Porti & ambiente — le notizie raccolte

By Will Ayers, PE | Chief Electrical Engineer, Elliott Bay Design GroupJune 25, 2026 Copyright Amarylle/AdobeStock How well do we really understand the electrical systems powering today’s vessels? Many of us realize how important electricity is to our modern world but may be a bit shaky on the specifics. The Welsh comedian Tommy Cooper once joked, "Electricity is a wonderful thing. Do you realize that if we didn't have electricity, we'd be watching television by candlelight?" For those who have worked on vessels for many years, the increasing complexity may be a sore point, especially for those who have been hands-on in their careers and been zapped a few times. George Carlin once joked, "Electricity is really just organized lightning." The Growing Complexity of Marine Electrical Systems All kidding aside, the growing complexity of marine electrical engineering is becoming a defining factor in modern vessel design and operation. At EBDG, we have been fortunate to develop significant experience in hybrid technologies over the last decade. However, if that immediately elicits thoughts of a Prius or Tesla, there is much more happening electrically onboard today’s vessels and understanding these systems is becoming increasingly important as vessel designs continue to evolve. From Space to Sea: Expanding Electrical Capabilities One exciting area that the US leads the world in is the marinization of space technology. Such examples include Rocket Lab's autonomous station-keeping barge Return On Investment being converted at Bollinger Shipyards in Amelia, La. Blue Origin used the advanced barge Jacklyn last year to successfully land a rocket. SpaceX led the way having landed its first rocket on an autonomous drone barge with Of Course I Still Love You dating back to 2016. And, not surprisingly, NASA has a long experience in this area. For instance, they operated two specially-designed ships for space shuttle booster recovery built in 1980 at the Atlantic Marine Shipyard, now BAE Jacksonville. Like offshore oil and gas, autonomous landing barges usually depend on dynamic positioning (DP) to maintain precise coordinates. And, like offshore, this leads to a clear advantage for diesel-electric propulsion. Another area that we've been working on involving DP and diesel-electric propulsion is that of research vessels. For all of these diesel-electric vessel types, it can become a complicated analysis to decide between the increasingly popular DC grid propulsion system vs the conventional constant-speed variety. DC Grid Systems: A Shift in Propulsion Architecture A DC grid retains the use of standard AC generators and AC motors. However, it replaces both the AC propulsion switchboards and propulsion Variable Frequency Drives (VFDs) with a single DC grid "switchboard". With the main propulsion bus now DC, generators connect through rectifiers located in the DC grid line-up which also includes inverters feeding AC propulsion motors and an AC ship service switchboard. There are several advantages. The DC grid is composed of the same rectifiers and inverters that are the front and back halves of the VFDs in a standard diesel-electric. Yet, large AC propulsion switchboards and their circuit breakers are no longer needed. The large phase-shifting transformers from older systems can also be eliminated with the potential for considerable volume and weight savings. The generators can operate at variable speed improving fuel efficiency and can also come online faster. There is no frequency to synchronize; the rectified generator voltage just needs to match the DC bus voltage. Challenges and Considerations The primary disadvantage with this new approach is the DC short circuit current. While DC grids can achieve significantly lower arc flash energies for personnel safety, the brief peak in short circuit current typically exceeds that of an AC propulsion bus. High-speed fuses and electronic bus ties are needed with circuit breakers comparably too slow for the much faster peak current. Also, inverters supplying an AC ship service switchboard can’t supply the same short circuit current as an AC propulsion switchboard so coordination of downstream circuit breakers can be a bit more challenging. The Evolution of Propulsion Motors There's another component in electrical propulsion systems undergoing major changes. That's with the typically largest and most expensive electrical component, the propulsion motor. The DC motor was dominant until perhaps the 1980's when separately excited synchronous motors took over. Then about 20 years later, induction motors began to dominate. Nowadays, the permanent magnet synchronous motor (PMSM) is looking to take the lead. To meet the strictest underwater radiated noise (URN) requirements ever applied to a vessel of this class, Steerprop will supply Germany’s new Polarstern 2 icebreaking research vessel with PMSM units delivering 9 MW through a 15.7-foot diameter propeller. Not to be outdone, Kongsberg developed their incredible high-efficiency, low-noise rim-drive thrusters with the permanent magnets integrated right into the propeller rim. ABB has designed and installed permanent magnet shaft generators that save up to 20% on footprint over other AC machine types. Schottel, MAN/Ramme, DRS and many others have also developed PMSM propulsion applications. Performance Advantages of PMSMs PMSMs have considerable advantages when it comes to power and torque density over induction motors. One can typically expect a 20-50% savings in volume and weight that can lead to installation or operating cost savings. They also generate less noise and vibration, thanks to their simpler design. Induction motors in large sizes typically have efficiencies in the 94-95% range. For the same size and RPM, PM motors will typically achieve 97-98% or an average of 3% in savings. Further, PMSMs efficiency advantages increase at slower speeds where the fall off in efficiency with induction motors is steeper. To achieve the low output speed commonly required of propulsion motors, a higher quantity of motor poles is needed. For instance, while a four-pole machine utilizing 60Hz AC power will output about 1800 RPM, a 16-pole motor will output roughly 450 RPM. So, another advantage for PMSMs is their relative ease in increasing the pole count vs. an induction machine. The latter suffer an extra efficiency penalty with higher pole counts. If one adds a reduction gear to the lower pole induction motor, that adds its own inefficiency to the drive train. Either way, one can expect to suffer roughly an additional 3% efficiency loss for the induction propulsion motor.Trade-Offs and Practical Considerations All things of course have trade-offs and there are challenges with PMSMs. The biggest one may be cost. The typical magnets used are a neodymium-iron-boron type and they aren't cheap. Along with the rare earth neodymium, dysprosium and terbium are often added for heat resistance. The term rare earth is a bit of a misnomer, at least compared to the truly rare platinum group minerals. Nevertheless, they can be toxic to process. China possesses by far the large reserves in the world and so supply chain issues could be of significant concern. Though any motor might be seriously damaged by overheating, such as with an undetected loss of the cooling medium, PM motors have the unique weakness that such an event could demagnetize the expensive permanent magnets. Finally, a safety caution is in order about the incredible strength of these magnets. At very infrequent intervals during installation or later maintenance, the rotor containing these magnets may be partially or fully exposed to personnel. It is important to avoid approaching these motors with magnetic materials, for instance having steel tools, keys and similar items in one's pockets, or if you have a pacemaker or surgically implanted metal. One must also avoid rotating the rotor relative to the stator or voltage will be generated on exposed conductors. Making Informed Decisions in a Complex Landscape It is hoped that the discussion here on key decision points for a diesel-electric system will make the reader a little more comfortable in tackling such issues. There are obviously advantages and disadvantages to such complex propulsion systems. But with the proper amount of time and effort, an informed decision can be made that will benefit those making such investments. About the Author: Will Ayers is Chief Electrical Engineer at Elliott Bay Design Group with over 25 years of experience in marine electrical systems, hybrid propulsion, and vessel power system design. He supports electrification strategies, system integration, and advanced propulsion technologies across ferry and specialized marine projects.

Congress is currently considering a five-year surface transportation reauthorization bill that sets federal policies and funding levels for our nation’s transportation infrastructure, including highways, rail, and public transit. With high gas prices squeezing families at the pump and pollution from cars, trucks, and trains making our air dirtier and our children sicker, this bill is an important opportunity for the United States to build a cleaner, healthier, and more affordable transportation future. Last month, the House introduced and passed out of the Transportation and Infrastructure Committee its version of the surface transportation bill,H.R. 8870, the Building Unrivaled Infrastructure and Long-term Development for America’s 250th Act (BUILD America 250 Act). Unfortunately, the bill, which we are expecting to be considered on the House floor soon, falls short on investing in electric vehicles (EVs) and charging infrastructure that would reduce climate and air pollution, misses a critical opportunity to make getting around more affordable by reducing guaranteed funding for public transit, and punishes EV drivers with a new annual fee. This is not the transportation system people deserve. Transportation is responsible forapproximately one third of U.S. greenhouse gas emissionsand amajor contributor to harmful air pollution. According to the American Lung Association’s latestState of the Airreport,44% of people in this country live in areas with unhealthy levels of pollution. Additionally, communities living near major transportation corridors, ports, and rail yards often face greater exposure to air pollution resulting in health impacts like cancer, cardiovascular disease, and even early death. Recognizing the impacts of our transportation system on climate, public health, and communities, the bipartisanInfrastructure Investment and Jobs Act (IIJA), which was signed into law in 2021, made significant investments in zero-emission technologies and transportation options, including the firstfunding program for EV charging infrastructure deploymentand thelargest investment in public transit to date. Now Congress has the opportunity to build on that progress by supporting charging infrastructure deployment, electrifying our ports rail system, furthering the transition to electric vehicles, and expanding public transit. Heavy-duty electric trucks at a charging station at the Port of Long Beach in California. (Brittany Murray / MediaNews Group / Long Beach Press-Telegram via Getty Images) Building out charging infrastructure is essential to support people choosing to drive EVs — especially as they respond to price pressures at the pump. Drivers need reliable access to charging in their own communities and along highways for longer trips. Operators of heavy-duty electric trucks transporting the goods we rely on should also feel confident that they can recharge when needed. The IIJA provided $7.5 billion in dedicated program funding that could support charging infrastructure, including through the National Electric Vehicle Infrastructure (NEVI) Formula Program and the Charging and Fueling Infrastructure (CFI) Grant Program. Continuing to invest in charging infrastructure is importantto meet estimated future demand. We would particularly like to see Congress include programs in a surface transportation bill that fund medium- and heavy-duty vehicle charging. The current Build America 250 Act, however, undercuts progress made in the IIJA by failing to fund NEVI and CFI. This comes on the heels of the Trump Administration unlawfully freezing funding for the NEVI Program, stalling progress until acourt decision ensured states could move forward with charging projects. Instead, the bill provides just $1 billion for alternative fueling infrastructure, which includes propane and natural gas fueling infrastructure in addition to EV charging, through the Congestion Mitigation and Air Quality Improvement Program. Container ships are seen docked at the Port of Oakland in Oakland, California. (Justin Sullivan / Getty Images) Our ports and rail network are central to the transition to a cleaner transportation system.Environmental justice communities are disproportionately exposed to air pollution from freight, more often living near ports and railyards. Transitioning to a freight system powered by clean electricity could improve air quality for communities across the country. Congress previously invested in electrifying ports, including through the Reduction of Truck Emissions at Port Facilities Program in the IIJA and other programs like the Clean Ports Program. There isconsiderable demand for funding for zero-emission port technologies, and Congress must continue to make these types of investments. We must also move the country away from relying on outdated diesel locomotives to electrified rail, which is in line withmany countries around the world. TheAll Aboard Act of 2025, a bill that dedicates $200 billion over five years to build the rail system of the future, could set that transition in motion. Unfortunately, the BUILD America 250 Act takes us backward. It repeals the Reduction of Truck Emissions at Port Facilities Program and does not include programs dedicated to port electrification. And, while it reauthorizes some important rail programs, it leaves out specific programs focused on electric rail projects or that address air pollution in frontline communities where rail yards are located. Trucks drive along Interstate 80 in Berkeley, Calif. (Justin Sullivan) Cleaning up medium- and heavy-duty vehicles means electrifying trucks that carry our goods and the buses that carry people to work and children to school. TheLow or No Emission (Low-No) Grant Programhas been a cornerstone program to advance electric transit buses. It received more than $5 billion in the IIJA, helping transit agencies across the country transition their fleets to low and zero-emission technologies. The$5 billion Clean School Bus Program, which was established in the IIJA, has similarly helped school districts make meaningful strides by helpingreplace existing school buses primarily with electric models, giving kids a cleaner, healthier ride to school. Congress should continue to invest in these programs and focus on battery-electric buses. The BUILD America 250 Act ends dedicated funding for the Low-No Program. Zero-emission and low-emission buses are eligible under a broader program that provides grants for buses, bus facilities, and ferries, but nothing guarantees the money in the broader program will fund these buses. Additionally, the bill does not reauthorize or fund the Clean School Bus Program. An electric transit bus at charging station in New York City. (Marc A. Hermann / MTA) With gas prices reaching record highs, consumers have shown increasedinterest in EVs, which cansave them money on fuel. Congress should encourage the transition to EVs rather than punish drivers who choose these vehicles. However, the BUILD America 250 Act seeks to penalize those who drive EVs by imposing a new $130 annual fee (that will increase up to $150). Thispunitive fee could not come at a worse time. By investing in transportation options, such as public transit, Congress can deliver more affordable alternatives for people to get where they need to go.Tens of millions of people rely on public transiteach day to travel to work or school. Yet, instead of building on the historic investment in public transit in the IIJA, the BUILD America 250 Actreduces guaranteed funding for public transit fundingand leaves out important policies like a dedicated transit operations fund that could support frequent and reliable transit service. This is not the way to address the affordability crisis. People deserve a transportation system that helps protect public health, the air they breathe, and the planet, and that also includes transportation options that can help keep costs down. Congress cannot miss the opportunity in the surface transportation reauthorization bill to build that system. There is still time to shape a bill that can deliver the transportation future the country needs.

