Aria, clima, elettrificazione, acque e biodiversità. 38832 articoli raccolti da fonti istituzionali e specializzate, classificati per area ambientale e linkati al porto di riferimento.
Sweden proposes national action plan for sustainable aviation and maritime fuels JD Supra
On 8 May 2026, the Swedish Government received the final report of its inquiry into promoting the availability of sustainable, fossil-free and low-carbon fuels for aviation and maritime transport in Sweden (the “Report”).1The Report sets out a comprehensive action plan to increase domestic production and supply of sustainable aviation fuels (“SAF”) and sustainable maritime fuels (“SMF”), against the backdrop of rapidly increasing EU demand driven by the ReFuelEU Aviation2and FuelEU Maritime3regulations and the EU Emissions Trading System (“EU ETS”). The Report concludes that existing EU production capacity is insufficient to meet the mandated blending targets from the 2030s onwards, creating a dependency on significant imports under current policy settings. This exposes the market to the same type of price volatility and geopolitical risks currently affecting conventional fuel supplies globally as a result of the Middle East conflict. For maritime transport, increased use of LNG, onshore power supply and energy efficiency measures may suffice to meet FuelEU Maritime greenhouse gas intensity targets until around 2035, aided by the regulation’s pooling mechanism. However, the 1% sub-target for renewable fuels of non-biological original (“RFNBO”) that applies from 2030 is unlikely to be met through EU production alone, and the Commission may decide not to apply it if capacity is insufficient, creating material regulatory uncertainty for e-fuel investors. Sweden is particularly well positioned to contribute to increased EU production. In 2024, for example, Sweden recorded a share of 5.09% of all fuel delivered to Swedish airports, a figure eight times higher than the EU average.4Such a significant share was partly attributable to Sweden’s early adoption of blending mandates in 2021 and support for voluntary industry programmes. This track record, combined with Sweden’s access to fossil-free and renewable electricity, biomass and biogenic CO₂, and a strong innovation ecosystem, places it as among the most credible candidate jurisdictions for scaling up production of sustainable fuels. The Report recommends that the Swedish Government take a more active role in realising this potential, with the dual objectives of strengthening supply security and capturing industrial opportunities. The approach adopted following consultation will have direct implications for carbon compliance costs and commercial incentives to produce and use SAF and SMF. The Report identifies the need for action across the entire production value chain. The key proposals are as follows. The Report arrives at a time of heightened investor interest in sustainable fuels. Three aspects merit particular attention. The Report identifies a fundamental market failure: producers require long-term offtake agreements (10–15 years) to secure project financing, while airlines and shipping companies are reluctant to commit beyond one to two years given price uncertainty. The proposed double-sided auction and national risk-sharing mechanism are designed to bridge this gap by interposing a public intermediary that absorbs volume and price risk. To illustrate the potential scale: the Report estimates that SEK 10 billion could support production of approximately 140,000 tonnes of e-SAF, roughly half of the volume required at Swedish union airports over 2030–2039. For investors and project developers, the proposals would improve the bankability of SAF and SMF production projects in Sweden. The Report notes that demand for sustainable fuels remains primarily policy-driven and identifies regulatory uncertainty as a material barrier to investment. It recommends that Sweden actively oppose any reduction in ambition levels in the forthcoming reviews of the EU ETS, ReFuelEU Aviation, and FuelEU Maritime. For market participants with multi-jurisdictional exposure, the extent to which Member States can sustain a unified position on ambition will be a critical determinant of investment decisions over the next 12–18 months. Sweden’s commitment to preserving existing ambition levels does, however, place it in tension with certain industry stakeholders who are pressing for a deferral of targets in light of the currently elevated costs of production, reinforcing the need for further supply side support arrangements to lower development costs in Sweden. The Report positions Sweden as a natural hub for sustainable fuel production, citing its abundant fossil-free electricity, biomass resources and biogenic CO₂. Several large-scale facilities are in the planning or development phase, including projects for bio-SAF from solid biomass, e-SAF and e-methanol. Notably, ReFuelEU Aviation permits “low-carbon synthetic fuels” produced with nuclear-derived electricity to count towards the synthetic fuel sub-quota, whereas FuelEU Maritime requires all e-fuels to qualify as RFNBO (i.e. from renewable power sources only), an asymmetry that may influence investment decisions on siting and energy sourcing. The proposals, if realised, would create a more favourable investment environment and could establish Sweden as a significant exporter of sustainable fuels to the broader European market. The Report will be sent out for public consultation to relevant stakeholders. The Government has not yet indicated a timeline for legislative action, but several proposals, including the resumption of green credit guarantees and the mandate to the Energy Agency, could be implemented relatively quickly. The production-based support mechanisms would require further design work and, in the case of the e-SAF Early Movers Coalition, coordination with the Commission and participating Member States.While the proposals remain subject to public consultation and further governmental consideration, they signal a clear direction of travel towards increased state involvement in de-risking production investments. This development will be of direct relevance to project developers, infrastructure investors, offtakers and lenders active in the Nordic sustainable fuels market. 1 Ministry of Rural Affairs and Infrastructure, ’Increased Access to Sustainable Aviation and Maritime Fuels’ (DS 2026:11),available here.2 Regulation (EU) 2023/2405 of the European Parliament and of the Council of 18 October 2023 on ensuring a level playing field for sustainable air transport,available here.3 Regulation (EU) 2023/1805 of the European Parliament and of the Council of 13 September 2023 on the use of renewable and low-carbon fuels in maritime transport,available here.4 European Union Aviation Safety Agency, ‘ReFuelEU Aviation Annual Technical Report: 2024 In Review’ (2025), p.113,available here. [View source.]
Awake.Al, Tidalis Collaborate for Maritime Emissions Reporting Marine News Magazine
May 13, 2026 As European and international shipping emissions rules continue to expand, maritime technology companies Awake.Al and Tidalis have announced a partnership focused on emissions monitoring and reporting for ports and shipping companies. The collaboration links operational port-call data with existing maritime operational systems to support automated emissions reporting. Awake.Al's emissions monitoring software will be made available in combination with Tidalis' vessel traffic services and port management systems used by ports, coastguards and maritime authorities worldwide. Shipping companies and ports are facing increasing reporting obligations linked to FuelEu Maritime, EU ETS and the IMO's decarbonization targets. Under the agreement, Awake.Al's Emission Monitor will be combined with operational data from Tidalis systems to turn port-call, vessel, fueling, cargo handling, shore power and gate-event data into automated Scope 1-3 emissions reporting. The system enables ports, terminals and shipping companies to monitor and manage emissions data across port and vessel operations. The aim is to reduce manual reporting processes and improve emissions transparency for ports, terminals and vessel operators. "Ports already manage large amounts of operational vessel data every day," said Karno Tenovuo, CEO of Awake.Al. "You cannot decarbonize what you cannot measure. The challenge is turning that data into reliable and auditable emissions reporting that supports both compliance and operational decision-making. The deployments are starting in European ports already this year to meet the CSRD requirements." Tidalis CEO Geert-Jan den Besten said ports are increasingly looking for practical ways to improve emissions transparency while maintaining efficient vessel operations. "We are proud to partner with Awake.Al. Their expertise is a valuable addition to Tidalis's global network and the trust our clients place in us every day," he said. The companies said the rollout will initially focus on ports and maritime authorities in Europe, followed by projects in Asia-Pacific, the Middle East and the Americas during 2026 and 2027. Shipping accounts for around 3% of global greenhouse gas emissions, while more than 80% of world trade is transported by sea. Growing regulatory pressure, including the expansion of EU ETS coverage for shipping emissions and the IMO's decarbonization targets, is increasing the need for more transparent emissions reporting across the maritime sector. Tidalis supports maritime traffic operations for ports and authorities globally, while Awake.Al develops voyage optimization and emissions reporting technology for shipping and port operations.
