Porti & ambiente — le notizie raccolte

«Ravenna non è soltanto una città piena di storia, una città di turismo, capitale internazionale del mosaico, ma è anche e soprattutto una bellissima e grande comunità della blue economy». Così Francesco Benevolo, presidente dell’Autorità di Sistema Portuale del Mare Adriatico centro-settentrionale, ha inaugurato DEPORTIBUS, il Festival dei porti italiani che fino al 23 maggio trasformerà Ravenna nel centro del confronto nazionale sul futuro della portualità.Folta e qualificata la presenza di istituzioni, Assoporti, presidenti di Autorità Portuali, Corpo delle Capitanerie di Porto, armatori, associazioni di categoria, operatori.Nel suo intervento Benevolo ha delineato il ruolo sempre più strategico dello scalo ravennate, un porto “di grandissimo rilievo” per il Paese e sottolineando la fase di forte crescita che sta attraversando. “Abbiamo una comunità coinvolta di circa 18mila addetti tra diretti e indotto”, ha spiegato, ricordando il record storico dei traffici raggiunto nel 2025 con oltre 28 milioni di tonnellate movimentate (+32% nel mese di aprile 2026) e il primato nazionale nel settore delle rinfuse solide, comparto nel quale Ravenna movimenta circa un quarto di tutte le merci in ingresso in Italia.Il presidente dell’AdSP ha poi evidenziato come il porto stia vivendo una stagione di investimenti senza precedenti, grazie anche agli 11 progetti finanziati dal PNRR e dal Fondo complementare, per un valore superiore ai 250 milioni di euro. Tra gli interventi citati il cold ironing per le crociere, le tecnologie digitali, il nuovo terminal crociere da oltre 100 milioni di euro a Porto Corsini e la futura rete 5G estesa a tutta l’area portuale, che renderà Ravenna il primo porto italiano completamente coperto da questa tecnologia.Ampio spazio anche al tema energetico. Ravenna è “un hub energetico di rilievo nazionale”, ricordando la presenza del rigassificatore Snam, del progetto di stoccaggio della CO2 di Eni, del deposito LNG e dei progetti legati al fotovoltaico e all’eolico offshore. “Le navi da crociera arriveranno, attaccheranno la spina e potranno spegnere i motori alimentandosi con energia pulita”, ha spiegato parlando del nuovo terminal crociere.Uno dei temi centrali del festival sarà la riforma del sistema portuale nazionale. “Per la prima volta in Italia si confronteranno pubblicamente tutte le categorie coinvolte e il Ministero delle Infrastrutture e dei Trasporti”, ha sottolineato Benevolo riferendosi all’incontro in programma con il viceministro Edoardo Rixi.Nel suo intervento il presidente dell’Autorità Portuale ha richiamato anche il ruolo crescente dell’Adriatico come “nuova cerniera tra Est e Ovest” e la necessità di continuare a investire su dragaggi, banchine, ferrovie e logistica. Tra gli obiettivi indicati ci sono il rafforzamento delle aree logistiche, il deposito strategico europeo per terre rare e materiali critici e lo sviluppo del corridoio IMEC.

(Un concept completamente elettrico di nave Ro-Pax; foto courtesy Kongsberg Maritime) Un nuovo studio di Kongsberg Maritime ha identificato una serie di rotte europee passeggeri e merci su navi ro-pax completamente elettriche, in particolare attraverso i trafficati corridoi marittimi nel Nord Europa Kongsberg Norvegia. La via della decarbonizzazione nel trasporto marittimo passa anche dal segmento delle navi ro-pax. L’analisi progettuale di Kongsberg Maritime ha valutato le rotte dei traghetti attraverso il continente, identificando diversi corridoi marittimi, tra cui Dover–Calais, Tallinn–Helsinki e servizi chiave che collegano Scandinavia, Germania e altre destinazioni baltiche. Si è convinti che alcuni fattori economici sono determinanti nello spostare il segmento dei traghetti a favore delle navi a zero emissioni su rotte ad alta frequenza e brevi tratti di navigazione ad alto utilizzo e condizioni favorevoli del porto; i fattori analizzati sono le batterie e la loro evoluzione nella costruzione, la diminuzione dei costi dell’accumulo energetico e soprattutto le normative EU ETS e FuelEU Maritime. Secondo lo studio, le navi ro-pax completamente elettriche – operative tra il 2030 e il 2040 – potrebbero offrire costi di vita in meno dall’8 al 15% rispetto alle alternative diesel, nonostante un investimento iniziale più elevato. Riduzioni dei costi operativi del 20-27% sono realizzabili grazie a costi energetici più bassi e all’eliminazione delle spese legate alle emissioni. Tra i servizi europei esaminati, l’analisi ha evidenziato che diversi percorsi – come Dover–Calais, Tallinn–Helsinki ed altri – si distinguono sia per la caratteristica di breve navigazione e sia perchè i diversi siti portuali scandinavi e baltici offrono infrastrutture solide per l’elettrificazione, oltre ad una densità di traffico da giustificare il business. Per supportare gli operatori nelle decisioni di investimento a lungo termine, Kongsberg Maritime ha sviluppato due concept completamente elettrici ro-pax: una nave cargo ottimizzata per operazioni efficienti a velocità inferiori e un design orientato ai passeggeri ad alta velocità, adatto a rotte con forte domanda di trasporto pubblico e turismo. Entrambi i progetti delle navi ro-pax – di lunghezza più di 200 metri – includono vani batterie modulari, sistemi intelligenti di gestione energetica e capacità di attracco automatico e attraversamento automatico. Dispongono di sistemi di propulsione avanzati con propulsori elettrici brushless a pod (capsula, gondola, navicella) con l’obiettivo di ridurre la complessità del sistema e migliorare l’efficienza energetica complessiva. In Kongsberg Maritime sono convinti che sebbene lo studio riconosca che l’infrastruttura di ricarica elettrica portuale una sfida futura, mette anche in evidenza un crescente slancio lungo tutta la catena del valore marittima. Il progresso richiederà una stretta collaborazione tra armatori, porti, operatori di rete e stakeholder del carico. Intanto, i servizi dei Power Systems di Kongsberg Maritime sono ben strutturati per supportare la continua transizione verso operazioni su larga scala con navi completamente elettriche, opzione tecnicamente e commercialmente valida. Kongsberg Maritime è un partner tecnologico globale per l’industria marittima; offre soluzioni integrate che migliorano sicurezza, efficienza e sostenibilità lungo l’intero ciclo di vita della nave. Kongsberg Maritime fornisce prodotti, sistemi e servizi che coprono l’intero ciclo di vita di una nave – dalla progettazione e la nuova costruzione alle operazioni, agli aggiornamenti e al supporto del ciclo di vita. Abele Carruezzo (Slide illustrativa dei propulsori elettrici con i pod e i vani delle batterie modulari di una ro-pax; courtesy Kongsberg Maritime)

