Porti & ambiente — le notizie raccolte

Ascolta la versione audio dell'articolo 2' di lettura English Version Translated by AI. For feedback, please contact english@ilsole24ore.com Elettrificazione delle banchine, investimenti infrastrutturali nelle Zone economiche speciali, digitalizzazione della catena logistica: sono le tre linee di investimento del Pnrr che il Ministero delle Infrastrutture e dei Trasporti ha gestito come amministrazione titolare attraverso la Direzione generale per i porti, la logistica e l’intermodalità. Il bilancio ministeriale, per tutte e tre, segna il superamento dei target previsti dal Piano. Chiedilo al Sole Le domande sono suggerite automaticamente da 24Ore AI sulla base del contenuto visualizzato. Domande di approfondimento generate da 24Ore AI Il cold ironing Partiamo dal cold ironing - l’elettrificazione delle banchine che riduce le emissioni nelle aree portuali - che aveva un target fissato al 30 giugno 2026: completamento dei lavori e accettazione dei preventivi di connessione da parte delle Autorità di sistema portuale per almeno 15 impianti in almeno 10 porti. Il Mit ne rendiconta 22 in 17 porti, a fronte di 23 interventi finanziati in 18 porti per una potenza complessiva superiore ai 220 MW. Le risorse assegnate sono 317,6 dei 400 milioni stanziati, di cui 195 milioni per nuovi progetti. Loading... Investimenti nella Zes Sugli investimenti infrastrutturali nelle Zes - collegamenti di ultimo miglio con porti e aree industriali, digitalizzazione della logistica, urbanizzazione, efficientamento energetico, rafforzamento della resilienza dei porti - il target era il completamento di almeno 46 interventi entro la stessa data del 30 giugno. Ne risultano completati 50 su 52 finanziati, per una spesa di 888,8 milioni: 625,5 alle Autorità di sistema portuale, 193,6 al Dipartimento per il Sud della Presidenza del Consiglio, che ha assorbito le competenze degli ex commissari straordinari Zes, 69,7 a Rfi. La digitalizzazione Il terzo fronte, la digitalizzazione della catena logistica, vale 176 milioni divisi in tre componenti. Trenta milioni hanno finanziato la Piattaforma logistica nazionale, oggi operativa. Quarantacinque sono andati alla digitalizzazione delle Autorità di sistema portuale, con i Port Community System sviluppati in tutte le 16 AdSP, e degli interporti, dove il target chiedeva il sistema per villaggio merci (Freight Village System) in almeno 12 realtà: sono arrivati a 15. Centouno milioni, infine, hanno finanziato il bando Login Business: incentivi a 850 imprese di trasporto e logistica, per un valore di 83,3 milioni, destinati a sistemi gestionali interoperabili con la piattaforma nazionale e con i Pcs.

Port of Seattle commissioners have approved a funding plan to bring shore power to the port’s current cruise berth at Pier 66, provide shore power at the cargo-handling Terminal 5 and support research and development to further electrify the Seattle waterfront. The port already provides shore power at two Terminal 91 cruise berths and these new investments are part of Governor of Washington Jay Inslee’s ‘Maritime Blue Strategy’, which aims to make Washington State home to a world-class, thriving and sustainable maritime industry by 2050. “The Port is committed to creating a competitive maritime gateway, based on industry and labor prospering while decreasing their carbon intensity and environmental footprint,” said Commissioner Felleman, representing the Port of Seattle on the Innovation Advisory Council. Innovation centre The Maritime Blue strategy calls for a maritime innovation centre on port property for research and development and commercialisation of innovation technology through public/private partnerships. The strategy also calls for greater electrification of maritime facilities to improve community and environmental health and create more opportunities on the working waterfront. Port of Seattle commissioners included funding plans for both projects in their 2019-2023 budget blueprint, approved in November 2018. Reduction in carbon emissions by transition into electrification and renewable fuels has been a priority, stated the port, which is also in the process of installing solar cells on several of its buildings and has started a “blue carbon” pilot project that uses marine plants and shellfish to sequester carbon from the atmosphere and Puget Sound waters. Port of Seattle is part of The Northwest Seaport Alliance, a marine cargo operating partnership of the ports of Tacoma and Seattle. US marine transportation company Centerline Logistics has teamed up with naval architecture firm Elliott Bay Design Group (EBDG) on a barge-based solution for ports lacking shorepower. 