UC Irvine team identifies where renewable hydrogen delivers the greatest social benefit UC Irvine News
Irvine, Calif., May 12, 2026— Renewable electrolytic hydrogen produced by using electricity drawn from wind and solar sources delivers its greatest societal value when applied to steelmaking, transoceanic shipping and long-haul heavy-duty trucking, according to University of California, Irvine researchers. Their findings, published recently in the journalJoule, quantify the social costs and benefits of clean energy transitions across major industrial and transportation sectors. They also provide policymakers and industry leaders with a data-driven framework to prioritize hydrogen investments for maximum public benefit. These social benefits include less climate damage, cleaner air and improved human health. “Electrolytic hydrogen is a critical tool for decarbonizing sectors that are otherwise difficult to electrify directly, such as heavy industry and long-range freight transport,” said Jeff Reed, senior fellow at the UC Irvine Clean Energy Institute who developed the research concept and led the study effort. “However, widespread adoption faces significant barriers, including high production costs, substantial energy requirements and limited supply.” Reed stressed that a key shortcoming of conventional cost analyses is that they typically overlook the broader societal value of switching from fossil fuels, including improved human health, reduced climate impacts, cleaner air and lower demand for natural resources. To bridge this gap, researchers conducted a monetized life cycle analysis that translates environmental and health impacts into equivalent dollar costs. The study compared four pathways: renewable hydrogen, fossil fuel, direct electrification and battery energy storage system. These pathways were evaluated across eight major sectors: chemical production (methanol, ammonia, methane, and hydrogen), industrial heat, electricity generation, steel production, ocean-going vessels, heavy-duty trucks, rail and aviation. The team found that steelmaking, transoceanic shipping and long-haul trucking yield the highest social value for hydrogen, often exceeding $5 to $8 per kilogram of H₂ by fully displacing coal, coke, marine fuel oil and diesel. In some cases, the researchers note, this societal benefit can offset the additional cost of switching from fossil fuels to hydrogen. Lead author Robert Flores, senior scientist at the UC Irvine Clean Energy Institute, and his colleagues said fossil energy-derived hydrogen carries a low social value and is highly sensitive to leakage rates, whereas renewable electrolytic hydrogen retains a positive social value under all reasonable leakage scenarios. Applications replacing natural gas, such as grid electricity generation and industrial heating, yield comparatively lower social values for hydrogen, given the relative efficiency of incumbent natural gas technologies. Hydrogen fuel cells deliver an 80 to 100 percent greater social value than internal combustion engines across most assessed applications. “Renewable electrolytic hydrogen is a limited resource, and society cannot afford to deploy it indiscriminately,” Flores said. “Our analysis shows clearly that hydrogen delivers the greatest societal return in the hardest-to-decarbonize sectors where the displacement of coal and heavy fuel oils generates enormous human health and climate benefits. In most other applications, direct electrification is the more efficient path forward.” Direct electrification may not be as applicable in industrial processes that require certain chemical inputs, such as hydrogen and ammonia in fertilizer production. Nor does it provide a complete solution when an extended vehicle range is needed or in a manufacturing setting where high temperatures or frequent power cycling are called for. Hydrogen and direct electrification function as complementary, sector-targeted decarbonization strategies, not competing alternatives, according to the team. The study identified that the greatest social value arises when switching from fossil fuels is paired with great improvements in energy efficiency. For example, transitioning steel production from coal-and-coke-based blast furnaces to hydrogen-based direct reduced iron, replacing aging steam-turbines on ocean vessels with hydrogen solid oxide fuel cell systems, and transitioning Class 3 diesel trucks to fuel cell technology all generate the highest social value. The researchers also examined the role of the electricity grid itself. “When powered by wind and solar, most hydrogen and electrification pathways cut social costs – including worsening climate change, dirtier air and negatively impacted public health – by more than 90 percent compared to fossil fuels; that makes a clean grid the dominant and necessary condition,” said co-author Mariam Al Moubasher, a graduate student researcher in the UC Irvine Department of Mechanical and Aerospace Engineering. Under today’s grid, there is very little social value for nearly all hydrogen applications studied; it applies only where hydrogen displaces the dirtiest fossil pathways, like coal in steelmaking. These results underscore a central message of the study: Without a comprehensively decarbonized electricity grid, neither hydrogen nor direct electrification can realize their full climate, health and environmental benefits. The researchers caution that efficiency improvements alone are not enough to fully remove climate change-causing pollutants from our transportation, industrial and trade sectors. -Delaying the transition to hydrogen or electrification risks locking in fossil fuel combustion and its associated climate and human health damages for decades. Many equipment manufacturers are already developing hydrogen-ready technologies, and the researchers advocate for investment decisions that consider long-term decarbonization pathways to avoid stranded costs in transitional infrastructure. “The societal outcomes we quantify – less climate damage, cleaner air and improved human health – are externalities that market prices simply do not reflect,” said senior co-author Jack Brouwer, professor of mechanical and aerospace engineering and director of the Clean Energy Institute. “Because firms cannot capture these benefits on their balance sheets, policy intervention is essential to direct investment toward the applications where hydrogen truly pays off for society.” From a policy perspective, the UC Irvine team argues that monetized life-cycle analysis provides a transparent and evidence-based tool for targeting incentives. Rather than offering uniform support for hydrogen across all sectors, policymakers could design incentive structures similar to California’s Low Carbon Fuel Standard that award larger credits to hydrogen applications with higher life-cycle social benefits. Complementary performance standards can simultaneously discourage the most damaging fossil technologies. Such an approach, the researchers noted, would direct public resources toward decarbonization measures that yield the greatest societal return. The study received financial support from Plug Power Inc. About the University of California, Irvine:Founded in 1965, UC Irvine is a member of the prestigious Association of American Universities and is ranked among the nation’s top 10 public universities byU.S. News & World Report. The campus has produced five Nobel laureates and is known for its academic achievement, premier research, innovation and anteater mascot. Led by Chancellor Howard Gillman, UC Irvine has more than 36,000 students and offers 224 degree programs. It’s located in one of the world’s safest and most economically vibrant communities and is Orange County’s second-largest employer, contributing $7 billion annually to the local economy and $8 billion statewide. For more on UC Irvine, visitwww.uci.edu. Media access:Radio programs/stations may, for a fee, use an on-campus studio with a Comrex IP audio codec to interview UC Irvine faculty and experts, subject to availability and university approval. For more UC Irvine news, visitnews.uci.edu. Additional resources for journalists may be found athttps://news.uci.edu/media-resources.
South Korea Ports Could Use Surplus Renewable Energy TaiyangNews
A Pacific Environment report says South Korea can use surplus renewable energy for port electrification instead of relying on fossil fuel-based electricity Ports could evolve from logistics hubs into energy hubs by using renewable energy that otherwise gets wasted due to curtailment For this solution, it will need to address grid constraints, policy gaps, lack of power demand data, and limited renewable energy access for port operators Environmental NGO Pacific Environment has released a new report outlining how South Korea’s ports could help accelerate the country’s clean energy transition by using surplus renewable electricity to electrify ports. This will also help address the issue of renewable energy curtailment. Ports across the world are under pressure to reduce their emissions, especially after the International Maritime Organization adopted a 2050 net-zero emissions target. The European Union has also expanded the scope of the EU Emissions Trading System (EU ETS) carbon regulations to the maritime sector. South Korea, too, has its own International Shipping Decarbonization Promotion Strategy. However, the report warns that port electrification powered by fossil-fuel-based electricity could simply shift emissions from ports to the power sector rather than reducing them overall. It further adds, “Recent tensions in the Middle East surrounding the Strait of Hormuz highlight the shipping sector’s continued reliance on fossil fuel-based energy supply chains, underscoring risks related to energy security and price volatility.” Drawing on international examples from Europe, the US, China, Japan, and the UK, the report says successful port electrification strategies combine renewable energy integration, energy storage, smart power management, and support for electric vessels. The study notes that renewable energy curtailment is already occurring in South Korean regions such as Jeju and Jeolla due to grid constraints, even as ports continue to rely on conventional electricity sources. It proposes that South Korea’s ports use surplus renewable energy by linking port electricity demand with regions where renewable power is being curtailed due to grid constraints. They argue that ports could serve as large-scale consumers of surplus renewable energy, using this electricity to power shore systems for ships, electric vessel charging, port equipment, energy storage, and clean fuel production. On one hand, it will help reduce curtailment and improve grid efficiency; on the other, it will support port decarbonization. Port electrification with renewable energy can reduce air, water, and noise pollution while improving public health. Although electrification requires high upfront investment, it can lower operating costs over time, support the use of renewable energy, create jobs, and strengthen port competitiveness. “Integrating renewable energy into ports and shipping is a strategic solution that not only accelerates port decarbonization but also creates economic opportunities,” said Hyunju Kang, climate campaign director for Asia at Pacific Environment. Nevertheless, there are several barriers to renewable energy-based port electrification, including grid capacity limitations, policy and regulatory gaps, lack of detailed electricity demand data, and limited access to renewable energy procurement for terminal operators. The report highlights the need for stronger policies, legal frameworks, infrastructure planning, and regional cooperation to expand renewable-energy-based port electrification in South Korea and Asia. It also proposes pilot projects involving electric feeder and shuttle vessels on short-distance routes between Korea and neighboring countries such as Japan. The complete report, titledRenewable Energy-based Port Electrification in Republic of Korea,is available for free download on Pacific Environment’swebsite.
Aberdeen-headquartered energy solutions business OEG has obtained a long-term multimillion-dollar contract extension to provide assistance during drilling activities off the coast of Australia. The post Scottish player remains on support duty for Australian offshore drilling ops until 2036 appeared first on Offshore Energy .
Nel 2026 sono in programma bandi di gara per l’affidamento di attività di refitting e rinnovamento flotta per oltre 23 milioni di euro L'articolo Battezzata da Gestione Laghi la nuova nave ibrida Olimpia da 350 passeggeri proviene da Shipping Italy .
Ancona, altre grane per il molo Clementino. Il Ministero della Cultura contro i rendering: «Poco realistici, rifateli» Corriere Adriatico
ANCONA Anche il Ministero della Cultura scrive all’Autorità portuale. Non è l’atteso parere sulla compatibilità paesaggistica del molo Clementino, ma l’ennesima sferzata sulla qualità del progetto del banchinamento per le grandi navi da crociera che l’Authority ha depositato a Roma lo scorso novembre.
APPROFONDIMENTI LA SICUREZZA Lite a colpi di bottiglia ad Ancona, scattano i Daspo urbani per tre giovani: il centro ora sarà vietato
E, per riflesso, un’ulteriore battuta d’arresto all’iter burocratico che avrebbe dovuto portare il Ministero dell’Ambiente a pronunciarsi definitivamente sulla fattibilità dell’opera entro luglio. La scure dei tecnici del ministro Alessandro Giuli s’è abbattuta, in particolare, sui rendering elaborati dall’Ap per valutare la compatibilità architettonica del banchinamento con i resti del porto antico, archi e mura storiche in primis.
La critica
Per gli estensori della nota, i bozzetti depositati «risultano poco realistici e dunque inefficaci alla rappresentazione dei probabili impatti». In poche parole, vanno rifatti. La contestazione è doppia: per il punto di vista scelto e per la completezza. Volendo partire proprio da questo secondo aspetto, si fa notare l’assenza di «elaborati planimetrici e progettuali» che definiscano in dettaglio «gli edifici previsti sulla nuova banchina e la nuova viabilità». Effettivamente, in tutte le immagini prodotte dall’Autorità portuale non si vede mai né il terminal crociere che servirà la banchina, né il complesso di strutture di servizio necessarie alla fruizione di passeggeri e logistica dell’accosto.
È per questo che, oltre alle piantine, il ministero chiede che i rendering tridimensionali vengano aggiornati inserendo anche «i parcheggi di interscambio» e «il sistema di illuminazione, la cabina elettrica aggiuntiva e le opere del sistema di alimentazione elettrica da terra delle navi ormeggiate». Tutta l’infrastruttura del cold ironing, insomma. Già il Comune, nelle sue osservazioni, aveva posto l’accento sull’impatto che avrà la cabina elettrica da 50 metri posizionata «in prossimità della cinta muraria del porto antico». Tutti elementi oggi assenti nelle viste tridimensionali, ma essenziali per capire davvero l’impatto paesaggistico dell’opera. Con l’occasione, l’Ap dovrà integrare i rendering con delle viste «che documentino in concreto la non visibilità dichiarata dell’area in oggetto», quindi del banchinamento, da parte dei fruitori del porto antico e della città.
