG-fuelled energy to New Providence’s sole international cargo port. “The focus on onshore power supply (the report’s shore-side power supply), and installing a power plant at Arawak Cay, does support the electrification of the equipment that operates the port - the re-stackers, cranes, strands or top picks,” he said. “The investment happening today creates a platform for the Nassau Container Port, as equipment comes to retirement age, for that equipment to transfer to electricity. That’s a big plus as well.” Mr Maura said the Davis administration’s combined focus on energy reform and combating climate change, plus transitioning to cleaner LNG from ‘dirtier’ fuel sources such as heavy fuel oil (HFO) and diesel, have combined with the International Maritime Organisation’s (IMO) drive to reduce the shipping industry’s carbon footprint to create a fertile environment for the private sector “to step up” and invest in potential solutions. Suggesting that the Kenesjay Green study should have gone beyond focusing on Nassau Container Port, given the cruise industry’s scale and importance to The Bahamas, Mr Maura added: “From a mega watt demand perspective, for us, given the large volume of cruise traffic, I don’t have the data but I’d be willing to bet that there will be more demand from cruise than cargo.” He said that investing in the provision of shore power in Nassau, via Island Power Producers, will - by extension - make The Bahamas and all its ports of call more attractive if the cruise industry can reduce its carbon emissions and footprint when docked in the capital. “It’s the future of being able to enable our cruise partners to enjoy The Bahamas, move through The Bahamas and calk on our Bahamas and, in so doing, minimise their carbon footprint while calling on The Bahamas,” Mr Maura said. “We are seeing investments in LNG terminals and bunkering in-country, which makes our country more attractive for vessels calling into port for cargo, transshipment, and vessels that call to bring visitors. “The Bahamas is a strong leader. I think we will be a great case study. If they had written this report a year later, I don’t think we’d be side by side with another country. We’ll be clearly ahead… I think The Bahamas, for the foreseeable future, will be in strong demand by the cargo sector and cruise sector. In my opinion, we’re already ahead. I think we have more vessel traffic than most, when you lump cruise and cargo together. “What BPL is experiencing today, in my opinion, that reinforces the Government’s energy policies and efforts to modernise energy infrastructure,” Mr Maura added. “It’s most definitely unfortunate that BPL is going through what it’s going through but, if anything, it’s good that it’s happened at a time when the Government is transitioning to modern infrastructure and they haven’t been caught on the back foot. We are moving forward. “I would say we are at the forefront. Very few countries in the region face the challenges we face given the number of islands that the Government is working to advance simultaneously. It’s not as simple as fixing Nassau or improving Freeport. It’s bringing the country along.” However, the Kenesjay Green study found: “There are currently no port-specific regulations mandating shore-side electricity or green fuel bunkering at Nassau Container Port. Regulatory oversight related to port electrification and alternative fuels remains indirect, embedded within broader energy and environmental policy frameworks rather than explicit maritime or port regulations…. “At present, Nassau Container Port has no operational shore-side power infrastructure and no dedicated green fuel bunkering facilities. Vessels calling at the port rely on onboard auxiliary engines while at berth, and fuel supply is limited to conventional marine fuels provided through third-party arrangements elsewhere in the port system. “While The Bahamas possesses strong enabling conditions at the national policy and energy system level, port-level implementation of shore-side energy and green fuel bunkering remains at an early stage. Overall, The Bahamas exhibits emerging readiness for maritime decarbonisation, with stronger foundations for future development than many regional peers, but with no immediate operational capability for shore power or green fuel bunkering at the assessed port.” Still, the study praised The Bahamas for possessing “one of the most coherent policy and legislative frameworks” among Caribbean states thanks to “strong national climate, energy and carbon market legislation provide a solid enabling environment for future maritime decarbonisation”. It added: “Nassau Cruise Port is currently a non-shore-side power port with no shore connection infrastructure and no near-term implementation plan. However, The Bahamas has a notable enabling factor in the form of the planned LNG-based power plant at Arawak Cay, including ship-to-shore electrification capability for cruise operations and grid interconnection. “Accordingly, shore-side power at Nassau Container Port is best characterised as a medium-term opportunity that could become technically attractive once the adjacent power asset is operational and once berth-level electrical upgrades, standards alignment and commercial arrangements are defined.” Username PasswordForgot? Sign in Password Confirm password Email Sign up OpenID Contents of this site are © Copyright 2026 Ellington. All rights reserved.

The Port of Pecém in Ceará, northeast Brazil, will commission the country's first shore power system at its Multi-Utility Terminal in September 2026. The R$13.2 million installation, being executed by Grid Power Solutions, will allow docked vessels to shut down their diesel auxiliary engines and draw electricity directly from the port's grid. All electricity supplied will carry renewable origin certification from wind and solar sources contracted with Casa dos Ventos, with the initiative expected to avoid approximately 796 tonnes of CO2 emissions annually and reduce sulphur oxide and nitrogen oxide emissions near berths by up to 70%. The port's container throughput grew 37.5% year-on-year in the first half of 2026, with management forecasting more than 680,000 containers moved for the full year, positioning Pecém among Brazil's top five port complexes for containerised cargo. Pecém is in the midst of its largest investment cycle, with R$1.5 billion in contracted investments through 2028, including a R$578.6 million expansion of the Multi-Utility Terminal comprising a new 350-metre berth and 42,000 square metre back area. The shore power system is expected to anticipate International Maritime Organisation requirements due to take effect at major European ports in 2027.