Power outages caused by severe storms can often last for hours, or days – and extreme heat just compounds the issue, making it harder to keep food and medicine safe when you need it. With summer heatwaves and hurricane season arriving at the same time, the question for many households isn’tifthey should prepare for outages, it’show. Whether you’re looking for a cleaner alternative to a gas generator, or simply want enough reliable power to stay connected to the rest of the world during an extended outage, choosing the right backup power solution can be challenging. Before spending thousands on the wrong system – or settling for one that doesn’t actually meet your needs – check out BLUETTI’s scenario-based guide to finding the right portable power solution for you. To help separate real needs from marketing hype,BLUETTIhas put together a scenario-based guide forElectrekreaders ahead of the brand’s Prime Day 2026 sale that runs through June 26 onAmazonand theBluetti Official Store, with an exclusive offer forElectrekreaders available at the end of this article. (!) CONSIDER: FridgePower A prolonged power outage could ruin hundreds of dollars of groceries, spoil valuable stores of breast milk, or degrade essential medications like Enbrel, Insulin, or Prednisone, making the right battery backup a literalmust-havefor many. The good news? You probably don’t need a massive (and massively expensive) whole-home backup system to protect one appliance – even if it’s the one appliance that matters most. That’s exactly where BLUETTI’s newFridgePower Battery Backupcomes in. Fresh off a$2.2 millionKickstarter campaign and now making its retail debut, FridgePower was specifically designed to keep refrigerators running 24/7, switching on automatically when the grid goes down. While sized similarly to BLUETTI’s popular 2 kWh Elite 200 V2 – compact portable power station that remains one of the best consumer values on the market – FridgePower adds a number of intelligent features that make it more suited to its specialized task. A conventional portable power station requires someone to be awake, aware, and healthy enough to plug the refrigerator into it. But when power fails at 2:00AM or the only person home is too elderly or infirm to pull the refrigerator away from the wall to connect everything manually, the system’s specs won’t matter. BLUETTI FridgePower takes a different approach. With an ultra-slim 2.95″ profile (about the width of a human palm) it slides into the unused space beside or behind a refrigerator and stays connected. There, FridgePower acts like a dedicated 24/7 backup, switching over to battery power automatically whenever it loses grid connection and keeping your fridge running seamlessly. What’s more, FridgePower’s separate access panel gives you live status updates on the unit’s battery capacity, the interior temperatures of your fridge and freezer, and more – so you don’t have lose precious cold by opening the refrigerator to see if it’s “working.” FridgePower also includes an Extreme Weather Alert feature that automatically tops the battery up to 100% when severe weather is forecast for your area, along with native Home Assistant integration for smart-home users. For homes or businesses with bigger refrigeration needs, FridgePower can easily support more power by connecting the system’s battery packs in series (above), for days of safe food and medications. FridgePower has thought of everything when it comes to battery-backed refrigeration, and that specialized approach appears to be paying off, with FridgePower earning a 4.5/5 review score from TechRadar and quickly becoming one of the more talked-about refrigerator backup solutions in 2026. FridgePower is available now for$849on theBLUETTI StoreandAmazon. Consider: Elite 300 If you’e drawn to the versatility and absolute reliability of the Elite 200 V2 but need more capacity to handle both your home backup and extended off-grid recreation needs, consider stepping up to the 3 kWh class that was recognized as the “Best Overall” byWIREDon its curated Best Portable Power Station List: theElite 300 portable power station. The Elite 300 delivers 2,400W of continuous output through 11 different outlets, making it perfectly suited for use in travel trailers and truck campers. On the road, Elite 300’s dedicated TT-30R RV port functions as a silent, mobile shore power source to keep your house batteries topped up without the roar of a gas generator, wile its high-current 12V/30A DC output directly powers heavy loads like diesel heaters, eliminating energy conversion losses. The Elite 300 can be paired seamlessly with two200W solar panelsand the 1,200WCharger 2 solar/alternator chargerfor rapid on-the-go recharging, and an Elite 300 + 2× 200W solar panel bundle is available for$1,449for Prime Day onBLUETTI/Amazon. Consider: Elite 400 If you need a backup battery that offers substantial, heavy-duty capacity to run high-demand appliances, power tools, or essential medical gear during a multi-day storm, but still need the flexibility to move that power around your property without throwing out your back, consider theBLUETTI Elite 400 portable power station. Designed around portability from the start and packing nearly 4 kWh of battery energy storage and offering up to 2,600W of output, the Elite 400 can comfortably handle refrigerators, power tools, medical equipment, and other high-demand loads during extended outages. For homeowners looking for a flexiblehome battery backupsolution without committing to a permanently installed system, it strikes an appealing balance between capacity and mobility. Instead of asking users to lift a massive battery every time they need it, the Elite 400 includes integrated wheels and a retractable handle, making it far easier to move around a home, garage, workshop, or campsite. The Elite 400 + 350W solar panel bundle is available for$1,599onBLUETTI/Amazon. Consider: Apex 300 For larger or more rural homes that frequently encounter severe wind storms and hurricanes where heavy-duty, high-voltage critical loads like well pumps, central air conditioners, and space heaters can’t be easily ignored, the BLUETTI Apex 300 deserves a look. TheApex 300 home battery backupfeatures a native 120V/240V split-phase output directly from the unit, making it capable of supporting larger home systems during extended outages without the need for inverters or adapters. On its own, the Apex 300 provides 2,764.8 Wh (~2.8 kWh) of capacity and 3,840 W of output – but its real strength is scalability. For households preparing for multi-day outages, the system can be expand with additional B300K battery packs all the way up to a whopping 58 kWh of storage and 11.5 kW of output. The Apex 300 + B300K expansion battery bundle starts at$2,349onBLUETTI/Amazon. Consider: Elite 200 V2, Elite 30 V2, or Elite 10 If you don’t need a massive emergency rig and just want compact, reliable options tailored for mobile devices, laptops, light weekend camping, or very short-term outages. Don’t Wait Until the Next Storm Warning! Summer outages don’t usually arrive with much notice. Whether your priority is protecting a refrigerator, keeping an RV powered off-grid, or preparing for a multi-day hurricane outage, BLUETTI’s Prime Day event offers one of the better opportunities of the season to lock in backup power before you actually need it. Electrek readers can use codeELECTREK5OFFonAmazonand theBluetti Official Storefor additional savings across most of BLUETTI’s lineup.About BLUETTIEstablished in 2013, BLUETTI has evolved into a pioneer in the clean energy sector. Driven by robust in-house R&D and sustainable innovation, the brand empowers millions across 120+ countries to stay safe and prepared. Its portfolio ofsolar generatorsand home battery backup solutions ensures reliable power for emergency preparedness, RV travel, and off-grid lifestyles. FTC: We use income earning auto affiliate links.More.

Royal T Shipyards in the Netherlands recently held a naming ceremony for a new dry cargo vessel ordered by Faroe Islands-based Navigare Shipping. Hav Leitiis the first in a new series of ships designed and built by Royal T Shipyards for the same owner. The vessel has a length of 89.98 metres, a beam of 15.45 metres, a draught of 6.55 metres, and a deadweight of 5,880. Royal T Shipyards said the series has been designed to maximise cargo capacity while minimising fuel consumption and emissions. Particular attention was given to the optimisation of the cargo hold, which was specifically tailored to Navigare Shipping’s operational requirements. With a cargo hold capacity of approximately 278,000 cubic feet (7,870 cubic metres), the vessel will be capable of carrying a wide variety of bulk cargoes, aggregates and project cargoes while maximising cubic efficiency. Hav Leitiis equipped with a diesel-electric propulsion system. The installation comprises four generator sets driving a fixed-pitch propeller in a nozzle. According to Royal T Shipyards, this configuration will provide excellent manoeuvrability, low fuel consumption, and a high degree of redundancy. The propulsion concept supports efficient operations throughout the vessel’s trading profile while ensuring compliance with IMO Tier III emission standards. A key feature of the vessel is its electrically powered self-discharging system. The integrated electric excavator allows efficient cargo handling while significantly reducing local emissions and noise levels during port operations. The vessel is fitted with a dedicated multi-input shore power transformer, specifically designed to accept various shore power configurations found in ports throughout Northern Europe. The builder said this will enable emission-free cargo operations whenever suitable shore power facilities are available. Additional environmental measures include a sewage treatment plant suitable for environmentally sensitive operating areas, including the Baltic Sea region, and preparations for future alternative energy solutions. Following sea trials and final commissioning activities,Hav Leitiwill commence operations for Navigare Shipping. The remaining vessels in the series are currently under construction and will be delivered in 2026 and 2027.

