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CMB.Tech has sold the 2024-built Suezmax Bristol for a $56.9m gain as it continues to capitalise on historically strong tanker values. August 11, 2026 CMB.Tech announced it has sold the 2024-builtEuronavSuezmaxBristolfor a capital gain of around $56.9m. The deal is far from the first time CMB.Tech has cashed in on high asset prices in recent months; the owner has sold a total of $626.6m worth of vessels in 2026 to date, according to a tally of those in its first quarter 2026 results and subsequent announcements. A week ago, the owner of tanker brand Euronav announced it hadsold the 2016-built VLCC Donoussa for a capital gain of around $74.4m. In late June, CMB.Tech announced thedisposal of 2023-built SuezmaxesBrestandBruggefor a capital gain of $100.5m for delivery in Q3. CMB.Tech’s second quarter results are due on 27 August, but in its first quarter results in May the company said it had delivered eight vessels in the first quarter — two Capesizes and sixVLCCs— and was due to deliver a further two VLCCs and one Suezmax in the second quarter. Related:ADNOC L&S bolsters tanker fleet with $1.3bn acquisitions Commenting on the June sale of Bristol’s sister ships CMB.Tech CEO, Alexander Saverys, said: “Historically strong Suezmax valuations have created an opportunity to unlock value at an attractive point in the cycle. We will deploy those returns in line with our capital allocation strategy and invest in the continued growth of our diversified maritime group."Saverys previously said that the company’s strategy was to strengthen its balance sheet and pay dividends in the current red-hot market, while using some of the strength to lock in to longer term charters. Bristolwill be delivered to its new owner in the fourth quarter of 2026. Antwerp-based CMB.Tech has a fleet of around 250 vessels across dry bulk, tankers, container ships and offshore vessels. Read more about: Gary Howard Middle East correspondent Gary Howard is the Middle East Correspondent for Seatrade Maritime News and has written for Seatrade Cruise, Seatrade Maritime Review and was News Editor at Lloyd’s List. Gary’s maritime career started after catching the shipping bug during a research assignment for the offshore industry. Working out of Seatrade's head office in the UK, he also produces and contributes to conference programmes for Seatrade events including CMA Shipping, Seatrade Maritime Logistics Middle East and Marintec. Gary’s favourite topics within the maritime industry are decarbonisation and wind-assisted propulsion; he particularly enjoys reporting from industry events. Gary Howard regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Ports of Refuge: Strengthening Maritime Resilience, at Seatrade Maritime Logistics Middle East 2025 Debunking LEO and Cloud for Maritime Industry, December 2022 (watch on-demand recording) Making Data Work for Shipping at Seatrade ShipTech Virtual 2021 Is the Zero-Carbon Future a Slow Shipping Future?at Seatrade ShipTech Virtual 2021 Is Ship Finance Transforming Faster than Shipping?at Seatrade ShipTech Virtual 2021

DP World’s European operations look to be undergoing a major restructuring following the departure of several members of the senior commercial management team and confirmation of some 300 job losses. The precise shape of the restructure remains unclear, as a spokesperson for the Dubai-based terminal operator would only confirm toThe Loadstarthat there had been 300 staff redundancies across its European operations. Among the senior management to have left in the past month are the executive vice-presidents for Central and Western Europe, Dries Van Hoeymissen and Tony Hotine, and COO for Freight Europe Markus Rodatz. With no official announcement, all three made known they were no longer in those roles by updating theirLinkedInprofiles, Mr Hotine the only one confirming that he had also left DP World. He noted: “Friday was my last day at DP World,” adding “I have enjoyed being part of DP World’s ambitious journey, and I will be following it with interest from the sidelines”. Sources have toldThe Loadstarthat VP commercial for Eastern Europe Marc Kleinclauss and Switzerland-based national sales director Richard Bingham had also departed, although neither have so far updated theirLinkedInprofiles. The logic behind the shake-up is perplexing, given how well DP World’s European operations fared last year, with the CEO for the region, Rashid Adbulla, noting during the group’s 2025 results call in March: “DP World’s operations in Europe are playing a central role in our global growth.” Strength of performance was also evident in both the UK’s London Gateway and Southampton facilities handling a combined 5m teu for the first time, and Antwerp Gateway hitting a new box handling record of 2.47m teu.

MSC appears to have got ahead of the competition along North Europe’s beleaguered inland waterways, informing customers that it has implemented a series of measures to ensure continuity of operations amid continuing drought. The carrier’s intervention comes with water levels along the Rhine showing no sign of increasing in the near future, with limited prospects of rainfall over the next seven days and indications that on some gauges the conditions may worsen further. MSC told customers: “Water levels below the Kaub measuring point have fallen to such an extent barge transportation to and from destinations further upstream has become extremely restricted and, in many cases, no longer possible. “Barge load factors are heavily reduced, leading to increased operational challenges. In addition, be aware that also the Hengelo corridor is currently impacted by navigation obstructions, which may also affect inland waterway transport options in that region.” Consequently, MSC is offering a range of alternative modes, with rail capacity available on routes linked to Athus, Strasbourg, Woerth, Germersheim, Frankfurt, and Trier, and dedicated trucking for shipments deemed “urgent or time-sensitive”. Another option being explored is using Belgium’s Albert Canal, which remains largely operational as the Rhine deals with historic low waters, MSC noting the port of Limburg as an “effective alternative gateway for cargo moving to and from Germany”. Sources have also suggested the Albert Canal as one of the better alternatives for those looking to avoid the Rhine, one tellingthe Loadstarthe waterway’s capacity to handle above-average volumes is evident in the explosion in cruise activity. “Historic lows on the Rhine are forcing shipping companies to adjust their routes, and this is equating to increased demand for berths for river cruises, with the city having already received 75 additional requests,” one barge owner said. “There are still enough berths for everyone. Shipping companies are being forced to adjust sailing schedules because the water level of the Rhine is too low. Antwerp, also a well-established cruise destination, is often seen as an alternative in travel plans.” So, why not on the cargo side?