Compartir ElPuerto de Motrilmovilizará 95,22 millones de euros en inversiones públicas y privadas entre 2027 y 2030 dentro del Plan de Inversiones integrado en el Plan de Empresa 2027 de la Autoridad Portuaria de Motril. El documento ha sido validado recientemente por el Consejo Rector de Puertos del Estado y contempla actuaciones relacionadas con la capacidad operativa, las infraestructuras, la seguridad, la transición energética y el desarrollo de nuevas actividades empresariales. Del volumen total previsto, 40,43 millones de euros corresponden a inversiones de la Autoridad Portuaria de Motril, mientras que otros 54,79 millones procederán de la iniciativa privada. El programa incluye proyectos destinados tanto a la ampliación de espacios y servicios portuarios como a la adaptación de las instalaciones a las nuevas necesidades energéticas y logísticas. Entre las actuaciones financiadas con inversión pública figura la incorporación de una nueva zona logística de 50.000 metros cuadrados y la construcción de dos atraques equipados con rampas Ro-Ro. Estas instalaciones estarán destinadas a incrementar la capacidad disponible para los tráficos de mercancías, particularmente en las conexiones marítimas con el norte de África. El programa recoge también intervenciones en materia de seguridad y protección del recinto portuario. Entre ellas se encuentran actuaciones sobre el perímetro, los sistemas de control y vigilancia de mercancías y pasajeros y la reorganización de los flujos internos. El objetivo es adecuar los movimientos dentro de las instalaciones y reducir los recorridos asociados a las distintas operaciones. Una parte de las inversiones estará destinada a completar la electrificación de los muelles operativos mediante sistemas Onshore Power Supply (OPS). Esta tecnología permite a los buques conectarse a la red eléctrica terrestre durante su estancia en puerto y mantener apagados sus motores auxiliares, con la consiguiente reducción de emisiones atmosféricas y ruido durante las escalas. Después de la implantación de estos sistemas en los muelles de Levante y Costa, la planificación contempla su extensión a los atraques de Azucenas, utilizados por ferris y tráficos de mercancías, y al muelle Dique, donde operan grandes cruceros. La actuación se encuadra en el proceso de adaptación de las infraestructuras portuarias a las exigencias europeas relacionadas con la transición energética y la reducción de emisiones del transporte marítimo. Dentro de este ámbito se encuentra asimismo el proyecto Green Motril, planteado como una iniciativa de colaboración público-privada para generar, almacenar y distribuir mediante fuentes renovables la electricidad consumida en el recinto portuario. La Autoridad Portuaria prevé destinar 4,98 millones de euros a esta iniciativa, a los que se sumarán 5,8 millones procedentes de inversión privada. El proyecto persigue establecer un sistema energético con capacidad para cubrir el consumo eléctrico de las instalaciones portuarias mediante generación renovable y almacenamiento. Su desarrollo se vincula además con la electrificación de los atraques y con el incremento de la demanda eléctrica derivada de la conexión de los buques a tierra. Las actuaciones ambientales previstas incluyen también la instalación de pantallas atrapapolvo en los muelles donde se manipulan graneles sólidos destinados a la exportación. Esta medida se incorpora a las actuaciones desarrolladas en el recinto para limitar el impacto de las operaciones sobre el entorno portuario, junto con las relacionadas con la protección de las aguas, los fondos marinos y la biodiversidad. El Plan de Inversiones presta igualmente atención a las cargas de proyecto y mercancías de grandes dimensiones. El Puerto de Motril dispone de conexión directa con las autovías A-7 y A-44 sin necesidad de atravesar núcleos urbanos, una característica utilizada para el transporte de componentes industriales como palas de aerogeneradores y transformadores eléctricos. La Autoridad Portuaria prevé mantener las inversiones destinadas a adecuar la accesibilidad, las superficies de almacenamiento y las condiciones operativas necesarias para este tipo de mercancías. Este tráfico está vinculado, entre otros sectores, a las necesidades industriales de Granada y de otras áreas del entorno oriental de Andalucía. La iniciativa privada concentra la mayor parte del volumen económico contemplado en el programa, con 54,785 millones de euros. Entre los proyectos previstos se encuentra una nueva dársena náutico-deportiva asociada al proceso de integración entre el puerto y la ciudad. La actuación combinará instalaciones destinadas a actividades náuticas con espacios comerciales, turísticos y de servicios. También están previstas nuevas iniciativas empresariales en la Zona de Actividades Logísticas. Los proyectos planteados comprenden actividades relacionadas con la industria portuaria, el almacenamiento de graneles líquidos, el depósito de vehículos y centros logísticos destinados a la manipulación de mercancías. A estas inversiones se añade la previsión de construir un nuevo centro de recepción de cruceristas, vinculado a las escalas de cruceros y a la atención de los pasajeros que llegan a las instalaciones motrileñas. El conjunto de actuaciones programadas entre 2027 y 2030 combina así inversiones en ampliación de capacidad, logística, tráficos Ro-Ro, electrificación de muelles, generación renovable, seguridad, protección ambiental, cargas de proyecto, náutica deportiva y atención al tráfico de cruceros. El Plan de Empresa 2027 establece de esta forma el marco inversor de la Autoridad Portuaria de Motril para los próximos ejercicios, con 95,22 millones de euros previstos entre recursos públicos y capital privado. Compartir