Estimated reading time: 3 minutes The maritime industry is entering a critical compliance period as operators face mounting pressure to cut emissions while grappling with high fuel costs, uneven adoption of efficiency technologies, and limited progress from charterers during the latest reporting cycle. New industry data released this month shows that large shipowners and charterers achieved only modest emissions improvements in 2025 despite increased use of biofuels and energy saving technologies. The findings arrive as FuelEU Maritime enters its first full compliance cycle, with penalties for non compliance in the 2025 reporting period due to be issued by 30 June 2026. The combination of regulatory deadlines, elevated bunker prices, and slow investment decisions is creating a challenging environment for shipowners, carriers, and cargo interests across Europe and key global trade lanes. Industry analysts say operational efficiency measures are delivering measurable benefits, but deployment remains too limited to meet longer term decarbonization targets. According toDNV, shore power is rapidly evolving from a voluntary environmental initiative into a regulatory requirement. European ports, California, and several Asian jurisdictions are expanding requirements for vessels to connect to onshore electricity while at berth to reduce emissions and local air pollution. The shift is occurring as FuelEU Maritime introduces financial consequences for operators failing to meet greenhouse gas intensity targets. For many shipping companies, compliance planning has moved from a strategic discussion to an operational necessity. The regulatory burden extends beyond vessel owners. Charterers increasingly influence fuel choices, voyage planning, and operational efficiency, making their participation critical to achieving emissions targets. However, industry reporting indicates progress among charterers remains slower than many regulators and shipowners had anticipated. High marine fuel prices remain a significant obstacle to faster adoption of low carbon fuels and retrofit programs. Singapore bunker indications on 24 June showed very low sulfur fuel oil trading at approximately $711.50 per metric ton, while marine gasoil approached $936.50 per metric ton. Separate market assessments placed Singapore VLSFO closer to $762.00 per metric ton and Rotterdam VLSFO at approximately $687.50 per metric ton. The elevated cost environment is forcing many operators to balance regulatory compliance against commercial realities. Retrofit projects, alternative fuels, and new efficiency technologies often require substantial capital commitments at a time when freight markets remain volatile across several shipping segments. For breakbulk, project cargo, and heavy lift operators, the challenge can be particularly complex because vessel utilization patterns and specialized cargo requirements often limit operational flexibility. Industry attention continues to focus on technologies capable of reducing fuel consumption without requiring immediate fuel switching. DNVestimates that wider adoption of shore power for vessels above 5,000 gross tons could reduce fuel oil consumption by roughly 3.5%, equivalent to approximately 29 million tonnes of carbon dioxide annually. However, infrastructure limitations and inconsistent port availability continue to constrain implementation. Meanwhile,Lloyd’s Registerreports growing interest in propulsion energy saving devices, hull coatings, wind assisted propulsion systems, and other efficiency measures. Adoption is increasing across both newbuild and retrofit markets, but deployment remains uneven across the global fleet. Longer term policy signals remain clear. TheInternational Maritime Organizationexpects its Net Zero Framework, approved in 2025, to enter into force in 2027 with the first year of application scheduled for 2028. At the same time, green shipping corridor initiatives continue to expand, including new pilot projects and the recently announced Brazil to Belgium corridor consortium, reinforcing industry expectations that regulatory and commercial pressure to decarbonize will continue to intensify. Go to top “Breakbulk.News publishes editorial content, including news, features and press releases supplied by third‑party companies, institutions and PR agencies. Third parties who submit material to us are solely responsible for ensuring that all text, images, logos and other content they provide are accurate and that they hold all necessary rights, licences and permissions for news use. 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The Illinois Environmental Protection Agency [EPA] and a national nonprofit met Tuesday with the Peoria community to discuss a multiyear planning process to make Illinois waterways and ports more environmentally friendly. The Illinois EPA joined with Calstart Tuesday evening at 201 S.W. Adams St. in Downtown Peoria to discuss with the public a longterm planning project to decarbonize Illinois waters. Calstart is a California-based nonprofit centered on creating high tech, clean transportation industries across the country. “This is really an opportunity to explore different strategies to understand what operations are happening here [and] what paths forward may be taken, but this is only a planning project,” Lily Paul, Calstart project lead and deputy director of the Midwest regional office, said at the meeting. “There are not funds under this current opportunity to actually deploy any of the vehicles, equipment, vessels, anything that is being discussed here,” she said. “It is strictly planning.” In 2024, the EPA Clean Ports Program, formed under the 2022 Inflation Reduction Act, supplied $3 billion across 26 U.S. states and territories, of which Illinois was the main recipient. Illinois received two planning and deployment grants of more than $95 million. The funds are to help the Illinois EPA plan for decarbonizing state ports and purchasing zero-emission port equipment. The Illinois project plan is scheduled to run from September 2025 to December 2027. A key focus is helping terminal operators and businesses operating within the port districts go after funding that will assist those entities in getting cleaner vehicles and equipment. Paul said the project was not exclusively battery electric, hydrogen or any other alternative fuel. They can discuss or prioritize any fuel type to reduce carbon emissions. “The goal is really to do what works well for these port districts, for these communities,” Paul said. The Illinois Clean Ports Program will utilize the planning funds for seven port districts. This includes three rural locations: Illinois Waterway Ports Commission, the Mid-America Intermodal Authority Port District and the Upper Mississippi River International Port District. The three locations make up 23 counties and 470 river miles along the Illinois and Mississippi Rivers. Chris Smith, Corn Belt Ports operations director, attended the Tuesday meeting. He said afterward that he saw the plan as an opportunity. During the meeting, he said he appreciated Calstart highlighting Illinois’ unique rural ports. “The terminals are privately owned,” Smith said. “The port districts do not own land now currently. So, there is a partnership between the public and private side and all the regional stakeholders. So, it’s unique, and there’s a lot of feeders into the terminals, which just aren’t captured elsewhere.” Leah Thill, director of Calstart's Midwest regional office, said moving goods by the water helps secure energy security and reduces reliance on fossil fuels and fuel price volatility. That makes decarbonization an energy security and domestic energy issue. Funding can go quickly. In one case, infrastructure funding meant to last three years lasted only a couple months. While the EPA and Calstart are looking at all alternative fuel options, electrification has the most funding and has the greatest potential to reduce emissions. But funding is available through various means for different fuel types. “There is funding currently, and there will be,” said Dennis Esquivel, Illinois EPA’s clean energy grant manager. “That’s why Calstart now is really making the impact on this analysis for the water ports to really understand not only demand but what the ports actually want and/or need so that we can then adjust what is out there as far as funding for that specific port.” Paul said they were not pushing anything on anyone. “We’re here to help everyone get where they need to be,” Paul said, “and again, talking about how different these port districts are from a lot of the others that you hear about, this is an opportunity to invest in these areas to really bring resources to them — especially as they have slightly different needs, different set-ups than other port districts and resources that are out there. “So, it’s a great opportunity that I hope everybody is interested in, and I hope our terminal operators are interested in participating.” Illinois EPA and Calstart to host roughly five community meetings, but that number could change. The next meeting will focus on the Mid-America Intermodal Authority Port District. It will be held at 7 p.m. on June 30 in Quincy. The Upper Mississippi River International Port District meeting will be at 7 p.m., July 29, in Savanna, Ill. There are also plans for July virtual meetings. More information about the Illinois Clean Ports Program can be found at its websiteillinoiscleanports.org. Suggestions, comments and feedback can be submitted at meetings or to EPA.cleanports@illinois.gov. In the future, there will be opportunities for feedback on the website, and there may be surveys, as well. Calstart is also receiving feedback during quarterly meetings with a steering committee made up of stakeholders selected by the Illinois Port Authority, which identified the stakeholders as being fundamental to the project. The committee is informing the process, not making decisions, which are made by the port district and Illinois EPA. “They’re just here to help make sure that nothing’s overlooked, that no one’s steamrolling through here,” Paul said. “It’s really just to make sure that, again, this is a process that is successful, because if we don’t take into consideration the companies, the community, any of that, no of this is any good. It has to be something people are behind if they choose to move forward with it.”

(Teleborsa) - Le misure finanziate con i BTP Green emessi nel 2025 (13,6 miliardi di euro) hanno portato a una riduzione delle emissioni CO2 per quasi 38 milioni di tonnellate ed effetti sul PIL per circa 20 miliardi di euro, secondo quanto emerge dal "Rapporto 2026 su Allocazione e Impatto – BTP Green" pubblicato dal ministero dell'Economia e delle Finanze (MEF). Gli interventi, riconducibili a spese del bilancio dello Stato con ricadute positive sull'ambiente, comprendono progetti di investimento, spese di funzionamento e misure di incentivazione fiscale. Le categorie riguardano: produzione di energia elettrica e termica da fonti rinnovabili; progetti per l'efficienza energetica; ammodernamento sostenibile nel settore trasporti; attività di prevenzione e controllo dell'inquinamento e interventi tesi a favorire l'economia circolare; azioni a tutela dell'ambiente e della diversità biologica; ricerca in materia di sostenibilità ambientale. La categoria dimensionalmente più significativa è quella relativa agli interventi di efficientamento energetico degli edifici - prevalentemente privati e, in misura più limitata, pubblici - realizzati grazie agli incentivi fiscali finalizzati a questo scopo, i quali, con poco meno di 6,2 miliardi di euro, coprono il 45,2% dell'allocazione totale. La seconda voce quantitativamente rivelante è rappresentata dagli interventi nel settore dei trasporti, a cui corrisponde il 34,7% del totale (pari a oltre 4,7 miliardi di euro). Oltre che al potenziamento delle infrastrutture ferroviarie, attraverso interventi di manutenzione, elettrificazione delle linee esistenti e costruzione di nuove tratte AV/AC, si aggiungono investimenti per l'acquisto di mezzi di trasporto pubblico elettrici e incentivi per il rinnovo del parco veicolare di famiglie e imprese, nonché misure di sostegno volte a favorire il riequilibrio modale del trasporto merci verso il vettore ferroviario. Alla tutela dell'ambiente e della diversità biologica - comprendente interventi di difesa del suolo, contrasto al dissesto idrogeologico, parchi e riserve naturali, infrastrutture idriche - è indirizzata una quota pari al 9,4% (quasi 1,3 miliardi di euro), mentre 805 milioni (il 5,9% delle risorse) è stato assegnato a misure di prevenzione e controllo dell'inquinamento atmosferico, del suolo e delle acque interne e marine, nonché ad interventi di recupero ambientale e gestione integrata dei rifiuti. Infine, 516 milioni di euro, pari al 3,8%, sono stati destinati alla ricerca in materia di sostenibilità ambientale, mentre una quota dell'1,1% (quasi 150 milioni) è rappresentata dagli incentivi fiscali per la produzione di energia elettrica da fonti rinnovabili e autoconsumata. Oltre agli impatti ambientali, stimati in una riduzione complessiva delle emissioni di CO2 pari a circa 38 milioni di tonnellate, sono state elaborate anche stime delle ricadute socio-economiche degli interventi finanziati. In termini di prodotto interno lordo, nel breve-medio periodo (5-6 anni), l'impatto è quantificato in circa 20 miliardi di euro, corrispondenti a quasi lo 0,9% del PIL del 2025. A tale incremento di produzione corrisponde una ricaduta occupazionale di circa 318 mila posizioni di lavoro (ULA). In questa edizione del Rapporto sono stati anche stimati gli effetti di lungo periodo - a regime - degli interventi finanziati, che portano ad un PIL aggiuntivo di circa 13 miliardi di euro nell'arco dei 10 anni successivi alla fase di realizzazione degli interventi medesimi.

Compartir El Consejo de Administración delPuerto de Barcelonaha aprobado la adjudicación de la redacción del proyecto constructivo y la ejecución de la nueva infraestructura eléctrica de media tensión que suministrará electricidad al muelle Adosado a la Unión Temporal de Empresas (UTE) formada por Regenera y Adiante. La obra supondrá una inversión de 12.139.529 euros (IVA excluido) y tiene un plazo de ejecución de 23,5 meses. La licitación incluye la redacción del proyecto y la gestión de la documentación técnica y los permisos necesarios para la entrada en servicio de la nueva red de media tensión, con una capacidad de 25 kV, así como la construcción de la propia infraestructura eléctrica. Esta se desarrollará en dos líneas independientes: una suministrará electricidad desde la subestación Port, actualmente en construcción, y la segunda lo hará desde la subestación Cerdà. Ambas líneas convergerán en la conexión submarina que se está construyendo entre los muelles de la Energía y Adosado, y proporcionarán electricidad a este último, garantizando la potencia eléctrica necesaria para el funcionamiento de los sistemas de Onshore Power Supply (OPS) de las terminales de cruceros y ferris y consolidando el suministro eléctrico de esta zona del puerto. Esta es la última obra que faltaba para completar la electrificación del muelle Adosado, donde estarán ubicadas todas las terminales de cruceros y la futura terminal de ferris de Baleària. Hasta ahora ya se han ejecutado las siguientes actuaciones: derechos de acometida a REE, nueva acometida de alta tensión y subestación Port, OPS de la terminal H (MSC), OPS de la terminal G (Royal Caribbean) y las conexiones submarinas entre el muelle de la Energía y el muelle Adosado. La infraestructura ahora adjudicada permite avanzar en el desarrollo del Plan Nexigen de Electrificación de Muelles, uno de los principales ejes de la estrategia de sostenibilidad ambiental del Puerto de Barcelona. El Plan Nexigen, en el que se invertirán más de 200 millones de euros, ya ha comenzado a suministrar energía a los buques —portacontenedores y ferris— para que detengan sus motores auxiliares mientras permanecen amarrados, con el objetivo de reducir las emisiones y mejorar la calidad del aire en el entorno portuario. Compartir

Post byRichard Reid Belgium’s first shore power system for RoRo vessels has started at Zeebrugge. Ships can now cut emissions by connecting to renewable energy at the terminal. The project marks a shift in port sustainability. Belgium has launched its first shore power facility for roll-on/roll-off (RoRo) vessels at the Port of Zeebrugge, marking a significant step in reducing emissions from maritime transport. The new system, operated by International Car Operators N.V. (ICO) of the NYK Group, allows docked ships to connect directly to renewable electricity generated on site, eliminating the need to run onboard generators while at berth. The facility became operational in June after a successful test phase, with a NYK-operated pure car and truck carrier (PCTC) being the first to use the system. This event not only set a national precedent for Belgium but also marked NYK’s first shore power operation for a PCTC at berth. The installation currently supports one vessel at a time, but ICO has indicated that expansion is possible as demand grows. All electricity supplied to vessels comes from ICO’s own wind farm, which consists of 11 turbines located at the terminal. This ensures that the power used is fully renewable, directly contributing to lower CO₂ emissions, as well as reductions in nitrogen oxides and particulate matter. The terminal is equipped with the necessary cabling and infrastructure to connect ships, including those not originally designed for shore power, broadening the range of vessels that can benefit from the system. The project received backing from the Flemish Agency for Innovation and Entrepreneurship (VLAIO), highlighting the role of public-private partnerships in advancing port decarbonization. ICO has positioned this investment as part of a broader sustainability strategy, which also includes more than 600 electric vehicle charging stations, 12,600 square meters of solar panels, and an automated parking system for 10,000 cars at the terminal. According to ICO, the new shore power facility strengthens Zeebrugge’s position in the ongoing energy transition and prepares the port for stricter environmental standards in shipping. The company sees this move as a way to reinforce its leadership in sustainable port operations, both within Belgium and internationally. For context, shore power—also known as cold ironing—enables ships to switch off their diesel engines while docked, significantly improving air quality in port areas. Across Europe, the adoption of shore power is accelerating as ports and shipping lines respond to tightening emissions regulations and growing pressure to decarbonize logistics chains. Zeebrugge’s initiative places Belgium among the countries actively investing in cleaner maritime infrastructure, a trend that is expected to expand as the European Union pushes for greener transport solutions.