SEATTLE — Virgin Voyages is cruising Alaska for the first time ever, with sailings out of Seattle onboard Brilliant Lady. More than 30% of Virgin Voyages’ past passengers are returning passengers, and they asked for greater itinerary depth and a West Coast presence, says the cruise line. “This season is that answer and a new chapter in what First Mates can offer their clients.” Virgin Voyages’ value offer for travel advisors includes 16% commissions and no NCFs. The cruise line notes that Alaska represents a significant expansion of its selling proposition. The brand new Alaska sailings introduce two new Happenings Cast members, a Cultural Heritage Guide from Alaska Native Voices, destination-inspired dining built around Alaska’s freshest seasonal seafood and a full roster of new Alaska-exclusive onboard experiences. ALASKA WITH VIRGIN VOYAGES More than half of Virgin Voyages’ Alaska Shore Things are operated by sustainable tour operators, including those certified through Adventure Green Alaska and Travelife. The onboard marine team partnered with ORCA for detailed training on whale sighting and collision-avoidance best practices and has a wildlife expert onboard full-time. Virgin Voyages is also abiding by voluntary speed reductions throughout the region to protect large cetaceans and marine life. Plus, Brilliant Lady is equipped with advanced wastewater treatment systems and Shore Power capability. In true Virgin Voyages style, the roster of new Alaska-inspired Happenings includes… The two new Happenings Cast members created specifically for the Alaska season include The Lumberjack, “part athlete, part storyteller and all flannel.” The Lumberjack will be onboard for select voyages. There’s also The Naturalist, a seasoned wildlife and ecology expert. Virgin Voyages will also welcome a Cultural Heritage Guide from Alaska Native Voices on select voyages. Rooted in Indigenous and local Alaskan perspectives, the guide hosts conversations and workshops centred on art, storytelling, contemporary culture and the lived experiences of Alaska Native communities. Alaska sailings aboard Brilliant Lady are bookable now. First Mates can access resources, training and booking tools through Seacademy and LetsGoBook atvirginvoyages.com. Lead image caption: Virgin Voyages’ Brilliant Lady in Ketchikan, AK Tags: Lead Story, Virgin Voyages By:Travelweek

Author :Ingrid Irigoyen World Oceans Day is an opportunity to highlight the interconnection between marine conservation and the maritime industry, acknowledging that global trade depends entirely on a healthy, thriving ocean This piece is part of the series 'Governing the Oceans: Rethinking Access and Equity' While the maritime industry serves as the lifeblood of world trade — carrying over80percentof goods traded worldwide— it also leaves a significant footprint, emitting approximately1 billion tons of greenhouse gases (GHG) annually,equivalent to around3percentof global GHG emissions.Without a radical shift in business as usual, the outlook is sobering. Forecasts estimate maritime shipping emissions couldrise by 60percentby 2050. Beyond these environmental concerns, geopolitical tensions and the inherent volatility of fossil fuel prices increasingly threaten global operational stability. The recentdiversion of vessels from the Strait of Hormuzand theprice spikes driven by the war in Irandemonstrated the fragility of business as usual. For modern companies dependent on global shipping for their operations, staying the course constitutes a fundamental convergence of both environmental and commercial risks. Given these changing variables, thefuture of shipping is currently being rewritten. Established refuelling hubs, traditional energy sources, and current ways of doing business are all shifting. The creation of a reliable, resilient, low-emission maritime sector is contingent on the strategic adoption of innovativeclean energy fuels. By diversifying energy sources and transitioning to sustainable alternatives, the industry can simultaneously decarbonise its operations and future-proof global supply chains. The Scalable Potential of E-Fuels The maritime sector’s transition toward a scalable, economically viable energy paradigm is supported by an emerging portfolio of next-generation fuels. Industry experts anticipate amulti-fuel approachin the future to meet diverse operational requirements. In particular,e-fuels represent the most sustainable and scalable trajectoryfor full decarbonisation currently available, especially for long-distance transoceanic shipping where electrification is not a viable option.Made with low-carbon hydrogen produced with renewable energy,e-fuelssuch as e-methanol, e-ammonia, and e-methane can reduce lifecycle emissions by over 90 percent on a lifecycle basis relative to conventional high-emission fuels. E-fuels represent the most sustainable and scalable trajectory for full decarbonisation currently available, especially for long-distance transoceanic shipping where electrification is not a viable option. Actorsacross the maritime value chain areinvesting in e-fuels, creating a variety of new economic opportunities. E-fuels can be produced in many countries, includingsome that are currently excluded from traditional fossil fuel productionby virtue of their geographic locations. This decentralisation of production has the potential to reduce dependence on major energy choke points currently disrupting global supply chains. Building out e-fuel production is a pathway to jump-starting a greener world. A2024 analysissuggests that decarbonising global shipping could spark up to four million new green jobs by 2050, particularly in Global South nations that are well-positioned for green fuel production. The requirements — expanding renewable energy capacity, securing sustainable carbon sources, and building out electrolyzer infrastructure — also offer broader societal decarbonisation benefits. Beyond maritime, e-fuels can serve asdirect alternatives in chemical manufacturing, agriculture, and power generation. Immediate scaling of these new markets can create amultiplier effect,leveraging economies of scale across multiple sectors to lower prices and boost the availability of these solutions as part of an accelerated global shift toward a low-carbon economy. Catalysing Change Through Private Sector Leadership Scaling from research and development to commercial deployment requires targeted, strategic support and investment from the public and private sectors. Initiatives such as theZero Emission Maritime Buyers Alliance (ZEMBA)are prime examples of how private sector leadership can act as a catalyst, turning these innovative fuel pathways into reality. By collaborating to make advanced market commitments for scalable clean fuels and technologies, such as e-fuels, ZEMBA’s first-mover corporate buyer members are demonstrating long-term market demand. This approach is already catalysing commercial deployment and resulting in measurable impact: ZEMBA’sinaugural tenderis set to abate at least 82,000 tonnes of carbon dioxide equivalent from 2025-2026. Now, asecond e-fuel-focused tenderis driving some of the first commercial deployments of e-methanol and e-ammonia in the maritime sector. Essentially, ZEMBA is instilling the market with the confidence needed to unlock capital, reducing corporate footprints, and rewarding the bold nations ready to lead the clean energy transition. ZEMBA is instilling the market with the confidence needed to unlock capital, reducing corporate footprints, and rewarding the bold nations ready to lead the clean energy transition. Overcoming Fragmented Policy for a Clean Energy Future First-mover private sector actions are a vital spark, but they alone are not sufficient to support maritime’s transition or promote the multiplier benefits for other critical sectors. To support the transition, the maritime sector requires a clear, ambitious, anduniform regulatory ecosystem. However, the industry is currently stalled by a fragmented policy landscape, including a continued lack of clarity from shipping’s global regulator, theInternational Maritime Organization (IMO). The lack of regulatory alignment and certainty is resulting in confusion and investor hesitation. Measures such as carbon pricing and fuel standards are necessary to create a predictable playing field for the private sector to compete and gradually raise ambition over time, allowing businesses to adapt and innovate. Unfortunately, global policies such as the IMO’snet-zero framework, which supports the goal of fully decarbonising the sector by or around 2050, continue to face geopolitical headwinds that are stalling the industry’s decarbonisation momentum. Nations and supranational entities have proactively implemented their own measures to drive maritime decarbonisation. At the regional level, the European Union has implementedthe world’s first regional GHG intensity regulationof maritime fuels through itsFuelEU policyand, since 2024, includedmaritime shippingin its Emissions Trading System (EU ETS). At the country level, nations like China areramping up renewable hydrogen production,investingbillions in clean energy developmentaround the world, and specifically focusing onincreasing the supply of sustainable maritime fuels. Ultimately, a synchronised approach to global incentives and regulations will offer the predictability needed to avoid an uncertain, choppy, and disruptive transition. Among democracies, India is emerging as a strong leader. India’sNational Green Hydrogen Missionhas an outlay ofINR19,744 crore(US$ 2.09 billion) in funding up to the financial year (FY) 2029-2030 to incentivise cross-sectoral clean energy production, including an earmarkedINR 115 crore(US$ 12.18 million) dedicated to maritime shipping pilot projects until FY 2025-2026. These actions demonstrate the eagerness of many countries to invest in next-generation fuels. Still, more work is needed to accelerate the maritime sector’s clean energy transition globally while enabling the creation of new economic opportunities for emerging economic powerhouses and future energy leaders such as India. The success of the maritime sector’s decarbonization journey depends on policies and private sector action that advance scalable solutions capable of generating significant cross-sectoral multiplier effects. However, the current patchwork of fragmented regional policies is creating systemic inefficiencies that risk stalling global momentum and stifling the innovation being undertaken by first movers. Ultimately, a synchronised approach to global incentives and regulations will offer the predictability needed to avoid an uncertain, choppy, and disruptive transition. The current geopolitical volatility and predicted continued variability in pricing and availability of fossil fuels provide an additional incentive for action and investment in a diversified range of clean energy solutions. The long lifespan for maritime infrastructure means that investments need to begin in earnest today to ensure maximum impact and benefits down the line. A global, unified approach is the only way to stabilise markets and uphold the principles of equity as the maritime sector transitions to greener fuels. Acting now to bridge the gap between policy and private sector ambition can turn the tide toward a sustainable future for both global trade and the planet. Ingrid Irigoyenis President and CEO of the Zero Emission Maritime Buyers Alliance (ZEMBA). The author conveys her thanks to Taylor Goelz, Michellie Hess, Rishma Vora, and Dr. Charlie McKinlay. Ingrid Irigoyen is the Senior Director, Market Innovation, for the Aspen Institute Energy and Environment Program (EEP), where she leads EEP’s work designing and implementing ...