Il Gruppo Grimaldi ha aggiunto un nuovo tassello alla propria strategia di espansione e rinnovamento della flotta con la consegna della Grande Pacifico, tredicesima nave ammonia ready del gruppo e prima di cinque innovative Pctc gemelle commissionate al cantiere China Merchants Heavy Industries Jiangsu. Con una capacità di 9.800 Ceu, la nuova unità diventa ufficialmente la car carrier più grande mai entrata in servizio per il gruppo partenopeo. La Grande Pacifico rappresenta l’evoluzione diretta delle cinque Pctc da 9.000 Ceu già consegnate dallo stesso cantiere: un progetto affinato, potenziato e ulteriormente orientato alla sostenibilità. Con i suoi 220 metri di lunghezza, 38 metri di larghezza, una stazza lorda di 95.534 tonnellate e una velocità di crociera di 18 nodi, la nave introduce un layout aggiornato con 15 ponti, uno in più rispetto alle precedenti unità, che consente un incremento di capacità pari a circa il 9%. Oltre ai veicoli elettrici e a quelli alimentati con carburanti convenzionali, la Grande Pacifico è progettata per il trasporto di mezzi alimentati a gas naturale compresso (Cng), ampliando ulteriormente la gamma di carichi rotabili gestibili. Sul fronte ambientale, la nave conferma gli standard elevatissimi della nuova generazione di Pctc Grimaldi: la notazione Ammonia Ready del Rina certifica la predisposizione alla futura conversione all’ammoniaca come combustibile a zero emissioni di carbonio. A questa si aggiungono le notazioni Green Plus, Green Star 3, Comfort Vibration e Comfort Noise Port, che attestano il rispetto dei più avanzati requisiti tecnici e ambientali. La Grande Pacifico è dotata di mega batterie al litio da 5 MWh, predisposizione per il cold ironing, 2.500 m² di pannelli solari, sistemi intelligenti di gestione dei consumi, pitture siliconiche, air lubrication, scafo ottimizzato e l’innovativo gate rudder, che migliora manovrabilità ed efficienza propulsiva. Il motore a controllo elettronico è equipaggiato con sistemi di trattamento dei gas di scarico che riducono SOx, PM e NOx al di sotto dei limiti Imo Tier III. Il risultato è una riduzione del 50% del consumo di carburante rispetto alle car carrier della precedente generazione. Il nome della nave richiama la crescente presenza del Gruppo Grimaldi nell’area del Pacifico, dove negli ultimi anni si sono consolidati servizi regolari a supporto dell’industria automobilistica e del trasporto di rotabili. La Grande Pacifico partirà nei prossimi giorni dal porto di Taicang (Cina) per il suo viaggio inaugurale sul servizio Asia–Europe, con destinazione Anversa (Belgio) e Southampton (Regno Unito), trasportando oltre 6.900 autovetture e più di 900 metri lineari di rotabili. “Con la consegna della Grande Pacifico, il Gruppo Grimaldi conferma la propria strategia di investimento in una flotta sempre più innovativa, efficiente e sostenibile” ha dichiarato Emanuele Grimaldi, Amministratore Delegato del Gruppo: “Le nuove Pctc da 9.800 Ceu rappresentano la naturale evoluzione delle prime cinque navi della serie, con maggiore capacità e soluzioni progettuali che ne ampliano la versatilità operativa. Investire in navi capienti, efficienti e predisposte ai carburanti del futuro significa rafforzare la nostra leadership e offrire ai clienti servizi all’avanguardia con il minor impatto ambientale possibile”. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

Week 202633 The Port of Pecém, in Brazil’s northeastern state of Ceará, will begin operating what it says is Brazil’s first shore power system in September, allowing docked vessels to shut down their diesel engines and use electricity supplied by the port. The project received R$13 million in investment. All electricity used by the system will be backed by renewable energy certificates, known as I-RECs, with power coming from wind and solar sources contracted from Casa dos Ventos. According to the Port of Pecém, the system is expected to prevent the emission of about 796 metric tons of carbon dioxide per year. The initiative was presented during Multimodal Nordeste 2026, held in Recife last week. Although part of the global fleet is not yet equipped to use shore power, demand is expected to grow, especially among vessels operating on international routes. The new infrastructure is also expected to reduce costs for shipowners, since vessels will be able to turn off their engines while berthed. “We are moving ahead of the market,” said Raul Viana, port business manager at the Port of Pecém. “Many newer vessels are already prepared for this electrical connection, and some shipowners have already shown interest in using the solution as soon as it enters operation.” In addition to shore power, the Port of Pecém is preparing new infrastructure to receive cargo from the Transnordestina Railway, which is expected to reach the complex in 2028. The rail connection is expected to gradually add up to 6 million metric tons per year to the port’s cargo throughput. Pecém currently handles about 21 million metric tons annually, with grains and minerals among the main cargoes. To support the new flows, the port will build a new berth about 350 meters long, expanding the operating capacity of the Multiple-Use Terminal, known as Temute. The railway will not reach the quay directly. Trains will first unload cargo at a terminal in the port’s back area, which will be operated by Nelog. Conveyor belts will then move the products to the vessels. Responsibility for the works will be divided between the port and private operators. Pecém will carry out the new berth, dredging, foundations and hydraulic and electrical adaptations. Private operators will be responsible for the superstructure, equipment and machinery. The Transnordestina Railway is initially expected to add up to 6 million metric tons per year to Pecém’s volumes. Agricultural bulk cargoes are expected to lead the flow in the first years. The cargo is expected to come mainly from Matopiba, Brazil’s fast-growing agricultural frontier covering parts of Maranhão, Tocantins, Piauí and Bahia. The railway will move products from Eliseu Martins, in Piauí, through Salgueiro, in Pernambuco, before reaching Ceará. “The railway is focused mainly on agricultural bulk cargoes, such as soybeans and corn. But it also creates opportunities for iron ore, cotton, gypsum, containerized cargo and several other products,” Viana said. Growth, however, is expected to be gradual and will depend on the maturation of rail operations and multimodal terminals along the route. The chart below shows the main cargoes handled at the Port of Pecém in the first half of 2026, according to data obtained by Datamar: Main Cargoes | Port of Pecém | H1 2026 | WTMT Source:DataLiner (click here to request a demo) As it expands its logistics infrastructure, the Pecém complex is also attracting new industrial projects, including ventures linked to green hydrogen. Six preliminary contracts have been signed in that segment, with the projects expected to begin operating around 2030. The complex is also receiving investment in data centers. Omni and TikTok are among the companies with planned projects. Combined investments could reach R$200 billion over four phases, including R$66 billion in the first stage. In fuels, the complex will also receive a new tank farm from TMB, a company owned by the Dislub Group. The facility will store gasoline, diesel, aviation kerosene and ethanol. Another terminal will be dedicated to liquefied petroleum gas, or LPG. Eneva also plans to build a liquefied natural gas-fired thermal power plant at the complex, with estimated investment of R$6 billion. The Port of Pecém also expects container handling to grow in 2026, although at a slower pace than in 2025. Last year, the terminal increased container throughput by 25%, mainly after the consolidation of a direct maritime route between Ceará and Asia. The service boosted imports of electronics, tires, plastics, food, machinery and components. Part of that cargo continues onward to the Manaus Free Trade Zone, Brazil’s main industrial hub in the Amazon region. For 2026, Pecém expects total port throughput to grow between 4% and 5%. Source: Trend CE Sharing is caring!