I posizionamenti
Servono insomma delle immagini prodotte da più punti di vista come «dalla Mole Vanvitelliana, da via Piezzecolli, da via Cialdini e dal colle Guasco». Tutti luoghi dai quali bisogna dimostrare in concreto che il banchinamento el e navi non disturberanno il panorama. E soprattutto, che la prospettiva usata nelle immagini sia «corrispondente all’altezza del pubblico», non dall’alto come nei rendering depositati dall’Authority che chiariscono ben poco. I tecnici chiedono poi gli «elaborati progettuali dell’area di rispetto della cinta muraria», ovvero la fascia di 5 metri che l’Ap si è impegnata a lasciare fuori dalle reti per consentire comunque la fruizione del porto antico al pubblico, nonostante la presenza delle navi. Infine, un evergreen già visto nella richiesta di integrazioni del Ministero dell’Ambiente.
Anche quello della Cultura vuole sapere perché l’Autorità portuale ha scelto di localizzare il banchinamento al molo Clementino e non alla Pensiola, ipotesi comunque definita «ambiziosa», o alle banchine 26-27, come richiesto dal sindaco Silvetti. Parlando di tempi, l’Authority avrà 30 giorni per rispondere, con la possibilità di una proroga di ulteriori 30 giorni. Poi i materiali andranno valutati. Insomma, per avere un parere definitivo sul Molo - visto che Ministero della Cultura e dell’Ambiente sono collegati in queste procedure - è molto probabile che bisognerà attendere ben oltre luglio.
Contship launches first fully electric port tractor at La Spezia Terminal Container News
Contship Italia Group has introduced its first fully electric port tractor atLa Spezia Container Terminalas part of its decarbonisation strategy and wider sustainability roadmap. The electric vehicle will be operated by Hannibal for internal shuttle operations within the terminal. The pilot project aims to support the gradual electrification of LSCT’s quay tractor fleet and reduce Scope 1 emissions from port activities. According to Contship, electric tractors are particularly suited to terminal operations because they can operate close to charging infrastructure while benefiting from regenerative braking during frequent stop-start movements. The company added that the new unit will also reduce noise and vibrations, helping improve working conditions and operational efficiency. The investment received co-financing through Italy’s “Green Ports PNRR” programme managed by thePort System Authority of the Eastern Ligurian Seaunder the EU-backed Next Generation EU initiative. Denise Sofiasaid the project supports the Group’s “Moves that Matter” sustainability strategy launched in 2025, which includes decarbonisation targets aligned with SBTi standards. The initiative forms part of a broader innovation programme at the La Spezia terminal focused on digitalisation, infrastructure upgrades, and operational efficiency improvements.
Overnight Cruise Calls Surge at Madeira’s Funchal Port thetraveler.org
More news on this day Overnight cruise ship calls at Madeira’s Funchal Port have surged by more than 51 percent in the latest reported year, strengthening the Atlantic archipelago’s position as a key stopover on global cruise itineraries and highlighting growing demand for longer stays in destination ports. Get the latest news straight to your inbox! Publicly available figures from Madeira’s port authority show that Funchal handled 316 cruise ship calls in 2024, of which 88 involved at least one overnight stay in port. That compares with 278 calls and 58 overnights in 2023, meaning overnight visits rose by more than 51 percent year on year while total calls increased by just over 13 percent. The shift indicates that cruise lines are not only sending more ships to Madeira but are also opting to keep vessels docked longer. Industry coverage of Madeira’s 2024 cruise performance points to a record year overall, with more than 700,000 cruise passengers passing through Funchal and total passenger and crew movements at the cruise terminal exceeding one million. The strong rise in overnight calls is therefore occurring against a backdrop of broader volume growth, rather than simply replacing shorter daytime stopovers. Port data also highlight an increase in first-time ship calls, suggesting that new vessels and brands are testing extended calls in Madeira as part of diversified itineraries across the Atlantic Islands and wider Atlantic corridor. Longer stays are viewed as an added-value feature for both operators and passengers, giving cruise lines more flexibility in scheduling while offering visitors additional time ashore. As a result, Funchal’s role in cruise networks is gradually shifting from a traditional transit stop to a destination where ships can pause for extended visits, enabling passengers to experience the island beyond a brief day call. The steep increase in overnight cruise stays is being closely watched by Madeira’s tourism and retail sectors, which rely heavily on visitor spending. Longer calls generally allow passengers and crew to dine, shop and join excursions across multiple times of day, including evening experiences that are not accessible on standard daytime turnarounds. Recent regional studies cited in local media estimate average daily spending by cruise passengers and crew in Madeira at more than 60 euros per person. Applying that benchmark to the growing number of overnight stays suggests a substantial uplift in direct revenue for restaurants, bars, tour operators and retailers in Funchal’s historic center and nearby resorts. Overnight calls are also seen as an opportunity to promote repeat visitation. Tourism analysts note that extended time ashore increases the likelihood that visitors will explore beyond the immediate port area, visit the island’s interior, and gain familiarity with local culture and landscapes. That exposure can translate into future land-based holidays, a key objective for island destinations seeking to balance cruise traffic with longer-stay tourism. Local coverage further indicates that the cruise sector’s overall impact on Madeira’s economy has climbed into the tens of millions of euros per year, with the 2024 season marking a notable jump in estimated expenditure compared with the previous year. The leverage effect of overnight calls within that total is expected to grow if current deployment trends continue. The rise in overnight cruise stays in Funchal is unfolding amid intensifying competition among ports worldwide to attract high-yield calls and secure space on premium itineraries. Major hubs such as PortMiami, Barcelona and other Mediterranean and Caribbean ports continue to dominate global passenger rankings, but mid-sized destinations are seeking differentiation through longer layovers and experience-focused port offerings. Madeira benefits from its strategic location on Atlantic routes connecting Northern Europe, the Mediterranean, the Canary Islands, West Africa and transatlantic crossings toward the Americas. Overnight calls allow itineraries to incorporate Funchal as a central feature rather than a brief technical stop, aligning with cruise lines’ efforts to market immersive destination experiences. Industry publications have noted a broader trend toward itineraries that emphasize fewer ports with longer stays, especially among premium and luxury brands. Within this context, Funchal’s 51 percent rise in overnight visits provides a tangible example of how secondary ports can reposition themselves by offering the infrastructure and services needed for extended dockings. Competition, however, remains strong, with other Atlantic destinations also investing in cruise terminals, urban waterfronts and shore power capabilities to attract longer calls. Funchal’s recent growth therefore reflects both its current appeal and the need for sustained investment to maintain its emerging advantage in overnight traffic. Alongside the growth in ship calls and overnight stays, Madeira’s cruise facilities have garnered international recognition for sustainability initiatives. In late 2024, the Funchal cruise terminal received a global award for sustainability in cruise terminals, underscoring efforts to align traffic growth with environmental and community considerations. Port documentation and local reporting highlight a strategy focused on energy transition, environmental performance and managing the impacts of high visitor volumes in a compact city. Measures under discussion or in development include improved waste management, air quality monitoring and support for more efficient vessel operations while at berth. Infrastructure improvements have also played a role in enabling longer calls. The consolidation of passenger operations at Funchal and the relocation of cargo activities to the separate port of Caniçal in earlier years freed valuable waterfront space for cruise and ferry traffic. That separation has made it easier to accommodate multiple cruise ships simultaneously and to plan pier usage for overnight dockings during peak seasons. Recognitions and investments of this kind are increasingly important for itinerary planners, who weigh port capacity, service quality and environmental credentials when choosing where to schedule longer stays. Funchal’s recent performance suggests that the port is benefiting from those considerations as cruise companies refine deployment strategies. Forecasts published by Madeira’s port authority and regional tourism bodies point to continued growth in cruise activity in 2025, building on the strong results achieved in 2024. With more than 300 ship calls already recorded in the previous season and additional bookings on the books, observers expect overnight visits to remain a key part of the port’s strategy. Cruise industry analysts note that longer calls can help smooth operational challenges such as weather disruptions and tight scheduling across busy Atlantic corridors. By using Funchal as a flexible overnight stop, cruise lines gain additional buffer time while still offering guests an attractive destination, a combination that may appeal in an environment of increasingly complex global itineraries. The data emerging from Madeira also contribute to a wider conversation about how cruise tourism can be structured to maximize value for host communities. Overnight calls concentrate spending in local economies and create opportunities for evening cultural programming, but they also require careful management of port capacity, urban mobility and resident sentiment. As global cruise passenger numbers continue to rise, Funchal’s experience with a more than 51 percent jump in overnight stays will be closely watched by other medium-sized destinations seeking to move up the value chain of cruise tourism. The port’s trajectory suggests that sustained investment, clear positioning and a focus on longer, higher-value calls can shift a regional port into a more prominent role within global cruise networks.