Compartir Marflet Marine ha completado la instalación de cuatro velas de succión eSAIL de Bound4blue en elSantiago I, un petrolero-quimiquero de 49.999 toneladas de peso muerto. La operación convierte a la compañía en el primer armador de la flota mercante española que opera con este sistema de propulsión asistida por viento, según la información facilitada por Bound4blue. Los cuatro equipos instalados tienen una altura de 22 metros y han sido incorporados al buque en las instalaciones de EDR Antwerp Shipyard, en Amberes. Previamente, elSantiago Ihabía realizado los trabajos necesarios para preparar el buque para la instalación durante una estancia en el astillero IMC Shipyard de Zhoushan, en China. El proyecto ha contado además con el apoyo de ingeniería de la empresa española Cotenaval. El contrato entre Marflet Marine y Bound4blue se formalizó en mayo de 2024 y contemplaba desde su origen la incorporación de cuatro unidades eSAIL al buque. En aquel momento, Cotenaval asumió trabajos relacionados con el diseño de las cimentaciones de las velas y la instalación eléctrica necesaria para integrar los nuevos equipos a bordo. Con las cuatro unidades ya operativas, Bound4blue calcula que elSantiago Ipuede reducir su consumo energético anual aproximadamente entre un 10% y un 15%, aunque el resultado dependerá de factores como las rutas realizadas, las condiciones meteorológicas y el perfil operativo del buque. La reducción de la demanda del motor principal implica igualmente un menor consumo de combustible y de las emisiones asociadas. La tecnología instalada funciona mediante un sistema de succión que controla el flujo de aire alrededor de una superficie aerodinámica para generar una fuerza propulsora adicional a partir del viento. Las unidades funcionan de manera autónoma y permiten disminuir la carga requerida al motor principal cuando las condiciones son adecuadas. Bound4blue indica que sus sistemas cuentan con aprobación de tipo de DNV y pueden utilizarse tanto en proyectos de nueva construcción como en buques ya existentes. La instalación también influye en el cumplimiento de la normativa europea sobre emisiones del transporte marítimo. Al disminuir el consumo de combustible y las emisiones de gases de efecto invernadero, la utilización de las velas puede reducir la exposición del buque a los costes asociados al régimen europeo de comercio de derechos de emisión, EU ETS, y contribuir al cumplimiento de FuelEU Maritime, de acuerdo con las estimaciones de Bound4blue. Marflet Marine había anunciado en 2024 que la incorporación de este sistema formaba parte de sus actuaciones destinadas a mejorar la eficiencia operativa delSantiago I. El director de Flota de la compañía, Juan Cremades, señaló entonces que las eSAIL permitirían optimizar la eficiencia en el consumo de combustible y reducir las emisiones del buque. Compartir

Share Marflet Marine has completed the installation of four Bound4blue eSAIL suction sails on theSantiago I, a chemical tanker of 49,999 deadweight tons. The operation makes the company the first operator of the Spanish merchant fleet to operate with this wind-assisted propulsion system, according to information provided by Bound4blue. The four installed units have a height of 22 meters and have been incorporated into the vessel at the EDR Antwerp Shipyard facilities in Antwerp. Previously, theSantiago Ihad carried out the necessary work to prepare the vessel for installation during a stay at the IMC Shipyard in Zhoushan, China. The project has also received engineering support from the Spanish company Cotenaval. The contract between Marflet Marine and Bound4blue was formalized in May 2024 and originally contemplated the incorporation of four eSAIL units to the vessel. At that time, Cotenaval took on work related to the design of the foundations for the sails and the electrical installation necessary to integrate the new equipment on board. With the four units now operational, Bound4blue estimates that theSantiago Ican reduce its annual energy consumption by approximately 10% to 15%, although the result will depend on factors such as the routes taken, weather conditions, and the operating profile of the vessel. The reduction in demand from the main engine also implies lower fuel consumption and associated emissions. The installed technology operates through a suction system that controls the airflow around an aerodynamic surface to generate additional propulsive force from the wind. The units operate autonomously and allow for a decrease in the load required by the main engine when conditions are suitable. Bound4blue indicates that its systems have DNV type approval and can be used in both new construction projects and existing vessels. The installation also influences compliance with European regulations on maritime transport emissions. By reducing fuel consumption and greenhouse gas emissions, the use of the sails can lessen the vessel's exposure to costs associated with the European emission trading system, EU ETS, and contribute to compliance with FuelEU Maritime, according to Bound4blue's estimates. Marflet Marine had announced in 2024 that the incorporation of this system was part of its actions aimed at improving the operational efficiency of theSantiago I. The company's Fleet Director, Juan Cremades, stated at that time that the eSAILs would optimize fuel consumption efficiency and reduce the vessel's emissions. Share

September 3, 2026 bound4blue eSAIL suction sails on board Marflet Marine's Santiago I, a 49,999 DWT chemical tanker. © bound4blue bound4blue has completed the installation of four 22-meter eSAIL suction sails onboard Marflet Marine'sSantiago I, positioning the company as the first Spanish merchant fleet owner to commit to wind-assisted propulsion and suction sails. The installation, completed at EDR Antwerp Shipyard following 'wind ready' preparation work at IMC Shipyard in Zhoushan, China, transforms the 49,999 DWT chemical tanker into a flagship for Spanish maritime innovation. Engineering support for the project was provided by Cotenaval. Signed in May 2024, the original contract represented an important milestone for both companies. Now operational,Santiago Iis expected to reduce annual energy consumption by approximately 10-15%, depending on trading patterns and weather conditions. Alongside lower fuel consumption and reduced greenhouse gas emissions, the installation will help lower exposure to carbon costs under the EU ETS while supporting compliance with FuelEU Maritime. The fully autonomous eSAIL system generates additional propulsive force by drawing air across an aerodynamically optimized surface, creating lift up to seven times greater than conventional rigid sails of the same size. By reducing main engine load, the unique non-ATEX technology lowers fuel consumption and associated emissions while requiring and minimal maintenance from onboard crews. Designed for both retrofit and newbuild projects, bound4blue's DNV Type Approved eSAIL systems are suitable across a broad range of vessel segments, including tankers, bulk carriers, Ro-Ro vessels, ferries, cruise ships, gas carriers and general cargo vessels.