Borr Drilling, an offshore drilling player with its corporate base in Bermuda, has secured 13 contracts year-to-date, enhancing its backlog by adding 2,250 days and $274 million in jack-up rig deals. Borr Drilling completed the acquisition offive premium jack-up rigsfrom Noble Corporation in January 2026 for a total purchase price of $360 million. The firm alsoentered into agreementsto acquire five more premium jack-up rigs via a new 50/50 joint venture for a total purchase price of $287 million. With 13 new deals in 2026, representing more than 2,250 days of backlog, the rig owner is optimistic about the offshore drilling market fundamentals in the future. The company also recognized contract commitments of a further 772 days upon completing its acquisition from Noble Corporation. After quarter-end, the company closed an offering of $300 million aggregate principal amount of senior unsecured convertible notes due 2033, with proceeds primarily used to repurchase existing convertible bonds due 2028. This content is available after accepting the cookies. Five Noble rigs change hands, expanding Borr Drilling’s fleet to 29 jack-ups TheGerdjack-up rig concluded operations with Lime Petroleum in Benin in mid-February 2026 and started work with Foxtrot International in the Ivory Coast in direct continuation of its previous assignment. TheGridrig finished work with New Age in Congo in mid-March 2026 and began operations withHalliburtoninAngolain late March 2026. TheNattrig ended its job with Eni in Congo in mid-March 2026 and commenced operations withSNEPCOinNigeriain late April 2026. TheGunnlodrig wrapped up its assignment withHLHV JOC in Vietnam in early April 2026 and kicked off operations withTLJOCin the same country in mid-May 2026. While theSkaldrig brought to an end its gig with Medco Energi in Thailand in mid-April 2026, theIdunrig drew to a close its job with PTTEP in Thailand in late April 2026, and theGroarig concluded operations with QatarEnergy in Qatar in late April 2026. On the other hand, theOdinrig’s assignment withCantiumhas been delayed to June 2026. TheForsetirig, which was released from its work with QatarEnergy LNG in May 2026, remains under a bareboat charter agreement with Noble until December 2026. This content is available after accepting the cookies. As Paratus closes its jack-up shop, Borr Drilling’s Mexican JV welcoming five rigs Bruno Morand, Borr Drilling’s Chief Executive Officer, commented:“Our operational performance in the first quarter of 2026 resulted in technical utilization of 99.4% and economic utilization of 97.0%. Revenue for the period was $247.0 million, while first-quarter adjusted EBITDA was $88.5 million, primarily impacted by the late contract start-up of the Odin, in addition to a credit loss provision of $8.4 million. “In the quarter, the Odin completed its mobilization from Mexico to the U.S. Gulf where operations were expected to start in February. However, start-up was delayed by additional contract preparation work and regulatory approvals. Looking ahead, we expect second quarter results to continue to be affected by the delayed start-up of the Odin, now anticipated to commence late June, as well as rigs transitioning between contracts.” Borr Drilling reported in its latest fleet status report that options were exercised for theJorojack-up rig from March 2026 to May 2026 bySiemens EnergyinGermany. TheRanrig secured an extension from April 2026 to September 2026 withEniinMexico. TheSkaldrig won a contract from June 2026 to November 2026 withVestigo PetroleuminMalaysia. TheThorrig obtained not only a contract from July 2026 to October 2026 withPVEP-CuulonginVietnambut also another deal from October 2026 to March 2027 with an undisclosed player in the same country. TheSifrig secured a letter of intent (LOA) from July 2026 to October 2026 with an unnamed company inSuriname. TheProspector 5rig got an LOA from July 2026 to May 2027 withBW EnergyinGabon. This content is available after accepting the cookies. Borr Drilling’s rig quartet lines up work in four corners of the world Morand elaborated:“Our contracting strategy continues to focus on covering near-term uncontracted days, balancing day rates with contract tenor. Since our last earnings report, we have secured eight contract commitments, representing over 1,100 days of additional firm work. Our full-year 2026 contract coverage increased to 71% at an average day rate of approximately $137,000 and coverage in the second half of the year now stands at 65%, as compared to 48% in our prior earnings report. “In the first quarter, we entered into an agreement for the acquisition of five premium jack-up rigs through a new joint venture in Mexico with an attractive valuation and financing structure. Upon closing, our fleet will in effect expand to 34 modern rigs. In April, we strengthened our capital structure through a $300 million convertible note offering, used to largely repurchase our existing 2028 convertible bonds. This transaction extended our maturity profile, lowered our financing cost, and increased the conversion price.” The firm’s unaudited results for the three months that ended on March 31, 2026, show a total operating revenue of $247 million, a decrease of $12.4 million or 5% compared to the fourth quarter of 2025. The first quarter adjusted EBITDA was $88.5 million, a drop of $16.7 million or 16% compared to the fourth quarter of 2025. This content is available after accepting the cookies. Borr Drilling anticipates step-up in rig contracting game Morand emphasized:“While the Middle East conflict has created near-term uncertainty, key tenders in the region continue to progress, with some modest delays. More broadly, in our view, recent events have strengthened the longer-term outlook for the sector, providing for a higher oil price and a renewed focus on energy security. “Shallow-water basins continue to represent an attractive resource, offering low-cost, short-cycle barrels that enable our customers to respond rapidly to the market backdrop. Due to the planning and budgeting processes of our customers, we expect that improved activity and day rates will lag the oil price development by 6 to 12 months, as evidenced after the military invasion of Ukraine, when day rates strongly increased. “Therefore, we are increasingly confident about the company’s prospects for 2027 and 2028 as we expect the disruptions from the conflict in the Middle East to be both substantial and long-lasting. With this backdrop, Borr Drilling’s expanded fleet is well placed to support our customers’ demand and deliver long-term shareholder value as the cycle develops.” This content is available after accepting the cookies. Four Borr Drilling rigs’ ops in Middle East on ‘standby’ Take the spotlight and anchor your brand in the heart of the offshore world! Join us for a bigger impact and amplify your presence at the core hub of the offshore energy community!