GNV mette la prua sulla decarbonizzazione. Almeno in porto, dove le grandi navi e i traghetti generano le emissioni più nocive per chi vive nelle città portuali. In Italia si attende l’avvio del cold ironing in 40 scali, dopo i 700 milioni investiti con il Pnrr e il via libera agli sconti sull’energia, ma la Compagnia è già pronta all’alimentazione da terra. Nei giorni scorsi ha effettuato due test in Spagna e in Francia, validi anche per i porti italiani. I test su GNV Aurora e GNV Excellent GNV Aurora e GNV Excellent sono state le navi protagoniste dei test sul funzionamento dell’alimentazione da terra. La prima è stata testata nel porto di Barcellona; la seconda a Sète, in Francia. Esito positivo. I test effettuati in Spagna hanno consentito di verificare il corretto funzionamento del sistema predisposto a bordo per il cold ironing, attraverso il collegamento della nave all’infrastruttura elettrica disponibile a Barcellona. Il test ha permesso di «verificare il corretto funzionamento dei quadri elettrici di bordo e degli apparati dedicati alla gestione dell’energia proveniente dall’infrastruttura portuale». È stata confermata, quindi, la piena funzionalità del sistema installato sulla nave, che potrà essere utilizzato durante la sosta in porto. GNV Aurora, seconda unità della flotta alimentata a gas naturale liquefatto (GNL), fa parte della prima serie di unità di ultima generazione commissionate al cantiere GSI. Secondo la compagnia, le innovazioni consentiranno «una riduzione delle emissioni di CO₂ fino al 50% per carico trasportabile rispetto alle unità di precedente generazione». Alcuni numeri: stazza lorda di circa 53.000 tonnellate, lunghezza 218 metri, larghezza 29,60 metri. Velocità massima 25 nodi, oltre 1.700 passeggeri in 426 cabine e fino a 2.780 metri lineari di carico. In arrivo i test anche per GNV Polaris, Orion e Virgo La compagnia sta pianificando i test anche sulle altre tre nuove unità di ultima generazione – GNV Polaris, GNV Orion e GNV Virgo – oltre a proseguire il piano di installazione degli impianti su altre navi già operative nella flotta. L’obiettivo, anche in vista degli obblighi operativi dal 2030, è la decarbonizzazione dell’intera flotta durante la sosta in porto. Positivo anche il test su GNV Excellent, operativa sulle rotte del Maghreb con scalo a Sète, relativo alla sicurezza dell’impianto di alimentazione elettrica da terra installato a bordo. Nelle prossime settimane è prevista un’ultima prova tecnica, che comprenderà la conclusione delle attività di messa in servizio dell’impianto, con lo spegnimento dei generatori di bordo durante la permanenza in porto. L’eliminazione di tutti gli inquinanti GNV sta investendo nell’adozione del cold ironing. Durante la sosta, una volta collegata alla rete elettrica di terra, la nave può spegnere i generatori di bordo, eliminando le emissioni e riducendo significativamente fumi e rumore nelle aree portuali, comprese le emissioni dirette di ossidi di azoto e ossidi di zolfo. «Stiamo investendo in soluzioni tecnologiche concrete, capaci di ridurre in modo significativo le emissioni non solo in navigazione, grazie all’impiego del GNL, ma anche durante la sosta in porto, attraverso l’alimentazione elettrica da terra». Parole di Matteo Catani, amministratore delegato di GNV che conclude: «Questo risultato testimonia la solidità delle scelte industriali adottate in linea con gli obiettivi di transizione energetica del settore e del Gruppo di cui GNV fa parte». Bene la sosta in porto a zero emissioni, ma la navigazione? Se la riduzione delle emissioni durante le soste è vicina al traguardo — anche se non imminente in Italia, dove occorre ancora bandire la gestione delle infrastrutture e adattare le navi — per la navigazione la scelta dell’elettrico resta complessa. Esistono traghetti elettrici sulle rotte medio-brevi e, più recentemente, sono state varate portacontainer capaci di collegare Oslo con Rotterdam. Sono allo studio anche carburanti alternativi come ammoniaca e metanolo.

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'Autorità 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. ScegliRavennaTodaycome fonte preferita su Google News Leggi tutte leinchieste e gli approfondimenti Vuoi navigaresenza pubblicità? Scopri come fare © Riproduzione riservata