Three consortia of maritime companies and knowledge institutions have received a total of 52.9 million from the Maritime R&D subsidy scheme of the Dutch Ministry of Economic Affairs. Royal IHC is part of two of these consortia: Menens consortium – aimed at developing adaptive solutions to accelerate Straatman BV completed engineering and production of three pinch ball joints earlier this week – all executed in their factory in Zwjjndrecht. These specific type of ball joints will be used on the cutter suction dredgers (CSDs) between floating pipeline and CSD. The great advantage of this ball joi The trailing suction hopper dredger (TSHD) Endam is being fitted out with Damen dredging equipment. According to Damen, the gantries and winches are installed, and the Di 900 mm trailing suction pipe – designed to dredge at -30 m – is put into place. The multi-purpose vessel will primarily act as an ROHR-IDRECO Dredge Systems (Netherlands/USA, Germany, France) has just announced two new cutter suction dredge (CSD) models, the Hawk and Falcon, to its product line-up. Group CEO, Fulco Vrooland Löb, said: “With our roots in the wet mining industry, we have been building electrical dredges for deca Damen Shipyards Group is opening its latest service hub, in Hamburg, Germany. This takes the total number of hubs to fifteen, spread across Africa, the Americas, Asia and the Middle East, and Australia. The hubs ethos is to provide a local service, worldwide, and the Hamburg hub will act as the one- Radio Holland and Neptune Marine have signed an agreement for an extensive navigation and communication package for hull number NP-554 – a trailing suction hopper dredger (TSHD). According to their official statement, besides the equipment, Radio Holland will also take care of the installation and c New Damen cutter suction dredger CSD500 was successfully launched this week near the capital of Paraguay, Asunción. The dredger was shipped fully disassembled. It sailed from Antwerp to Montevideo, Uruguay, before transferred to a river barge and transported up the Paraguay River. The modular dredge MOTAS Dredging Solutions has engineered, produced and delivered a set of Fenders for DEME’s cutter suction dredger (CSD) Spartacus. The Fenders are custom made for the CSD Spartacus and exist of several components that can be mounted on the vessel but can just as easily be dissembled. The Fenders sa Mobilis is currently building an underground parking lot for Amsterdam council, right under the Singelgracht canal in the center of Amsterdam: the Singelgracht garage-Marnix. This is an ambitious project for which Voorbij Funderingstechniek was commissioned to provide the foundations. Applying the In one of the sessions of this year’s Europort event, the Enschede-based Alia Instruments took the opportunity to present their one of a kind non-nuclear slurry density meter – the Alia Density Meter (ADM). The ADM offers accurate real-time data, allowing clients to truly optimize their production w An exceptional operation was carried out in the Aabenraa Inlet last week. In a planned operation, a large semi-submersible freighter slowly submerged to prepare for the float-off of “Magnor”, the world’s biggest backhoe dredger. The purpose-built freighter is constructed for this specific type of as Bakker Sliedrecht has provided one of Europe’s largest floating sand plants of Dekker Group with a sustainable shore power connection. The system integrator has carried out the delivery and installation of the high-voltage facilities at the sand plant in cooperation with Dekker Grondstoffen and Verh Brazilian company Constructora Vale Verde has placed a repeat order for a cutter suction dredger type CSD350 with Damen Shipyards. This dredger is a sister vessel to the dredger Amsterdam, delivered in 2019. The new CSD350 for Vale Verde will be named Holanda and is identical to the Amsterdam; a ful The first locally made dredger in Argentina is shaping up nicely, Damen said. The SPI Servicios Portuarios yard in Mar del Plata is busy manufacturing all pontoons. The DOP Dredger component package has been delivered by Damen. The dredger, type DD250, is a standard dismountable dredger. This piece