Auramarine, azienda tecnologica finlandese specializzata in sistemi di alimentazione, è stata selezionata per la fornitura di sistemi di alimentazione a metanolo per le sei nuove navi Ro-Pax ordinate dal Gruppo Grimaldi al cantiere navale China Merchants Jinling (Weihai). Le navi opereranno nel Mediterraneo con i marchi Grimaldi Lines e Minoan Lines e saranno equipaggiate con motori in grado di funzionare a metanolo, a supporto degli obiettivi di emissioni zero del Gruppo Grimaldi. Auramarine fornirà i sistemi di alimentazione a metanolo per tutte e sei le navi. Ogni fornitura comprende l’intero sistema di alimentazione a metanolo, inclusi i sistemi di controllo e di arresto di emergenza (Esd). I sistemi sono progettati per garantire un funzionamento sicuro in aree a rischio di esplosione, integrando concetti di inertizzazione e drenaggio e soddisfacendo i rigorosi requisiti di classificazione e normativi per il metanolo come combustibile marino. Oltre ai sistemi di alimentazione a metanolo, Auramarine fornirà unità di alimentazione a carburante convenzionale per motori principali e ausiliari, consentendo a queste navi a doppia alimentazione di operare in modo affidabile utilizzando Hfo, Mgo e biocarburanti. Queste sei navi Ro-Pax batteranno bandiera italiana e greca. Tutte le navi saranno consegnate tra il 2028 e il 2030 e saranno dotate di un’ampia gamma di tecnologie ecocompatibili, tra cui design ottimizzati dello scafo e delle eliche, sistemi di gestione energetica efficienti, predisposizione per l’alimentazione da terra e rivestimenti dello scafo a base di silicio, riducendo complessivamente le emissioni di CO₂ per unità di carico trasportato di oltre il 50% rispetto al tonnellaggio attuale sulle stesse rotte. Questo nuovo ordine rafforza ulteriormente la collaborazione di Auramarine con il Gruppo Grimaldi e si basa sul contratto precedentemente annunciato per la fornitura di sistemi di alimentazione a metanolo, biocarburanti e olio combustibile pesante (Hfo) per tre navi Ro-Pax “Hansa Superstar” di Finnlines operanti sulla rotta Finlandia-Germania. “Auramarine è orgogliosa di supportare l’ambizioso piano di decarbonizzazione del Gruppo Grimaldi con la sua comprovata esperienza nella fornitura di metanolo” ha affermato John Bergman, Ceo di Auramarine . “Queste nuove navi dimostrano come i combustibili alternativi come il metanolo, supportati da sistemi di alimentazione avanzati e altre tecnologie verdi, possano garantire riduzioni sostanziali delle emissioni nel Mediterraneo”. 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

Passenger, vehicle and freight traffic has multiplied since the opening of Son Blanc, and the port is now entering a new phase of modernization and sustainability. Ports de les Illes Balears (PortsIB), the public body under the Ministry of the Sea and the Water Cycle of the Government of the Balearic Islands,is commemorating this month the 15th anniversary of the opening of the outer port of Ciutadella.Since it came into operation in mid-May 2011,the infrastructure has established itself as one of the main gateways to Menorca and a strategic driver for maritime connectivity, freight transport and the island’s economic development. Over these fifteen years, the port of Son Blanc has undergone constant growth, both in activity volume and operational capacity. Passenger traffic has practically tripled, rising from 238,420 users in 2011 to more than 643,000 in 2025. Vehicle movements have also multiplied, increasing from 48,645 to more than 200,000 per year, while the number of lorries has risen from 14,675 to more than 36,000. The growth in maritime traffic has turned the outer port of Ciutadella into an essential infrastructure for guaranteeing Menorca’s supply needs and strengthening mobility between islands and with the mainland.At the same time, the volume of goods transported now exceeds 597 million kilos annually, consolidating the port’s logistical role. Since it opened,the Son Blanc breakwater has improved maritime operations in Ciutadella and responded to the progressive increase in regular passenger and freight traffic.The infrastructure has also become a strategic asset for Menorca’s economy, particularly in ensuring the year-round supply of products and goods. Fifteen years after its opening, the port is now entering a new stage marked by modernization and sustainability.PortsIB is currently promoting a strategic investment to improve the port area’s operations,with actions that will adapt the facilities to the continued growth of maritime traffic and to new environmental requirements. Among the main planned actions is the construction of the future permanent passenger terminal, a long-awaited infrastructure since the opening of the breakwater, which will allow better service to be provided to the hundreds of thousands of passengers who use the port each year. A second access ramp for road traffic will also be built, increasing safety and improving internal circulation within the port area, together with a functional reorganization of embarkation and disembarkation zones to optimize maritime operations. The project also includes the creation of a new logistics area for lorries next to the breakwater, a key measure to improve efficiency and promote better coexistence between port activity and the urban environment. These improvements will be complemented by the implementation of the OPS system (Onshore Power Supply, or Cold Ironing), an initiative financed with European Next Generation EU funds that will allow vessels to connect to the electricity grid while berthed, avoiding the use of auxiliary engines. This measure will help reduce pollutant emissions, noise and fossil fuel consumption, moving towards a more sustainable and efficient port model. Fifteen years after its inauguration, Son Blanc continues to transform itself to meet the needs of present and future Menorca,consolidating its position as a strategic infrastructure for the island’s maritime connectivity and for the Balearic Islands’ port system as a whole.