15th November 2024 UK ports must be prepared to face competition from Europe over offshore wind business. 23rd November 2021 Irelands Port of Cork says its now powered by 100% green energy after teaming up with energy giant Energia. 6th October 2021

Supplying shore-side electricity to ships at berth – or ” cold ironing” – is cost effective for certain types of vessels that call regularly in Long Beach, that use a lot of power, and that spend a lot of time in port, according to a study commissioned by the port. Substituting shore-side electricity for the ship’s diesel power would significantly reduce air emissions from berthed vessels, which are among the region’s major air polluters. Berthed vessels typically shut off their main engines but use auxiliary diesel generators to power refrigeration, lights, pumps, etc. The Cold Ironing Cost Effectiveness Study conducted by Environ found that 1,143 vessels made 2,913 calls at the port in a one-year period from 20022003. The consultants concluded that shore-side electrification would be cost effective for five of 12 vessels studied. The vessels comprised a cruise ship, a reefer vessel, a containerreefer ship, a pure container vessel and a tanker. “Cold ironing those five vessels would eliminate about 90% of the emissions generated by the 12 study vessels, ” says the report. The Long Beach Board of Harbour Commissioners has asked port staff to draft a plan that outlines the next steps. Cavotec is one company that has taken the initiative with its alternative maritime power supply. Speaking to PS at the recent ro-ro expo in Gothenburg, Cavotec’s md, Sofus Gedde-Dahl, explained that 10 ships in a port such as Genoa can cause the same amount of air pollution as the city’s entire car population of 44,000. Ships calling at Los Angeles port alone produce 31.4 tons of nitrous oxide daily which contrasts with the 0.5 tons produced daily by 500,000 cars. Apparently other US West Coast state governors are now following the Long Beach and Los Angeles examples and Cavotec believes other countries will soon follow the Californian lead. The company already has over 17 years experience in the field of providing shore to ship power. The main technical challenge they say is that 95% of the merchant fleet uses low voltage 220-680 volt power with the remaining 5% using 6,600 volts. Power demand is variable from 0.3 MW for a small tanker to 8 MW for a large container vessel but shore power supply is 6,600 volts. In March last year Los Angeles port decided to invest in the first installation for the supply of electricity via Cavotec connectors to a container ship. The shore-based power supply is connected to the ship by means of either a mobile cable management with caddie, a fixed cable management with reel or a barge cable management with reels. CMSA can now handle deeper-draft ultra large container vessels, strengthening Manzanillo’s capacity and supporting further terminal expansion 2nd September 2026 The Port of Oakland is moving ahead with a major project to widen its harbour turning basins, as larger containerships place increasing pressure on existing navigation infrastructure. 27th August 2026 SSA Marine and the Mississippi State Port Authority at Gulfport have commissioned a new hybrid mobile harbour crane and secured state funding to electrify equipment, strengthening cargo handling capacity while supporting the… 31st July 2026

NatPower Marine and Wah Kwong have launched Asia’s first large-scale shore power and port electrification venture to cut shipping emissions across Hong Kong and beyond.