Economía/Transportes.- Los puertos españoles requerirán hasta 17.000 profesionales en los próximos cinco años, según OCP Bolsamania
PorEuropa Press Europa Press |10 may, 2026 Con perfiles tecnológicos MADRID, 10 (EUROPA PRESS) El sistema portuario español necesitará incorporar entre 12.000 y 17.000 nuevos profesionales en los próximos cinco años para dar respuesta tanto a las jubilaciones de parte de la plantilla actual, como al fuerte aumento esperado en la demanda de perfiles técnicos derivados de la transición energética, la digitalización y la automatización de operaciones.Según el informe 'El desafío del talento en los puertos españoles', elaborado por Ocean Capital Partners (OCP) y consultado por Europa Press, este cambio a perfiles más tecnológicos convierte la especialización técnica y digital en un requisito clave, marcando una transición clara hacia un modelo laboral más avanzado y tecnológicamente intensivo.El documento refleja que el empleo portuario estará marcado por transformaciones estructurales profundas, derivadas de la revolución de las rutas marítimas, la reconfiguración de las cadenas logísticas y una política industrial europea más activa.En este sentido, Europa está promoviendo la digitalización de la cadena logística a través de sistemas de información compartidos, lo que introduce nuevas competencias tecnológicas y refuerza la necesidad de apostar por la formación continua entre las plantillas, impulsando una mayor demanda de perfiles capaces de gestionar datos, verificar información y coordinar procesos más complejos.ADAPTACIÓN A CAPACIDAD DE DEFENSATambién se suma un peso creciente del sector de la defensa, orientado a la modernización de flotas, que reactivará las capacidades industriales de la construcción, reparación y mantenimiento naval, factores que impactan de manera directa en el funcionamiento del sistema y en la creación de empleo, junto a otros retos sectoriales.Por su parte, la transición energética exige cada vez mayores inversiones en infraestructuras y tecnología, a raíz del sistema europeo de comercio de emisiones, que convertirá la medición y el seguimiento de la contaminación portuaria en funciones esenciales del trabajo en los muelles."La brecha entre la oferta actual de talento y las necesidades reales de la industria se ha convertido en uno de los principales factores de tensión para el crecimiento del sector. En España, tanto los astilleros como los puertos necesitan ampliar de forma significativa la disponibilidad de ingenieros navales, civiles, mecánicos y eléctricos, así como de especialistas en automatización, para poder ejecutar con éxito sus planes de desarrollo y modernización", explica el informe.Entre los puestos más tensionados destacan los ingenieros navales especializados en diseño y mantenimiento; los ingenieros de caminos o civiles con experiencia en infraestructuras portuarias y marítimas; los ingenieros industriales orientados a electrificación, suministro eléctrico a buques (OPS) y combustibles verdes; los ingenieros de automatización y sistemas, clave en terminales cada vez más automatizadas; y los especialistas en análisis de datos y digitalización aplicados a la logística y la gestión de operaciones portuarias. Según el informe 'El desafío del talento en los puertos españoles', elaborado por Ocean Capital Partners (OCP) y consultado por Europa Press, este cambio a perfiles más tecnológicos convierte la especialización técnica y digital en un requisito clave, marcando una transición clara hacia un modelo laboral más avanzado y tecnológicamente intensivo.El documento refleja que el empleo portuario estará marcado por transformaciones estructurales profundas, derivadas de la revolución de las rutas marítimas, la reconfiguración de las cadenas logísticas y una política industrial europea más activa.En este sentido, Europa está promoviendo la digitalización de la cadena logística a través de sistemas de información compartidos, lo que introduce nuevas competencias tecnológicas y refuerza la necesidad de apostar por la formación continua entre las plantillas, impulsando una mayor demanda de perfiles capaces de gestionar datos, verificar información y coordinar procesos más complejos.ADAPTACIÓN A CAPACIDAD DE DEFENSATambién se suma un peso creciente del sector de la defensa, orientado a la modernización de flotas, que reactivará las capacidades industriales de la construcción, reparación y mantenimiento naval, factores que impactan de manera directa en el funcionamiento del sistema y en la creación de empleo, junto a otros retos sectoriales.Por su parte, la transición energética exige cada vez mayores inversiones en infraestructuras y tecnología, a raíz del sistema europeo de comercio de emisiones, que convertirá la medición y el seguimiento de la contaminación portuaria en funciones esenciales del trabajo en los muelles."La brecha entre la oferta actual de talento y las necesidades reales de la industria se ha convertido en uno de los principales factores de tensión para el crecimiento del sector. En España, tanto los astilleros como los puertos necesitan ampliar de forma significativa la disponibilidad de ingenieros navales, civiles, mecánicos y eléctricos, así como de especialistas en automatización, para poder ejecutar con éxito sus planes de desarrollo y modernización", explica el informe.Entre los puestos más tensionados destacan los ingenieros navales especializados en diseño y mantenimiento; los ingenieros de caminos o civiles con experiencia en infraestructuras portuarias y marítimas; los ingenieros industriales orientados a electrificación, suministro eléctrico a buques (OPS) y combustibles verdes; los ingenieros de automatización y sistemas, clave en terminales cada vez más automatizadas; y los especialistas en análisis de datos y digitalización aplicados a la logística y la gestión de operaciones portuarias. El documento refleja que el empleo portuario estará marcado por transformaciones estructurales profundas, derivadas de la revolución de las rutas marítimas, la reconfiguración de las cadenas logísticas y una política industrial europea más activa.En este sentido, Europa está promoviendo la digitalización de la cadena logística a través de sistemas de información compartidos, lo que introduce nuevas competencias tecnológicas y refuerza la necesidad de apostar por la formación continua entre las plantillas, impulsando una mayor demanda de perfiles capaces de gestionar datos, verificar información y coordinar procesos más complejos.ADAPTACIÓN A CAPACIDAD DE DEFENSATambién se suma un peso creciente del sector de la defensa, orientado a la modernización de flotas, que reactivará las capacidades industriales de la construcción, reparación y mantenimiento naval, factores que impactan de manera directa en el funcionamiento del sistema y en la creación de empleo, junto a otros retos sectoriales.Por su parte, la transición energética exige cada vez mayores inversiones en infraestructuras y tecnología, a raíz del sistema europeo de comercio de emisiones, que convertirá la medición y el seguimiento de la contaminación portuaria en funciones esenciales del trabajo en los muelles."La brecha entre la oferta actual de talento y las necesidades reales de la industria se ha convertido en uno de los principales factores de tensión para el crecimiento del sector. En España, tanto los astilleros como los puertos necesitan ampliar de forma significativa la disponibilidad de ingenieros navales, civiles, mecánicos y eléctricos, así como de especialistas en automatización, para poder ejecutar con éxito sus planes de desarrollo y modernización", explica el informe.Entre los puestos más tensionados destacan los ingenieros navales especializados en diseño y mantenimiento; los ingenieros de caminos o civiles con experiencia en infraestructuras portuarias y marítimas; los ingenieros industriales orientados a electrificación, suministro eléctrico a buques (OPS) y combustibles verdes; los ingenieros de automatización y sistemas, clave en terminales cada vez más automatizadas; y los especialistas en análisis de datos y digitalización aplicados a la logística y la gestión de operaciones portuarias. En este sentido, Europa está promoviendo la digitalización de la cadena logística a través de sistemas de información compartidos, lo que introduce nuevas competencias tecnológicas y refuerza la necesidad de apostar por la formación continua entre las plantillas, impulsando una mayor demanda de perfiles capaces de gestionar datos, verificar información y coordinar procesos más complejos.ADAPTACIÓN A CAPACIDAD DE DEFENSATambién se suma un peso creciente del sector de la defensa, orientado a la modernización de flotas, que reactivará las capacidades industriales de la construcción, reparación y mantenimiento naval, factores que impactan de manera directa en el funcionamiento del sistema y en la creación de empleo, junto a otros retos sectoriales.Por su parte, la transición energética exige cada vez mayores inversiones en infraestructuras y tecnología, a raíz del sistema europeo de comercio de emisiones, que convertirá la medición y el seguimiento de la contaminación portuaria en funciones esenciales del trabajo en los muelles."La brecha entre la oferta actual de talento y las necesidades reales de la industria se ha convertido en uno de los principales factores de tensión para el crecimiento del sector. En España, tanto los astilleros como los puertos necesitan ampliar de forma significativa la disponibilidad de ingenieros navales, civiles, mecánicos y eléctricos, así como de especialistas en automatización, para poder ejecutar con éxito sus planes de desarrollo y modernización", explica el informe.Entre los puestos más tensionados destacan los ingenieros navales especializados en diseño y mantenimiento; los ingenieros de caminos o civiles con experiencia en infraestructuras portuarias y marítimas; los ingenieros industriales orientados a electrificación, suministro eléctrico a buques (OPS) y combustibles verdes; los ingenieros de automatización y sistemas, clave en terminales cada vez más automatizadas; y los especialistas en análisis de datos y digitalización aplicados a la logística y la gestión de operaciones portuarias. ADAPTACIÓN A CAPACIDAD DE DEFENSATambién se suma un peso creciente del sector de la defensa, orientado a la modernización de flotas, que reactivará las capacidades industriales de la construcción, reparación y mantenimiento naval, factores que impactan de manera directa en el funcionamiento del sistema y en la creación de empleo, junto a otros retos sectoriales.Por su parte, la transición energética exige cada vez mayores inversiones en infraestructuras y tecnología, a raíz del sistema europeo de comercio de emisiones, que convertirá la medición y el seguimiento de la contaminación portuaria en funciones esenciales del trabajo en los muelles."La brecha entre la oferta actual de talento y las necesidades reales de la industria se ha convertido en uno de los principales factores de tensión para el crecimiento del sector. En España, tanto los astilleros como los puertos necesitan ampliar de forma significativa la disponibilidad de ingenieros navales, civiles, mecánicos y eléctricos, así como de especialistas en automatización, para poder ejecutar con éxito sus planes de desarrollo y modernización", explica el informe.Entre los puestos más tensionados destacan los ingenieros navales especializados en diseño y mantenimiento; los ingenieros de caminos o civiles con experiencia en infraestructuras portuarias y marítimas; los ingenieros industriales orientados a electrificación, suministro eléctrico a buques (OPS) y combustibles verdes; los ingenieros de automatización y sistemas, clave en terminales cada vez más automatizadas; y los especialistas en análisis de datos y digitalización aplicados a la logística y la gestión de operaciones portuarias. También se suma un peso creciente del sector de la defensa, orientado a la modernización de flotas, que reactivará las capacidades industriales de la construcción, reparación y mantenimiento naval, factores que impactan de manera directa en el funcionamiento del sistema y en la creación de empleo, junto a otros retos sectoriales.Por su parte, la transición energética exige cada vez mayores inversiones en infraestructuras y tecnología, a raíz del sistema europeo de comercio de emisiones, que convertirá la medición y el seguimiento de la contaminación portuaria en funciones esenciales del trabajo en los muelles."La brecha entre la oferta actual de talento y las necesidades reales de la industria se ha convertido en uno de los principales factores de tensión para el crecimiento del sector. En España, tanto los astilleros como los puertos necesitan ampliar de forma significativa la disponibilidad de ingenieros navales, civiles, mecánicos y eléctricos, así como de especialistas en automatización, para poder ejecutar con éxito sus planes de desarrollo y modernización", explica el informe.Entre los puestos más tensionados destacan los ingenieros navales especializados en diseño y mantenimiento; los ingenieros de caminos o civiles con experiencia en infraestructuras portuarias y marítimas; los ingenieros industriales orientados a electrificación, suministro eléctrico a buques (OPS) y combustibles verdes; los ingenieros de automatización y sistemas, clave en terminales cada vez más automatizadas; y los especialistas en análisis de datos y digitalización aplicados a la logística y la gestión de operaciones portuarias. Por su parte, la transición energética exige cada vez mayores inversiones en infraestructuras y tecnología, a raíz del sistema europeo de comercio de emisiones, que convertirá la medición y el seguimiento de la contaminación portuaria en funciones esenciales del trabajo en los muelles."La brecha entre la oferta actual de talento y las necesidades reales de la industria se ha convertido en uno de los principales factores de tensión para el crecimiento del sector. En España, tanto los astilleros como los puertos necesitan ampliar de forma significativa la disponibilidad de ingenieros navales, civiles, mecánicos y eléctricos, así como de especialistas en automatización, para poder ejecutar con éxito sus planes de desarrollo y modernización", explica el informe.Entre los puestos más tensionados destacan los ingenieros navales especializados en diseño y mantenimiento; los ingenieros de caminos o civiles con experiencia en infraestructuras portuarias y marítimas; los ingenieros industriales orientados a electrificación, suministro eléctrico a buques (OPS) y combustibles verdes; los ingenieros de automatización y sistemas, clave en terminales cada vez más automatizadas; y los especialistas en análisis de datos y digitalización aplicados a la logística y la gestión de operaciones portuarias. "La brecha entre la oferta actual de talento y las necesidades reales de la industria se ha convertido en uno de los principales factores de tensión para el crecimiento del sector. En España, tanto los astilleros como los puertos necesitan ampliar de forma significativa la disponibilidad de ingenieros navales, civiles, mecánicos y eléctricos, así como de especialistas en automatización, para poder ejecutar con éxito sus planes de desarrollo y modernización", explica el informe.Entre los puestos más tensionados destacan los ingenieros navales especializados en diseño y mantenimiento; los ingenieros de caminos o civiles con experiencia en infraestructuras portuarias y marítimas; los ingenieros industriales orientados a electrificación, suministro eléctrico a buques (OPS) y combustibles verdes; los ingenieros de automatización y sistemas, clave en terminales cada vez más automatizadas; y los especialistas en análisis de datos y digitalización aplicados a la logística y la gestión de operaciones portuarias. Entre los puestos más tensionados destacan los ingenieros navales especializados en diseño y mantenimiento; los ingenieros de caminos o civiles con experiencia en infraestructuras portuarias y marítimas; los ingenieros industriales orientados a electrificación, suministro eléctrico a buques (OPS) y combustibles verdes; los ingenieros de automatización y sistemas, clave en terminales cada vez más automatizadas; y los especialistas en análisis de datos y digitalización aplicados a la logística y la gestión de operaciones portuarias.