Completata in via Trieste la posa dei cavidotti destinati alla futura stazione di cold ironing del terminal crociere di Porto Corsini. I lavori riprenderanno in autunno per le opere di connessione. L’impianto, finanziato con 35 milioni del PNRR, è atteso entro fine anno Cavi interrati Avanza il percorso verso un porto più green a Ravenna. È stata completata in via Trieste la posa e l’interramento dei cavidotti che ospiteranno i cavi destinati a fornire energia elettrica alla futura stazione di cold ironing del Terminal Crociere di Porto Corsini. L’intervento, avviato lo scorso aprile dall’Autorità di Sistema Portuale del Mare Adriatico Centro Settentrionale, ha interessato un ampio tratto di via Trieste e rappresenta una delle fasi del progetto per l’elettrificazione delle banchine. I cavidotti appena realizzati serviranno infatti a collegare la rete elettrica alla nuova infrastruttura, consentendo alle navi da crociera ormeggiate a Porto Corsini di utilizzare energia da terra durante la sosta. Il cantiere si fermerà ora fino a circa la metà di settembre, per evitare ripercussioni sulla viabilità verso le località della costa nel periodo di maggiore afflusso turistico. I lavori riprenderanno quindi in autunno, concentrandosi su un’area più circoscritta, per completare le opere di connessione e giunzione dell’infrastruttura sotterranea. Energia da terra Il progetto di cold ironing punta a ridurre l’impatto ambientale delle navi durante la permanenza in banchina. Una volta collegati alla rete elettrica, i mezzi potranno infatti spegnere i motori termici e alimentare i propri servizi di bordo attraverso l’elettricità, eliminando le emissioni atmosferiche e acustiche prodotte durante la sosta. L’energia destinata alla nuova stazione sarà inoltre legata alla produzione da fonti rinnovabili. A fornire il contributo principale sarà l’impianto fotovoltaico realizzato dall’Autorità di Sistema Portuale nell’area dell’ex raffineria Sarom, nell’ambito di un più ampio intervento di rigenerazione urbana e ambientale. La riqualificazione ha interessato una superficie complessiva di 44 ettari di area industriale dismessa. Di questi, circa 34 sono stati destinati a un impianto fotovoltaico con una potenza complessiva di 37,16 MWp, capace di produrre energia pulita. Le restanti porzioni sono invece state trasformate in aree boschive con funzioni di filtro e mitigazione ecologica. Impianto entro l’anno La realizzazione della stazione di cold ironing e delle opere collegate rappresenta dunque un tassello importante nel percorso di transizione energetica del porto ravennate. L’intervento è sostenuto da un finanziamento di 35 milioni di euro del PNRR e comprende tutte le opere necessarie per rendere operativo il sistema di alimentazione elettrica delle banchine. Il cronoprogramma prevede il completamento delle attività residue nel corso dell’autunno. L’obiettivo indicato dall’Autorità portuale è arrivare all’entrata in funzione della nuova infrastruttura entro la fine del 2026, permettendo così al Terminal Crociere di Porto Corsini di compiere un ulteriore passo verso una gestione più sostenibile delle navi in sosta.

A. B. Conclusa in via Trieste la posa delle tubazioni che porteranno l’energia elettrica green al Terminal Crociere.L’impianto potrebbe entrare in funzione entro la fine dell’anno.Prosegue il percorso di transizione energetica del Porto di Ravenna.È stata completata la posa e l’interramento dei cavidotti in via Trieste, infrastruttura necessaria per collegare la futura stazione di cold ironing al Terminal Crociere di Porto Corsini. I lavori, avviati lo scorso aprile dall’Autorità di Sistema Portuale del Mare Adriatico Centro Settentrionale, hanno interessato un ampio tratto di via Trieste. Le attività saranno ora sospese fino a circa metà settembre per non creare disagi alla viabilità verso le località della costa. In autunno il cantiere riprenderà su un’area più circoscritta per completare connessioni e giunzioni dell’infrastruttura. La nuova stazione permetterà alle navi da crociera ormeggiate a Porto Corsini di collegarsi alla rete elettrica terrestre e spegnere i motori durante la sosta, riducendo così a zero le emissioni atmosferiche e acustiche prodotte dai motori di bordo. L’energia sarà fornita anche dall’impianto fotovoltaico realizzato dall’Autorità Portuale nell’area dell’ex raffineria Sarom, oggetto di un’importante opera di rigenerazione ambientale. Su circa 34 dei 44 ettari complessivi è stato realizzato un impianto da 37,16 MWp, mentre le restanti aree sono state trasformate in zone boschive. La realizzazione della stazione di cold ironing e delle opere collegate è finanziata con 35 milioni di euro del PNRR. L’entrata in funzione dell’impianto è prevista entro la fine del 2026.

Prosegue il percorso di transizione energetica del Porto di Ravenna. L’Autorità di Sistema Portuale del Mare Adriatico Centro Settentrionale ha completato una fase fondamentale dei lavori per la realizzazione della nuova stazione di cold ironing destinata ad alimentare il Terminal Crociere di Porto Corsini. Il cantiere, avviato lo scorso aprile, ha interessato un lungo tratto di via Trieste, dove è stata ultimata la posa e l’interramento delle tubazioni che ospiteranno i cavi elettrici destinati a collegare il terminal alla futura infrastruttura di elettrificazione delle banchine. I lavori saranno ora sospesi fino a circa metà settembre, per evitare disagi alla viabilità durante il periodo di maggiore afflusso turistico verso i lidi ravennati. Con l’arrivo dell’autunno il cantiere riprenderà in un’area più circoscritta per completare le opere di connessione e di giunzione dell’intera rete sotterranea. Una volta operativo, il sistema di cold ironing consentirà alle navi da crociera ormeggiate a Porto Corsini di spegnere i motori durante la sosta in porto, alimentandosi direttamente dalla rete elettrica. Un intervento che permetterà di ridurre in modo significativo le emissioni atmosferiche e acustiche durante l’ormeggio. L’energia utilizzata sarà prodotta dal nuovo impianto fotovoltaico realizzato dall’Autorità Portuale nell’area dell’ex raffineria Sarom, oggetto di un importante intervento di rigenerazione urbana e ambientale. L’impianto, esteso su circa 34 ettari, ha una potenza complessiva di 37,16 MWp ed è in grado di produrre energia rinnovabile a zero emissioni. Le restanti aree dell’ex sito industriale, per complessivi 44 ettari, sono state invece trasformate in zone boschive con funzione di mitigazione ecologica e ambientale. L’intervento complessivo per la realizzazione della stazione di cold ironing e delle opere collegate è finanziato con 35 milioni di euro del PNRR. L’obiettivo è completare i lavori e mettere in funzione l’impianto entro la fine del 2026, segnando un ulteriore passo avanti verso un porto sempre più sostenibile e a basse emissioni.