The companyIberdrola Españacompleted the implementation of the Onshore Power Supply system, focused on providing electrical power to vessels, at the Kaputxinos pier within the Pasaia harbor. This shore-to-ship power connection technology allows vessels to shut down their internal combustion engines while moored. The ships use renewable energy directly from the commercial grid for their cargo loading and unloading operations. For this reason, thePasaia Port Authorityanticipates an improvement in the adjacent urban environment. The president of the port institution, Izaskun Goñi, detailed the commitment to environmental sustainability and the reduction of greenhouse gases. Estimates from theInternational Maritime Organizationconfirm that this technology reduces local noise impact by up to 16 decibels. Residents of neighboring municipalities will experience a total reduction in the constant noise originating from heavy transport vessels. In this way, the benefit is initially concentrated on the traffic ofhybrid Ro-Ro vesselsbelonging to the shipping corporationUECC. These freighters transport rolling cargo and represent a central percentage of Gipuzkoa’s commercial activity. Eduardo Lobato, commercial representative of the power company in the Basque Country, noted that the electrification of piers is fundamental to achievingclean energy managementthat is autonomous and efficient. Logistics operators reduce operating costs compared to traditional fuels and manage to mitigate the wear and tear of auxiliary machinery. With this financial perspective, the project received direct support from the central administration through a 1.9 million euro grant awarded by the Ministry of Transport and Sustainable Mobility. The capital comes from the Recovery, Transformation, and Resilience Plan financed by the European Next Generation funds. This global initiative by the energy firm also includes similar deployments in the port enclaves of Vigo and Alicante. Likewise, the overall state investment seeks to consolidate a sustainable transport corridor along the entire peninsular coastline. Source and photo:Iberdrola España