📰 Città della SpeziaMedia📅 2026-05-10itElettrificazione · cold ironing
Accademia del Gusto, alla Nuova Spezia celebrati mare e turismo crocieristico con catalana e ricciola Città della Spezia
La recente conviviale dell’Accademia del Gusto si è svolta presso il ristorante La Nuova Spezia, riunendo quaranta accademici in una serata interamente dedicata al “trionfo della catalana e della ricciola”, accompagnato dal vermentino Zangani protagonista di un percorso gastronomico ricco di suggestioni marine. Ad aprire l’incontro è stato il presidente dell’Accademia del Gusto Nicola Carozza, che ha posto l’accento sul ruolo da sempre strategico delle crociere nella promozione della cucina italiana nel mondo, sottolineando come il turismo crocieristico rappresenti un veicolo privilegiato per la diffusione della cultura enogastronomica nazionale. La serata è stata curata nei minimi dettagli dai fratelli Luciano, Fiore e Gianni De Lisi, che hanno saputo coniugare tecnica, qualità delle materie prime e presentazione, offrendo agli ospiti un’esperienza di livello, capace di esaltare i sapori autentici del mare. Ospite d’onore della conviviale è stato Daniele Ciulli, direttore generale del Terminal Crociere della Spezia, che ha illustrato con competenza e chiarezza lo sviluppo del comparto crocieristico spezzino. Nel suo intervento ha presentato dati significativi sul numero crescente di crocieristi, che nel 2025 sono stati quasi 800 mila, evidenziando inoltre l’importanza dell’innovazione tecnologica, come la costruzione del nuovo molo, la realizzazione della nuova stazione crocieristica, il sistema di cold ironing delle banchine in fase di realizzazione da parte dell’Autorità di Sistema Portuale, fondamentale per la sostenibilità ambientale del porto. Sono intervenuti con domande Roberto Liberi, Antonietta Sforza e Gianni Cramarossa. Non sono mancate riflessioni sulle prospettive economiche del settore e sulle ricadute positive a livello provinciale, visto che ciascun crocierista si stima da un recente studio spenda 100 euro sul territorio, con un indotto che coinvolge servizi portuali, trasporti, taxi, ncc, ristorazione, accoglienza e servizi, confermando il ruolo centrale della Spezia nel panorama crocieristico del Mediterraneo. Una conviviale che ha saputo unire cultura gastronomica, visione economica e valorizzazione del territorio, lasciando nei partecipanti la consapevolezza di quanto il dialogo tra cucina e turismo rappresenti una chiave vincente per il futuro. Al termine della conviviale gli Accademici hanno applaudito lo chef Gianni De Lisi consegnandogli un piatto tributo tra gli applausi.
📰 Il Resto del Carlino📅 2026-05-10itElettrificazione · cold ironing
Sos Lidi Nord . Cantieri e traffico: "Sarà un’estate di sofferenza" Il Resto del Carlino
Sarà un’estate di passione per chi deve andare e venire da Marina Romea e anche i pullman dei crocieristi dovranno fare i conti con i lavori del cold ironing sulla Baiona – di fatto i cavidotti per l’elettrificazione delle banchine per evitare che le navi da crociera tengano i motori diesel accesi per l’alimentazione elettrica durante la sosta in porto - che obbligheranno a tratti semaforizzati su un solo lato della carreggiata. E per l’abitato di Porto Corsini si sta studiando una soluzione per reggere l’impatto dei bus di crocieristi. "Siccome non è pensabile di farli passare da dietro rasente la pineta, verrà adeguata via Molo San Filippo migliorandone il percorso attraverso l’abbattimento di alcuni capannoni di proprietà dell’Autorità portuale. Poi, inutile girarci intorno, sarà un’estate di sofferenza – ammette l’assessore ai lavori pubblici Massimo Cameliani – e per andare a Marina Romea credo sia meglio mettere in campo l’idea di utilizzare anche la Romea. Del resto i lavori vanno fatti e la posa del cavidotto per il cold ironing, che porterà grandi vantaggi ambientali, sono rilevanti".
Quello per il cold ironing è un investimento da 40 milioni targato Pnrr e i lavori devono essere completati entro fine giugno. Poi occorrerà attendere la stabilizzazione del tracciato e il ripristino integrale della sede stradale non avverrà prima dell’autunno prossimo. Sempre per quanto riguarda la Baiona lato industrie, per la manutenzione straordinaria del tratto "camionabile" di via Baiona, è in essere un Accordo di Programma tra Comune e Autorità di Sistema Portuale per un intervento complessivo di 1,5 milioni. In base all’accordo, l’Autorità Portuale finanzia interamente l’opera e svolge il ruolo di Stazione Appaltante, mentre il Comune si occupa della progettazione e della Direzione Lavori. "Stiamo – spiega Cameliani – ultimando il progetto: sono già stati effettuati diversi sopralluoghi, sondaggi e prove sui materiali di sottofondo, al fine di definire la soluzione tecnica più adeguata. Il tratto risulta però molto esteso e particolarmente dissestato; pertanto, alla luce delle risorse disponibili e dei costi elevati dei materiali (in particolare degli asfalti), non in tutto il tratto si riesce a realizzare un intervento anche sulla fondazione. Su vari tratti meno ammalorati si procederà ad un intervento più superficiale. Inoltre, sono comprese anche lavorazioni accessorie quali la sistemazione delle banchine, lo sfalcio e la risagomatura dei fossi".
Anche qui la partenza materiale dei lavori tra progettazione gara avverrà non prima di marzo 2027. "L’obiettivo – spiega Cameliani - è portare il progetto in Giunta per l’approvazione in linea tecnica entro fine maggio. Poi ci sarà la fase di gara in capo ad Autorità Portuale che potrebbe durare anche 5-6 mesi fino all’aggiudicazione". Tornando ai lavori per il cold ironing, questo è il quadro aggiornato per quel che riguarda l’impatto sulle strade comunali: nell’abitato di Porto Corsini è in corso il completamento di via Guizzetti (termine lavori il 15 maggio), in via Baiona lato Porto Corsini i lavori finiranno entro il 15 maggio. L’impatto maggiore sarà di fronte alla Marcegaglia fino a via Gente di Mare con avvio cantiere dal 14 maggio fino al 3 giugno.