RAVENNA – Entra nella fase conclusiva il progetto di elettrificazione delle banchine del Porto di Ravenna. L’Autorità di Sistema Portuale del Mare Adriatico Centro Settentrionale ha completato la posa e l’interramento dei cavidotti lungo via Trieste, infrastruttura necessaria per portare l’energia elettrica alla futura stazione di cold ironing destinata al Terminal Crociere di Porto Corsini. Il cantiere era stato avviato nell’aprile scorso e ha interessato un ampio tratto della principale direttrice di collegamento con le località costiere. Conclusa questa prima fase, le lavorazioni saranno sospese fino a circa metà settembre per evitare interferenze con i flussi di traffico della stagione estiva. Gli interventi riprenderanno quindi in autunno su un’area più circoscritta, dove saranno completate le opere di connessione e giunzione dell’infrastruttura sotterranea appena realizzata. L’obiettivo indicato dall’AdSp del Mare Adriatico Centro Settentrionale è arrivare all’entrata in funzione dell’impianto entro la fine del 2026. Un investimento PNRR da 35 milioni La realizzazione della stazione di cold ironing e delle relative opere accessorie può contare su un finanziamento PNRR da 35 milioni di euro e rappresenta uno degli interventi attraverso i quali Ravenna sta costruendo la propria infrastruttura energetica portuale. Una volta operativa, la stazione consentirà alle navi da crociera ormeggiate al Terminal di Porto Corsini di collegarsi alla rete elettrica terrestre durante la permanenza in banchina, spegnendo i generatori ausiliari di bordo normalmente utilizzati per garantire l’alimentazione dei servizi della nave. Dal punto di vista portuale, il cold ironing interviene quindi su una delle fasi più sensibili dell’attività crocieristica sotto il profilo ambientale: la permanenza della nave all’ormeggio. L’alimentazione da terra permette infatti di eliminare localmente le emissioni atmosferiche e ridurre quelle acustiche prodotte dai motori durante la sosta. Nel caso ravennate, tuttavia, il progetto assume una dimensione ulteriore perché l’elettrificazione del terminal viene inserita all’interno di una filiera energetica che comprende anche la produzione di energia rinnovabile. L’energia destinata all’infrastruttura potrà infatti essere prodotta anche dall’impianto fotovoltaico realizzato dall’Autorità portuale nell’area dell’ex raffineria Sarom. Dall’ex Sarom 37,16 MWp di energia fotovoltaica Il progetto ha interessato complessivamente 44 ettari di un’area industriale dismessa, sottoposta a un processo di rigenerazione ambientale e funzionale. Su circa 34 ettari è stato completato un impianto fotovoltaico con una potenza installata complessiva di 37,16 MWp, destinato alla produzione di energia elettrica da fonte rinnovabile. Le restanti superfici sono state invece trasformate in aree boschive con funzioni di filtro e mitigazione ecologica. È proprio l’integrazione tra produzione fotovoltaica e infrastruttura di elettrificazione delle banchine a rappresentare uno degli elementi industrialmente più significativi del progetto. Il cold ironing, infatti, sposta il fabbisogno energetico della nave dai combustibili utilizzati a bordo alla rete terrestre. La sostenibilità complessiva del sistema dipende quindi non soltanto dall’esistenza della connessione nave-banchina, ma anche dal mix energetico utilizzato per produrre l’elettricità fornita durante l’ormeggio. A Ravenna il collegamento con una capacità fotovoltaica superiore a 37 MWp punta a inserire il terminal crocieristico in un sistema nel quale infrastruttura portuale e produzione rinnovabile vengono sviluppate in maniera coordinata. Il completamento dei cavidotti di via Trieste rappresenta dunque un passaggio tecnico, ma necessario, di un investimento più ampio che mette insieme infrastrutturazione elettrica, crocieristica e produzione energetica. Con la ripresa dei lavori prevista dopo la stagione estiva, il cronoprogramma entrerà nell’ultima fase: connessioni, giunzioni e completamento della stazione dovranno portare, secondo le attuali previsioni dell’Autorità portuale, all’avvio operativo del cold ironing di Porto Corsini entro la fine dell’anno.