Portbiz | International Ports and Logistics It is colourless, corrosive, toxic at concentrations that can be measured in parts per million, and it burns with a stubbornness that has defeated centuries of conventional engineering. It is also, by a growing consensus among regulators, shipowners, and engine manufacturers, the most serious candidate to decarbonise the deep-sea shipping that carries 80 per cent of global trade by volume. This is the contradiction at the heart of ammonia's maritime moment. On a June morning in 2026, a 46,000 cubic metre gas carrier named Antwerpen sailed out of a South Korean shipyard and into the record books. The vessel, delivered to Belgian shipowner Exmar, was the first ocean-going ship to be powered by a dual-fuel ammonia engine built by WinGD, the Swiss marine engine developer whose ammonia orderbook has now crossed 40 units across gas carriers, bulkers, tankers, and container ships. Carl-Antoine Saverys, CEO of the Exmar Group, spoke plainly about what the delivery represented. Ammonia propulsion, he said, was no longer theoretical. The industry was deploying it. That statement, coming from an operator rather than a technology developer, carries weight that a product launch announcement does not. And yet the Antwerpen's departure also clarified how much remains unresolved: the global bunkering infrastructure for ammonia barely exists at scale; the fuel costs between two and three times as much as the conventional oil products it would replace; the regulatory framework that would make the economics viable is still being contested between governments; and the safety challenges of handling a substance acutely toxic at concentrations far below what the human nose can reliably detect have not been fully answered at the operational level. The ammonia gamble is real, the stakes are high, and the timeline is closing. To understand why a fuel this difficult has become the focus of so much investment and regulatory energy, it is necessary to understand what the alternatives are not. Shipping accounts for approximately 3 per cent of global greenhouse gas emissions. That figure, modest in isolation, represents around one billion tonnes of CO₂ equivalent per year, produced by a sector that powers the physical infrastructure of the global economy. The International Maritime Organization's net-zero framework, adopted in principle in April 2025 and scheduled for implementation from 2027, requires shipping to reach net-zero emissions by 2050, with interim targets of 20 per cent reduction by 2030 and 70 per cent by 2040. The EU's FuelEU Maritime regulation, already in force since January 2025, imposes progressively stricter greenhouse gas intensity requirements on vessels calling European ports, with penalties reaching approximately €2,400 per tonne of VLSFO energy equivalent for non-compliance. Against those targets, the current fuel mix offers almost nothing. Heavy fuel oil and very low sulphur fuel oil, which together account for around 75 per cent of global bunker consumption, emit approximately 3 kilogrammes of CO₂-equivalent per kilogramme of fuel consumed. LNG, which has grown its bunkering market share from 1 per cent to 4 per cent between 2019 and 2026, reduces sulphur and particulate emissions meaningfully but delivers almost no carbon benefit on a well-to-wake basis once methane slip through the value chain is accounted for. Biofuels are available now, but their feedstock base is limited and will face competition from aviation, chemicals, and food production that will constrain their scale. Green methanol has attracted significant newbuild orders from major carriers including Maersk and CMA CGM, and its liquid form at ambient temperature makes it easier to handle and store than either hydrogen or ammonia. But green methanol depends on sustainable sources of carbon dioxide alongside green hydrogen, and as the heavy industries that currently produce point-source CO₂ decarbonise, that supply will shrink. At scale and over the long term, methanol faces a carbon supply constraint that its advocates have not fully answered. Batteries and hydrogen fuel cells offer genuine zero-emission solutions for ferries, tugs, and harbour craft on short routes with frequent charging or bunkering opportunities. For vessels crossing the Pacific or rounding the Cape of Good Hope, the energy density mathematics are prohibitive. Batteries currently carry roughly twenty times less energy per unit of mass than ammonia or methanol, and fifty times less than conventional marine fuel. That gap does not close with foreseeable battery technology development. Ammonia, by contrast, is a liquid at moderate pressure and manageable temperatures. It can be stored and transported in infrastructure that already exists at scale, since the fertiliser industry ships approximately 17 million tonnes of ammonia globally each year through a network of around 170 terminals worldwide. It produces no carbon dioxide when combusted. It can be produced from renewable electricity, water, and nitrogen, ingredients that are geographically distributed and theoretically inexhaustible. And its engines, as the Antwerpen demonstrated, now work at commercial scale. The case for ammonia is not that it is easy. It is that nothing else scales. Ammonia is acutely toxic. Its immediately dangerous to life and health concentration — the threshold at which a 30-minute exposure causes irreversible harm — is 300 parts per million. By comparison, the human olfactory system detects ammonia at around 5 parts per million, which means that meaningful warning precedes dangerous exposure, but also that the margin between detectability and serious harm is narrower than crew training programmes have historically needed to address with conventional fuels. A UK P&I Club analysis published in July 2026 identified the primary failure modes during bunkering with clinical precision: hose failures during fuel transfer; incorrect valve alignment; physical damage to fuel tanks or piping; and, most severely, vessel collisions capable of rupturing onboard storage tanks. A quantitative risk study of ammonia bunkering operations by Chinese maritime researchers, published in 2026, found that human error accounted for 45 per cent of identified risk events during ammonia transfers, with the risk priority number for technical malfunctions during transfers reaching 378, the highest category in their failure mode analysis. Virtual reality training that improved crew performance by 41 per cent in simulations was among the recommended risk controls. Between 1978 and 2021, twelve grave accidents involving ammonia transport on LPG carriers were recorded, resulting in fatalities. Those events occurred in an era of more limited safety engineering and before the dedicated training, monitoring, and emergency response protocols that ammonia-as-fuel operations now require. But they establish a baseline of real-world consequence that the industry cannot bracket as theoretical. The toxicity risk is not limited to the vessel. An ammonia release during bunkering in a busy port affects crew, dock workers, and potentially the surrounding urban environment. Simulation studies conducted for the Port of Singapore modelled large-scale ammonia releases during ship-to-ship bunkering operations under various weather conditions and found that the behaviour of ammonia over water and on land is substantially affected by atmospheric parameters in ways that make consequence modelling complex. Semi-pressurised storage tanks, the configuration common on many existing gas carriers, were found to present greater health risk in accident scenarios than fully refrigerated configurations, because the pressure differential accelerates initial release rates. Beyond toxicity, ammonia combustion presents its own engineering challenges. Its ignition temperature is high, its flammability range narrow, and its flame speed slow, all properties that make it stubbornly reluctant to burn efficiently in a conventional engine. MAN Energy Solutions and WinGD have both addressed this through dual-fuel designs that use a small pilot quantity of conventional fuel, approximately 5 per cent by energy at full load, to initiate and stabilise combustion. The approach works, as the Antwerpen's sea trials demonstrated, with fuel efficiency comparable to equivalent diesel-fuelled engines. But the residual pilot fuel dependency means that ammonia-powered vessels are not quite zero-emission in practice, and the nitrogen chemistry of ammonia combustion generates nitrogen oxides as a byproduct, requiring aftertreatment systems to prevent a new emission problem from replacing the old one. IMO discussions at PPR 13 in 2026 specifically addressed the management of ammonia effluents, a signal that regulators are beginning to grapple with the full environmental profile of the fuel rather than simply its carbon credentials. Despite these challenges, the industry is not waiting for the problems to be fully resolved before committing capital. WinGD's ammonia engine orderbook crossing 40 units in the first half of 2026 is one data point among many. Hapag-Lloyd has 12 ammonia-ready newbuilds on order. Rio Tinto and AngloEastern are developing Newcastlemax-class ammonia-powered bulk carriers. Eastern Pacific Shipping has ordered ammonia-powered Newcastlemaxes and a very large ammonia carrier fleet for delivery from 2026 onwards. NYK, Mitsui OSK Lines, and a series of Greek tonnage owners including TMS Cardiff Gas and Capital Maritime have added ammonia carrier orders to their fleets. Maersk Tankers, whose parent A.P. Moller Holding controls the container shipping giant, has 10 very large ammonia carriers on order, with the first, the Jane Maersk, delivered in 2026 as the first such vessel built by HD Hyundai Samho. The Ammonia Energy Association estimates that approximately 140 ammonia-powered vessels are currently on the global orderbook, with the majority of deliveries scheduled for 2026 and 2027. That number remains a small fraction of a global fleet of roughly 100,000 ships, but the concentration of newbuild commitment in this two-year window reflects a technology reaching its commercial inflection point rather than a market still exploring feasibility. COSCO completed the world's first green ammonia bunkering operation in 2025, a milestone whose significance lies less in the volumes involved than in the demonstration that the operational chain, from production to storage to transfer to combustion, can work under real conditions. Multiple large-scale ship-to-ship ammonia transfers were completed between 2024 and 2025, including operations exceeding 25,000 tonnes, serving as operational proxies for bunkering and providing the procedural experience that safety protocols require. On the engine side, MAN Energy Solutions is delivering its ammonia-capable ME-LGIA two-stroke engines with 80-bore configurations targeted for commercial availability by end of 2026. Wärtsilä is developing four-stroke ammonia engines for applications including smaller vessels and dual-fuel conversions. Classification societies including Lloyd's Register, DNV, Bureau Veritas, and the China Classification Society have all issued approval in principle for ammonia-fuelled vessel designs, creating the regulatory foundation for insurance and financing. The economic case for ammonia is not yet self-sustaining, and honesty about that matters for any assessment of the transition's timeline. As of mid-2026, green ammonia produced from renewable electricity costs between $800 and $1,200 per tonne on an equivalent energy basis, compared with VLSFO at approximately $600 per tonne. Because ammonia has a lower energy density than conventional marine fuel, a ship requires roughly 2.4 times the volume of ammonia to achieve the same range, meaning the total fuel cost gap is not simply the price-per-tonne differential. A green ammonia-powered voyage on a comparable distance may cost between three and four times more in fuel alone than the same voyage on conventional oil. Production costs are expected to decline. Green ammonia production is projected to fall from approximately €634 per tonne in 2025 to around €380 per tonne by 2040 as electrolyser deployment scales and renewable electricity costs continue their structural decline. Envision Energy's ammonia facility in Chifeng, China, is already producing around 320,000 tonnes per year with exports having begun in late 2025, and production capacity at that facility alone is projected to reach 1.5 million tonnes annually by 2028. A joint study by WinGD and Envision published in March 2026 found that under a moderate global regulatory regime, green ammonia could reach cost parity with VLSFO and LNG by 2050, with a projected 5 to 6 per cent lower lifecycle cost than LNG over the long term. What bridges the gap between now and 2050 is regulation. The IMO's two-tier carbon pricing framework, scheduled to impose a base levy of $100 per tonne of CO₂ and a higher penalty of $380 per tonne for vessels exceeding stricter emission thresholds from 2028, will begin to change the relative economics of fuel choice in ways that pure market pricing does not. The EU ETS, already applying full coverage to shipping from 2026 at carbon prices in the mid-€60s per tonne with projections pointing to €105 by 2027, adds further cost to conventional fuel operations on European-touching routes. FuelEU Maritime penalties of approximately €2,400 per tonne of VLSFO equivalent will make non-compliance increasingly expensive as the greenhouse gas intensity requirements tighten through 2030 and beyond. The H2Global mechanism, supported by the German Federal Ministry for Economic Affairs and Climate Action, is providing up to €3 billion in its second funding round through contracts for difference that offer long-term price certainty for green hydrogen derivative producers. A dedicated shipping-sector tranche of H2Global is being prepared to insulate maritime ammonia offtake from direct competition with other end-use sectors during the transition. The European Hydrogen Bank, Japan's contract-for-difference schemes, and various national green shipping subsidy programmes are complementing this support architecture. The Ammonia Energy Association estimates that approximately 2.5 million tonnes per year of renewable ammonia production capacity will be available by 2028, more than double the estimated fuel demand of the roughly 53 ammonia-powered ships scheduled for delivery by that date. In the immediate commercial window, fuel availability is not the binding constraint. The Antwerpen can sail. What it cannot easily do, in most of the world's major commercial ports, is refuel without significant advance coordination. Dedicated ammonia bunkering infrastructure at commercial scale remains limited. The 170 ammonia terminals that serve the fertiliser industry are distributed across major industrial ports and provide a foundation, but they were not designed for the operational requirements of marine bunkering, which demands speed, reliability, and proximity to berths that fertiliser logistics do not require. Converting or extending these facilities for marine use requires investment in specialised transfer equipment, enhanced safety systems, exclusion zone protocols, and emergency response infrastructure that most port authorities have not yet committed. Rotterdam and Singapore, the two ports with the most developed frameworks for alternative fuel bunkering, have both published ammonia bunkering roadmaps and are running pilot programmes. Singapore's simulation work on ammonia dispersion scenarios has directly informed the safety protocols that port users must comply with. Rotterdam's extensive hydrogen and ammonia import terminal development is oriented primarily toward the fertiliser and industrial markets but is generating the infrastructure base that marine bunkering will need. Neither port has yet delivered ammonia bunkering as a routine commercial service available to any vessel that requests it. For ports outside the North Sea and Singapore, the timeline is less clear. The IMO's Interim Guidelines for the Safety of Ships Using Ammonia as Fuel, published in 2025, establish the framework for flag state approval and design requirements, but they do not create the bunkering infrastructure that vessels arriving at a port require. A dual-fuel vessel capable of running on ammonia but unable to bunker at its destination effectively becomes a diesel vessel, negating the investment premium paid for its ammonia capability. This infrastructure gap is the most immediate practical constraint on ammonia adoption in 2026. It is also, given the long lead times of port investment, the gap that requires the most urgent policy attention. For Brazilian exporters, the ammonia transition is not yet a cost line on a freight invoice. It is a regulatory and market trajectory that will determine what ocean freight costs in the decade ahead. More than 80 per cent of cargo owners surveyed by BCG indicate a willingness to pay a premium for green shipping services, with an average willingness to pay of approximately 4 per cent. The premium required to make green ammonia commercially viable for operators in the early years of transition is estimated at between 10 and 15 per cent. That gap is not primarily a problem of cargo owner resistance. It is a problem of regulatory framework: the incentive structure that makes 4 per cent expressed willingness become 10 to 15 per cent actual market premium requires the carbon levies, FuelEU penalties, and contract-for-difference mechanisms to translate regulatory intent into freight rate signals. As IMO carbon pricing takes effect from 2028, and as EU ETS costs continue to rise, the economics of fuel choice will shift. A vessel running on VLSFO on a European route from Santos will face carbon costs that a vessel running on green ammonia does not. That differential will appear in the commercial negotiations between Brazilian exporters and the carriers they use. The trajectory is clear even if the exact timeline remains contested. Shipping operates on long lead times. A vessel ordered today will be in service for 25 years. An engine platform reaching commercial maturity in 2026 will power vessels that are still sailing in 2051. The regulatory targets set for 2050 are not distant ambitions to be addressed by the next generation of executives; they are the operational environment that ships ordered in 2026 will be required to navigate throughout their working lives. The Antwerpen's departure from South Korea in June 2026 was one ship. It is the leading edge of what the Ammonia Energy Association counts as approximately 140 vessels on the global ammonia-powered orderbook, with deliveries concentrating in the window between now and 2028. The engine manufacturers have their products. The regulators have their frameworks. The fuel producers are building capacity. The safety protocols are being written, tested, and refined with each successive bunkering trial. What remains is the hardest part: the simultaneous scaling of production, infrastructure, training, and commercial frameworks across an industry that has historically changed slowly, in a timeframe that the physics of climate change has made non-negotiable. Ammonia is dangerous. It is also, on the available evidence, indispensable. The gamble the industry is now making is not whether to bet on ammonia. Several major shipowners and engine manufacturers have already placed that bet, with steel and cash. The gamble is whether the regulatory consistency, infrastructure investment, and commercial incentives required to make ammonia viable at scale will arrive in time for those bets to pay off. The Antwerpen is at sea. The answer is still being written. Sources:Proton Ventures, "Ammonia, The Fuel to Decarbonise Maritime Shipping" (August 2026); UK P&I Club, "Ammonia: Alternative Fuel Spill Response Considerations" (July 2026); Ship & Bunker, "Ammonia Engine Orders Reach 40 as First Vessel Enters Service: WinGD" (June 2026); Ship & Bunker, "WinGD Ammonia-Fuelled Engine Orderbook Tops 30 Units" (May 2026); WinGD and Envision Energy, Joint Study on Green Ammonia Cost Parity (March 2026); Bunkermarket, "Green Ammonia Could Outperform LNG On Cost By 2050" (April 2026); Emerald Publishing, "Risk Assessment for Ammonia in Chinese Maritime Operations" (May 2026); ClimateWorks Foundation, "Can Ammonia Propel the Shipping Industry Toward a Zero-Carbon Future?" (March 2025); Ammonia Energy Association, Vessel Orderbook and Production Capacity Data (2025-2026); ACS Chemical Health and Safety, "Risk Assessment of Ammonia Fuelled Ships" (2024); Marine Link, MGC Antwerpen delivery announcement (June 2026); DNV Alternative Fuel Insights Database, ammonia newbuild orderbook data; Oxford Energy Institute, "Fuelling the Future" (October 2024); IMO PPR 13 proceedings (2026); IMO Interim Guidelines for the Safety of Ships Using Ammonia as Fuel (2025); EU FuelEU Maritime Regulation (2025); IMO Net-Zero GHG Framework (April 2025). is coming soonopening a new channel for the world’s ports to think, connect and navigate the future together. contact-us:Este endereço de email está sendo protegido de spambots. Você precisa do JavaScript ativado para vê-lo.

