Porti & ambiente — le notizie raccolte

Exmar's newbuild ammonia dual-fuel gas carrier used part of its ammonia cargo as bunker fuel during its maiden voyage from China to India. IMAGE: Ammonia-capable gas carrier, Antwerpen. Exmar This eliminated the need for a separate ammonia bunkering operation, Kristof Coppé, director of fleet operations and technical business development at EXMAR, told ENGINE. TheAntwerpencarried ammonia in its 46,000-cbm cargo tanks, while propulsion fuel was supplied from two smaller on-deck ammonia fuel tanks. EXMAR has not disclosed the owner of the ammonia cargo. These tanks can be replenished directly from the onboard cargo, allowing the vessel to operate on ammonia without dedicated bunkering infrastructure, Coppé said. The vessel's WinGD dual-fuel ammonia engine requires around 5% pilot fuel during ammonia operations. Exmar intends to operate the vessel on ammonia during itsinitial voyagesto build operational experience. However, whether it continues to use ammonia over the longer term will depend on trading patterns, chartering arrangements and commercial considerations, Coppé added. The company has ordered four ammonia-capable midsized gas carriers in this series from South Korean shipbuilder HD Hyundai.Antwerpenwill be followed by its sister vesselArlonlater this year, while the remaining two vessels are scheduled for delivery early next year. By Konica Bhatt Please get in touch with comments or additional info to news@engine.online

PUBBLICITÀ Le nuove linee guida riguardano le gasiere che trasportano ammoniaca e intendono utilizzare parte del carico come combustibile. L’Organizzazione marittima internazionale ha approvato nuove linee guida di sicurezza per consentire alle navi gasiere che trasportano ammoniaca di utilizzare parte del proprio carico come combustibile. Il provvedimento rappresenta un nuovo passo verso l’impiego commerciale dell’ammoniaca nella propulsione navale, ma non elimina i problemi tecnici, ambientali e di sicurezza legati a questa sostanza. Le linee guida sono state approvate dal Comitato per la sicurezza marittima dell’IMO durante la sua 111ª sessione, tenuta a Londra dal 13 al 22 maggio 2026. La notizia è tornata al centro dell’attenzione nel mese di luglio, dopo l’entrata in vigore di alcune modifiche al codice internazionale che disciplina la costruzione e l’equipaggiamento delle navi destinate al trasporto di gas liquefatti. Le nuove regole per le navi gasiere Il nuovo quadro riguarda in particolare le gasiere sottoposte all’IGC Code, il codice internazionale utilizzato per le unità che trasportano gas liquefatti alla rinfusa. Queste navi potranno impiegare l’ammoniaca trasportata nelle cisterne anche per alimentare i motori, a condizione che siano rispettati precisi requisiti relativi alla progettazione degli impianti, alla ventilazione, al controllo delle perdite e alla protezione dell’equipaggio. L’ammoniaca viene considerata uno dei possibili combustibili per ridurre le emissioni prodotte dal trasporto marittimo. La sua molecola non contiene carbonio e, durante la combustione, non genera direttamente anidride carbonica. Il bilancio ambientale complessivo dipende però dal modo in cui viene prodotta. Se deriva da fonti fossili, le emissioni vengono trasferite alla fase industriale; se è ottenuta utilizzando energia rinnovabile, il suo impatto può essere sensibilmente inferiore. Il vantaggio principale rispetto all’idrogeno è la maggiore facilità di stoccaggio e trasporto. L’ammoniaca è già movimentata in grandi quantità dall’industria chimica e dispone di una rete logistica internazionale. Questa esperienza può agevolarne l’impiego navale, ma non cancella i rischi. I rischi legati all’ammoniaca L’ammoniaca è infatti una sostanza tossica e corrosiva. Una perdita negli ambienti di bordo può essere pericolosa anche a concentrazioni relativamente basse, mentre il contatto diretto può provocare gravi lesioni. Per questo le linee guida dell’IMO prevedono sistemi di rilevamento, spazi separati, ventilazione, dispositivi di arresto e procedure specifiche per proteggere marinai, tecnici e personale portuale. Un altro problema riguarda la combustione. Utilizzare ammoniaca nei motori può produrre ossidi di azoto e protossido di azoto, un gas con un forte effetto sul clima. Gli impianti devono quindi essere abbinati a sistemi capaci di controllare le emissioni e di limitare il rilascio di ammoniaca non bruciata. Dalle linee guida alle prime navi operative Il settore ha già iniziato a muoversi. Nel giugno 2026 è stata consegnata la MGC Antwerpen, indicata come la prima gasiera commerciale dotata di propulsione dual fuel ad ammoniaca. La nave può utilizzare sia carburante tradizionale sia ammoniaca, offrendo un primo esempio concreto delle tecnologie alle quali si riferisce il nuovo quadro normativo. L’approvazione dell’IMO non significa quindi che l’ammoniaca sia pronta a sostituire rapidamente il gasolio sulle navi. Le nuove linee guida forniscono però ai cantieri, agli armatori e agli enti di classifica una base comune sulla quale progettare e autorizzare le prime unità. È un passaggio necessario per trasformare una tecnologia ancora sperimentale in una possibile alternativa per il trasporto marittimo a lungo raggio. © Riproduzione riservata