The global shipping industry could approve rules this year to impose a kind oflevy on polluting vessels. If implemented, the measure would change thefuel mixused in shipping worldwide and accelerate decarbonization, but it would also put pressure on freight rates. Companies in the sector have been preparing for the transition for years, but final approval of the rules remains uncertain because of opposition from theU.S. government. “Companies had been moving aggressively to transition to alternative fuels, and now they have slowed down,” saidLeandro Barreto, a partner atSolve Shipping. He expects the rules to be approved in the near term, but said the U.S. stance has undermined market confidence that this will happen this year. “The agenda will not be abandoned, but it may be delayed,” he said. War and cheaper technology drive green fuels in transportLogistics plan envisions R$1.2tn in investment by 2050Brazil airlines face sustainable fuel rollout amid supply, cost concerns In 2023, theInternational Maritime Organization (IMO)approved significantgreenhouse gas reduction targets: emissions must be cut by at least 20% by 2030. By 2050, the goal is to reach net-zero emissions. The industry is now discussing the introduction of a financial charge on greenhouse gases emitted by ships, while vessels with a lower environmental impact would be rewarded. Once formally adopted, the rule is expected to take effect after a 16-month transition period. At the end of last year, there was an expectation that the rules would be formally adopted. However, the U.S. blocked the discussions, which were subsequently postponed until the end of this year. According to the IMO’s latest study, published in 2020, maritime transport emitted 1.08 billion tonnes of greenhouse gases in 2018. The sector accounted for 2.89% of global carbon dioxide emissions caused by human activity. The cost ofdecarbonization, however, is a concern. The market expects the adoption of the rules to increase freight rates, at least initially. If the new rules are adopted, there could be an additional charge of up to $380 per tonne of carbon equivalent—equivalent to roughly $200 more per tonne of fuel consumed, estimatesLuis Resano, executive director of the Brazilian Coastal Shipping Association (Abac). Alternative fuels that would not be subject to the levy are not yet competitive. “There is currently no fuel available at scale to replace oil. At the same time, prices fall as production increases,” Barreto said. According to Resano, the alternative being developed byPetrobrasin Brazil is bunker fuel blended with 24% biodiesel. This option is 20% to 30% more expensive than conventional fuel. “It is not economically viable. But if the IMO rules are approved, the higher cost will change the equation,” he said. Barreto notes that Europe already charges a levy on polluting vessels, encouraging shipping companies to make changes, although the impact remains limited. “The European Union is driving the agenda. It is an important market, but it is not yet the largest.” Shipping companies are already testing different alternatives. For Germany’sHapag-Lloyd, in the short term, the most viable options are drop-in biofuels, which can be used in existing vessels without major modifications, such as biodiesel and biomethane. “Methanol is an important next step, but the economics and infrastructure are still being developed,” said the company’s CEO,Luigi Ferrini. Ammonia is another option, but the technology is not yet mature and therefore would be a longer-term solution. In addition to methanol, ethanol is also seen as an option. About a month ago, French shipping companyCMA CGMcarried out the first ethanol bunkering of a container ship in Brazil, at the Port of Santos. Outside Brazil, Denmark’sMaerskis also testing the fuel. This year, the group announced the first voyage of a vessel powered entirely by ethanol. Resano, however, says it will be important to ensure that the IMO accepts sugarcane ethanol, which faces opposition in Europe. The argument there is that fuel made from food crops creates risks to food security and deforestation. Brazilian companies, however, see the criticism as an attempt to block a solution that is not produced by the European market. “We have to make sure ethanol will be considered a valid fuel,” said Abac’s executive director. In short-sea shipping, he considers biodiesel the main short-term alternative. “Because it is a dual-fuel and does not require changes to the vessel, it is the best solution. We have been talking to producers, and there is capacity to serve the market,” he said. Petrobras says it has the capacity to supply B24, a blend containing 24% biofuel. The product is already being distributed at the Port of Rio Grande in Rio Grande do Sul state. So far in 2026, 3 million liters of bunker fuel with renewable content have been delivered at the port. “Our operational supply capacity is significantly higher than these volumes, allowing us to meet growing demand,” the company said. Petrobras also said it will be ready to supply B24 at the Port of Santos later this year. Beyond this solution, the state-owned oil company is studying other projects involving LNG, bio-LNG and e-methanol, it said. Electrification is not considered as attractive an option for ships because batteries take up a great deal of space and would reduce cargo capacity, Resano said. Ferrini of Hapag-Lloyd said that, in addition to alternative fuels, the company has been investing in efficiency measures that also reduce emissions—including hull and propulsion improvements that lower operating costs, as well as reducing vessel speeds, which saves fuel. Along with adapting their fleets, shipping companies will also face significant changes in where they can refuel. “Alternative fuels will initially be available only at selected ports, concentrating bunkering at certain multifuel hubs, such as Rotterdam and Singapore, and this will force companies to plan services around these locations,” Ferrini said. This new dynamic could even change shipping routes and the port calls currently made by carriers. In the cruise industry, one of the main bets is on ships with engines capable of running on diesel, LNG, and their sustainable alternatives. “Today, 58% of new ships are multifuel,” said Marco Ferraz, president of Brazil’s Cruise Lines Association (CLIA). According to Ferraz, multifuel engines are gaining ground mainly because of the lack of standardization in fuel availability. Brazil has no LNG infrastructure at its ports. Although it is not a biofuel, LNG is viewed as a transition technology because it produces about 20% fewer emissions. “An interesting component is ports where ships can connect to the power grid, allowing their engines to be shut down,” he said. Brazil does not have the infrastructure for such connections, which are already mandatory at some ports in Europe and the U.S. Despite the challenges, experts interviewed for this article say the pressure to decarbonize is irreversible. “The agenda will not retreat,” Resano said. This article was translated from Valor Econômico using an artificial intelligence tool under the supervision of the Valor International editorial team to ensure accuracy, clarity, and adherence to our editorial standards. Read ourEditorial Principles.

Prosegue a passo spedito la transizione ecologica dello scalo marittimo con il completamento di una fase cruciale per il nuovo impianto di cold ironing al Terminal Crociere di Porto Corsini. I lavori avviati ad aprile lungo via Trieste, che hanno visto la posa e l’interramento delle tubazioni elettriche sotterranee, si fermano temporaneamente fino a metà settembre per evitare disagi alla viabilità estiva verso i lidi. In autunno le squadre torneranno al lavoro in un’area più ristretta per terminare le connessioni dell’opera, finanziata con 35 milioni di euro dal PNRR e con avvio previsto entro la fine dell’anno. Grazie a questo progetto le navi in sosta potranno spegnere i motori riducendo a zero le emissioni acustiche e gli inquinanti, alimentandosi direttamente con l’energia pulita prodotta dal maxi impianto fotovoltaico realizzato dall’Autorità di Sistema Portuale nell’ex raffineria Sarom, un intervento che ha permesso al contempo di riqualificare ben 44 ettari di area industriale dismessa arricchendola anche con nuove zone boschive.

i f y o u d o n t w a n t t o s w i m a l o n e i n t h e o c e a n o f n e w s , s i g n u p f o r t h e n e w s l e t t e r , a n d y o u w i l l r e c e i v e d a i l y a l l t h e i m p o r t a n t n e w s o f w o r l d s h i p p i n g !