Norway’s Offshore Oil Production Beats Forecasts in April The escalation of conflict across the Middle East and the disruption to energy flows through the Strait of Hormuz have introduced a variable into the maritime energy transition that regulatory frameworks were never designed to handle: the possibility that conventional marine fuel becomes unavailable because competing domestic priorities absorb the available supply. This changes the analytical framing for clean shipping in a big way, just as Norway introduced its new GHG-reduction rule.Steeper decline than FuelEU Maritime, similar architectureThe regulation applies to operators rather than shipowners and covers the combined energy use of all ships providing transport of provisions, materials, personnel, and equipment, anchor handling, towing, pipe and cable laying, installation, operational, and cessation activities, and emergency preparedness around facilities. Vessels engaged for fewer than 30 days in a compliance period are exempt.The intensity reduction schedule works against the same 91.16 gCO2eq/MJ reference value used in FuelEU Maritime, applied over four three-year windows: 10% from 2029 to 2031, 15% from 2032 to 2034, 20% from 2035 to 2037, and 40% from 2038 to 2040. Figure 1 places this trajectory alongside FuelEU Maritime and the well-to-wake intensity of the fuels currently in use on the Norwegian Continental Shelf. The Norwegian target sits below FuelEU throughout the window, with the gap widest in the final period.Familiar features carry over so that operators can pool compliance with each other, and over-compliance can be banked into the next three-year period. A multiplier of two applies to electricity, RFNBOs, low-carbon hydrogen, and fuels derived from it through 2033, providing accelerated credit for early adoption. Enforcement is by administrative penalty under Section 80 of the Pollution Control Act, with the size of the penalty left to the Norwegian Environment Agency's discretion. For cost modeling, this remains a material unknown.Conventional-engine fleet insufficient to complyFigure 2 shows offshore vessels operated in Norway in 2026, grouped by licensee operator and engine type. Equinor accounts for almost 100 vessels, followed by Aker BP with around 65 and Vaar Energi with around 40. The long tail of smaller operators brings the total close to 300 vessels potentially in scope.The engine mix is a significant obstacle to compliance. The clear majority of these vessels run conventional engines. Where alternative fuel capability exists, it is almost entirely LNG dual fuel, dominated by LNG Otto medium speed. Under the default values in Appendix II of the regulation, LNG Otto DF MS carries a methane slip of 3.1% and a well-to-wake intensity of about 89 gCO2eq/MJ when run on fossil LNG. That sits just below the VLSFO baseline and well above the Norwegian trajectory from 2029 onwards, making fossil LNG burned in the most common dual-fuel engine not a compliance fuel.A narrow menu of pathways shifts burden to shipownersThe compliance challenge is sharpened by how the regulation handles liquid biofuels. Section 6 states that biofuels and recycled carbon fuels are deemed to have the same emission factor as the least favorable production process for the corresponding fossil fuel, while biogas in the following paragraph receives a conditional Renewable Energy Directive (RED) pathway. Biodiesel and renewable diesel, the workhorses of drop-in decarbonization under FuelEU Maritime, are therefore not a compliance pathway under the Norwegian rule regardless of certification.Bio-LNG can contribute provided the underlying biogas meets RED sustainability and emission reduction requirements, with documentation following a Commission-approved voluntary scheme using mass balance under Article 30(1). RFNBOs sit on the favorable side of the regulation and benefit from the multiplier of two through 2033, although availability and cost remain binding constraints. Shore power and direct electrification count as zero emission, but the operational profile of most offshore vessels limits how much energy can realistically be drawn from a grid connection.For the conventional vessel owners that make up the bulk of the fleet, operators will become more selective on decarbonization specifications when awarding charters, favoring vessels with bio-LNG, e-fuel, or shore power capability. This pressure compounds with offshore vessels entering the EU Emissions Trading System from 2027 and a potential FuelEU Maritime extension to offshore activities thereafter.ByRystad EnergyMore Top Reads From Oilprice.comNigeria Needs New Export Markets as UAE's Exit Rattles OPECGermany Launches Formal Sale Process for UniperIran's Floating Oil Stockpile Jumps 65% as U.S. Naval Blockade Bites Steeper decline than FuelEU Maritime, similar architecture The regulation applies to operators rather than shipowners and covers the combined energy use of all ships providing transport of provisions, materials, personnel, and equipment, anchor handling, towing, pipe and cable laying, installation, operational, and cessation activities, and emergency preparedness around facilities. Vessels engaged for fewer than 30 days in a compliance period are exempt. The intensity reduction schedule works against the same 91.16 gCO2eq/MJ reference value used in FuelEU Maritime, applied over four three-year windows: 10% from 2029 to 2031, 15% from 2032 to 2034, 20% from 2035 to 2037, and 40% from 2038 to 2040. Figure 1 places this trajectory alongside FuelEU Maritime and the well-to-wake intensity of the fuels currently in use on the Norwegian Continental Shelf. The Norwegian target sits below FuelEU throughout the window, with the gap widest in the final period. Familiar features carry over so that operators can pool compliance with each other, and over-compliance can be banked into the next three-year period. A multiplier of two applies to electricity, RFNBOs, low-carbon hydrogen, and fuels derived from it through 2033, providing accelerated credit for early adoption. Enforcement is by administrative penalty under Section 80 of the Pollution Control Act, with the size of the penalty left to the Norwegian Environment Agency's discretion. For cost modeling, this remains a material unknown. Conventional-engine fleet insufficient to comply Figure 2 shows offshore vessels operated in Norway in 2026, grouped by licensee operator and engine type. Equinor accounts for almost 100 vessels, followed by Aker BP with around 65 and Vaar Energi with around 40. The long tail of smaller operators brings the total close to 300 vessels potentially in scope. The engine mix is a significant obstacle to compliance. The clear majority of these vessels run conventional engines. Where alternative fuel capability exists, it is almost entirely LNG dual fuel, dominated by LNG Otto medium speed. Under the default values in Appendix II of the regulation, LNG Otto DF MS carries a methane slip of 3.1% and a well-to-wake intensity of about 89 gCO2eq/MJ when run on fossil LNG. That sits just below the VLSFO baseline and well above the Norwegian trajectory from 2029 onwards, making fossil LNG burned in the most common dual-fuel engine not a compliance fuel. A narrow menu of pathways shifts burden to shipowners The compliance challenge is sharpened by how the regulation handles liquid biofuels. Section 6 states that biofuels and recycled carbon fuels are deemed to have the same emission factor as the least favorable production process for the corresponding fossil fuel, while biogas in the following paragraph receives a conditional Renewable Energy Directive (RED) pathway. Biodiesel and renewable diesel, the workhorses of drop-in decarbonization under FuelEU Maritime, are therefore not a compliance pathway under the Norwegian rule regardless of certification. Bio-LNG can contribute provided the underlying biogas meets RED sustainability and emission reduction requirements, with documentation following a Commission-approved voluntary scheme using mass balance under Article 30(1). RFNBOs sit on the favorable side of the regulation and benefit from the multiplier of two through 2033, although availability and cost remain binding constraints. Shore power and direct electrification count as zero emission, but the operational profile of most offshore vessels limits how much energy can realistically be drawn from a grid connection. For the conventional vessel owners that make up the bulk of the fleet, operators will become more selective on decarbonization specifications when awarding charters, favoring vessels with bio-LNG, e-fuel, or shore power capability. This pressure compounds with offshore vessels entering the EU Emissions Trading System from 2027 and a potential FuelEU Maritime extension to offshore activities thereafter. ByRystad Energy More Top Reads From Oilprice.com Back to homepage « Previous: UK Energy Bills Set to Surge as Middle East Crisis Ripples Through Gas Markets Next: This New Solar Battery Stores Energy Without Lithium or the Grid » Rystad Energy is an independent energy consulting services and business intelligence provider offering global databases, strategic advisory and research products for energy companies and suppliers,…More China’s Battery Breakthrough Could Challenge Lithium-Ion Dominance Oil Shortage Scenario Looms Large Canada Rethinks Selling Its Crown Jewel Pipeline The Pentagon Wants 300,000 Drones But China Controls The Magnets The Tech That Could Turn Plastic Waste Into a Trillion Dollar Opportunity

TERMOLI. Nuove limitazioni alla viabilità nell’area portuale di Termoli per consentire l’avanzamento dei lavori di elettrificazione delle banchine. L’Autorità di Sistema Portuale del Mare Adriatico Meridionale ha emanato l’ordinanza n. 39/2026 che dispone la parziale interdizione al transito e alla sosta sulla banchina di riva destinata alla piccola pesca e nell’area parcheggio riservata ai mezzi della Capitaneria di Porto e della Guardia di Finanza. Il provvedimento, firmato dal presidente Francesco Mastro il 18 maggio, entrerà operativamente in vigore dal 20 maggio fino al 3 giugno. La misura si rende necessaria per permettere alla società Eurowork srl, incaricata dell’intervento di “Elettrificazione delle Banchine Molo Traghetti, Pesca e Forze Armate del Porto di Termoli”, di effettuare opere di scavo e posa dei cavidotti nell’area interessata. L’ordinanza prevede il divieto di transito, fermata e sosta per tutti i veicoli nelle aree delimitate dal cantiere. I mezzi eventualmente lasciati in sosta saranno soggetti a rimozione forzata. Nel dettaglio, i lavori interesseranno la banchina utilizzata dalle unità della piccola pesca e una parte dell’area parcheggio riservata ai mezzi delle forze operative presenti nello scalo. Nella planimetria allegata all’ordinanza, le aree interdette risultano evidenziate in rosso lungo il tratto della banchina di riva. Tra le prescrizioni imposte alla ditta esecutrice figura l’obbligo di delimitare fisicamente il cantiere con barriere, cartellonistica e personale di vigilanza, oltre a garantire un’adeguata carreggiata per consentire il passaggio dei mezzi pesanti diretti agli imbarchi per le Isole Tremiti. Una richiesta specifica arrivata dalla Capitaneria di Porto di Termoli nell’ambito del nulla osta rilasciato per l’esecuzione delle opere. Restano esclusi dai divieti i mezzi dell’Autorità Portuale, della Capitaneria di Porto, delle forze di polizia e dei servizi di soccorso ed emergenza. L’intervento rientra nel più ampio progetto di modernizzazione energetica del porto di Termoli, finalizzato all’elettrificazione delle banchine dedicate ai traghetti, alla pesca e alle forze armate, con l’obiettivo di migliorare l’efficienza infrastrutturale e ridurre l’impatto ambientale delle attività portuali. EB