New Delhi:VOC Port, one of the major ports in India, has reduced its net carbon emissions by 45 percent, Union Minister Sarbananda Sonowal said on Tuesday. While releasing the port's first Sustainability Report, Sonowal said, "The port's achievement in reducing net carbon emissions by 45 percent is a significant milestone in India's journey towards greener and more responsible maritime growth. These initiatives reflect the vision of Prime Minister Narendra Modi for building modern, sustainable and future-ready infrastructure while investing in people, technology and the environment." Follow ThePSUWatch Channelon WhatsApp As per the report, renewable energy now offsets nearly 94 percent of the port's energy-consumption equivalent. The study highlights the port's pioneering efforts in renewable energy, electrification and green hydrogen development, including India's first green hydrogen pilot project commissioned at a major port. Further reinforcing its environmental credentials, VOC Port received recognition as a Scope-2 Emission Free Port, reflecting its successful transition toward clean energy and low-carbon operations. The certification validates the port's decarbonisation efforts and strengthens its standing as one of India's leading green ports. The Port, Shipping and Waterways Minister also unveiled a series of sustainable initiatives including Memorandum of Understanding (MoU) with Gati Shakti Vishwavidyalaya, Vadodara and the VOC Port, and commencement of the Vidya Pravesh programme for the 2026–27 academic year at the newly established Kendriya Vidyalaya VOC Port Authority. Susanta Kumar Purohit, Chairperson of the VOC Port Authority said "The MoU with Gati Shakti Vishwavidyalaya will open new avenues for research and skill development in maritime logistics, whilst PortGPT will bring the power of Generative AI to our daily operations. Follow PSU Watch onLinkedIN "Furthermore, the opening of Kendriya Vidyalaya on our campus and the release of our first Sustainability Report mark our steadfast commitment to our employees, our community, and our environment." VO Chidambaranar Port (VOC Port) is one of the major ports in India, located at Tuticorin in the southern part of Tamil Nadu, with an annual cargo handling capacity of 82 million tonnes per annum (MTPA). It is also one of the oldest operational ports, with trade links dating back to 123 AD. (PSU Watchis India's Business News centre that places the spotlight on PSUs, Bureaucracy, Defence and Public Policy.👉Click to join our channel now:PSUWatch WhatsApp Channel. Prefer LinkedIn? Follow PSU Watch onLinkedIN. Click to stay connected onTwitter hereand stay updated)

Search across reports, market insights, and blog stories. The governing body for theSouthern Tyrrhenian and Ionian Sea portshas endorsed its 2026-2028Operational Plan, which sets out growth and development priorities for the harbors of Gioia Tauro, Corigliano Calabro, Crotone, Vibo Valentia, and Palmi. President Piacenza characterized the plan as the primary mechanism directing the Authority's strategic choices to foster infrastructure, logistics, and economic advancement. The document highlights enhanced intermodal links, a faster energy transition, and efforts to draw fresh capital and generate regional employment. At Gioia Tauro, the most substantial individual project involves building an interport facility valued at EUR 10 million. This initiative aims to solidify the port's status as Southern Italy's main logistics center and a bridge between global shipping lanes and European cargo routes, with rail serving as the foundation of an upgraded logistics network. A key focus is also finishing a cold ironing installation on the eastern quay, consistent with national environmental targets. Total investments scheduled for Gioia Tauro in 2026 amount to EUR 117,230,000. For Vibo Valentia Marina, the strategy includes a broad set of immediate actions such as upgrading the Cortese Dock, converting the old nursery school into offices, developing operational zones at the former CIVAM site, revamping port entrances, and establishing a new public parking area. Future strategic initiatives involve lengthening the outer breakwater, modifying the Papandrea, Buccarelli, and Bengasi docks, developing the waterfront, and building a new southern quay. The 2026 investment total for Vibo Valentia is EUR 12,325,000. Crotone port, which has experienced notable commercial traffic expansion in recent years, is set to receive EUR 12,500,000 in 2026 for tasks like breakwater redevelopment, dredging at the entrance, completing a fire prevention system, renovating the Casa Cantoniera, and extending the Porto Vecchio waterfront. At Corigliano Calabro, planned spending of EUR 7,300,000 will support upgrades to access roads, redevelopment of administrative offices, and construction of a new Casa degli Sport del Mare aimed at promoting sailing and water sports. The Committee additionally approved a 2026 budget revision that allocates an extra EUR 75,540,674 from the 2025 administrative surplus of EUR 128,900,497 to help fund the planned projects, resulting in total revenue of EUR 24,684,033 against expenditures of EUR 100,224,708. In a separate move, the Committee endorsed the revised Port Staffing Plan, which confirms job growth generally matching 2024-2026 projections. Gioia Tauro saw especially robust performance, with a workforce increase of 91 positions over the last year due tocontainer terminal expansion, which processed roughly 4.49 million TEUs in 2025, a 14% rise. The Plan forecasts an overall employment increase of 19.5 percent across the system by 2026, equating to about 310 new jobs, while citing gender equality and digitalization as key areas for future focus. Additionally, the Authority gave unanimous approval to a supplementary maritime concession request from CADI Srl at Vibo Valentia Marina, covering service quay enhancements, pier reconfiguration, relocation of the fuel dispensing system, and construction of a new multipurpose facility. Making Data-Driven Decisions to Grow Your Business A Quick Overview of Market Performance Understanding the Current State of The Market and its Prospects Finding New Products to Diversify Your Business Choosing the Best Countries to Establish Your Sustainable Supply Chain Choosing the Best Countries to Boost Your Export The Latest Trends and Insights into The Industry The Largest Import Supplying Countries The Largest Destinations for Exports The Largest Producers on The Market and Their Profiles The Largest Markets And Their Profiles Instant access. No credit card needed. Online access to 2M+ reports, dashboards, and tables. Trusted by Fortune 500 teams.

The Southern Tyrrhenian and Ionian Sea Port System Authority has approved the Operational Plan for 2026-2028 outlining growth and development priorities for the ports of Gioia Tauro, Corigliano Calabro, Crotone, Vibo Valentia and Palmi. President Piacenza described the plan as the fundamental tool guiding the Authority’s strategic decisions to support infrastructural, logistical and economic growth, emphasising priorities including strengthened intermodal connections, accelerated energy transition and the creation of conditions to attract new investment and generate employment across the region. At Gioia Tauro, the largest single intervention is the construction of an interport facility at a cost of EUR€10 million, designed to strengthen the port’s role as Southern Italy’s principal logistics hub and a connection platform between international maritime routes and European freight corridors, with rail transport positioned as the backbone of a modernised logistics system. The completion of a cold ironing project along the eastern quay is also a central priority, aligned with national environmental sustainability objectives. Total planned investment at Gioia Tauro for 2026 amounts to EUR€117,230,000. At Vibo Valentia Marina, the plan envisages a comprehensive programme covering immediate projects including upgrades to the Cortese Dock, renovation of the former nursery school into office space, development of operational areas in the former CIVAM site, redevelopment of port entrances and creation of a new public parking area. Longer-term strategic projects include extension of the outer breakwater, structural adaptation of the Papandrea, Buccarelli and Bengasi docks, waterfront development and construction of a new southern quay. Total investment for Vibo Valentia in 2026 stands at EUR€12,325,000. The port of Crotone, which has recorded significant commercial traffic growth in recent years, will receive EUR€12,500,000 in 2026 for projects including breakwater redevelopment, entrance dredging, fire prevention system completion, redevelopment of the Casa Cantoniera, and extension of the Porto Vecchio waterfront. At Corigliano Calabro, planned investment of EUR€7,300,000 will fund access road modernisation, administrative office redevelopment and construction of a new Casa degli Sport del Mare dedicated to sailing and water sports promotion. The Committee also approved a 2026 budget amendment allocating an additional EUR€75,540,674 from the 2025 administrative surplus of EUR€128,900,497 to help finance the planned works, bringing total revenue to EUR€24,684,033 against expenditure of EUR€100,224,708. In a separate decision, the Committee approved the updated Port Staffing Plan, confirming employment growth broadly in line with 2024-2026 forecasts. Gioia Tauro recorded particularly strong results, with workforce growth of 91 positions over the past year driven by container terminal expansion, which handled approximately 4.49 million TEUs in 2025, a 14% increase. The Plan projects overall employment growth of 19.5 percent across the system through 2026, equivalent to approximately 310 new jobs, while identifying gender equality and digitalisation as priority challenges for future action. Separately, the Authority unanimously approved a supplementary maritime concession request from CADI Srl at Vibo Valentia Marina, covering service quay upgrades, pier reconfiguration, relocation of the fuel dispensing system and construction of a new multipurpose facility.

«La Smart Grid di Trieste sarà completata e collaudata entro il 30 giugno. Sarà disponibile per la seconda metà dell’anno». Carlo Andriolo, amministratore delegato di AcegasApsAmga annuncia la fine del cantiere Pnrr da 26 milioni che rinnova radicalmente la gestione dell’elettricità cittadina e crea la rete con cui verranno alimentate le navi da crociera, permettendo lo spegnimento degli inquinanti generatori di bordo a gasolio. Cos’è una rete intelligente e cosa significa avere 200 MW di capacità in più? «Sul versante dell’infrastruttura, aumentiamo la capacità di accogliere la produzione tradizionale e quella degli impianti che stanno crescendo con il fotovoltaico. Aumentiamo inoltre la capacità di erogazione, grazie al rinnovo di cabine primarie, cavi e sistemi di controllo. La rete è finalizzata all’elettrificazione del porto e alla sua crescita, ma serve anche ad accogliere la produzione da rinnovabili, dare energia alle aziende, soddisfare la crescita dei consumi civili e garantire stabilità. Chi fa infrastrutture deve arrivare prima della richiesta ed eliminare i colli di bottiglia». Che ruolo ha il digitale? «Smart significa avere un’intelligenza che monitora, misura e controlla la rete in tempo reale, sia nei punti di distribuzione che dal centro di telecontrollo di Trieste, che oggi è uno dei più innovativi in Europa: programmerà giorno per giorno tensione e potenza, gestendo una complessità enorme rispetto al passato. Una parte delle infrastrutture a volte risale anche a ottant’anni fa: ora abbiamo un gemello digitale della rete e sappiamo quello che succede mentre succede. Così si possono gestire i sovraccarichi come l’attracco di una nave o i momenti di grande domanda e grande produzione di una giornata. Il digitale serve anche a individuare le necessità di manutenzione». Utilizzate l’Ia? «Per analizzare i dati e stimare i carichi del futuro immediato e la richiesta fra qualche anno». Quanto vale l’investimento? «Due tranche Pnrr da 18,3 e 7,9 milioni. La seconda è emersa successivamente e l’abbiamo saputa intercettare, avendo progetti pronti e lavorando a Natale. A Trieste abbiamo rifatto tre cabine primarie dell’alta tensione, posato i cavi da Roiano al Broletto per arrivare in porto, rinnovato cabine secondarie e implementato il centro di controllo. Le risorse in più ci hanno permesso di lavorare anche a Gorizia». Cosa cambia per cittadini e imprese? «La rete sta in un percorso di elettrificazione dei consumi e di transizione energetica. Oltre alla funzione per il porto, serve ad accogliere meglio la produzione del fotovoltaico, tenendo il sistema in equilibrio. Abbiamo visto cosa significano blackout come a Torino o in Spagna. Per l’industria avere sbalzi di tensione anche di un secondo può poi essere un problema enorme». Due navi da crociera collegate in porto consumano quanto 40. 000 triestini: da dove arriverà questa energia in più? «La produzione c’è già, il tema semmai è come portare l’energia, ma si sta rafforzando l’elettrodotto Terna da Monfalcone a Roiano». Gli armatori useranno il cold ironing o continueranno a produrre elettricità con i generatori di bordo? «Gli armatori potranno ridurre inquinamento e rumori, ne guadagnano anche a livello di immagine. Con tariffe coerenti crediamo che la proposta funzionerà. Nei porti Ten-T ci sono degli obblighi per chiamare le navi a collegarsi alla rete. Il Mit sta lavorando a linee guida». In porto state ultimando l’elettrolizzatore per la produzione di idrogeno: progetto da 20 milioni... «Di cui 15 di Pnrr. Produrremo idrogeno verde, cioè con energia elettrica da rinnovabili. Si potranno decarbonizzare mezzi pesanti della logistica e Trieste Trasporti acquisterà bus a idrogeno. Dialoghiamo inoltre con diverse aziende nei settori hard to abate (difficili da elettrificare, ndr), ma serve una cornice normativa che compensi i costi più alti rispetto alle fonti fossili». La Smart Grid è stata realizzata con fondi Pnrr: dove si troveranno ora risorse per continuare a investire? «Siamo un’azienda grande e quotata: abbiamo disponibilità ampia e continueremo sullo stesso passo del Pnrr. Ma in diversi settori si rischia una frenata importante». Quali sono le prospettive della transizione energetica con queste crisi internazionali? «Decarbonizzare significa fare molto elettrico e sapere che il gas rimarrà a lungo. Ma quando rinnoviamo la rete gas lo facciamo con tubi hydrogen ready. E lavoriamo su gas come il biometano. Gli scenari sono in continuo cambiamento, ma la decarbonizzazione aumenta la sicurezza energetica. Bene solare ed eolico, ma serve lavorare su batterie e accumulo». E i costi?