Major dredging works at Port of Ndayane, Senegal’s future deep-water port, have been completed 13 months ahead of schedule, DP World said. More than 1,000 people are currently employed directly on the project as construction activity accelerates. The early completion of the major dredging works allo The first phase of the Yangtze Canal widening project in the Netherlands has been completed, Van Oord, part of the contractor consortium together with Hakkers and De Klerk, said. The consortium has delivered a new tugboat quay with twelve berths and shore power facilities. To facilitate this, the Ya The channel dredging project at the Port of Port Mansfield in Texas, US, is complete, the Willacy County Navigation District (WCND) said. From the mouth of the jetties at the Gulf of Mexico entrance westward through the navigational channel, the Intracoastal Waterway junction, the Harbor, and into t The Ministry of Transport of the Republic of Kazakhstan said that the dredging operations at Aktau Port will be completed by the end of 2026. According to the Ministry, the general contractor – China Harbor Engineering Company (CHEC) – has already completed geodetic surveys and processed the data re TasPorts is currently undertaking seabed levelling at the Port of Burnie – as part of their ongoing role in maintaining safe navigation and efficient operations across Tasmania’s multi-port system. From June 11 through to June 24, they will be redistributing nearly 3,500 cubic meters of sand and sed Step by step, the new Europa Terminal at the PSA Belgium and Port of Antwerp-Bruges yard is taking shape, Boskalis Nederland said. The first five quay cranes have now been delivered and set up on the finished part of the quay. Also, the final concrete work is at cruising speed and the foundation wor The Misurata Free Zone (MFZ) signed a Memorandum of Understanding (MoU) with the Port of Antwerp-Bruges yesterday, strengthening cooperation on port development and logistics. The signing ceremony was attended by H.E. François Dumont, Ambassador of the Kingdom of Belgium to Libya, alongside a delega Poland is embarking on one of the largest investments in the Baltic Sea — the PLN 10 billion (EUR 2.35 billion) port development project named Cape Pomerania. The Cape Pomerania project, presented yesterday by Deputy Infrastructure Minister Arkadiusz Marchewka, will include construction of a nearly Haskoning and McConnell Dowell have successfully completed a landmark maritime infrastructure upgrade in the Kingdom of Tonga, transforming the nation’s only international port into a modern, climate-resilient facility. The project has not only rebuilt but also extended key sections of the Queen Sāl Port Houston, working in partnership with the U.S. Army Corps of Engineers, has completed its portion of the Houston Ship Channel Expansion — Project 11. Construction of channel improvements began in 2022, and now the project has reached its most important milestone dredging completion of the wideni Eduardo Leite, Governor of the State of Rio Grande do Sul, Brazil, has signed the order and contract for the dredging works in the Port of Rio Grande. The $81 million project (432.2 million BRL), which was awarded to Van Oord, will deepen the harbor’s access channel, ensuring safe and efficient navi Van Oord, together with its subsidiary Wicks, has won a contract from GRAHAM Group for the development of a new deep-water berth at Belfast Harbour. According to Van Oord, the project entails a new multipurpose deepwater quay which will be able to accommodate vessels up to 350 metres in length. This A hard rocky seabed is always a challenge when it comes to dredging, even for Boskalis’ specialist equipment. That is why the crews from Boskalis Westminster are deploying different types of vessels to deepen the port of Lerwick on the Scottish Shetland Islands, so it can accommodate larger passenge DP World is investing $2.5 billion this year to expand its global logistics network, launching major port infrastructure projects across India, Africa, South America and Europe. The port development projects – across four continents – extend DP World’s end-to-end capabilities, significantly expandin