Il progetto prevede di aumentare di 7 milioni di teu la capacità dello scalo, con nuove infrastrutture portuali, ferroviarie e logistiche. Anversa – Il porto di Anversa-Bruges ha compiuto un passo decisivo nel progetto di espansione della capacità container con l’approvazione, da parte del Governo fiammingo, della bozza di decisione relativa al Containercluster Linkerscheldeoever (Ccl). L’iniziativa rientra nel programma Extra Container Handling Capacity Antwerp (Eca), che mira a preparare lo scalo alla crescita dei traffici container nei prossimi anni. Il progetto prevede un incremento della capacità di movimentazione pari a circa 7 milioni di Teu all’anno. L’intervento principale consiste nella realizzazione di un secondo bacino di marea per le portacontainer accanto all’attuale Deurganckdok, affiancato da nuovi terminal e da un’area logistica dedicata alle operazioni di movimentazione dei container. Il piano comprende inoltre la realizzazione di nuove infrastrutture ferroviarie, l’ampliamento delle aree industriali e logistiche, lo spostamento delle linee elettriche ad alta tensione e la creazione di nuove aree naturali. Secondo l’autorità portuale, il progetto è stato sviluppato per coniugare l’espansione delle attività con la tutela dell’ambiente e delle comunità locali, prevedendo terminal a basse emissioni, una maggiore quota di trasporto ferroviario e fluviale e una fascia di mitigazione tra il porto e le aree residenziali. L’approvazione della bozza apre ora la fase di consultazione pubblica, in programma fino ad agosto, al termine della quale il progetto potrà essere modificato sulla base delle osservazioni ricevute prima dell’esame del Consiglio di Stato e della successiva decisione definitiva del governo fiammingo. Con questo investimento, Anversa-Bruges punta a consolidare la propria posizione tra i principali gateway container europei. L’aumento della capacità consentirà allo scalo di far fronte alla crescita della domanda e di rafforzare la propria competitività rispetto agli altri grandi porti della Northern Range.

The Flemish Government and its partners have launched a series of intensive roadside inspections to identify and remove vehicles with exceptionally high emissions from roads in and around the Port of Antwerp, commencing May 20. The campaign combines remote sensing technology with targeted roadside inspections to accelerate the greening of the truck fleet serving the port. The inspections are being carried out in cooperation with VLABEL, local and federal police, and delegations from Denmark, the Netherlands and Ireland. GOCA Flanders and the European Commission’s Joint Research Centre are supporting inspectors with innovative inspection tools, while the Flemish Environment Agency, Port of Antwerp-Bruges and the European research consortium Net-4-Cities are deploying large-scale remote sensing campaigns to measure vehicle emissions on public roads. The campaign will run until at least the end of June, with emissions monitored at several locations in and around the port and a minimum of 200,000 vehicles assessed. The combined approach has demonstrated significantly higher detection rates than conventional methods. Traditional roadside inspections identified emissions-related problems in approximately 5% of vehicles, whereas inspections guided by remote sensing data have detected problems in more than 80% of cases. The data collected will provide insights into real-world road traffic emissions and inform both enforcement activities and future air quality policy. Johan Klaps, Chairman of the Board of Directors of Port of Antwerp-Bruges, described the campaign as providing a much clearer picture of road traffic’s impact on air quality within the port area, while sending a strong signal to non-compliant operators and reinforcing support for the many transport companies and drivers who already meet environmental standards.