By Bert Macesker and Dr. Joe DiRenzoJune 23, 2026 In the novel, Verne, speaking through the Nautilus’ Commanding Officer – Captain Nemo writes, “There’s a powerful, obedient, swift, and effortless force that can be bent to any use and which reigns supreme aboard my vessel. It does everything. It lights me, it warms me, it’s the soul of my mechanical equipment. This force is electricity.” Copyright Mario Breda/AdobeStock Looking back at history one could argue that it was French author Jules Verne in his book “20,000 Leagues Under the Sea”, published in 1869, who was speculating about a new power source much in the same out of the box thinking that H.G. Wells employed when he wrote about inter-planetary flight in “War of the World’s. Verne was writing about “electricity” from batteries using seawater which he created after studying the model of the newly developed French Navy submarine “Plongeur” at the Exposition of 1867. In the novel, Verne, speaking through the Nautilus’ Commanding Officer – Captain Nemo writes, “There’s a powerful, obedient, swift, and effortless force that can be bent to any use and which reigns supreme aboard my vessel. It does everything. It lights me, it warms me, it’s the soul of my mechanical equipment. This force is electricity.” Added Captain Nemo, “I owe everything to the ocean; it generates electricity, and electricity gives the Nautilus heat, light, motion, and, in a word, life itself.” In many ways using nuclear technology in a maritime environment flows the same way.Nuclear power’s use in a maritime environment had an auspicious start when on August 3rd, 1955, US Navy Commander Eugene “Dennis” Wilkinson, during the maiden voyage of the first nuclear powered submarine, USS Nautilus (SSN-571), simply transmitted “Underway on Nuclear Power.” Wilkinson’s simple yet powerful message signaled the official start of nuclear power as a maritime fuel source. At approximately the same time the Soviet Navy was developing the November-class which was poorly designed and provided their crews little of the “safety shielding” that ensures crews are not exposed to large amounts of radiation. This article discusses the unlocking of nuclear power for early maritime applications, lessons learned, today’s renewed interest by the Coast Guard in support of ship nuclear power and regulations, and the current maritime landscape that is poised to leverage industry innovations. Maritime Nuclear History Military Safety Lessons Learned: Both the U.S. and U.K. navies have spent more than six decades running nuclear propulsion plants at sea, and one of the biggest lessons they’ve learned is that safety is not a set of procedures—it’s a culture. This is a core principle. Naval nuclear programs discovered early on that technical excellence alone isn’t enough; what keeps reactors safe is a system that relentlessly reinforces conservative decision making, rigorous training, and personal accountability. The U.S. Naval Reactors program institutionalized a “no fail” mindset where even minor anomalies are treated as signals to investigate, learn, and improve. In the U.S. Nuclear Navy pipeline this attitude is engrained from day one in a program administrated by the Naval Nuclear Power Training Command, whose “mission is to prepare safe and trusted Naval nuclear operators ready for follow on prototype training and, ultimately, service in the Fleet.” Another major lesson is the value of a centralized authority paired with decentralized “vigilance” by the operators. Both the U.S. and U.K. navies maintain strict, top down oversight of design, maintenance, and operational standards. Additionally, the approach uses elements of Human Resource Management where operators are empowered, without question, to halt operations at the first sign of uncertainty. This approach is a core component of the way nuclear plants operate in both navies. A third lesson is the importance of the Navy’s closed loop learning systems. The U.S. Navy’s Naval Reactors program, for example, maintains a comprehensive lessons learned process that captures data from thousands of reactor years of operation. Every incident, however small, is analyzed and fed back into training, design updates, and procedural refinements. The U.K. Royal Navy adopted similar mechanisms, emphasizing transparent reporting and cross fleet knowledge sharing. Finally, both navies learned that human factors matter as much as actual engineering. Crew selection, continuous qualifications, fatigue management, and clear communication protocols are treated as safety critical elements. Peer reviewed research consistently shows that high reliability organizations, like naval nuclear programs, succeed because they invest as heavily in people as in technology. Together, these lessons have produced an unparalleled safety record: no reactor accidents and no radiological releases to the public from U.S. or U.K. naval nuclear propulsion plants. What about nuclear icebreakers? In the past there have been parent craft designs of interest to the U.S. Coast Guard that passed initial alternatives analysis screening including a Russian vessel. However, additional studies concluded that a nuclear-powered icebreaker was not a cost-effective solution. The Commandant at the time, Admiral Karl Schultz, speaking at the Surface Navy Association national 2021 event, in response to a question about the 2019 White House mandate to consider nuclear-powered PSCs) said, “We’ve moved off the nuclear-powered breaker. That capability – the ability to operate that in the Coast Guard – that just doesn’t exist nor can we build out to that with all the demands on our plate” (Shelbourne, 2021). According to an April 2025 article by Prabhat Ranjan Mishra, writing inInteresting Engineering,“Russia is expected to increase its fleet of icebreakers as there could be large-scale expansion of the Northern Sea Route for trade. Rosatom Director General Alexei Likhachev recently suggested that the number of icebreakers required will increase from 10 or 11 to between 15 and 17”. Likhachev made these comments during the 6th International Arctic Forum. Russia currently has 8 nuclear icebreakers. Figure 1 - Floating Nuclear Power Plants (FNPPs).Source: Core Powerhttps://www.corepower.energy/about/what-we-doFloating Nuclear Power Plants: Growing interest in floating nuclear power plants reflects a broader shift in U.S. and international defense and maritime energy strategies. Reporting in The Telegraph noted that the British firm Core Power has engaged in discussions with the U.S. Department of Defense regarding a potential 300MW floating nuclear power plant deployable by 2028, intended to provide resilient power for AI-enabled military operations (Oliver, 2026). Such a system—far larger than typical microreactors—would be housed within a moored, ship-like platform capable of supplying uninterrupted electricity. Parallel to this effort, the U.S. Army’s Project JANUS seeks to install small nuclear reactors at nine domestic installations, an initiative driven by Executive Order 14299, which directs the deployment of advanced reactors for national security purposes (U.S. Army, 2025). Site selection criteria included mission energy demand, resilience requirements, and environmental considerations. As Assistant Secretary Jordan Gillis emphasized, the Army intends to leverage its unique regulatory authorities to field secure, onsite nuclear generation that strengthens operational continuity (Nuclear Newswire, 2025).These developments mirror trends within the global maritime transportation system. Core Power, in collaboration with the American Bureau of Shipping (ABS) and Athlos Energy, is evaluating the feasibility of floating nuclear power plants in the Mediterranean, building on ABS’s earlier publication of the first comprehensive classification framework for such platforms (ABS, 2024). Industry analysts suggest that small modular reactors (SMRs) deployed on floating platforms could enhance energy security, support port electrification, and provide low carbon power for industrial and datacenter operations (World Energy News, 2025). As then ABS Chairman Christopher Wiernicki noted, floating nuclear systems may offer a viable pathway for reducing emissions while strengthening maritime energy resilience (World Energy News, 2025). Collectively, these initiatives signal a significant evolution in how the Maritime Transportation System (MTS) may contribute to national and international energy strategies. The integration of floating nuclear power—whether for defense installations or civilian maritime infrastructure—positions the MTS as a potential hub for next generation, carbon free power generation with strategic, logistical, and geopolitical implications.Nuclear Buoys:The Coast Guard has a long history advancing navigation technology with the deployment of visual and electronic aids to navigation. The early days saw gas powered lanterns, then batteries, solar power, incandescent to LED lamps, etc. --- these are representative of the incremental march toward more effective and efficient systems. Along the way some interesting ideas were experimented with. An example was the RDC Laser Range Lights evaluated in the 80s, to create a "line of light" for channel marking. Although a failed operating concept after experimentation, it was a fascinating spectacle to behold at night that cross-sound ferries used to augment their safe channel transits by steering to keep the beams overhead.Another operating concept tested was the “atomic buoy.” Emerging technology, at the time, beyond civilian nuclear reactors, was the development of small radioisotope-powered electrical generators. The technology harnessed the thermal energy given off by the decay of radioactive elements. The generator converted the heat energy of the fuel to electrical energy to charge the battery. The opportunity of a stable, long-life power source, no moving parts, and maintenance-free operation for many years, made these “atomic” generators attractive for lighted navigational buoys (Hoppe, 2020). The return on investment was thought to be significant. Unfortunately, the technology demonstration found that the power loss from radioactive decay was more than had been expected and ultimately it was a failure, and the buoy was removed from Curtis Bay in 1966. The technical detail is fascinating and can be found in the Martin Marrietta Corporation report (U.S. Atomic Energy Commission, 1962) that describes the 10-watt Strontium-90 thermoelectric generator, shielding, and method of installation in the Coast Guard 8 x 26E light buoy. Similar technology was tested for a short time in 1964 to test the concept of a nuclear-powered lighthouse in Baltimore Harbor. The Canadian Coast Guard also experimented with nuclear-powered buoys in the 70s. They employed a similar approach for navigation aids, but they were eventually decommissioned. In the mid-1970s, the Russians made more use of Radioisotope Thermoelectric Generators for powering lighthouses and navigation beacons along the remote Northern Sea Route and are still addressing the repercussions of contamination situations. Of course, the audience should appreciate the state of mind our nation (and others) was in terms of eagerness to test out applications in the nascent atomic age.Coast Guard Maritime Nuclear Policy. This past November saw the standup of a Maritime Nuclear Policy Division at Coast Guard headquarters (MyCG, 2025). The Coast Guard Maritime Transportation System (MTS) missions include waterway management and safety, port and facility security, and prevention and response. The new office will serve as the center of gravity to develop and implement policies governing the safe and secure integration of nuclear technology into MTS. It supports the Executive Orders to reinvigorate the nuclear industrial base and restore America’s maritime dominance by fostering innovation and ensuring the responsible development of advanced nuclear technologies within the maritime sector. The international maritime community, led by the International Maritime Organization (IMO), is actively engaged in developing frameworks needed for the use of nuclear-powered commercial ships, including review and update of the outdated Code of Safety for Nuclear Merchant Ships (A.491 (XII)) and SOLAS Chapter VIII This is one of the key focus areas of the new Coast Guard office. They are working closely with IMO, Classification Societies like ABS, and other stakeholders.Maritime Nuclear Corridor:As part of the Atoms for Peace program there were other maritime technology demonstration projects that involved nuclear reactors on vessels like the NS SAVANNAH – the first (and still impressive) nuclear powered merchant vessel launched in service between 1962 and 1972. The NS stood for Nuclear Ship. This singular paragon of nuclear power for commercial ship propulsion was under U.S. flag registry. A few years after its decommissioning and in preparation for more nuclear-powered merchant ships, RDC sponsored a study (U.S. Coast Guard, 1976) to develop qualification requirements for engineering personnel. The report presented recommendations, based on functional task analysis, for training and other qualification requirements appropriate for personnel to serve on future commercial nuclear ships.The first U.S. floating nuclear power plant was a converted WWII Liberty Ship called the MH-1A Sturgis. The U.S. Army did the conversion in 1964 as an experimental concept to create a mobile power plant. Figure 3. NS Savannah heading toward Golden Gate Bridge and MH-1A Sturgis Under Tow. Sources: MARADSince that time there was little activity in commercial maritime nuclear vessel experiments. The emergence of new technology is attracting renewed interest. In addition, new operating concepts are being discussed. For example, the 2025 Memorandum of Understanding between the US and UK (MOU, 2025) announced an effort to "explore opportunities" for “potential establishment of a maritime shipping corridor between the Participants’ territories.” The operating concept is that maritime nuclear corridors would be created for regulated shipping routes specifically designed to facilitate the deployment of nuclear-powered commercial vessels and floating power units. An MIT paper discusses the implications of this along with implementation challenges that include liability, regulatory gaps, and port infrastructure requirements (MIT Maritime Consortium, Ports, Infrastructure, and Safety, 2025). For example, ports supporting nuclear ships will need to incorporate radiation monitoring, decontamination, waste handling, and nuclear security. ABS has already issued rules for floating nuclear power plants and SMRs. The ABS Requirements for Nuclear Power Systems for Marine and Offshore Applications (ABS, 2024) were developed to provide requirements for design, construction, and survey for class review and approval of vessels having onboard nuclear power system installations. Regulations.The new Coast Guard office will be responsible for developing policy, guidance, and pursuing regulatory changes to facilitate the safe and secure operation of Floating Nuclear Power Plants and Commercial Nuclear-Powered Propulsion vessels. This will include working with IMO to update the Code of Safety for Nuclear Merchant Ships (A.491 (XII)) and SOLAS Chapter VIII . The Coast Guard will have to lean heavily on partners including the NRC, DOE, DoW, Department of State, and other stakeholder agencies to define authorities and responsibilities related to the oversight of maritime nuclear projects. Navigating the New Maritime Nuclear Opportunity The New Maritime Landscape: The use of nuclear technology is more ubiquitous than most people think. For example, nuclear technology in space is important for both propulsion and ship/satellite electrical power. The same thermoelectric generator technology principles mentioned in the experimentation with atomic buoys are invaluable power for satellites and deep space probes. Coast Guard is not only a consumer of space products but already supports space activities. For example, the Coast Guard provides launch and re-entry security to maritime/coastal launches. The detection, tracking, and interdiction of suspicious craft above, below, and on the surface – whether a floating nuclear power plant or maritime space launch site, represent significant operational challenges. Response and recovery of sunken nuclear-powered vessels, barges, or nuclear enabled satellites to prevent radiation leakage also represent future operational challenges. The emergence and trends being set by new technology including small modular reactors – then micro reactors are attracting many new application ideas. These smaller and simpler versions of power plants with state-of-the-art technology that promise fail-safe designs, less logistics, and all the benefits of long-lasting, zero emission technology will open new applications in MTS. Figure 4 offers a depiction of the mix of current and future of maritime nuclear landscape. There is a clear nexus with Coast Guard regulations and protection of MTS that includes oversight and regulation of future nuclear navigation corridors, exclusion zone protection for maritime nuclear functions and activities, support of nuclear power for remote locations, casualty response, and safe port operations. Figure 4. Notional Depiction of Maritime Nuclear and Nexus with Coast Guard. Getting Ready:The RDC and Maritime Nuclear Policy Division are collaborating in hosting a joint DoW Lab Commander Sync workshop to bring together scientists and engineers from the Army, Navy, and Air Force labs to leverage their expertise. The workshops for these joint foresight events (this past March the Lab Commanders conducted a workshop on Alternative/Assured PNT) involve three questions. These are three possible questions: • Research Question #1 -How do we develop a unified risk framework to ensure the security and operational resilience of our nation's strategic seaports as they host advanced nuclear reactors? Our nation’s strategic seaports are critical, no-fail nodes for projecting Department of War (DoW) joint force power, serving as essential logistical hubs for Army force projection, Navy homeporting, and strategic airlift for the Air Force. The introduction of advanced nuclear reactors into these environments creates a complex, multi-domain risk. Currently, each stakeholder assesses this risk through a different lens. This question seeks to define a process for creating a unified risk framework, with the USCG as the key federal partner exercising its overarching authority for the safety and security of the Marine Transportation System (MTS), working alongside the DoW and other regulators to ensure the protection and uninterrupted resilience of these vital national security assets. • Research Question #2 -How will the Department of War (DoW), in partnership with the USCG and national labs, develop contingency response plans for novel nuclear technologies in ports that currently lack nuclear response capabilities? This question seeks to explore how DoW can leverage the expertise of the national labs and the operational authority of the USCG to co-develop new emergency response contingency plans, training protocols, and resource strategies, ensuring a robust and coordinated response capability is in place before these novel technologies are deployed. • Research Question #3 -What existing research initiatives, projects, or active programs by external organizations could be leveraged for collaboration? What types of Memoranda of Understanding (MOU) or partnership agreements could facilitate these collaborations?In addition, the RDC and its new parent organization, Futures Development & Integration Directorate (FD&I), anticipate examining the Maritime Nuclear Domain as a future operating concept. If undertaken by FD&I it would involve a foresight assessment which typically includes looking out, up to 20 years at a prospective future operating concept that makes certain assumptions affecting the Maritime Nuclear Domain on the physical, technological, security, economic, geostrategic, and regulatory environment. The assessment continues with future challenges, ideal end states, followed by identifying key operational problems and capabilities needed to mitigate anticipated problems. This process would produce a Maritime Nuclear Domain Operating Concept that would describe future challenges and prospective solutions for experimentation and leadership validation to support future force design, requirements, or acquisitions. The maritime nuclear landscape will likely change, not only how MTS operates in the future, but also how the Coast Guard operates to ensure the safety and security of the myriads of existing and new applications. Technology will no doubt have a role in solving future challenges and the Coast Guard’s RDC will continue to collaborate with its research partners to unlock these opportunities for Coast Guard application. About the authors:Mr. Bert Macesker is the Executive Director of the USCG Research and Development Center and Dr. DiRenzo is the Partnership Director of the USCG Research and Development Center. Dr DiRenzo teaches for both American Military University and National University. Both are frequent contributors to Maritime Reporter & Engineering News and Marine News magazines. ReferencesAmerican Bureau of Shipping. (2024). Requirements for nuclear power systems for marine and offshore applications. https://ww2.eagle.org/content/dam/eagle/rules-and-guides/current/special_service/346-requirements-for-nuclear-power-systems-for-marine-and-offshore-applications-2024/346-nuclear-power-systems-reqts-oct24.pdf American Nuclear Society. https://www.ans.org/news/2025-10-20/article-7468/armys-janus-program-to-boost-advanced-nuclear-reactors/Blandford, E. D., & amp; May, M. M. (2012). Lessons learned from “lessons learned”: The evolution of nuclear power safety after accidents and near accidents. American Academy of Arts & and Sciences. https://www.amacad.org/sites/default/files/publication/downloads/lessonsLearned.pdfGuimarães, L. L. S. (2014). Naval reactors safety assurance. International Journal of Nuclear Safety and Security. https://www.academia.edu/6096812/Naval_Reactors_Safety_Assurance Hoppe, J. (2020). The Atomic Buoy Experiment. U.S Naval Institute. Naval History, Volume 34, Number 4.)Martin Marietta Corporation. U.S. Atomic Energy Commission. Division of Reactor Development. (1962). Strontium-90 fueled thermoelectric generator power source for five-watt U.S. Coast Guard light buoy: final report. MIT Maritime Consortium, Ports, Infrastructure, and Safety. (2025). Technology-Policy Handbook for Trans-Atlantic Nuclear Maritime Corridors.MOU between the Government of the U.S. and the Government of the U.K and Northern Ireland Regarding the Technology Prosperity Deal Presidential Memoranda. (2025). (MOU, 2025) MyCG. (2025). Coast Guard establishes Maritime Nuclear Policy Division. https://www.mycg.uscg.mil/News/Article/4358957/coast-guard-establishes-maritime-nuclear-policy-division/ (MyCG, 2025) Nuclear Newswire. (2025). Army’s Janus Program to boost advanced nuclear reactors. Oliver, M. (2026). British company in talks to build floating nuclear power plant for Pentagon. The Telegraph. https://www.telegraph.co.uk/business/2026/02/16/british-company-build-floating-nuclear-power-plant-pentagonShelbourne, M. (2021). Schultz: Nuclear Icebreakers Are Not An Option for Coast Guard. USNI News. https://news.usni.org/2021/01/13/schultz-nuclear-icebreakers-are-not-an-option-for-coast-guard U.S. Coast Guard. (1976). Recommendations for Qualifications of Engineering Personnel of Nuclear-Powered Ships. Senemmar, S., Jacob, R. A., Badakhshan, S., Rad, A. M., Dowling, M., Mukhi, S., Chow, J., Emblemsvåg, J., & Zhang, J. (2024). Navigating the future: Exploring small modular reactors in the maritime sector. IEEE Electrification Magazine, 12(4), 30–42. https://doi.org/10.1109/MELE.2024.3473190U.S. Army Public Affairs. (2025). Army announces next steps on Janus Program for next-generation nuclear energy. https://www.army.mil/article/289074/army_announces_next_steps_on_janus_program_for_next_generation_nuclear_energy World Energy News. (2025). Floating nuclear power plants to be evaluated for Mediterranean. https://www.world-nuclear-news.org/articles/fnpps-to-be-evaluated-for-use-in-the-mediterranean Mishra, P. R. (2025). Russia eyes more 120 MW nuclear icebreakers to dominate icy Northern Sea Route, Interesting Engineering. https://interestingengineering.com/transportation/russia-to-increase-icebreaker-fleet