inInternational Shipping News31/08/2026 NatPower Marine welcomes the Government’s response to the Net Zero Ports call for evidence and its recognition of the central role ports will play in maritime decarbonisation. The findings provide a much clearer picture of how energy demand at ports is changing. Shore power, vessel charging, electric port equipment and cleaner fuels will all require new infrastructure and better coordination among ports, shipping operators, electricity networks, and investors. NatPower Marine particularly welcomes the Government’s commitment to champion ports’ energy needs through strategic energy planning and grid connection reform. The focus on better demand forecasting and closer collaboration with industry is a positive foundation for delivery. Stefano D.M. Sommadossi, Founder, Group Chief Strategy Officer and UK CEO of NatPower Marine, said: “The Government’s response is an important step forward. It gives us a clearer view of what ports need and where industry can help. “NatPower Marine is ready to bring investment and energy expertise to the table. We can help ports develop shore power and vessel-charging infrastructure without requiring them to bear the full cost and risk. “Every port is different. Some will need a larger grid connection. For others, the answer may include battery storage, local renewable generation, a private wire or smarter management of electricity demand. The solution has to reflect how each port operates and which vessels use it. “The key is to connect the infrastructure with real demand from shipping operators. If that can be done on specific routes, private capital can help turn plans into working projects. “We would welcome the opportunity to work with the Government, ports and shipping operators to identify where early projects can be delivered and demonstrate what is possible.” Stefano D.M. Sommadossi, Founder, Group Chief Strategy Officer and UK CEO of NatPower Marine NatPower Marine believes the next stage could focus on a small number of ports and shipping routes where there is committed customer demand and a realistic route to securing clean power. This would allow the Government and industry to test practical delivery models, build confidence among shipping operators and show how green maritime corridors can work in practice. It would also help ensure that investment is directed towards projects with a clear route to operation. NatPower Marine is developing an independent international network of ship-charging facilities for electric propulsion and shore power. It brings together project investment, clean energy supply, infrastructure development and long-term operation. The company looks forward to working with the Government and the wider maritime sector to turn the evidence gathered through the call for evidence into practical projects at UK ports.Source: NatPower Marine

inPort News27/08/2026 Finland’s Port of HaminaKotka has contracted Swiss technology company ABB to deliver a shore power system at the port’s Mussalo container terminal. The agreement covers the design, installation and commissioning of the system, along with the associated infrastructure required to supply shore-based electricity to vessels at berth. HaminaKotka launched its shore power project last year as part of efforts to meet the EU’s Alternative Fuels Infrastructure Regulation (AFIR). Under the regulation, major coastal and inland ports on the Trans-European Transport Network (TEN-T) must provide onshore power supply (OPS) for container and passenger vessels by the end of 2029. From 2030, FuelEU Maritime will require vessels above 5,000 GT to connect to shore power while berthed at TEN-T ports. The port secured just over €3 million ($4 million) in EU funding under the Connecting Europe Facility’s Alternative Fuels Infrastructure Facility (AFIF) to develop shore power infrastructure for container vessels at Mussalo. The programme aims to accelerate the deployment of zero- and low emission transport infrastructure. Once completed, six berths at the Mussalo terminal will be equipped with shore power connections.Source: By Tuhin Roy, ENGINE,https://www.engine.online/news