Giorgio Costa
Havila Voyages Backs EU Drive for Quieter Oceans thetraveler.org
More news on this day Norwegian coastal cruise operator Havila Voyages is aligning its operations with a growing European effort to curb underwater noise, joining the EU-funded LOWNOISER research project that aims to make commercial shipping significantly quieter for marine life. Get the latest news straight to your inbox! Publicly available information on the LOWNOISER project shows that it is a multi-year European research and innovation effort focused on reducing underwater radiated noise from ships across key shipping routes. The project is funded through the European Union’s Horizon Europe framework and is scheduled to run from January 2025 to December 2028, with a budget of more than 7 million euros dedicated to technology demonstrations, monitoring tools and regulatory input. Partners listed for LOWNOISER include research institutes, classification societies and maritime clusters working together to test mature noise-reduction solutions on real vessels. The initiative takes aim at engine vibrations, propeller cavitation and other mechanical sources that contribute to the low frequency sound that can interfere with the behaviour and communication of whales, dolphins and fish. Project documentation indicates that full scale demonstrators, retrofits and new operational guidelines are central elements of the programme. Havila Voyages, which operates modern coastal cruise ships along Norway’s west coast, is participating in this wider European push by supporting the aims of LOWNOISER and related work on quieter shipping. Company communications highlight an interest in aligning environmental performance with emerging European expectations on noise, not only on emissions and fuel use. That positioning places the operator among a growing group of Northern European passenger and cargo lines looking beyond carbon footprints to the acoustic impact of their fleets. The development coincides with a broader regulatory context in Europe, where initiatives linked to the Marine Strategy Framework Directive and updated guidance from the International Maritime Organization are driving attention to underwater noise as a form of marine pollution. LOWNOISER is structured to feed scientific data and technical evidence into this policy environment, and cruise and ferry operators such as Havila Voyages are seen as important testbeds because of their frequent operations in sensitive coastal waters. Project summaries for LOWNOISER describe an ambition to demonstrate “reliable and durable reductions” in underwater noise by using technologies that are already available or can be adapted from existing ship systems. This emphasis on practical, near term solutions reflects a view that many vessels can be made quieter through targeted upgrades rather than full redesigns, which could be expensive and time consuming for shipowners. The technologies under consideration include improved propeller designs that reduce cavitation, optimized hull forms that limit vibration transfer, and machinery isolation techniques that decouple engines and auxiliary equipment from the ship’s structure. Monitoring systems capable of measuring underwater noise in real time are also part of the research agenda, enabling operators to verify that vessels perform quietly throughout their operational life rather than only at the time of delivery. European research organisations involved in LOWNOISER point to growing evidence that noise from commercial ships has intensified over recent decades as traffic volumes and vessel sizes have increased. Studies referenced in project materials indicate a marked rise in background low frequency sound levels in heavily trafficked sea areas, raising concerns about long term impacts on marine ecosystems. By focusing on high technology readiness solutions and large scale demonstrations, LOWNOISER aims to close the gap between scientific concern and practical measures on working ships. For companies such as Havila Voyages, participation in or alignment with this project framework offers access to emerging expertise and tools that can be incorporated into fleet renewal and maintenance planning. It also allows passenger focused brands to respond to traveller interest in lower impact travel, particularly in regions such as the Norwegian coast where wildlife watching and pristine landscapes are central to the tourism experience. Havila Voyages operates along the classic Norwegian coastal route, serving a mix of local passengers and international tourists on multi day voyages between southern and northern ports. These itineraries pass through fjords and coastal habitats that are home to whales, porpoises and other species that rely heavily on sound to navigate, communicate and feed. Environmental groups and scientific bodies have repeatedly highlighted these areas as vulnerable to cumulative stress from traffic, emissions and acoustic disturbance. Public descriptions of the company’s fleet underline the use of modern hybrid propulsion, battery packs and shore power capabilities, which reduce air emissions and enable quieter operations in some harbour phases. Aligning these energy focused investments with noise reduction strategies is seen by industry observers as a logical next step, particularly in regions where tourism marketing is strongly tied to unspoiled nature and wildlife encounters. By supporting the objectives of LOWNOISER, Havila Voyages is positioning its coastal services in line with emerging expectations that ships should not only be cleaner but also quieter. Noise mitigation measures can range from technical modifications during dry dockings to operational choices such as optimised speed profiles in sensitive areas. The project’s emphasis on performance monitoring could help operators identify the most effective combinations of design choices and day to day practices. The move also adds an acoustic dimension to discussions about sustainable cruising in the high latitudes. Vessel noise management is becoming a component of destination stewardship in Norway and across the wider North Atlantic region, where local authorities and tourism bodies are examining how to limit environmental pressures while maintaining year round transport links and visitor economies. LOWNOISER is part of a broader family of EU supported initiatives addressing underwater noise from shipping, complementing previous and parallel projects focused on mapping acoustic footprints, defining biological thresholds and testing mitigation measures. Information released by maritime agencies indicates that these efforts are feeding into updated guidance and potential future regulation at both European and global levels. The European Maritime Safety Agency, for example, has highlighted ship generated noise as a predominant source of human made low frequency sound in the oceans and has drawn attention to technical guidelines for quieter propellers, machinery and hulls. Other EU projects have produced large scale noise maps and predictive tools that help planners and regulators identify hotspots and assess the benefits of operational changes such as speed reduction measures. Within this landscape, LOWNOISER is distinguished by its focus on large scale demonstrators and certification relevant guidance. Project descriptions state that one of its objectives is to develop clear instruments and guidelines for the design and approval of quieter ships, which could in time be reflected in class notations or voluntary labels that shipowners may use to differentiate their fleets. Passenger focused operators such as Havila Voyages can use this evolving framework to communicate efforts to limit acoustic impacts alongside other environmental metrics. While concrete regulatory outcomes are expected to emerge gradually, the presence of commercial operators in research consortia and pilot schemes is already shaping industry practice. Publicly available material on LOWNOISER and related initiatives suggests that early adopters are likely to benefit from familiarity with compliance ready solutions as standards tighten, while also responding to growing scrutiny from travellers, investors and coastal communities. For travellers choosing coastal and expedition style voyages in Europe, noise reduction initiatives are largely invisible but could influence the overall experience in subtle ways. Quieter machinery and propeller systems can reduce onboard vibration and sound levels, improving comfort in cabins and public spaces. In wildlife rich areas, lower acoustic disturbance may increase the likelihood of natural behaviour and sightings near the vessel, which is an important selling point for itineraries marketed around nature and photography. Travel industry analysts note that environmental performance has become a differentiating factor in the cruise sector, particularly in Northern Europe where regulations on air emissions, waste management and localised impacts are well developed. As underwater noise enters the same discussion, operators such as Havila Voyages that align early with research driven projects like LOWNOISER may find it easier to demonstrate compliance with future destination requirements or voluntary certification schemes. Information emerging from European research platforms indicates that the tools being developed for monitoring and reporting underwater noise could also support more transparent communication with guests. Aggregated, non technical indicators of a ship’s acoustic footprint might join carbon intensity and fuel data in sustainability reporting aimed at environmentally conscious travellers. In practical terms, the linkage between Havila Voyages and the LOWNOISER framework underscores how travel experiences along Europe’s coasts are increasingly shaped by scientific and regulatory efforts that begin far from the passenger deck. As Europe seeks to achieve quieter oceans, coastal cruise ships are becoming part of a wider transformation in how maritime transport interacts with the underwater soundscape.
Ecosuntek and Renco develop 37 MW photovoltaic plant in Ravenna marketscreener.com
Published on 05/08/2026 at 01:50 pm EDT Contact us to request a correction (Alliance News) - Ecosuntek Spa has announced that its subsidiary Eco Trade Srl and Renco Spa are nearing completion of a 37.16 MW photovoltaic plant in the Port of Ravenna, integrated with a cold ironing system. The facility, owned by the Adriasol Srl joint venture, is expected to generate approximately 53 GWh annually, enough to meet the energy needs of around 20,000 Italian households and offset more than 25,000 tonnes of CO2 equivalent emissions per year. The energy will be primarily used to power cruise ships docked at Porto Corsini, the company explained in a statement. The project will also benefit from a 20-year GSE incentive tariff and a non-repayable PNRR grant amounting to EUR7.6 million. Commissioning is scheduled for the second half of 2026. Ecosuntek shares closed Friday up 3.0% at EUR3.42. By Claudia Cavaliere, Alliance News reporter Comments and questions to redazione@alliancenews.com Copyright 2026 Alliance News IS Italian Service Ltd. All rights reserved.
Contship Introduces First Electric Port Tractor into Operations maritimeprofessional.com
May 8, 2026 Contship takes another concrete step towards decarbonization with the introduction of the first fully electric port tractor at La Spezia Container Terminal (LSCT). The new vehicle will be operated by Hannibal for internal shuttle activities within the terminal, as part of a pilot project aimed at supporting the progressive electrification of the quay tractor fleet and reducing direct emissions (Scope 1) generated by port operations. The use of electric tractors is particularly well-suited to terminal environments; operations take place in proximity to charging infrastructure, while the high frequency of start-stop cycles maximizes the benefits of regenerative braking. The zero-emission unit also ensures optimized energy consumption during container handling maneuvers. In addition, reduced noise levels and lower vibrations contribute to safer and more comfortable working conditions, enhancing both productivity and operational quality. The investment was co-financed under the "Green Ports PNRR" program, through a dedicated call for proposals promoted and managed by the Port System Authority of the Eastern Ligurian Sea. The initiative is part of the broader "Green Ports: renewable energy and energy efficiency measures in ports" program, supported by the European Union through Next Generation EU funds, aimed at reducing CO2 emissions and improving air quality in port areas. This initiative is part of Contship's broader technological innovation and sustainability roadmap at the La Spezia terminal, which includes process digitalization, infrastructure development, and equipment upgrades aimed at maximizing operational efficiency across all areas.
📰 Energia e Mercato📅 2026-05-08📍 RavennaitAria · inquinamentoElettrificazione · cold ironing
UniCredit finanzia con 22 milioni di euro un impianto fotovoltaico nel porto di Ravenna Energia e Mercato
UniCredit ha perfezionato un green mini-perm project financing da 22,6 milioni di euro a favore di Adriasol S.r.l., società veicolo partecipata in parti uguali da Renco S.p.A. e Eco Trade S.r.l., controllata al 51% da Ecosuntek S.p.A., gruppo quotato su Borsa Italiana attivo nelle energie rinnovabili.
Il finanziamento, certificato green ai sensi dei Green Loan Principles, coprirà i costi di costruzione di un impianto fotovoltaico da circa 37 MWp nell'area portuale di Ravenna, realizzato nell'ambito di una concessione in partenariato pubblico-privato con l'Autorità di Sistema Portuale del Mare Adriatico Centro-Settentrionale.
L'impianto sarà integrato con un sistema di Cold Ironing, che consentirà di fornire energia alle navi da crociera ormeggiate senza che queste tengano accesi i motori, riducendo le emissioni e l'inquinamento acustico durante la sosta in porto. La produzione fotovoltaica annua attesa è di circa 53 GWh. Una volta operativo, il progetto dovrebbe evitare l'emissione di oltre 18.000 tonnellate annue di CO₂ equivalente.
L'entrata in esercizio è prevista entro il primo semestre 2026. L'impianto beneficia di un contratto per differenza con il GSE e di un contributo a fondo perduto del Ministero dell'Ambiente e della Sicurezza Energetica, nell'ambito del progetto Green Ports finanziato dal PNRR.