Maritime,Renewable Energy OnAugust 26, 2025, the Port of Zeebrugge, in Belgium, began the onshore power project that will allow connectingtwo cruise ships at the same timestarting from the first half of 2027. The information was released by Port of Antwerp Bruges, the port authority managing the ports of Antwerp and Bruges. A ship docked at the pier does not stop consuming energy. Cabins, kitchens, refrigeration, lighting, and other systems continue to operate throughout the docking period. To keep this structure active, vessels use diesel generators, even without sailing. The new installation aims to change this routine at the Zweedse Kaai terminal. Instead of producing electricity within the ship, cruises will be able to receive power supplied by the dock itself. California Project Aims to Store Heat Underground in Former Oil Reservoir to Generate 100 kW of Electricity for Over 12 Hours French Port Harnesses Industrial Waste Heat to Power Up to 30,000 Homes Canadian Project Converts Hot Water from Mature Oil Fields into Electricity, Repurposing Existing Wells and Infrastructure Finnish City to Store 90 GWh of Heat in Underground Caves by 2030 to Reduce Winter Reliance on Batteries and Immediate Energy Onshore powerallows the vessel to be connected to the electrical grid while docked. It’s like connecting the ship to a large socket prepared to support the consumption of a floating city. Before reaching the ship, the electricity passes through a substation. This structure adjusts the correct power strength so that the onboard systems operate without risk of incompatibility. The connection will be made by a movable arm installed on the dock. After the connection, the ship can turn off the generators used during the stop and use the power supplied by the port. The work is underway at the cruise terminal of Zweedse Kaai, in Zeebrugge.The first ships will be able to use the structure in the first half of 2027. The planned capacity is to accommodatetwo cruise ships simultaneously. This allows more than one vessel to reduce reliance on diesel generators during docking. The schedule places the terminal three years ahead of the European obligation set for 2030. The requirement aims to increase the use of shore power in ports that receive large vessels. A passenger may look at a docked cruise ship and imagine that the engines are off. In practice, the ship still needs electricity to maintain rooms, restaurants, kitchens, refrigeration systems, and internal equipment. Thediesel generatorsmeet this need when there is no electrical connection available at the dock. They produce energy but also release smoke, smell, and gases that affect the area around the terminal. Shore power reduces this problem at the point where the ship is docked. The electricity is no longer generated within the vessel and instead comes from the structure installed at the port. The Zweedse Kaai area accounts forabout 5% of CO₂ emissionsfrom all ships docked at the Antwerp and Zeebrugge docks. This volume comes from cruises that keep diesel generators active during their stay at the port. Port of Antwerp Bruges, the port authority managing the ports of Antwerp and Bruges, detailed that shore power can eliminate emissions from these vessels at the dock itself, as well as reduce smoke, smell, and visual nuisance for residents, passengers, and crew. The percentage does not represent all port emissions in Belgium. It refers to ships docked at the Antwerp and Zeebrugge docks, where diesel electricity generation is still part of the routine for many cruises. The installation does not work with just a cable connected to the ship. The terminal needs ahigh voltage substation, safety equipment, and a connection capable of delivering power to the vessel. The ship also needs to accept the electricity received from the dock. Voltage and frequency are characteristics of the electrical grid that must be suitable for onboard systems. This detail explains why shore power requires changes at the port and within the ship. The structure needs to function in an integrated manner so that generators can be turned off during the stopover. Brazilian cruise and cargo terminals would also need a prepared electrical grid, substation, connection equipment, and compatible ships to use shore power. The technology is not an automatic solution for any port. Each terminal needs to assess the capacity of its network, the type of vessel received, and the necessary infrastructure to handle stopovers without interrupting operations. In Zeebrugge, the work is not yet completed.The first connection is scheduled for the first half of 2027, when two cruise ships will be able to receive electricity from the dock simultaneously. The initiative shows that reducing port pollution does not depend solely on switching fuels. Delivering power to the ship during the stop can reduce smoke, odor, and emissions in areas close to cities. Do you believe that major Brazilian ports should invest in shore power to reduce ship smoke near residents and workers? Share your opinion in the comments.