Shanghai has been the world’s busiest container port for 16 consecutive years. Now it is aiming higher: to turn its physical scale into influence over the certification, trading, and pricing of green shipping fuels. At the end of June, Shanghai announced three interlocking initiatives covering certification, trading, and bunkering. Together, they represent an attempt to build not merely the infrastructure for supplying cleaner fuels, but an entire market ecosystem around them. This matters greatly to the Hong Kong Special Administrative Region. The global maritime transition is gathering momentum even as the International Maritime Organization’s (IMO) pathway toward decarbonization by 2050 remains contested. China is pushing ahead with green methanol, dual-fuel ships, port electrification, and green shipping corridors. Shanghai’s initiative signals the Chinese mainland is moving beyond handling ships and cargoes to building markets and shaping rules. So where does Hong Kong fit in? Shanghai’s strategy in bunkering has gone the furthest. It already supplies liquefied natural gas (LNG) and green methanol to ships. In the first half of 2026, the port supplied 388,000 cubic meters of LNG and 51,000 tons of green methanol. It is adding bunkering vessels and linking production in Jilin with storage in Dalian and consumption in Shanghai. The second pillar is trading. The Shanghai Shipping Exchange, Shanghai Environment and Energy Exchange, and a China Energy Investment Corp subsidiary are establishing a green shipping fuel platform covering certification, registration, trading, settlement, and the cancelation of fuel attributes. Shanghai hopes sufficient volume will generate a “Shanghai price” and a “Shanghai index”. It wants not only to supply fuel, but to influence how green shipping fuels are valued. The third pillar is certification. Shanghai has launched a center for a Chinese certification system for green marine fuels. Not every methanol molecule, or supposedly green fuel, is equally green: Emissions depend on how it was produced, what energy was used, and how it was transported. Certification gives environmental claims commercial value. A shipowner may pay more for lower-emission fuel, but only if its origin and lifecycle emissions can be credibly demonstrated. Trading remains more open still. This is where Hong Kong has a genuine opportunity. Hong Kong does not have to replicate what others are doing. Its strongest role lies in connecting mainland fuel production and certification with international capital, shipowners and commercial practice The IMO has guidelines for assessing the lifecycle greenhouse gas intensity of marine fuels, from production through use on board ship. Shanghai’s system will have commercial value when shipowners, regulators, and overseas markets accept its certificates under emerging international rules. The mainland authorities are likely to promote this as the national certification system, and Shanghai is positioning itself as China’s principal center for translating national green fuel standards into internationally recognized commercial practice. But this does not mean every role has been allocated and secured, or that other ports must follow suit. Bunkering must occur wherever ships need fuel. Hong Kong and other ports will develop facilities according to demand and geography. Certification requires international standards and independent verification, which will take time to develop even with Beijing’s backing. Trading remains more open still. This is where Hong Kong has a genuine opportunity. Hong Kong does not have to replicate what others are doing. Its strongest role lies in connecting mainland fuel production and certification with international capital, shipowners and commercial practice. Hong Kong already possesses much of the necessary “soft infrastructure”: commodity and maritime finance, insurance, ship leasing and management, common law contracts, arbitration, currency and risk management services, and experience with international shipowners. It also has an unusual institutional position. China participates in the IMO as a member state, while the HKSAR has been an associate member since 1967. Hong Kong operates a major international ship register and remains home to shipowners, managers, charterers, insurers, lawyers, and financiers serving global markets. These attributes could be assembled around green fuels. Hong Kong businesses could invest in and finance mainland production and bunkering infrastructure. Banks and investors could structure long-term offtake agreements between producers and shipowners. Traders could manage price and currency risks; insurers could cover credit, performance and supply-chain risks; and lawyers and arbitrators could develop trusted contracts and resolve disputes. Hong Kong could also test whether mainland certification systems are interoperable with IMO methodologies and those used overseas. Hong Kong is not starting from zero. Like Shanghai, it has completed green methanol bunkering operations and introduced port dues concessions to attract vessels using greener fuels. It has also begun working with partner ports to develop green shipping corridors. The next step is to define what Hong Kong can contribute to green fuel supply, emissions verification, finance or other commercial services and use them to demonstrate its leadership capabilities. Hong Kong companies are involved in mainland methanol production and supply, while the SAR government wants the city to become a green maritime fuel bunkering and trading center. Yet ambition is not a market. The pieces must be connected. Nor is the international field empty. Singapore is licensing methanol bunkering suppliers and developing lifecycle carbon accounting and digital bunkering. Rotterdam is building green fuel supply chains linked to European industry. Hong Kong has an opening — but not unlimited time. The consultation on Hong Kong’s first five-year plan is therefore timely. It already calls for expanded green-fuel bunkering and stronger maritime services. The final plan should define the market that Hong Kong intends to build, assign responsibility for delivery and coordinate maritime, financial, trade, and environmental policy. It should unite fuel producers, shipowners, traders, banks, insurers, classification societies, certification bodies, lawyers, and technology providers. The goal is not just another trading platform, but the financing, contracting, verification and risk management chain required for green fuel transactions. Shanghai’s initiative is neither a threat to resist nor a model to copy. It signals that the green maritime economy is being built now. The government must work closely with industry, across more fronts and with greater urgency, to build a market that responds to global developments, aligns with the central government’s evolving policy and cooperates with other ports, while carving out a distinctive role for Hong Kong before Shanghai, Singapore or another center does. The first five-year plan is the moment to begin. The author is chief development strategist of the Institute for the Environment, Hong Kong University of Science and Technology. The views do not necessarily reflect those of China Daily.

Il Porto di Napoli sarà elettrificato. Entro la fine del 2026 dovrebbero essere consegnate le prime opere propedeutiche al progetto. Il cosiddetto cold ironing inciderà principalmente sull’inquinamento massiccio derivante dallo stazionamento nell’hub napoletano delle grandi navi turistiche che, come sappiamo, scaricano in mare e nell’aria decine di sostanze terribilmente nocive per la salute di tutti, in special modo di chi abita nei dintorni delle strutture che le ospitano.La situazioneL'elettrificazione del Porto di Napoli avverrà mediante il processo del cold ironing, che consiste nel fornire ad una nave in ormeggio l'energia elettrica da terra, a motori spenti. Solo il 2% dei porti nel mondo usa questa tecnologia, che pare essere meno complicata di altre: il problema, come sempre, riguarda i costi. Il gasolio costa meno, l’energia fornita col cold ironing, invece, potrebbe costare di più. E gli armatori non hanno intenzione di cedere un centesimo dei loro profitti. Potrebbe essere l’autorità portuale a dover supplire a eventuali mancati guadagni. Per questo, il decreto n. 10 del 22 gennaio 2026 del Ministero delle Infrastrutture e dei Trasporti (MIT) attiverà un... Il contenuto è riservato agli abbonati. © Riproduzione riservata