Modern engine rooms do far more than house propulsion and mechanical systems, and they are more complex than ever. Naval architects from Deltamarin and KNUD. EHANSEN share more Mia Elg/Deltamarin By Lindsay James |08 May 2026 Not so long ago, a passenger ship’s engine room was noisy, dirty and chaotic. Controls were largely manual and there was a relentless need for hands-on maintenance. Today, all of that has changed. Step inside a modern engine room and you’ll be met with a clean, high-tech and meticulously organised space. Hybrid propulsion systems deliver quieter power, while digital displays track hundreds of sensors in real time. Automated controls are now capable of managing everything from propulsion control and fuel handling to emergency shutdowns. One of the biggest drivers of this transformation is the push for greater sustainability. “Probably the biggest trend is the increasing requirements for environmental performance,” says Mia Elg, research and development manager at Finland-based ship design company Deltamarin. “That means introducing alternative fuels to vessels.” Fully electric systems and battery hybrid machinery are becoming increasingly popular for ro-pax ferries, according to Juuso Reunamo, Deltamarin’s machinery and alternative fuel expert. “Shore power has also been introduced to many vessels due to upcoming European Union regulations. The FuelEU Maritime regulations, for example, consider shore power to be zero carbon. This makes it one of the most cost-effective ways to decarbonise a ship.” But an increasing focus on environmental sustainability also brings growing compliance requirements. “Recent MARPOL regulations to reduce ship pollution have required large and complex new equipment such as ballast water treatment systems and engine exhaust scrubbers and reactors to be fitted,” says Ken Goh, general manager at Danish naval architect firm KNUD E. HANSEN. “Increased fuel efficiency through the Energy Efficiency Design Index (EEDI) has led to increasing use of hybrid propulsion systems, shaft generators and increasingly complex energy recovery systems.” Reunamo agrees. “Increased Safety of Life at Sea (SOLAS) regulations with Safe Return to Port (SRtP) have mandated machinery redundancy requirements for passenger ships,” he says. “This has led to multiple engine rooms and a more complicated equipment arrangement.” Modern engine rooms are high-tech and meticulously organised spaces (credit: KNUD E. HANSEN) Modern engine rooms are high-tech and meticulously organised spaces (credit: KNUD E. HANSEN) For naval architects, the impact is significant. Modern engine rooms are crowded spaces, consequently they must be planned carefully. “Energy efficiency and alternative fuels typically require more equipment, piping and cabling,” says Reunamo. “We increasingly need to consider compartmentation and use space much more efficiently.” Even shipowners not ready to commit fully to a single alternative fuel are now asking designers to build engine rooms with more flexibility for the future. “Many operators have chosen to keep using residual fuels in their newbuilds, which has meant the engine room has to be designed for tri-fuel handling with heavy fuel oil, marine diesel oil and gas fuels like LNG or methanol,” says Goh. Managing multiple fuels can be risky if not handled correctly. That is why engine room layouts are increasingly designed to minimise high-risk areas and centralise systems. “For alternative fuels, the placement of tanks, fuel handling rooms and engines is optimised to reduce piping and potential hazards,” says Reunamo. As complexity grows, the key question for operators becomes how to maintain safe and efficient operations with systems that are less intuitive than legacy diesel arrangements. “Overall, ship machinery is becoming increasingly complex,” says Elg. “With new energy sources, ship operators encounter additional safety risks. Fire safety is a central focus, while fuel toxicity can also be an issue. Alternative fuels may need different fire extinguishing systems, for example.” Designers therefore have to perform a careful balancing act; they need to prioritise safety without overwhelming crews. “We aim to achieve maximum efficiency while keeping systems simple enough for crews to monitor and operate correctly,” says Elg. This approach extends to redundancy and SRtP compliance. “Overall control systems should be prioritised over individual controls,” says Reunamo. “Vital systems must remain operational, while less critical systems can be isolated efficiently.” Some passenger ferries are moving towards battery-boosted machinery which has necessarily changed the layout of the engine room (credit: Mia Elg/Deltamarin) Some passenger ferries are moving towards battery-boosted machinery which has necessarily changed the layout of the engine room (credit: Mia Elg/Deltamarin) Digital tools have become vital to help manage this increased complexity. Many fuel system providers, for example, have introduced monitoring capabilities to automatically stop the fuel supply in the event of a leak. “As alternative fuels and hybrid systems increase the number of operational interfaces, features that reduce the possibility of human error in an increasingly complex system are essential,” says Reunamo. While many digital controls are now automated, Goh says caution needs to be taken when rolling out these features. “Increased engine room automation with sensors and actuators have no doubt helped crews operate and manage their engine rooms, but automation is a double-edged sword,” he says. “Although it reduces workload, increasing automation also means more points of failure and often more difficulty when troubleshooting problems. This was highlighted in March 2024 by the MV Dali incident, where a loose signal wire caused a blackout and loss of ship control with the vessel colliding and destroying the Francis Scott Key Bridge in Baltimore. This led to huge disruptions to both local traffic and billions of dollars in port trade.” Ultimately, the experts agree that digitalisation cannot replace the fundamentals. That means getting the initial design of the engine room right and installing the correct equipment from the outset. From a predictive maintenance perspective, it also means establishing the right data foundation. “Subscription-type preventive maintenance schemes from engine makers are very good, but many operators are dissuaded by the high cost of the service,” says Goh. “This has led to the growth of third-party suppliers and consultants who claim to provide the same service at a fraction of the cost. Regardless of who delivers the service, issues such as correct sensor installation, sensor reliability and interference-free data logging can complicate, or completely undermine, preventive maintenance efforts.” Despite advanced automation and digitalisation, the modern engine room remains a space where human expertise is irreplaceable. “Even with advanced systems and high levels of automation, there are still many ways to operate a vessel,” says Elg. “To achieve maximum efficiency, crews must understand not only the fundamentals, but also the specific ship and its systems. That’s why we are increasingly supporting operators with training on SRtP situations to ensure that crew can operate a specific ship in the worst-case scenarios. We are also providing energy efficiency courses that concentrate on overall efficient operation.” Goh agrees, adding that while the move towards new fuels, systems and technologies is exciting, humans will remain at the heart of the engine room for the foreseeable future. “Electrification is a defining mega-trend of sustainable transportation and presents an opportunity for ship machinery systems to be designed for unmanned and autonomous operation,” he says. “However, shipping is still many decades away from such a future, since the development of fuel cells and hydrogen handling systems takes time. Until then, experience and hands-on time in the engine room are still of the utmost importance for legacy internal combustion engines and their support systems.” Driving efficiencies below deck New innovations from companies such as Alfred Maritime and Pinfabb are helping shipowners to optimise energy use, cut fuel consumption and improve operational performance. Alfred Maritime’s Meyer Energy Management System (MEMS) has reached a new milestone, now offering full-day operational forecasts powered by the shipyard’s sophisticated digital twin. This update is focused on optimising hotel systems – the primary energy consumers on passenger ships – to further drive down fuel consumption and greenhouse gas emissions. According to Alfred Maritime, this new feature can unlock an additional five per cent reduction in energy usage. By directly linking a digital twin simulation framework to a live energy management system, MEMS offers a globally unique solution that bridges the gap between virtual modelling and real-world maritime operations. Italian company Pinfabb has developed Poseidon4, a digital control system for stabilising fins. The system was designed to improve how fin stabilisers are operated and maintained, particularly as shipowners place greater emphasis on energy efficiency and remote diagnostics. One of Poseidon4’s key features is an Eco Mode intended to reduce stabiliser drag and lower energy consumption. The system also supports remote monitoring and assistance, which can reduce the need for onboard service visits. Poseidon4 includes maintenance planning tools within the control interface, aimed at helping crews track servicing requirements more easily. The system can also incorporate online weather data and artificial intelligence-based logic to optimise stabiliser use in changing conditions. Discover more insights like this in theSpring/Summer 2026 issueofCruise & Ferry Review.Don’t miss out –subscribe for FREEand get the next issue delivered straight to your inbox.
Estonia champions vessel retrofits for decarbonisation Seatrade Cruise News
Estonia's deputy minister for maritime affairs Kristjan Truu explains how the country is connecting policy, technology and industry to deliver practical solutions for maritime decarbonisation through retrofit support, smart ports and green corridors. May 8, 2026 AtSeatrade Cruise Global 2026,Estoniademonstrated how integrated policy, technology and industry expertise can accelerate maritimedecarbonisation. Kristjan Truu, deputy minister for maritime affairs and water resources at Estonia's Ministry of Climate, outlined the country's practical approach to supporting vessel retrofits, developing smart ports and establishing green shipping corridors. "Estonia's strength is not scale, but how closely connected the ecosystem is. We bring together maritime policy, digital capability, industrial know-how and practical implementation," Truu explained. "That matters at a time when shipping is under pressure to decarbonise, modernize vessels and upgrade port infrastructure at the same time. To enhance the transition, Estonia has decided to invest ETS revenues back into the maritime sector through a support measure for the retrofitting of vessels." Related:Estonia secures $28m grant for green ship retrofitting Truu emphasised that maritime transition requires addressing practical issues rather than setting targets alone. "Ports need enough grid capacity forshore power. Shipowners need retrofit solutions that make commercial sense. Newfuelsrequire new technical approaches. And the sector needs engineers and specialists who can work with these changes," he said. The transition depends on infrastructure, technology and skills development working together to create commercially viable solutions. With €25 million state-backed retrofit support, companies are already addressing key maritime challenges across multiple areas. SRC has developed methanol superstorage technology to solve retrofit challenges withmethanolby fitting more fuel storage into limited space. ShoreLink supports port decarbonisation through shore power and charging solutions that reduce emissions at berth. LTH Baas provides retrofit, outfitting and technical integration expertise for cruise ships and passenger vessels. Eumar Design develops lighter bathroom and interior solutions for passenger vessels to reduce weight and improve efficiency. Inspirators! creates AI-powered engineering tools for shipbuilding, offshore and industrial applications, while Primostar provides waterproofing solutions for below-grade concrete structures in ports. Asked what the maritime sector needs most right now — more innovation, more cooperation, or more implementation, Truu responded, "All three matter, but without implementation, the rest does not get very far. The sector already has many of the ideas and technologies it needs; the real test is whether ports, operators, policymakers, and industry can work together to turn them into solutions that are commercially viable, scalable and practical to use. That is where real progress will be made." Estonia's approach to greener ports centres on the Port of Tallinn's Smart Port concept, which introduces digital and automated traffic and terminal operations. The country has implemented paperless processes and used Maritime Single Window solutions at national level for over a decade. The FinEst Green Corridor between Tallinn and Helsinki demonstrates how ports, operators and public authorities can collaborate to accelerate lower-emission maritime transport. During Seatrade Cruise Global's panel discussion on "The Future of Sustainable Cruising: Priorities, Pressures, Progress," Truu noted strong stakeholder alignment. "What stood out was the high level of alignment across stakeholders. There was a shared understanding that sustainability is no longer just an environmental issue, but also a matter of competitiveness and resilience, with ports playing a central role in the transition." The panel identified the biggest gap betweensustainabilityambition and practical implementation as investment certainty and infrastructure readiness. While ambition remains high, uncertainty around fuel pathways, regulatory frameworks and infrastructure availability slows concrete investment decisions. The panel highlighted shore power, energy-efficiency improvements and retrofitting existing vessels as the most realistic measures for reducing emissions immediately. Longer-term solutions including hydrogen, ammonia, methanol and wider system transformation remain important but require further development, infrastructure and market maturity. Read more about: Holly Payne Editor, Video Production | Editor, Seatrade Cruise Review | Deputy Editor, Seatrade Cruise News Holly Payne is an accomplished editor, author, and video journalist with extensive experience in the publishing and cruise industries. She holds an MA in Multimedia Journalism with NCTJ accreditation and a BA (Hons) in Classical and Archaeological Studies with English and American Literature. Holly has intermediate-advanced oral and written Arabic language skills. Holly's work has taken her across continents, and her co-authored ethnographic volume on Sudan’s cultural heritage is housed in prestigious institutions around the world. At Informa, Holly reports on the worldwide cruise industry, produces video content, and moderates events globally.