diMara Monti 21 agosto 2026 3' di lettura 3' di lettura Dalle scie di condensazione all’intelligenza artificiale, il settore aeronautico cerca nuove vie per ridurre il proprio impatto climatico. Un test britannico sulle due sponde dell’Atlantico punta a verificare quanto possano incidere semplici variazioni di quota per ridurre l’impatto ambientale del trasporto aereo. Non sempre per rendere più sostenibile un volo serve cambiare tipologia aereo, carburante o motore. A volte può bastare modificare, di poche centinaia di metri, la rotta seguita in cielo. È questa l’ipotesi alla base diOperation Blue Skies,un programma di ricerca sostenuto dal governo britannico che nei prossimi due inverni coinvolgerà centinaia di voli commerciali nell’Atlantico nord-orientale. L’obiettivo è misurare sul campo se piccoli aggiustamenti delle quote di volo possano evitare la formazione delle cosiddette contrails, le scie di condensazione che in determinate condizioni atmosferiche possono contribuire al riscaldamento globale. A fornire il contributo tecnologico sarà anche Google UK, che metterà a disposizione previsioni elaborate attraverso l’intelligenza artificiale per individuare le zone nelle quali le condizioni atmosferiche sono più favorevoli alla formazione delle scie. Il principio operativo di Operation Blue Skies è relativamente semplice. Durante le finestre di test previste nei prossimi due inverni, i controllori del traffico aereo potranno chiedere ad alcuni voli di modificare la propria quota fino a 2.000 piedi, circa 610 metri, così da evitare le aree nelle quali i modelli meteorologici indicano una maggiore probabilità di formazione di contrails, delle scie. Non si tratta, dunque, di rivoluzionare la gestione del traffico aereo. Le variazioni resteranno all’interno delle normali procedure operative e saranno coordinate attraverso i sistemi di comunicazione già utilizzati dal controllo del traffico aereo. La CO₂ rimane il principale indicatore delle emissioni nocive dell’aviazione e la sua riduzione rappresenta una delle sfide più impegnative per il settore. Ma gli effetti delle emissioni prodotte in alta quota comprendono anche fenomeni non legati direttamente alla CO₂, tra cui proprio le scie di condensazione e le nubi indotte dagli aerei. Questo rende più articolata la ricerca di una traiettoria verso la neutralità climatica. Aerei più efficienti, carburanti sostenibili, elettrificazione e nuove tecnologie propulsive possono ridurre le emissioni alla fonte. Ma, parallelamente, diventa necessario capire come le modalità operative del volo possano dare un contributo a diminuire l’impatto complessivo. L’aviazione resta uno dei settori più difficili da decarbonizzare nonostante rappresenti solo tra il 2-3% dell’inquinamento globale e le previsioni di crescita della domanda di trasporto aereo non sono destinate a ridurre l’impatto inquinante. Il carburante sostenibile per l’aviazione (SAF) è considerato uno dei principali strumenti per ridurre l’impronta climatica del trasporto aereo perché non comporta il cambio di aereo o di motore, mentre l’elettrificazione diretta resta particolarmente complessa in particolare per i voli di medio e lungo raggio. La spinta normativa sta inoltre accelerando gli investimenti. Nell’Unione europea, il regolamento ReFuelEU Aviation prevede una quota minima di SAF (Sustainable aviation fuel) del 2% dal 2025, destinata a salire progressivamente fino al 70% nel 2050. Per i carburanti sintetici, la quota minima prevista è dell’1,2% nel 2030 e del 35% nel 2050. Sulla spinta normativa della Ue, le compagnie europee si stanno muovendo: secondo una indagine di Bloomberg, i vettori europei hanno cominciato a prendere padronanza con il SAF a differenza dei vettori americani e asiatici: le compagnie della holding IAG (British Airways, Iberia, Vueling, Air Lingus) utilizzano una quota del 3,3% di SAF come carburante, seguita da Air France-KLM con il 2,9% e da Ryanair con il 2,0%. Le compagnie aeree statunitensi invece non vanno oltre lo 0,3% e l’1%. Piccoli passi in un mercato che è in una fase iniziale. La Iata (International Air Transport Association) prevede che la produzione globale di SAF dovrebbe raggiungere circa 2,4 milioni di tonnellate nel 2026, pari appena allo 0,8% del consumo di carburante per l’aviazione, con un costo per le compagnie aeree di 4,3 miliardi di dollari. Mentre la Commissione europea stima che per centrare gli obiettivi di ReFuelEU Aviation e FuelEU Maritime saranno necessari entro il 2035 circa 20 milioni di tonnellate di carburanti alternativi sostenibili. Il settore è, quindi, chiamato a intervenire contemporaneamente su più fronti. Da un lato c’è l’innovazione del prodotto, con velivoli più efficienti e con nuovi motori per ridurre il consumo di jet fuel. Dall’altro c’è la trasformazione dei carburanti a cui si aggiunge l’ottimizzazione delle operazioni: rotte, quote, gestione del traffico e uso dei dati meteorologici. L’intelligenza artificiale potrebbe inserirsi proprio in quest’ultimo livello, trasformando grandi quantità di dati atmosferici in indicazioni operative utili per l’ambiente. Mara MontiRedattore Lingue parlate:Italiano, inglese, francese, spagnolo Argomenti:Finanza Notizie e approfondimenti sugli avvenimenti politici, economici e finanziari.