Grimaldi Group Spa, la holding capogruppo controllato dai due fratelli Gianluca ed Emanuele e dalle sorelle Amelia e Maria Consuelo Grimaldi, ha chiuso il bilancio 2025 con un utile netto di 518,1 milioni di euro, in crescita rispetto ai 505,3 milioni registrati nel 2024. La redditività è fortemente legata ai dividendi provenienti dalle controllate e dalle società collegate che hanno ha raggiunto quota 528 milioni di euro, rispetto ai 516,8 milioni dell’esercizio precedente. A prima vista il conto economico evidenzia un marcato arretramento dell’attività caratteristica; i ricavi delle vendite e delle prestazioni sono infatti scesi da 149,5 a 33,3 milioni di euro, con una contrazione di circa 116 milioni, ma il calo è riconducibile principalmente alla cessazione dei contratti di gestione carico svolti per conto delle controllate Grimaldi Euromed e Grimaldi Deep Sea. Una riduzione che è stata tuttavia quasi interamente compensata dalla crescita dei dividendi incassati dalle partecipate. Nel 2025 Grimaldi Group ha contabilizzato 523,6 milioni di euro di proventi da partecipazioni, contro i 512,6 milioni del 2024. Di questi, ben 521,4 milioni provengono da imprese controllate e 2,2 milioni da imprese collegate. La componente più rilevante arriva dalle due principali società operative del gruppo: Grimaldi Euromed ha distribuito dividendi per 200 milioni di euro, in aumento dai 161 milioni del 2024, mentre Grimaldi Deep Sea ha contribuito con 187,9 milioni, rispetto ai 191 milioni dell’anno precedente. Da sole le due società hanno quindi generato circa 388 milioni di euro, oltre il 74% dei dividendi ricevuti dalla holding dalle proprie controllate. Tra gli altri contributi di rilievo figurano i 66,6 milioni di Finnlines, invariati rispetto al 2024, e i 43,9 milioni di Atlantic Container Line, in calo rispetto ai 79,1 milioni dell’esercizio precedente. Significativo, invece, l’incremento del contributo di Ports & Terminal Multiservices, passato da 3,1 a 13,1 milioni di euro. Nel complesso, l’incremento dei dividendi è stato di circa 11,3 milioni di euro. La crescita è stata trainata soprattutto da Grimaldi Euromed, che ha aumentato la distribuzione di circa 39 milioni, e da Ports & Terminal Multiservices, con circa 10 milioni in più. A controbilanciare parzialmente questi incrementi è stato il calo di circa 35 milioni registrato da Atlantic Container Line. Il rafforzamento del risultato si accompagna a un ulteriore consolidamento della struttura patrimoniale. Al 31 dicembre 2025 il totale dell’attivo ammontava infatti a 2,42 miliardi di euro, rispetto ai 2,3 miliardi di fine 2024, le immobilizzazioni finanziarie, costituite principalmente dalle partecipazioni, sono salite a 2,03 miliardi da 2 miliardi. Particolarmente significativo l’incremento delle disponibilità liquide, passate da 200,7 a 309,6 milioni di euro. Il patrimonio netto ha raggiunto 2,36 miliardi di euro, contro 2,24 miliardi nel 2024, mentre i debiti complessivi sono scesi a 52,1 milioni, dai 53,9 milioni precedenti; in particolare l’esposizione verso le banche è diminuita da 28,6 a 22,9 milioni di euro. A proposito di nuove partecipazioni e investimenti, nel 2025 la holding ha continuato a rafforzare la propria presenza nelle società operative e nelle infrastrutture portuali con un aumento di capitale e della propria partecipazione in Minoan Lines (dove Grimaldi Group è salita al 90,99% attraverso un investimento di circa 24,3 milioni di euro). Inoltre è stata costituita la nuova agenzia Grimaldi India Shipping Agency a Mumbai, il gruppo ha sottoscritto un aumento di capitale anche di Antwerp Euroterminal N.V. e ha acquistato un ulteriore 2% di Grimaldi Agencies Argentina. Sul fronte delle dismissioni, è stata invece ceduta la quota del 3,75% di Terminal Roulier d’Abidjan. Nel corso del 2025 la società ha effettuato una distribuzione di 400,1 milioni di euro tra dividendi e riserve (in aumento rispetto ai 300 milioni distribuiti nel 2024), mentre l’assemblea del 12 maggio scorso ha approvato il bilancio relativo all’esercizio 2025 rinviando però a una successiva assemblea la decisione sulla destinazione dell’utile netto di 518 milioni di euro. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