Search across reports, market insights, and blog stories. A fresh analysis from Kongsberg Maritime has singled outseveral European corridors for passengers and freight that are well-suited for all-electric RoPax ships, especially along high-traffic short-sea lanes inNorthern Europe. The research evaluated ferry services across the continent to underscore decarbonization prospects in short-sea shipping, highlighting routes like Dover-Calais, Tallinn-Helsinki, and various connections among Scandinavia, Germany, and other Baltic locations as strong candidates. According to the report, the economic case for zero-emission vessels on frequent, short-distance runs is being reshaped by swift improvements in battery technology, decreasing costs for energy storage, and the growing influence of EU ETS and FuelEU Maritime rules. These elements together are tilting the financial balance. The study indicates that all-electric RoPax ships entering service between 2030 and 2040 could achieve 8 to 15% lower total ownership costs than diesel equivalents, even with greater initial capital outlay. Savings on operational expenses of 20 to 27% are possible thanks to reduced energy bills and the elimination of costs tied to emissions. Oskar Levander, Vice President of Business Development for Emerging Solutions at Kongsberg Maritime, remarked that the sector has arrived at a pivotal moment. He observed that diesel RoPax vessels held a distinct cost advantage only a few years ago, but that situation has changed, and battery-electric ships are now both practical and commercially attractive on an increasing number of high-frequency services. Among the European routes studied, several stand out because of short voyage lengths, heavy usage, and supportive port conditions. Corridors including Dover-Calais, Tallinn-Helsinki, and multiple Scandinavian and Baltic links provide especially solid bases for electrification, with infrastructure preparedness and vessel traffic density being crucial factors. To aid operators in long-term planning, Kongsberg Maritime has created two all-electric RoPax concept designs: one freight-focused vessel built for efficient operation at slower speeds, and another higher-speed, passenger-centric model suited for routes with significant public transport and tourism demand. Both designs exceed 200 meters in length and incorporate modular battery compartments, intelligent energy management systems, and capabilities for automatic docking and crossing. They also feature advanced propulsion arrangements with electric podded thrusters, intended to lower system complexity and boost overall energy efficiency. Levander added that leveraging a strong track record in delivering full-electric vessels for specialized uses, Kongsberg Maritime's Power Systems division is well placed to facilitate the ongoing shift toward larger-scale all-electric ship operations. Although the study notes that shore-side charging infrastructure remains an obstacle, it also points to increasing momentum throughout the maritime value chain. Success will demand close cooperation among shipowners, ports, grid operators, and cargo interests. For numerous operators, Levander noted, the discussion has moved from whether electrification will occur to when it will happen. He stated that several major European routes are nearing the stage where complete electrification is both technically and commercially feasible. 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.

Search across reports, market insights, and blog stories. Auramarine, a Finnish technology company specializing in fuel supply systems, has been chosen to provide methanol fuel supply systems for six newRo-Pax vessels. The ships are being built for the Grimaldi Group at the China Merchants Jinling Shipyard in Weihai. According to the company, the vessels will operate in the Mediterranean under the Grimaldi Lines andMinoan Linesbrands and will be equipped with methanol-capable engines, supporting the Grimaldi Group's net-zero goals. Auramarine will deliver methanol fuel supply systems for all six ships, covering the entire system from bunkering to the main engine, including control and emergency shutdown automation. The systems are designed for safe operation in hazardous areas and incorporate inerting and drainage features, meeting stringent class and regulatory standards for methanol as a marine fuel. In addition, Auramarine will supply conventional fuel supply units for both main and auxiliary engines, enabling the dual-fuel vessels to operate reliably on heavy fuel oil, marine gas oil, and biofuels. This dual-fuel flexibility allows operators to switch between fuels to optimize costs as market conditions and fuel availability change, while also helping to comply with tightening emission regulations and preserving charter appeal and asset value during the energy transition. The six Ro-Pax vessels will fly Italian and Greek flags. Delivery for all ships is scheduled between 2028 and 2030. The vessels will incorporate various green technologies, such as optimized hull and propeller designs, energy-efficient power management systems, shore power readiness, and silicon-based hull coatings. Together, these features are expected to reduce CO2 emissions per transported cargo unit by more than 50% compared with current tonnage on the same routes. This order expands Auramarine's cooperation with the Grimaldi Group and follows a previously announced contract to deliver methanol, biofuel, and HFO fuel supply systems for three Finnlines Hansa Superstar Ro-Pax vessels operating on the Finland-Germany route. 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.

Redazione Nel porto di Termoli scatteranno dal 20 maggio nuove limitazioni alla viabilità per consentire l’avanzamento dei lavori di elettrificazione delle banchine. L’Autorità di Sistema Portuale del Mare Adriatico Meridionale ha firmato l’ordinanza numero 39 del 2026 che dispone la parziale interdizione al transito e alla sosta nell’area della banchina di riva destinata alla piccola pesca e nel parcheggio riservato ai mezzi della Capitaneria di Porto e della Guardia di Finanza. Il provvedimento resterà in vigore dalle ore 00.01 del 20 maggio fino alle 23.59 del 3 giugno 2026. In quelle aree saranno vietati il transito, la fermata e la sosta dei veicoli, con possibilità di rimozione forzata per i mezzi lasciati parcheggiati nelle zone interessate dai lavori. L’intervento rientra nel progetto di “Elettrificazione delle Banchine Molo Traghetti, Pesca e Forze Armate del Porto di Termoli” affidato alla società Eurowork srl. In questa fase sono previsti lavori di scavo e posa di cavidotti lungo la banchina e nell’area parcheggio adiacente. L’ordinanza impone inoltre alla ditta esecutrice di delimitare fisicamente le aree di cantiere con barriere e cartellonistica, oltre a segnalare con anticipo il divieto di sosta. Dovrà comunque essere garantita una larghezza sufficiente della carreggiata per consentire il passaggio dei mezzi pesanti diretti agli imbarchi per le Isole Tremiti. Restano esclusi dai divieti i mezzi dell’Autorità portuale, della Capitaneria di Porto, delle forze di polizia e dei servizi di soccorso.