DHLis seeking to further cutcarbon emissionsacross its freight ecosystem via a new partnership withVela, a designer and operator of wind-propelled cargo ships. With the collaboration, customers will be able to leverageDHL’s freight forwarding division’s freight booking, customs, warehousing and associated logistics services, and ship their cargo on Vela’s sailboats. This solution is expected to reduce greenhouse gas (GHG) emissions by up to 99 percent compared to air freight and up to 90 percent compared to containerizedocean freighton a comparable route. Beyond the decarbonization benefits, the companies aim to reduce exposure to congestion at major hubs, limit transshipment and bolster operational control over the freight.Related StoriesLogisticsStrait of Hormuz Traffic Rebounds, but Full Shipping Recovery Could Take MonthsLogisticsNOAA Warns Potentially Historic El Niño Could Renew Pressure on Panama Canal Vela’s vessels are large aluminum trimarans, which are sailboats with a three-hulled design intended to maximize promptness and efficiency under sail with an average speed of 14 knots. The vessels can carry about 415 metric tons of cargo and measure in roughly 220 feet in length. The cargo areas within the vessels will include temperature control, which the company says makes it well-suited for pharmaceuticals and cosmetics, luxury goods, wines and spirits, aerospace, and high-value goods. As part of the partnership, DHL Global ForwardingFrancewill reserve a portion of the Vela vessels’ capacity, with volume commitments increasing as the fleet ramps up. According to the press release, the wind-powered cargo ship will transport 600 European pallets per crossing, operating a direct link between strategic secondary ports such as Normandy’s Port of Caen-Ouistreham and Connecticut’s Port of New Haven. The firms are targeting a port-to-port transit time of 15 days. Commercial service is scheduled to begin in early 2027, with the companies expecting to eventually reach five vessels and up to one departure per week on the trans-Atlantic route by 2030. DHL’s cargo will be shipped via the less-than-container load (LCL) method, meaning it will move alongside goods from other companies that are booking spaces on Vela’s trimarans. “We are taking a decisive step: making sail freight simpler, more accessible and fully operational on a large scale. Our shared ambition is clear: to offer shippers a low-emission trans-Atlantic solution, without compromising on service excellence,” said Michaël Fernandez-Ferri, managing director of Vela in a statement. Laurent Terreyre, president of DHL Global ForwardingFrance, highlighted DHL’s continued commitment to decarbonization efforts, which have manifested across different parts of the supply chain as it aims to transition tonet zero-emission logisticsby 2050. “This partnership with Vela allows us to take a further step by integrating a locally based, wind-powered maritime transport solution into our offering,” said Terreyre in a statement. “This innovation, developed with a partner who shares our requirements for performance, speed, and excellence, fully illustrates our ambition: to combine logistics expertise and positive impact, without compromise.” Vela is just one part of DHL’s decarbonization push across its ocean carrier partnerships. Last December, the companypartnered with CMA CGMto decarbonize container shipping, with the logistics companies committing to use 8,900 metric tons of a lower-carbon biofuel for ocean shipments. With the partnership, DHL and CMA CGM expect to cut roughly 25,000 metric tons of greenhouse gas (GHG) emissions forocean freightshipped through DHL’s GoGreen Plus and CMA CGM’s ACT+ programs. The company’s GoGreen Plus service enables businesses to pay a premium price to select sustainable fuel options for their shipments, which the company says can reduce up to 80 percentGHG emissionscompared to conventional fuel. The decarbonization efforts extend DHL’s air freight operation, which is responsible for 65 percent of its logistics-relatedGHG emissions. DHL reports it used 185,000 metric tons of sustainable aviation fuel within its aircraft operations in 2025, representing a 10 percent share of total jet fuel consumption and a near tripling use of sustainable aviation fuel (SAF) compared to 2024. By 2030, DHL aims for sustainable fuels to make up a 30 percent share of all air, ocean and road transport fuel. The Vela partnership and the wider decarbonization initiative come as the delivery company pours more money into its operations in France. Earlier this month, the logistics giant unveiled it was investing 160 million euros ($182.7 million) to strengthen infrastructure and support its clean energy transition in France. Key initiatives as part of the investment include expansion of the company’s electric vehicle fleet and charging infrastructure, increased use of SAF, deployment of solar energy solutions across logistics sites, transition to low-carbon fuels such as biodiesel for heavier goods vehicles and continued electrification of warehouse equipment and energy-efficient building technologies. Receive Our Daily Newsletter & Special Offers