Yamaha sposa la strategia di riduzione delle emissioni nei marina e negli eventi velici; sul tema ricordiamo la Sustainability Agenda 2030 di World Sailing. Un esempio è la recente iniziativa durante la Solaris Cup 2026, dove sono stati introdotti mezzi elettrici all’interno della manifestazione. Il brand mondiale, dopo aver acquisito il marchio storico dell’elettrico Torqeedo, sta sviluppando sinergie nei porti europei. In quello di Anversa ha proposto un sistema ibrido che mette in relazione due motori elettrici Torqeedo Cruise 6.0 a 48 V con un fuoribordo Yamaha F150XCC. Verso una vela sempre più elettrica Torqeedo da anni è presente nelle competizioni veliche più importanti, dalla Coppa America al Vendée Globe, e continua anche con Yamaha. Alla Solaris Cup 2026, l’appuntamento annuale organizzato da Solaris Yachts a Porto Rotondo che riunisce armatori e imbarcazioni da tutto il mondo, Yamaha Motor Italia, in qualità di mobility partner, ha fornito un set completo di mezzi dedicati alla gestione della mobilità e delle operazioni logistiche dell’evento. La sostenibilità ha unito la logistica tra terra e acqua. Yamaha ha infatti messo a disposizione una serie di soluzioni dedicate alla mobilità e al supporto operativo dell’evento, sia in acqua sia a terra. Ai battelli con motori termici si è affiancato un tender custom in carbonio spinto da un Torqeedo 6.0, utilizzato dallo staff Solaris per le attività operative all’interno del marina, dagli spostamenti tra i pontili all’assistenza durante le manovre di ormeggio. A terra con golf car e motorini elettrici, accordo nazionale con Assomarinas Sul fronte terra, Yamaha ha fornito golf car elettriche, un motorino NEO’s e un veicolo utility leggero dedicati agli spostamenti operativi e logistici all’interno dell’area evento. Non siamo ancora al tutto elettrico, ma si tratta di esperimenti utili per incentivare la transizione energetica. «Yamaha conferma il proprio impegno anche verso soluzioni di trasporto sempre più sostenibili, grazie all’impiego di veicoli completamente elettrici e di motori termici sviluppati con tecnologie avanzate per ridurre al minimo l’impatto ambientale, mantenendo al contempo prestazioni elevate e la consueta affidabilità del marchio». Oltre alla partecipazione e al contributo all’evento, Yamaha Motor Italia sta sviluppando un’offerta integrata dedicata al mondo dei porti turistici. Di recente ha firmato un accordo con Assomarinas, non solo per le soluzioni in mare ma anche a terra. La strategia è globale: tra le ultime azioni, quella nel porto di Anversa, in Belgio, con un sistema ibrido che collega due motori elettrici Torqeedo Cruise 6.0 a 48 V con un fuoribordo Yamaha F150XCC. LEGGI anche: “Non tutte full electric, ma tutte elettrificate” e guarda il VIDEO

Festa in casa del Gruppo Grimaldi, multinazionale italiana attiva nella logistica e trasporti marittimi di merci e passeggeri: è stata consegnata il 10 agosto la “Grande Pacifico”, tredicesima nave ammonia ready (cioè che può alimentarsi ad ammoniaca) del Gruppo e prima di cinque innovative Pctc, navi che trasportano camion e auto, cinque gemelle commissionate ai cantieri di China Merchant Heavy Industries Jangsu. Caratteristiche tecniche e capacità di carico della Grande Pacifico È lunga 220 metri e larga 38 metri, ha una stazza lorda di 95.534 tonnellate e una velocità di crociera di 18 nodi. Grazie alla configurazione dei suoi 15 ponti – uno in più rispetto alle cinque precedenti unità della stessa classe – la sua capacità di carico raggiunge i 9.800 Ceu (Car equivalent unit, i singoli “pezzi”, auto o camion, che può imbarcare), con un incremento di circa il 9%. Oltre ai veicoli elettrici e a quelli alimentati con carburanti convenzionali, la nave è progettata anche per il trasporto di veicoli alimentati a gas naturale compresso (CNG), ampliando ulteriormente la gamma di carichi trasportabili. Sostenibilità ed efficienza energetica: la tecnologia ammonia ready Il Rina, il Registro italiano navale, ha già certificato la Grande Pacifico come ammonia ready, e cioè che potrà essere convertita all’uso di ammoniaca come combustibile alternativo a zero emissioni di carbonio e con le tecnologie di cui è dotata risparmia il 50% di carburante rispetto alle navi car carrier, trasporto auto (o camion) della precedente generazione. Tra l’altro è dotata di mega batterie al litio con una capacità complessiva di 5 MWh ed è predisposta per l'alimentazione elettrica da terra (cold ironing) nei porti attrezzati, azzerando le emissioni durante le soste in banchina. A bordo trovano inoltre impiego le più avanzate soluzioni per l'efficienza energetica, tra cui 2.500 metri quadrati di pannelli solari, sistemi intelligenti per la gestione dei consumi, pitture siliconiche per ridurre la resistenza all'avanzamento, un sistema di air lubrication, un design dello scafo ottimizzato e l'innovativo gate rudder (timone a cancello, un tipo di pale direzionali ai lati delle eliche dal profilo ottimizzato che permettono maggior spinta, migliore manovrabilità e minori consumi). Il motore a controllo elettronico è infine dotato di sistemi di trattamento dei gas di scarico che consentono di ridurre le emissioni di ossidi di zolfo (SOx), particolato (PM) e ossidi di azoto (Nox) al di sotto dei limiti più stringenti in vigore, in questo caso gli IMO Tier III. La rotta inaugurale: il servizio Asia-Europa E se nomen omen, cioè il nome è un augurio, la Grande Pacifico partirà per il suo viaggio inaugurale sul servizio Asia-Europa in partenza nei prossimi giorni dal porto di Taicang (Cina) con destinazione Anversa (Belgio) e Southampton (Regno Unito). A bordo trasporterà un carico di oltre 6.900 autovetture e oltre 900 metri lineari di merci rotabili. Del resto ciò conferma l’impegno del Gruppo a lavorare per l’industria automobilistica e trasporto rotabili nell’area del Pacifico con servizi da tempo più capillari. (riproduzione riservata)