Primo trattore elettrico sui piazzali di La Spezia Container Terminal Shipping Italy
Primo trattore elettrico per il La Spezia Container Terminal. Il gruppo Contship, azionista di controllo di Lsct, ha reso noto che “il nuovo mezzo sarà impiegato da Hannibal per le attività di navettaggio all’interno del terminal spezzino come un primo progetto pilota di valutazione della progressiva elettrificazione della flotta dei trattori di banchina, in ottica della riduzione delle emissioni dirette (Scope 1) generate dalle operazioni in porto”.
Secondo la societò “l’elettrificazione dei trattori portuali si presta per l’applicazione in terminal: i mezzi, infatti, operano vicino alle stazioni di ricarica e gli avviamenti frequenti massimizzano i vantaggi della frenata rigenerativa. Questo modello di ralla elettrica a zero emissioni ottimizza inoltre i consumi nelle manovre di movimentazione container. La bassa rumorosità e le vibrazioni ridotte garantiscono condizioni di lavoro più sicure e confortevoli, migliorando la produttività e la qualità delle operazioni quotidiane”.
L’investimento è stato co-finanziato nell’ambito del progetto Green Ports Pnrr, attraverso un bando promosso e gestito dall’Autorità di Sistema Portuale del Mar Ligure Orientale. L’iniziativa rientra nel programma “Porti verdi: interventi di energia rinnovabile ed efficienza energetica nei porti”, sostenuto dall’Unione Europea con risorse Next Generation EU che mira a ridurre le emissioni di CO2 e migliorare la qualità dell’aria nelle città portuali.
“Il programma di transizione energetica che abbiamo messo in campo mira a decarbonizzare le attività portuali” ha commentato Simone Pacciardi, Responsabile del Servizio Rapporti con UE, Gestione Progetti Comunitari e Fondi Pnrr dell’Autorità di Sistema Portuale del Mar Ligure Orientale. “L’ente, in particolare, ha messo a disposizione degli operatori terminalisti il proprio know-how, relativamente alla gestione di finanziamenti Pnrr, permettendo così di sfruttare le opportunità offerte dall’iniziativa Green Ports a beneficio del sistema portuale”.
“L’introduzione del trattore elettrico rappresenta un tassello concreto della strategia di sostenibilità del Gruppo” ha aggiunto Denise Sofia, Head of Esg di Contship. “Nel 2025 abbiamo lanciato l’ambiziosa strategia “Moves that Matter” definendo obiettivi chiari e misurabili, tra cui la decarbonizzazione delle attività del Gruppo in allineamento agli standard SBTi. Questo progetto dimostra come innovazione e sostenibilità, unite alla collaborazione pubblico-privato, possano generare iniziative capaci di creare valore nel medio periodo”.
L’iniziativa si colloca in un più ampio piano di innovazione tecnologica intrapreso da Contship nel terminal spezzino, che include digitalizzazione dei processi, nuovi investimenti infrastrutturali e upgrade degli equipment per massimizzare l’efficienza operativa ad ogni livello.
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UniCredit finanzia con 22,6 milioni di euro fotovoltaico nel porto di Ravenna pv magazine Italia
Adriasol, società veicolo di Renco ed Eco Trade (Ecosuntek), ha ottenuto un finanziamento da 22,6 milioni di euro da UniCredit per sostenere la realizzazione di un impianto fotovoltaico da 37 MW nel porto di Ravenna.
Il progetto, riporta una nota, rientra nell’ambito di una concessione in partenariato pubblico privato sottoscritta con l’Autorità di Sistema Portuale del Mare Adriatico Centro-Settentrionale, e prevede la realizzazione di un impianto fotovoltaico integrato con sistema di cold ironing.
L’impianto ha una produzione fotovoltaica annua attesa di circa 53 GWh. La parte della produzione di energia rinnovabile non immessa in rete sarà destinata alle navi da crociera ormeggiate nello scalo, a supporto del loro fabbisogno energetico operativo.
L’iniziativa beneficia di un contributo pubblico a fondo perduto del ministero dell’Ambiente e della Sicurezza Energetica (Mase) attraverso i fondi Pnrr del progetto “Green ports”.
L’entrata in esercizio dell’impianto, attualmente in fase di costruzione, è prevista entro giugno e beneficerà di un contratto per differenza con il Gestore dei servizi energetici (GSE).
I presenti contenuti sono tutelati da diritti d’autore e non possono essere riutilizzati. Se desideri collaborare con noi e riutilizzare alcuni dei nostri contenuti, contatta: editors@nullpv-magazine.com.
Australia launches its first electric passenger ferry Forbes España
Australia is making progress toward decarbonizing its maritime transport with the construction of the country’s first all-electric passenger ferry. The project, currently under development and scheduled to enter service in 2026, combines state-of-the-art electric propulsion, battery energy storage, and solar power to validate a scalable model for sustainable maritime mobility. The Australian shipbuilding industry is preparing to take a strategic step toward electrification with the development of a passenger ferry powered entirely by electricity. The vessel, initially conceived as a technology demonstrator, will enable the evaluation of the real-world performance of zero-emission propulsion solutions in commercial passenger operations. The vessel will feature a pioneering configuration based on two Volvo Penta IPS450E electric propulsion systems, each capable of delivering 250 kW per drive line. This design makes the project the first in the world to adopt this specific configuration on a commercial passenger ferry. The power system will be supplemented by a 460-kWh battery pack and onboard solar panels, creating a hybrid platform for power generation and management designed to maximize operational efficiency and reduce the environmental footprint. One of the project’s most notable features is the incorporation of an integrated propulsion and control platform designed to improve both the vessel’s energy efficiency and its operational performance. Volvo Penta Electric IPS technology uses bow thrusters and an advanced electronic control system that optimizes energy consumption and extends the vessel’s range. It also offers advanced maneuvering capabilities typical of state-of-the-art systems, such as low-speed navigation, joystick docking, and dynamic positioning. The combination of quiet operation, reduced vibration, and precise control also significantly enhances the passenger experience, especially on urban and short-haul routes. During the initial demonstration phase, the ferry will also be equipped with a Volvo Penta D4 variable-speed auxiliary generator designed to extend its range and ensure greater operational flexibility under real-world operating conditions. Beyond the construction of a single vessel, the project was designed with scalability in mind. The medium- and long-term goal is to develop a future network of electric ferries operating on various strategic routes along Australia’s east coast, including urban connections in cities such as Brisbane and Sydney. Aus Ships, an Australian shipyard specializing in high-speed catamarans and responsible for projects such as Brisbane’s CityCats, brings solid experience in commercial shipbuilding to the program. The company currently has fleet renewal contracts in place through 2029, reinforcing its position as a key player in the future electrification of Australian maritime transport. The initiative also has the financial backing of the Australia-Singapore Low-Emission Technologies (ASLET) program, which has awarded a grant of two million Australian dollars to promote maritime decarbonization solutions and accelerate the energy transition in the regional shipping sector. The development of this ferry underscores the accelerating pace of electrification in the international maritime sector. Advances in energy storage technologies, combined with regulatory pressure to reduce emissions and the need for more sustainable operations, are driving new models of urban maritime mobility. The ship’s construction also reflects the interest of shipyards and manufacturers in validating electric platforms that can be replicated across different markets and vessel types. With the vessel scheduled to enter service by the end of 2026, Volvo Penta and Aus Ships aim to position Australia as one of the emerging leaders in the deployment of electric passenger ferries in the Asia-Pacific region.
📰 American Journal of Transportation📅 2026-05-08📍 La SpeziaenAria · inquinamentoClima · decarbonizzazioneElettrificazione · cold ironing
Contship introduces the first fully electric port tractor into quay operations American Journal of Transportation
posted by AJOT|May 08 2026at 07:06 AM |Ports & Terminals Contship takes another concrete step towards decarbonisation with the introduction of the first fully electric port tractor at La Spezia Container Terminal (LSCT). The new vehicle will be operated by Hannibal for internal shuttle activities within the terminal, as part of a pilot project aimed at supporting the progressive electrification of the quay tractor fleet and reducing direct emissions (Scope 1) generated by port operations. The use of electric tractors is particularly well-suited to terminal environments: operations take place in proximity to charging infrastructure, while the high frequency of start-stop cycles maximises the benefits of regenerative braking. The zero-emission unit also ensures optimised energy consumption during container handling manoeuvres. In addition, reduced noise levels and lower vibrations contribute to safer and more comfortable working conditions, enhancing both productivity and operational quality. The investment was co-financed under the “Green Ports PNRR” programme, through a dedicated call for proposals promoted and managed by the Port System Authority of the Eastern Ligurian Sea. The initiative is part of the broader “Green Ports: renewable energy and energy efficiency measures in ports” programme, supported by the European Union through Next Generation EU funds, aimed at reducing CO₂ emissions and improving air quality in port areas. “The energy transition program we have launched aims to decarbonise port activities,” commentedSimone Pacciardi, Head of EU Relations, EU Project Management and PNRR Funds at the Port System Authority of the Eastern Ligurian Sea. “In particular, the Authority has made its know-how available to terminal operators with regard to the management of PNRR funding, thereby enabling them to seize the opportunities offered by the Green Ports initiative for the benefit of the port system”. “The introduction of the electric tractor represents a concrete step forward in the Group’s sustainability agenda,” commentedDenise Sofia, Head of ESG at Contship. “In 2025, we launched our ambitious ‘Moves that Matter’ strategy, setting clear and measurable targets, including the decarbonisation of Group operations in line with SBTi standards. This project demonstrates how innovation and sustainability, combined with effective public-private collaboration, can generate initiatives capable of creating long-term value.” This initiative is part of Contship’s broader technological innovation and sustainability roadmap at the La Spezia terminal, which includes process digitalisation, infrastructure development, and equipment upgrades aimed at maximising operational efficiency across all areas.