Welcome to portstrategy.com. This site uses cookies.Read our policy. 2026-08-19T08:58:00+01:00 Portsmouth International Port – the host for October’s GreenPort Congress 2026 – is celebrating two landmark moments on its path to zero-emissions. Portsmouth International Port – the host for October’s GreenPort Congress 2026 – is celebrating two landmark moments on its path to zero-emissions. The SpacePort project will look at how freight consolidation centres in Portsmouth could be be fully integrated into the wider maritime logistics network. Photo: Portsmouth City Council The first came when Virgin Voyages’Valiant Ladysuccessfully plugged into the port’s Sea Change shore power system, marking the first commercial connection of a cruise ship in the UK. A second came later the same day, 5 August, when Brittany Ferries’Guillaume de Normandiealso came alongside – the first time two vessels have used Portsmouth International Port’s multi-berth shore power system at the same time. Both were memorable moments for the port, which said it was also “a substantial moment for the UK’s maritime industry”. The Sea Change shore power system, aka cold ironing, is designed to support both cruise ships and ferries, allowing berthed vessels to shut down their auxiliary engines and draw electricity from the local grid to meet their hotel load requirements. Made possible by funding from the UK’s Innovate UK agency and the Department for Transport (DfT), Sea Change will cut exhaust emissions including nitrogen oxides and particulate matter, and improve air quality around the port and its local communities. Portsmouth International Port’s remarkable journey to this point will be the focus of a full Session on the first day of GreenPort Congress, 7-9 October, when delegates can hear first hand about the challenges, including meeting IEC standards, and the ultimate success of the net zero project. Book nowfor 20% off the full delegate rate with GPCEARLY or contact the team atsales@greenportcongress.com 2026-08-11T15:22:00Z 2026-08-10T14:56:00Z 2026-08-10T14:51:00Z 2026-08-10T14:47:00Z 2026-08-03T08:09:00Z 2026-08-03T08:02:00Z 2026-08-03T07:53:00Z 2026-07-22T11:14:00Z 2026-07-13T14:54:00Z 2026-07-13T14:52:00Z 2026-07-13T14:08:00Z 2026-06-30T11:18:00Z Site powered byWebvision Cloud

inInternational Shipping News17/08/2026 The tanker market has entered 2026 on a strong footing, driven by a convergence of geopolitical shifts, resilient oil demand, and tightening vessel supply. Freight rates surged to levels more than 60% above the 10-year average by late 2025, with very large crude carrier (VLCC) earnings peaking above $100,000/day, underscoring the bullish tone across the segment. “Longer voyage distances, driven by sanctions and subsequent trade realignments, have tightened supply and extended tonne-mile demand, propelling freight rates far beyond historical averages,” says Catrine Vestereng, SVP and Global Business Director for Tankers at DNV. “With oil demand remaining resilient, these factors are combining to create a market outlook that is both promising and complex, setting the stage for a pivotal year in the tanker segment.” Shifting geopolitical landscapeThis strength is underpinned by profound changes in global trade flows. Geopolitical uncertainty remains a defining feature of the tanker market in 2026. Sanctions on Russian crude and refined products have redirected flows away from traditional short-haul routes, creating longer voyages and tightening oil and vessel supply. “The geopolitical landscape has created an extremely complex environment for tankers,” says Vestereng. “Changing trade patterns – most notably increased imports to China and India from the Middle East and the Atlantic Basin instead of Russia – have resulted in vessels covering much longer distances, pushing tonne-mile demand to record highs.” By the end of 2025, vessel capacity utilization exceeded 90%, lifting freight rates well above historic norms, with VLCC and Suezmax rates both standing out at over 60% above 10-year averages. Resilient oil demand driving seaborne tradeThese factors are being reinforced by sustained global demand for crude oil and oil products, and low oil prices stemming from the production oversupply. China stands out as the main driving force, with over 1 million barrels per day (Mb/d) of new refinery capacity added since 2020 and a further 1.3-1.5 Mb/d set to come online before the end of the decade. “Most of China’s imports arrive via seaborne trade, reinforcing the critical role of tankers in global energy logistics,” says