The new FIT-HORIZONS project is bringing together 19 leading maritime companies, researchers, software developers, and technology providers from across Europe to develop an intelligent and flexible retrofit design environment for low- and zero-emission shipping. Coordinated by SINTEF Ocean and funded by the European Union with nearly €4 million, the project aims to simplify and accelerate retrofit decisions for shipowners by combining advanced simulation tools, AI-supported modeling, and operational data into one holistic design framework. The maritime sector currently accounts for around 3% of global CO2 emissions. While new zero-emission vessels are entering the market, most ships operating today are expected to remain in service for decades. Retrofitting the existing fleet is therefore essential to achieving international climate targets. “Shipping needs practical pathways to decarbonization now, not only in the future. FIT-HORIZONS will help the industry make better retrofit decisions by understanding how different technologies interact onboard a vessel. Our ambition is to reduce uncertainty and accelerate the transition from analysis to implementation,” said the coordinator of FIT-HORIZONS, Dr. Kourosh Koushan, Special Advisor at SINTEF Ocean. The project will develop and validate a flexible design environment capable of evaluating multiple retrofit technologies simultaneously, including alternative fuels, electrification, wind-assisted propulsion systems, air lubrication systems, hull modifications, and energy efficiency solutions. As one of the project’s technology partners, bound4blue will contribute its expertise in wind propulsion, including its eSAIL® suction sail technology, to support the development and validation of FIT-HORIZONS’ holistic retrofit design environment. Its role will focus on supporting the assessment of wind propulsion systems as part of combined retrofit solutions, helping shipowners understand how wind can support practical, scalable decarbonization pathways for existing fleets. Rather than assessing technologies in isolation, the FIT-HORIZONS platform will analyze how combinations of technologies perform together under realistic operating conditions and across different vessel categories. The project will deliver six virtual demonstrations based on real operating vessels representing key European ship segments: inland waterways, short-sea shipping, long-distance shipping, ferries, cruise vessels, and offshore vessels. By integrating machine learning, surrogate modeling, operational data, and high-fidelity simulations, the consortium aims to create a tool environment that can support more reliable, scalable, and commercially viable retrofit decisions across the maritime industry. “Reconstruction of existing ships to include one or more new technologies is complex and commercially difficult to evaluate. The industry needs tools that make it easier to identify the most effective decarbonization routes for each vessel,” said Øystein Huglen, Head of Technology and Innovation at Maritime CleanTech. They are in charge of maximizing industry impact and market uptake in the project. The FIT-HORIZONS consortium builds on experience and knowledge developed through previous European initiatives, while introducing new AI-supported approaches for maritime engineering and retrofit optimization. The flexible design environment developed in FIT-HORIZONS is expected to reach a technology readiness level of TRL 7–8 by the end of the project in 2029. The consortium will also develop recommendations for best practices, regulatory approval processes, and business models to support faster market uptake of retrofit solutions. As new climate regulations, such as FuelEU Maritime and the EU Emissions Trading System increase pressure on shipping to reduce emissions, the project aims to provide shipowners and designers with practical tools to navigate an increasingly complex transition. Sintef Ocean (Norway), Maritime CleanTech (Norway), Friendship Systems (Germany), Vard Design (Norway), Laskaridis Shipping Company (Greece), SimFWD (Greece), Consiglio Nazionale Delle Ricerche (Italy), Bound 4 Blue (Spain), Entwicklungszentrum für Schiffstechnik und Transportsysteme (Germany), Atlantec Enterprise Solutions (Germany), Alfa Laval Rotterdam (Netherlands), American Bureau of Shipping (Greece), Hurtigruten (Norway), Tidewater Rederi (Norway), Columbia Shipmanagement (Cyprus), Levante Ferries (Greece), University of Srathclyde (UK), Haeger & Schmidt Logistics (Germany), LMG Marin (France). This project has received funding from the European Union’s Horizon Europe Framework program under grant no 101270016.

Le associazioni critiche nei confronti delle politiche portuali e industriali del territorio tornano all’attacco dopo il convegno “Liguria Orientale 2030 – Porto, infrastrutture e sostenibilità come motore di sviluppo territoriale”, che si è svolto nei giorni scorsi alla Spezia. Attraverso due distinti comunicati, il Comitato per l’immediata dismissione del rigassificatore di Panigaglia e la Rete Ambiente Altro Turismo contestano le posizioni espresse dalle istituzioni e denunciano quella che definiscono una sostanziale assenza di confronto sui temi ambientali e della sicurezza. Il Comitato per l’immediata dismissione del rigassificatore di Panigaglia punta il dito contro i rappresentanti delle istituzioni intervenuti al convegno, accusandoli di aver ignorato le osservazioni avanzate dai cittadini. Nel documento il comitato sostiene che Prefettura, Regione, Comune e Autorità di sistema portuale abbiano confermato il loro “fastidio” nei confronti delle posizioni critiche sul terminale Gnl di Panigaglia, evitando di affrontare gli argomenti presentati. Secondo il comitato, si sarebbe assistito a un atteggiamento “imbarazzante”, caratterizzato dal rifiuto di un confronto pubblico sulle questioni legate alla sicurezza dell’impianto. I rappresentanti dell’associazione ricordano che il rigassificatore è soggetto alla direttiva Seveso in quanto impianto a rischio di incidente rilevante e sottolineano come, a loro giudizio, le guerre in corso abbiano dimostrato la vulnerabilità delle infrastrutture energetiche considerate obiettivi sensibili. Il comitato contesta inoltre la definizione del rigassificatore come infrastruttura strategica per il Paese, sostenendo che l’impianto non sarebbe determinante per l’approvvigionamento nazionale di gas. “Tutte le istituzioni sono state fornite di precisa documentazione”, affermano gli esponenti del comitato, aggiungendo che la collocazione dell’impianto nella baia di Panigaglia lo renderebbe particolarmente esposto sotto il profilo della sicurezza. Nello stesso comunicato viene criticata anche l’attività del Comitato provinciale per l’ordine e la sicurezza pubblica, che recentemente ha disposto un rafforzamento dei controlli sulla navigazione commerciale e turistica. Secondo il comitato, l’attenzione sarebbe concentrata su aspetti legati alla sicurezza nautica, mentre le questioni riguardanti il rigassificatore, le metaniere e le attività di truck loading verrebbero considerate prive di criticità. Critica anche la posizione della Rete Ambiente Altro Turismo, che giudica la sostenibilità “la grande assente” del convegno. L’associazione riconosce che il tema sia stato richiamato più volte negli interventi, ma ritiene che sia mancata una concreta declinazione delle sue dimensioni ambientale, sociale ed economica. Nel documento viene affrontato anche il tema del cold ironing. Pur riconoscendo all’Autorità portuale un ruolo anticipatore rispetto ad altri scali italiani, la rete osserva che l’efficacia del sistema dovrà essere verificata nella pratica e che l’obbligo di collegamento delle navi alla rete elettrica entrerà pienamente in vigore soltanto dal 2030. “Abbiamo davanti almeno altri quattro anni di fumo libero”, sostengono gli ambientalisti, lamentando controlli ritenuti insufficienti e ricordando che il cold ironing non elimina le emissioni durante le fasi di manovra e navigazione. La Rete Ambiente Altro Turismo evidenzia inoltre l’impatto delle attività portuali sulla qualità della vita dei quartieri vicini al porto. Pur riconoscendo il ruolo strategico dello scalo spezzino nel traffico container, gli ambientalisti sottolineano che una parte significativa della flotta impiegata sarebbe obsoleta e responsabile di emissioni nocive. Analoga preoccupazione viene espressa per il traffico crocieristico, con la richiesta di maggiori controlli sui fumi emessi dalle navi attraverso l’utilizzo di tecnologie come gli “sniffer drones”. Nel lungo elenco delle criticità ambientali segnalate rientrano anche il progetto Basi Blu, la mancata bonifica del Campo in Ferro, la situazione del retroporto di Santo Stefano Magra e la Zona logistica semplificata. Tra i temi ritenuti più delicati figura ancora una volta il rigassificatore di Panigaglia. La rete evidenzia infatti la presenza dell’impianto “tra le case”, richiamando le attività di truck loading già in corso e il futuro vessel reloading, che a suo giudizio richiederebbero una maggiore informazione alla popolazione sui rischi connessi. Nonostante le critiche, la Rete Ambiente Altro Turismo individua un elemento positivo nella disponibilità al dialogo manifestata dall’Autorità di sistema portuale e auspica che un confronto analogo possa svilupparsi anche con la Capitaneria di porto. Più severo invece il giudizio nei confronti dell’amministrazione comunale, definita “solitamente chiusa a riccio” sui temi ambientali legati allo sviluppo portuale.