Energía renovable,Marítimo El26 de agosto de 2025, el Puerto de Zeebrugge, en Bélgica, inició la obra deenergía en tierraque permitirá conectardos barcos de crucero al mismo tiempoa partir del primer semestre de 2027. La información fue divulgada por Port of Antwerp Bruges, autoridad portuaria que administra los puertos de Amberes y Brujas. Un barco parado en el muelle no deja de gastar energía. Cabinas, cocinas, refrigeración, iluminación y otros sistemas continúan funcionando durante toda la escala. Para mantener esta estructura activa, las embarcaciones usan generadores diésel, incluso sin navegar. La nueva instalación pretende cambiar esta rutina en el terminal de Zweedse Kaai. En lugar de producir electricidad dentro del barco, los cruceros podrán recibir energía proporcionada por el propio muelle. Proyecto en Canadá convierte agua caliente de campos petroleros maduros en electricidad, reutilizando pozos y equipos existentes. Finlandia construye tres cavernas subterráneas para almacenar 90 GWh de calor y reducir la dependencia de baterías en invierno para 2030 Ingeniería innovadora eleva casas en zonas inundables con estructura de acero y bloques flotantes, inspirada en el huracán Katrina. Velero de 1910 regresa al mar tras siete años de restauración y se dirige al Reino Unido Laenergía en tierrapermite que la embarcación sea conectada a la red eléctrica mientras está atracada. Es como conectar el barco a un gran enchufe preparado para soportar el consumo de una ciudad flotante. Antes de llegar al barco, la electricidad pasa por una subestación. Esta estructura ajusta la fuerza correcta de la energía para que los sistemas a bordo funcionen sin riesgo de incompatibilidad. La conexión se realizará mediante un brazo móvil instalado en el muelle. Después de la conexión, el barco podrá apagar los generadores utilizados durante la parada y utilizar la energía proporcionada por el puerto. La obra está en marcha en la terminal de cruceros de Zweedse Kaai, en Zeebrugge.Los primeros barcos podrán usar la estructura en el primer semestre de 2027. La capacidad prevista es atenderdos barcos de crucero simultáneamente. Esto permite que más de una embarcación reduzca la dependencia de los generadores diésel durante la escala. El cronograma coloca la terminal tres años antes de la obligación europea prevista para 2030. La exigencia busca ampliar el uso de energía en tierra en puertos que reciben grandes embarcaciones. El pasajero puede mirar un crucero atracado e imaginar que los motores están apagados. En la práctica, el barco aún necesita electricidad para mantener habitaciones, restaurantes, cocinas, sistemas de refrigeración y equipos internos. Losgeneradores diéselatienden esta necesidad cuando no existe una conexión eléctrica disponible en el muelle. Producen energía, pero también liberan humo, olor y gases que afectan el área alrededor de la terminal. La energía en tierra reduce este problema en el punto donde el barco está atracado. La electricidad deja de ser generada dentro de la embarcación y pasa a venir de la estructura instalada en el puerto. El área de Zweedse Kaai responde porcerca del 5% de las emisiones de CO₂de todos los barcos atracados en los muelles de Amberes y Zeebrugge. Este volumen proviene de los cruceros que mantienen generadores diésel activos durante la permanencia en el puerto. Port of Antwerp Bruges, autoridad portuaria que administra los puertos de Amberes y Brujas, detalló que la energía en tierra puede eliminar las emisiones de estas embarcaciones en el propio muelle, además de reducir humo, olor y molestias visuales para residentes, pasajeros y tripulantes. El porcentaje no representa todas las emisiones portuarias de Bélgica. Se refiere a los barcos atracados en los muelles de Amberes y Zeebrugge, donde la generación de electricidad a diésel aún forma parte de la rutina de muchos cruceros. La instalación no funciona solo con un cable conectado al barco. El terminal necesita unasubestación de alta tensión, equipos de seguridad y una conexión capaz de llevar energía hasta la embarcación. El barco también necesita aceptar la electricidad recibida del muelle. Tensión y frecuencia son características de la red eléctrica que deben estar adecuadas a los sistemas de a bordo. Este detalle explica por qué la energía en tierra exige cambios en el puerto y dentro del barco. La estructura necesita funcionar de forma integrada para que los generadores puedan ser apagados durante la escala. Terminales brasileños de cruceros y carga también necesitarían una red eléctrica preparada, subestación, equipos de conexión y barcos compatibles para usar energía en tierra. La tecnología no es una solución automática para cualquier puerto. Cada terminal necesita evaluar la capacidad de su red, el tipo de embarcación recibida y la estructura necesaria para atender escalas sin interrumpir la operación. En Zeebrugge, la obra aún no está concluida.La primera conexión está prevista para el primer semestre de 2027, cuando dos barcos de crucero podrán recibir electricidad del muelle al mismo tiempo. La iniciativa muestra que la reducción de contaminación portuaria no depende solo de cambiar combustibles. Llevar energía hasta el barco durante la parada puede reducir humo, olor y emisiones en áreas cercanas a ciudades. ¿Cree que los grandes puertos brasileños deberían invertir en energía en tierra para reducir el humo de barcos cerca de residentes y trabajadores? Comparta su opinión en los comentarios.