Nicolai Hansteen, Tanker Market Specialist and Business Development Manager at DNV. “India is also expanding its import footprint, further strengthening tonne-mile demand and sustaining high utilization rates across the fleet. These dynamics ensure that, despite long-term decarbonization trends, the near-term outlook for oil transport remains bullish.” Bullish tanker market fuelling surge in newbuildsAfter a surge in orders during 2024, when newbuild orders reached their highest levels in the last decade at around 33 million gross tonnes, the pace moderated to around 20 million gross tonnes in 2025. Nonetheless, driven by a bullish tonne-mile market and high freight rates, the tanker newbuild market is entering a critical phase, and the stage is set for a possible next major tanker newbuild cycle. “While there are a number of factors at play, the next newbuild cycle will likely be driven by an acute need for more capacity on the market,” says Hansteen. “The current orderbook stands at about 17% of the fleet and this is insufficient to fully offset ageing tonnage, particularly in the VLCC and Suezmax segments.” While newbuild prices remain elevated, albeit slightly softened recently, improving yard slot availability in Asia, particularly China, is expected to support steady ordering activity through 2026 and beyond. In the longer term, this is likely to be sustained by elevated freight rates, incentivising further investment despite high newbuild prices. Energy efficiency takes the lead with tanker newbuildsWhile decarbonization remains a defining challenge for shipping, tanker owners are taking a pragmatic route when it comes to newbuilds. Rather than investing in alternative fuel propulsion, which carries high upfront costs and uncertain payback, owners are focusing on proven energy-efficiency measures that deliver immediate gains. “Right now, the priority is on technologies that reduce fuel consumption and emissions without disrupting operational flexibility,” says Vestereng. “We’re seeing widespread adoption of advanced propeller designs, and silicon hull coatings, alongside systems like waste-heat recovery and shaft generators. Variable frequency drives are becoming standard, and shore power connections are appearing on smaller product tankers to cut emissions in port. Scrubbers remain standard equipment for the bigger vessels, mainly to reduce the fuel expenditure.” Other measures include optimizing auxiliary engines and introducing peak-shaving solutions to manage power demand more efficiently. More radical options, such as wind-assisted propulsion technologies, remain on the sidelines due to long payback periods and operational complexity. In the longer term, owners see biofuels as a practical and tangible bridge to meet tightening emissions targets, leveraging existing engine designs rather than committing to alternative-fuelled engines in the newbuild phase, or costly retrofits for the existing fleet. Supply strain extends vessel age thresholdsAs the tanker market tightens, the fate of older vessels is under scrutiny. Charterers have traditionally capped age at 20 years, but supply constraints have pushed limits to 25 in some trades. “Oil majors remain the most restrictive, with rigorous vetting, while traders are more lenient,” says Vestereng. This shift comes against the backdrop of an ageing global fleet. By the end of 2025, 23% of all tankers were over 20 years old, and 45% were 15 years or older, up from 36% a decade ago. In the crude segment, 40% of VLCCs and Suezmaxes are now older than 15 years, while in the Aframaxes segment the ratio is over 45%. Older tonnage faces rising costs and emissions challenge“This ageing trend has real operational consequences,” continues Vestereng. “Older vessels consume more fuel, emit more greenhouse gases, and face higher maintenance costs, making them increasingly unattractive for charterers and environmentally sensitive cargo owners.”For owners, scrapping decisions hinge on economics. Elevated freight rates and weak demolition prices have delayed retirements, but once earnings ease, a significant wave of scrapping is inevitable as efficiency and decarbonization goals take priority. Until then, older ships may linger in storage or sanctioned trades, but their role in regulated global shipping is rapidly fading. Added safety concerns from the sanctioned fleetAlongside the mainstream market, the continued rise of the sanctioned fleet remains a major concern for regulators and industry stakeholders. These vessels, mainly operated out of Russia, Iran, and