May 19, 2026 © Kongsberg Maritime A new study from Kongsberg Maritime has identified a range of European passenger and freight routes with strong potential for the introduction of fully electric RoPax vessels, particularly across busy short‑sea corridors in Northern Europe. Highlighting the opportunity for decarbonization in short‑sea shipping, the analysis assessed ferry routes across the continent, identifying several promising candidates, including Dover–Calais, Tallinn–Helsinki, and key services linking Scandinavia, Germany and other Baltic destinations. The study was driven by rapidly advancing battery capabilities, falling energy‑storage costs, and the accelerating impact of EU ETS and FuelEU Maritime regulations. Taken together, these factors are now shifting the economics in favour of zero‑emission vessels on high‑frequency, short‑distance routes. According to the study, fully electric RoPax vessels operating between 2030 and 2040 could deliver 8 to 15% lower lifetime costs compared to diesel‑powered alternatives, despite higher upfront investment. Operational cost reductions of 20 to 27% are achievable through lower energy costs and the removal of emissions‑related expenses. Oskar Levander, Vice President Business Development – Emerging Solutions at Kongsberg Maritime, said the industry has reached a critical turning point: “Just a few years ago, diesel RoPax vessels held a clear economic advantage. That is no longer the case. Battery‑electric ships are now not only feasible but commercially compelling on a growing number of high‑frequency routes.” Among the European services examined, several routes stand out due to a combination of short sailing distances, high utilisation and favourable port conditions. Corridors such as Dover–Calais, Tallinn–Helsinki, and a number of Scandinavian and Baltic connections offer particularly strong foundations for electrification, with infrastructure readiness and traffic density playing a key role. To support operators making long‑term investment decisions, Kongsberg Maritime has developed two fully electric RoPax concept designs: a cargo‑focused vessel optimized for efficient operations at lower speeds, and a higher‑speed passenger‑oriented design suitable for routes with strong public‑transport and tourism demand. Both RoPax designs are more than 200 meters in length and include modular battery rooms, intelligent energy‑management systems, and auto docking and auto crossing capabilities. They feature advanced propulsion set‑ups with electric podded propulsors, aiming to reduce system complexity and improve overall energy efficiency. While the study acknowledges that port‑side charging infrastructure remains a challenge, it also highlights growing momentum across the maritime value chain. Progress will require close collaboration between shipowners, ports, grid operators and cargo stakeholders. “For many operators, the question has shifted from whether electrification will happen to when,” Levander added. “A number of major European routes are now approaching the point where full electrification is both technically and commercially viable.

Poland’s gas transmission system operator (TSO), Gaz-System, has unveiled a new milestone in the construction of a new floating storage and regasification unit (FSRU), destined to be part of a liquefied natural gas (LNG) terminal located in the Gulf of Gdańsk. Gaz-System has confirmed that a new FSRU vessel, which was launched at theHD Hyundai Heavy Industriesshipyard in South Korea, will arrive at the Gulf of Gdańsk by the end of 2027 to work at Poland’s first FSRU terminal. The launch is described as one of the most symbolic moments in the shipbuilding process, which marks the completion of the main structural work and the transition to the next phase of the project. Miłosz Motyka, Poland’s Minister of Energy, commented:“Poland is implementing its bold strategy to build a modern and resilient energy system that strengthens its own security and that of the entire Central and Eastern European region. We are developing infrastructure that not only allows us to effectively diversify our natural gas supply sources, but also increasingly consolidates our position as a regional energy hub and a key link in the European security of supply chain. “The FSRU programme and successive investment projects undertaken by Gaz-System are increasing our import capacity, opening up new prospects for international cooperation and building a lasting strategic advantage for Poland in the energy sector. The launch of the FSRU vessel marks an important stage in implementing this strategy and serves as further proof that we are consistently strengthening the energy resilience of Poland and the region.” A few months ago, the TSO announcedthe layingof the keel, and now the structure has been taken to the water for the first time, which is perceived as a clear sign that the FSRU terminal program is steadily approaching completion. The vessel is nearly 295 meters long and 46 meters wide. This content is available after accepting the cookies. First steel cut for Poland’s FSRU at HD Hyundai Heavy Industries shipyard Wojciech Wrochna, Government Plenipotentiary for Strategic Energy Infrastructure, underlined:“Launching the FSRU vessel is a symbolic moment in the implementation of one of the most important investment projects for Poland’s energy security. Our coastline is now becoming a gateway for Central and Eastern European countries to the global LNG market and the FSRU Terminal in Gulf of Gdańsk enhances Poland’s position as a regional gas hub. “We are consistently building a modern energy system based on diversified sources and supply routes for natural gas. The project is strategic from the perspective of the state, the security of its citizens and the future of both the Polish economy and the regional gas market.” The FSRU’s tanks will hold 170,000 cubic meters (cbm) of LNG, and once operational, the terminal’s regasification capacity will exceed 6 billion cubic meters of natural gas per year. The LNG delivered to the Gulf of Gdańsk by sea will then be transported as natural gas to the national transmission system. Gas-System claims that he contractors still have a lot of complex work to perform that is related to the outfitting and integration of the process systems, with one of the most important stages being the installation of the membrane system in the LNG tanks, responsible for the safe storage of liquefied natural gas, and the installation of the regasification module, enabling the conversion of LNG back into a gaseous state. Sławomir Hinc, President of Gaz-System, emphasized:“The launch of the FSRU vessel is one of the key moments in the implementation of the entire FSRU Programme and, at the same time, confirmation that Poland’s strategic energy infrastructure is being developed according to plan. “We are consistently developing a system that will increase the security of gas supplies and give Poland access to additional volumes of gas delivered by sea from various parts of the world. In parallel, we are working on both the offshore and onshore components of the project, thereby gradually building successive elements of the country’s modern and resilient energy infrastructure.” This content is available after accepting the cookies. Poland’s FSRU project taking shape as onshore segment makes new inroads The Polish TSO elaborates that the coming months will involve the start-up and integration of the vessel’s systems, including connection to shore power, the commencement of generators and boilers, and tests of the vessel’s power systems, which will be followed by testing at sea and gas to confirm the correct operation of the propulsion system, safety systems and regasification plants under operational conditions. The completed FSRU will arrive at the Gulf of Gdańsk at the end of 2027, and the beginning of regasification services is scheduled for the first quarter of 2028. Gas-System is adamant that the work is also progressing on the onshore component of the FSRU program in Poland, as the TBM arrived in Górki Zachodnie near Gdańsk, where it will bore a more than a kilometer long microtunnel to accommodate the offshore gas pipeline being constructed for the terminal. The tunnel will run beneath the coastal forest, the dunes, the beach, and the seabed of the Gulf of Gdańsk, enabling connection of the terminal to the national gas transmission system. Major construction work is expected to begin on the FSRU terminal jetty in the Gulf of Gdańsk in the coming months. The work on the onshore gas pipelines along the Gdańsk-Gustorzyn route is also well advanced, with all elements of the investment project – from the offshore infrastructure to the onshore transmission network – being carried out in parallel and on schedule. This project represents an important element in the expansion of the national gas transmission infrastructure and in enhancing the resilience of the Polish gas market. Take the spotlight and anchor your brand in the heart of the offshore world! Join us for a bigger impact and amplify your presence at the core hub of the offshore energy community!