Estimated reading time: 4 minutes TheGrimaldi Grouphas taken delivery of theGrande Pacifico, a 9,800 CEU Pure Car and Truck Carrier that will enter the company’s Asia to Europe service carrying more than 6,900 vehicles on its maiden voyage. Delivered on August 10 by China Merchants Heavy Industries Jiangsu, the vessel is the first of five sister ships ordered from the Chinese yard. It is also the thirteenth vessel in the group’s fleet to receive an Ammonia Ready class notation. TheGrande Pacificowill depart from Taicang, China, in the coming days before calling at Antwerp in Belgium and Southampton in the United Kingdom. Alongside the vehicle cargo, the ship will carry more than 900 linear metres of rolling cargo. The new PCTC measures 220 metres in length and 38 metres in width, with a gross tonnage of 95,534 and a service speed of 18 knots. Its 15 cargo decks provide capacity for 9,800 Car Equivalent Units. The addition of one deck increases capacity by approximately 9% compared with the first five 9,000 CEU ships constructed for Grimaldi by the same shipyard. The vessel can transport electric vehicles and conventionally powered vehicles, as well as vehicles using compressed natural gas. That capability broadens the mix of automotive and rolling cargo that can be accepted across Grimaldi’s international services. For automotive shippers, the difference between 9,000 CEU and 9,800 CEU represents up to 800 additional vehicle spaces on a single sailing. Actual intake will depend on vehicle dimensions, deck configuration and the volume of other rolling cargo booked for each voyage. The Italian Shipping Register, RINA, awarded theGrande Pacificoits Ammonia Ready notation. The classification indicates that the vessel has been designed to allow future conversion for ammonia propulsion, although it does not mean the ship currently operates on ammonia. The vessel also received Green Plus, Green Star 3, Comfort Vibration and Comfort Noise Port class notations. Grimaldi said the new ship can reduce fuel consumption by 50% compared with previous generation car carriers. The design combines an optimised hull, silicone hull coatings, an air lubrication system and a gate rudder intended to improve propulsion efficiency and manoeuvrability. The electronically controlled main engine is equipped with exhaust treatment systems to reduce sulphur oxides, particulate matter and nitrogen oxides. According to the company, nitrogen oxide emissions are below the limits set by the International Maritime Organization’s Tier III standard. TheGrande Pacificois fitted with lithium batteries offering a combined capacity of 5 MWh. It is also prepared to connect to shore power at ports with suitable infrastructure, allowing onboard engines to be switched off while the vessel is alongside. About 2,500 square metres of solar panels have been installed, supported by an energy management system that coordinates power use on board. The combined battery, solar and shore connection systems are designed to enable zero emission operation while berthed. The practical impact will depend on the availability of shore power at ports along the vessel’s trading routes. As more vehicle terminals install compatible connections, ships equipped for cold ironing will be able to reduce local emissions and noise during cargo handling. The ship’s name reflects Grimaldi’s expanding network in the Pacific region and its growing role in transporting vehicles and other rolling cargo between Asian manufacturing centres and overseas markets. Emanuele Grimaldi, managing director of the group, said the 9,800 CEU ships were an evolution of the earlier five vessel series, combining additional cargo capacity with greater operational versatility. “Investing in increasingly larger and more efficient vessels, while ensuring they are ready to operate with the fuels of the future, enables us to strengthen our leadership in the sector and provide our customers with state of the art maritime transport services with the lowest possible environmental impact,” he said. Go to top DISCLAIMER: “Breakbulk.News publishes editorial content, including news, features and press releases supplied by third‑party companies, institutions and PR agencies. Third parties who submit material to us are solely responsible for ensuring that all text, images, logos and other content they provide are accurate and that they hold all necessary rights, licences and permissions for news use. By submitting content to Breakbulk.News, contributors represent and warrant that their material does not infringe the rights (including copyright and related rights) of any third party and agree to indemnify Breakbulk.News respecting any claims arising from their submissions. human-edited, AI-assist. If you believe any content on our site infringes your rights, please contact us at info@breakbulk.news with full details and we will investigate promptly..”

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

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

Trasporto La compagnia marittima belga Exmar ha annunciato di aver portato a termine con successo il primo viaggio commerciale della sua nuova nave Antwerpen trasportando ammoniaca e utilizzando lo stesso prodotto come combustibile. “Durante la traversata dalla Cina all’India, la nave – spiega la società nordeuropea in un post pubblicato sul suo profilo Linkedin – ha operato in modalità dual fuel ad ammoniaca pienamente in linea con le aspettative e con il progetto, dimostrando che questa tecnologia funziona anche nel servizio commerciale. Insieme ai nostri partner, continuiamo a perfezionare i sistemi, costruendo su questo importante risultato. Siamo inoltre orgogliosi del nostro equipaggio per l’eccellente lavoro pionieristico svolto”. La Antwerpen è la prima di una serie di 4 nuove unità gasiere midsize dual fuel ad ammoniaca realizzate dal cantiere HD Hyundai Heavy Industries in Corea del Sud, a cui si è già affiancata la gemella Arlon, appena presa in consegna da Exmar. La nuova costruzione, che batte bandiera belga, è in grado di trasportare fino a 46.000 metri cubi di ammoniaca o GPL e di operare con emissioni prossime allo zero quando utilizza ammoniaca low carbon come combustibile. La nave soddisfa e supera gli attuali obiettivi dell’IMO per la riduzione delle emissioni, abbattendo i gas a effetto serra fino al 90% rispetto alle unità convenzionali.

Il componente, destinato all’impianto Project One, costituisce una delle più grandi movimentazioni dello scalo belga. Ad agosto è previsto l’arrivo di un secondo modulo ancora più pesante Anversa – Il porto di Anversa-Bruges ha ricevuto uno dei carichi eccezionali più imponenti della sua storia recente. La nave Jin Xu Xiang 88 ha consegnato un modulo industriale alto 55 metri, equivalente a un edificio di 18 piani, destinato all’impianto di cracking dell’etano Project One di Ineos, in costruzione nell’area portuale. Il componente, proveniente da Abu Dhabi, pesa quasi 7.000 tonnellate e supera per dimensioni quelli movimentati nello scalo nel corso del 2025. Nella prima metà di agosto è atteso un secondo modulo, con un peso di poco inferiore a 7.200 tonnellate, che completerà una delle fasi più delicate del progetto dal punto di vista logistico. Con l’installazione di questi elementi l’impianto è ormai prossimo al completamento. Una volta entrato in funzione, Project One convertirà l’etano in etilene, materia prima fondamentale per numerosi settori industriali, tra cui dispositivi medici, componentistica automobilistica, turbine eoliche, pannelli solari e materiali isolanti. Avviato nel dicembre 2022, il progetto rappresenta, secondo Ineos, il maggiore investimento nell’industria chimica europea degli ultimi venticinque anni e porterà alla creazione di circa 450 posti di lavoro. La società prevede inoltre che il nuovo impianto produrrà circa la metà delle emissioni di CO₂ rispetto agli impianti di cracking dell’etano oggi operativi, grazie all’impiego di tecnologie più efficienti e a un processo produttivo ottimizzato. Per il porto di Anversa-Bruges la movimentazione di moduli di queste dimensioni conferma il ruolo dello scalo come hub europeo per la logistica di grandi progetti industriali. Operazioni di questo tipo richiedono infatti una pianificazione estremamente complessa, infrastrutture dedicate e competenze specialistiche, elementi che rafforzano la competitività del porto anche nel segmento dei project cargo e dei grandi investimenti industriali.