Elettrificare – almeno in parte – i traghetti non è un’utopia. In Italia esistono decine di collegamenti brevi con le isole minori – senza contare i laghi dove le prime unità a batteria sono già operative – che si potrebbero gestire a emissioni zero. Sulle tratte più lunghe, invece, le soluzioni ibride permettono di spegnere i motori in avvicinamento e durante le manovre in porto, riducendo drasticamente le emissioni nocive per chi vive nelle città e nelle località portuali. Per le navi più grandi, a partire da quelle da crociera, c’è anche il cold ironing: l’alimentazione elettrica da terra che consente di azzerare i fumi durante la sosta. Sono alcuni dei temi emersi nel convegno promosso da Transport & Environment (T&E) e Cittadini per l’Aria, dove è stata anche lanciata l’idea di elettrificare la rotta Piombino–Elba, una delle più trafficate e – secondo gli studi presentati – anche tra le più facilmente convertibili a zero emissioni. L’esperienza del Nord Europa: calo drastico delle emissioni Scriviamo da anni dei traghetti elettrici scandinavi, il primo ha tagliato il traguardo dei dieci anni servizio con benefici ambientali ed economici, e un grafico presentato da Carlo Tritto di T&E Italia, autore dello studio (insieme a Leo Tricaud) presentato al convegno, conferma sia la possibilità che i benefici dell’elettrificazione. Norvegia e Italia presentano numeri simili e allo stesso tempo distinti. La prima possiede la flotta europea più numerosa (222 traghetti) e il volume di traffico più alto in assoluto, con oltre 1,17 milioni di viaggi totali; l’Italia segue con una flotta molto simile (210 traghetti), ma con un numero di viaggi sensibilmente inferiore (231.695). Se si guarda alle emissioni l’Italia registra il valore più alto tra i paesi nella tabella sotto, con 2.372.319 tonnellate di CO2, mentre la Norvegia, al contrario, emette significativamente meno, fermandosi a 656.784 tonnellate. L‘elettrificazione, quindi, porta salute tra i cittadini. Naturalmente le rotte italiane sono diverse. Ci sono tratte più lunghe – pensiamo ai collegamenti con la Sardegna dove è oggettivamente arduo parlare di full electric – ma anche tanti collegamenti minori da poter effettuare in elettrico. Interessante il confronto con la Svezia che ha meno del 10% dei viaggi della Norvegia, ma emette più CO2 (1.008.529 t contro 656.784 t della Norvegia). Pur con le differenze dovute alle diverse caratteristiche delle tratte l’investimento in elettrico è possibile e conviene. Come nelle auto dove in Norvegia il 99% del venduto è a batteria. In Italia possibile convertire l’80% dei traghetti in elettrico o ibrido entro il 2035 Secondo lo studio di Tritto l’80% dei traghetti termici entro il 2035 si potrebbe sostituire in full-electric o ibrido: «In tre casi su quattro risulterebbero anche economicamente più convenienti da operare per gli armatori, nell’intero arco di vita dell’imbarcazione». Più nel dettaglio già nel 2030 sarebbe possibile sostituire l’80% dei traghetti con versioni elettriche o ibride, ma nel 22% dei casi questa opzione risulterebbe più onerosa per gli armatori. I numeri cambiano al 2035: la sostituzione con mezzi elettrici sarebbe l’opzione più economica nei tre quarti (76%) dei casi. Un bel passo avanti, nonostante circa un 20% dei traghetti sia tecnicamente impossibile da elettrificare. Sono le navi di stazza molto maggiore, che servono rotte nazionali o internazionali di lunga percorrenza: Civitavecchia-Barcellona o Ancona-Patrasso. Come sottolineano dall’associazione «l’opzione dell’elettrificazione diretta risulterebbe impraticabile». Il risparmio dei traghetti elettici: 1,7 miliardi in 30 anni La maggior efficienza energetica della navigazione elettrica, secondo l’analisi di T&E, si traduce in un vantaggio economico per gli armatori. Un risparmio calcolato in 1,7 miliardi in 30 anni. Carlo Tritto lo sottolinea: «Questa transizione sarebbe una vittoria per tutti: le città di porto tornerebbero ad avere un’aria respirabile, lo Stato conseguirebbe un importante taglio delle emissioni ai fini degli obiettivi di decarbonizzazione, mentre per gli armatori sono attesi risparmi economici consistenti». E’ continuo il riferimento alla necessità di produrre biocarburanti per il trasporto pesante. Non solo marittimo. Ma lo studio ha calcolato la resa economica della scelta dei biocarburanti. Il risultato vede la soluzione più costosa ed emissiva. Rispetto all’elettrificazione diretta (o all’ibridizzazione) comporterà costi aggiuntivi per circa 1,7 miliardi in 30 anni e 8,7 Mt CO2 di emissioni aggiuntive. Per di più «senza risolvere in modo strutturale i problemi di qualità dell’aria – generati dal processo di combustione di carburanti, anche bio, in motori a combustione interna – che danneggiano la salute della cittadinanza delle città portuali italiane». L’Italia responsabile del 40% di emissioni del Mediterraneo La flotta di traghetti che opera in Italia ha un’età media di 33 anni (circa 7 in più rispetto alla media europea). Questo causa l’emissione di circa 2,4 Mt annui di CO2, pari al 40% di quanto emesso da tutti i traghetti nell’intero Mar Mediterraneo. Un dato importante per la salute pubblica: queste imbarcazioni, in un anno, passano più di 800.000 ore nelle prossimità dei porti, anche da ferme, causando l’emissione di inquinanti tossici come ossidi di zolfo (SOx), di azoto (NOx) e particolato (PM₂.₅). Puro veleno come confermano i dati delle associazioni dei cittadini che sorvegliano l’inquinamento delle città portuali. Napoli è la città che ha registrato i livelli più elevati di inquinamento da SOx causato dai traghetti in Italia. E’ un valore 4 volte superiore a quanto emesso cumulativamente dalle oltre 500mila auto che circolano nel capoluogo campano. Nelle città portuali che collegano lo Stretto di Messina le emissioni di SOx causata dai traghetti sono tra le 10 e le 170 volte superiori all’inquinamento causato dalle auto che, così come per Portoferraio (circa 165 volte l’inquinamento delle auto), Piombino (circa 72 volte in più) e Livorno (17 volte più elevati). Clicca qui e partecipa al nostro concorso Nel 2025 è entrata in vigore una SECA, un protocollo internazionale che fissa limiti severi di emissioni di zolfo e che stimola gli operatori ad adottare carburanti più puliti o ricorrere all’uso di scrubber, permettendo di ridurre sensibilmente i livelli di inquinamento atmosferico. Bene ma come ha detto a Vaielettrico Anna Gerometta, presidente di Cittadini per l’aria, mancano i controlli. LEGGI ANCHE: Non tutte full electric, ma tutte elettrificate: webinar con ABB guarda il VIDEO

Marina di Carrara (Massa) – Organizzato dalla famiglia Grendi insieme all’Autorità di sistema portuale del Mar Ligure Orientale per celebrare i dieci anni di attività del Gruppo nel porto toscano, il convegno “Specializzazione e identità portuale: Marina di Carrara e la sfida della competitività mediterranea”, ha fatto emergere dati che fanno riflettere sulle capacità, e soprattutto sul destino, della logistica indipendente italiana, che per crescere e mantenere la propria identità deve confrontarsi con il mercato globale dominato dai grandi player multinazionali che verticalizzano ogni attività. I contributi dei relatori hanno chiarito che la salvezza della produzione nazionale passa dall’agilità dei ‘porti di rete’, scali di medie dimensioni capaci di trasformarsi in hub logistici ad alta specializzazione e di fare squadra. Nel contesto dello scalo toscano, l’attività del Gruppo Grendi – giunta al traguardo dei dieci anni – si confronta oggi con la necessità di superare gli stop burocratici per ottenere nuovi spazi e sbloccare un Piano Regolatore Portuale fermo dal 1981; un’esigenza rimarcata anche dall’amministrazione locale. Il quadro dell’attività dei porti del sistema descritto dal presidente Bruno Pisano, vede l’asse La Spezia-Marina di Carrara come un esempio virtuoso in cui i due scali valorizzano le proprie specializzazioni senza cannibalizzarsi, trasferendo flussi e banchine a seconda delle necessità operative, ma – di fatto – lo scalo apuano senza un nuovo layout portuale corre il rischio della saturazione. Il disegno del nuovo porto, che – ha detto il presidente Pisano – rappresenta “una mediazione al ribasso” rispetto ai progetti industriali originari e di cui non si possono stimare le tempistiche, è attualmente bloccato da una serie di osservazioni presso il Consiglio Superiore dei Lavori Pubblici a Roma e sta impegnando l’Adsp insieme alla Regione Toscana, anche su questioni tecniche legate all’erosione costiera con l’obiettivo di dare spazi reali alle imprese e, inoltre, di includere una banchina dedicata alle crociere di nicchia ed esperienziali. Le attuali turbolenze nel panorama geopolitico globale – dal dimezzamento dei transiti a Suez alle tensioni nello stretto di Hormuz, fino all’impatto economico della nuova tassa ambientale europea Ets – stanno delineando un Mediterraneo molto instabile, ma anche una crescita strutturale della capacità impiegata nello Short Sea Shipping e nei mercati regionali. In questo scenario, l’analisi presentata da Alessandro Panaro, capo del Centro Studi Srm (Gruppo Intesa Sanpaolo), evidenzia come i porti medio-piccoli italiani – definiti ‘porti della rete’ – non siano affatto realtà marginali, poiché rappresentano un quarto del traffico nazionale con oltre 100 milioni di tonnellate di merci dove il comparto Ro-Ro domina con il 43,2%. In questo contesto, quando le navi perdono tempo in mare a causa delle deviazioni geopolitiche intorno al Capo di Buona Speranza, la vera sfida del recupero dei tempi si sposta a terra, e la digitalizzazione dei processi doganali, l’automazione dei terminal e la sostenibilità diventano le uniche armi per mantenere competitivi i distretti industriali italiani, capaci di generare, nel solo territorio toscano, ben 22,5 miliardi di export. Bruno Musso, capostipite della famiglia, da 64 anni attivo sulle banchine, ha parlato degli effetti del salto tecnologico e dimensionale compiuto dallo shipping mondiale con il passaggio da 2.000 a 8.000 Teu giorno-nave nei grandi hub globali che costringe a una velocità operativa del porto tale che, se non raggiunta, fa aumentare il costo della nave e il transit time del 60%, determinando l’esclusione dello scalo dalle rotte oceaniche. Non esistendo in Italia spazi fisici per i mega-hub da milioni di Teu, i porti di rete devono avere un ruolo decisivo quale presidio di conoscenza industriale. Bruno Musso ha concluso ricordando che “a Genova e in altri grandi scali gli operatori indipendenti italiani sono stati progressivamente espulsi o fagocitati. Difendere l’identità e gli spazi di Marina di Carrara significa proteggere l’ultimo baluardo di un’imprenditoria logistica nazionale.” I numeri complessivi del Gruppo Grendi esposti da Antonio Musso, amministratore delegato insieme alla sorella Costanza, vedono al 2025 un fatturato consolidato di 158 milioni di euro, 337 dipendenti diretti e un indotto stabilizzato di oltre 500 persone. Sul territorio apuano, considerando i dati dello scorso anno, il Gruppo ha superato tutti gli obiettivi stabiliti dalla concessione demaniale: a fronte di un piano di 8,2 milioni di euro, ne ha già realizzati 11,7 milioni (+43%); dal lato dei volumi di linea ha movimentato 3,45 milioni di tonnellate complessive (91.200 Teu e 56.000 unità rotabili, per un totale di 1.350.000 metri lineari di carico) mentre l’occupazione diretta sul terminal è salita a 41 persone superando del 71% le 24 unità previste. L’economia reale però chiede che le aziende logistiche crescano, inoltre, l’imminente arrivo a Carrara della nuova nave Grendi Horizon – 3.000 metri lineari di capacità, con consumi ridottissimi e già predisposta per il metanolo – mette l’azienda di fronte al limite della saturazione, ed anche sul versante ferroviario il Gruppo è stato costretto a studiare soluzioni e aree di sfogo esterne al porto. Per questo Musso ha chiesto spazi adeguati alle dimensioni della nuova flotta oppure l’impresa sarà costretta a guardare altrove per non vedere soffocati i propri piani di sviluppo, che prevedono investimenti per 33,5 milioni di euro nel triennio 2026-2028 aggiungendo comunque, nella conclusione, di avere aspettative ottimistiche. Una quota importante dello sviluppo Grendi è dovuta al legame strategico con il gruppo Dario Perioli. Michele Geromini, azionista e manager del gruppo spezzino e vertice di Mdc Terminal, ha informato sul futuro consolidamento dello scalo apuano come hub di riferimento del Nord Tirreno per i traffici intramed verso il Nord Africa, integrandosi nel network del Gruppo che sfrutta anche il collegamento quotidiano con Cagliari. Oltre alla joint venture societaria con lo Stato algerino tramite la compagnia Cnan Med, e alle linee regolari su Sousse e Sfax in Tunisia, Geromini ha annunciato lo sviluppo di un progetto pilota con le dogane italiane e tunisine per anticipare le operazioni doganali di esportazione alla partenza, recuperando quindi tempo a terra. L’idea è realizzare un unicum logistico tra le competenze Perioli e Grendi, puntando ad allargare presto il network delle linee anche verso la Libia. Del percorso storico del Gruppo Grendi ha parlato anche l’ex presidente del porto Francesco Messineo, rievocando la crisi del 2012 quando lo scalo rischiava la soppressione legale dell’ente con la legge 84/94 che imponeva la soglia minima di 3 milioni di tonnellate per il mantenimento dell’autonomia istituzionale, mentre i traffici locali superavano di poco il milione. In quel contesto l’accordo fiduciario con Grendi fu una scommessa durissima, ma capace di invertire la rotta, salvaguardare l’autonomia dello scalo e tutelare l’occupazione. Sul piano della governance e delle infrastrutture, l’onorevole Marco Simiani ha indicato nel Pnrr l’occasione per finanziare l’ultimo miglio ferroviario contro i rischi di isolamento e centralizzazione gestionale, mentre la deputata Maria Grazia Frijia ha promosso il modello Spezia-Carrara come riferimento per la riforma portuale nazionale. Ha chiuso l’incontro Costanza Musso soffermandosi sulla transizione del Gruppo verso lo status di Società Benefit e l’ottenimento della certificazione B-Corp, ritenuti asset strutturali: un approccio che – ha spiegato – cerca il ‘consenso della comunità’ dal lato reputazionale ed operativo e che si costruisce attraverso la mitigazione degli impatti acustici, gli investimenti nel cold ironing e lo shift modale delle merci verso la ferrovia. Infine, rispetto ai grandi carrier globali, Costanza Musso ha evidenziato una differenza dal lato valoriale: “I player multinazionali rispondono a logiche esclusivamente finanziarie e possono abbandonare un territorio in tempi rapidissimi se mutano i flussi macroeconomici, come purtroppo abbiamo già visto accadere a Cagliari. Al contrario, le imprese familiari fortemente radicate affrontano le complessità del mercato investendo sulla stabilità e rimboccandosi le maniche nei momenti difficili, proprio perché legate a doppio filo alle persone, alla filiera dei fornitori e alla storia stessa del territorio” ha concluso. Nella foto in evidenza Antonio Musso, Bruno Pisano, Bruno Musso e Costanza Musso 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