Venezuela, operate outside normal compliance frameworks, without proper insurance or monitoring, creating significant safety and environmental risks. Many of these ships are well beyond 20 years old, compounding worries about structural integrity and operational reliability. “The lack of oversight in this segment is troubling,” says Vestereng. “We’re talking about vessels that fall outside normal class, statutory and vetting inspection with minimal maintenance and no insurance if something goes wrong. This is particularly concerning for the crew on board these vessels who may not be aware about the safety risks they are exposed to.” While high freight rates have kept some older tonnage active in sanctioned trades, their presence underscores the urgent need for stricter enforcement and transparency. As mainstream charterers tighten age limits and prioritize efficiency, the sanctioned fleet stands in stark contrast, highlighting the divide between regulated and unregulated operations in global tanker shipping. Navigating opportunity and risk in a complex tanker marketAs 2026 unfolds, opportunity lies ahead for stakeholders in the tanker market, but it comes against a backdrop of risk and uncertainty. Elevated freight rates, resilient oil demand, and shifting trade patterns continue to underpin a bullish outlook, while structural changes – driven by fleet renewal, decarbonization pressures, and evolving charterer requirements – will shape long-term strategies. At the same time, geopolitical uncertainty, as highlighted by recent developments in Venezuela, underscores the unpredictability of global energy flows and the need for agility. “The fundamentals are strong, but this is not a market for complacency,” says Vestereng. “Owners and operators must navigate a fine balance between capitalizing on today’s opportunities and preparing for tomorrow’s regulatory and geopolitical challenges.”Source: DNV,https://www.dnv.com/expert-story/maritime-impact/bullish-outlook-for-tanker-market-amid-global-uncertainties/

Ascolta la versione audio dell'articolo 3' di lettura English Version Translated by AI. For feedback, please contact english@ilsole24ore.com È la prima nave Explora journeys (brand di lusso del gruppo Msc crociere) alimentata a Gnl. Explora III, consegnata a Genova, da Fincantieri, il 23 luglio scorso, e successivamente arrivata a Barcellona (con a bordo Jannik Sinner, il tennista italiano, numero uno al mondo, come ospite d’onore), per celebrare il battesimo ufficiale e quindi partire per suo viaggio inaugurale, è progettata per utilizzare oggi gas naturale liquefatto e, in futuro, combustibili rinnovabili come bioGnl e Gnl sintetico. È inoltre dotata di numerose altre tecnologie green, quali la connessione shore power, che consente di collegarsi alla rete elettrica dei porti dotati delle necessarie infrastrutture, spegnendo i motori durante la sosta. Chiedilo al Sole Le domande sono suggerite automaticamente da 24Ore AI sulla base del contenuto visualizzato. Domande di approfondimento generate da 24Ore AI Explora III, lusso a bordo Photogallery10 foto Visualizza Ma oltre a essere un punto fermo verso la transizione ecologica nel mondo delle crociere, Explora III è un concentrato di soluzioni di lusso che, in questa stagione inaugurale, approderà nel Nord Europa, in Islanda, Groenlandia e Nord America, offrendo agli ospiti l’occasione di esplorare alcune tra le destinazioni più affascinanti del mondo. Loading... La nave conta 19,2 metri di lunghezza in più, rispetto alle gemelle Explora I ed Explora II e, assicura la compagnia armatrice, ogni metro aggiuntivo è stato dedicato all’esperienza degli ospiti, offrendo 19,5 metri quadrati di spazi pubblici per ospite, uno dei rapporti più elevati dell’intero settore e il più generoso della flotta Explora Journeys. Lusso informale «La vera evoluzione di Explora III - afferma Antonio Di Nenno, director of architecture & design del brand - è il nostro concetto di lusso informale, oggi ancora più maturo e coerente, in ogni ambiente della nave. Il lusso deve essere ovunque, senza mai apparire formale o intimidatorio. Deve essere elegante, confortevole e familiare, proprio come sentirsi a casa». Questa filosofia, spiega una nota, «trova la sua massima espressione nella hall completamente riprogettata, concepita come il vero salotto della nave. Una scenografica scala asimmetrica in marmo perlato di Sicilia e Sahara noir si sviluppa nello spazio a doppia altezza, illuminato da lampadari Venini, realizzati a mano a Murano, secondo antiche tecniche artigianali».