Reviewed: ad hoc news B2B & Pro desk. Edited and checked on 2026-06-29, 21:52. Details in theimprint. Mass-balanced bio-methanol from Equinor ASA does not look dramatic at first glance - just clear liquid swirling in a steel tank, smelling faintly of alcohol and industry. But for shipping companies betting on methanol-fuelled car carriers, this fuel quietly rewires their emissions math. Mass-balanced bio-methanol from Equinor is a low-carbon marine fuel produced in Norway and delivered to deep-sea roll-on-roll-off vessels in European ports such as Antwerp and Zeebrugge. It slots into methanol-capable engines without exotic handling, yet aims at up to 95 percent CO2 reduction compared with fossil methanol. Energy traders describe it as a bridge fuel: chemically identical to conventional methanol, but certified under the ISCC EU scheme so that shipowners can book the emissions savings on specific voyages. In practice, the bunkering hose looks the same, the engine sound stays the same, but the emissions accounting on the bridge laptop feels very different for the chief engineer. Equinor has signed a two-year supply contract with vehicle carrier specialist Wallenius Wilhelmsen to provide significant volumes of mass-balanced bio-methanol for its upcoming methanol-powered vessels. The fuel will be produced in Norway and shipped to bunkering hubs serving heavy car-carrier traffic in Northern Europe. Alex Grant, senior vice president for crude, products and liquids at Equinor, has framed bio-methanol supply as a core part of the company’s low-carbon liquids portfolio for the marine segment. His team previously cut deals with Maersk and Norwegian Cruise Line for similar products, positioning Equinor as a go-to supplier when shipowners look beyond heavy fuel oil and marine gasoil. From bio-methanol for car carriers to Troll gas projects, Equinor’s portfolio keeps evolving and continues to matter for energy investors watching Norwegian cash flows. For Equinor, bio-methanol for shipping does not replace its core business of delivering pipeline gas and LNG to Europe, but enriches the liquids side of the portfolio. The company has stressed on recent capital-markets days that the Norwegian continental shelf remains the backbone of its gas flows, yet liquid low-carbon fuels are now an additional revenue pillar. Mass-balanced bio-methanol sits alongside conventional methanol and other refined products that Equinor sells to industrial and marine customers. Traders in Oslo point out that this product lets Equinor monetize biogenic feedstocks while using existing methanol logistics - tanks, pipelines, ships - instead of building entirely new infrastructure from scratch. The 95 percent CO2 reduction figure attached to Equinor’s mass-balanced bio-methanol refers to lifecycle emissions compared with fossil methanol when the bio-feedstock and production route meet strict sustainability criteria. The fuel is certified under ISCC EU, a widely used scheme for bio-based and low-carbon products in the European Union. Under mass-balance rules, Equinor can co-process biogenic and fossil feedstocks through the same assets while attributing the renewable share to specific batches of product. For shipping customers, that means a named voyage on a specific hull can be logged as carried out on low-carbon fuel, even if the physical molecules were mixed at the refinery stage. On board a methanol-fuelled car carrier, none of this certification detail sits in the fuel tank itself. The deck crew sees familiar flexible hoses and standard couplings when bunker trucks or barge crews connect hoses in Antwerp. The liquid arriving has similar handling properties to fossil methanol, so safety routines remain consistent. Engine-room teams do, however, see a different line in the digital logbooks. When chief engineer Kari Johansen scrolls through the fuel management screen, voyage entries tagged with Equinor’s mass-balanced bio-methanol carry separate emission factors. She still hears the same steady hum from the dual-fuel engines, but the climate column on the performance dashboard looks decidedly tidier. Equinor’s bio-methanol portfolio is already visible beyond this one car-carrier agreement. The company has previously signed supply deals with Maersk for green methanol to feed methanol-powered container ships, as well as agreements with Norwegian Cruise Line as the cruise sector tests alternative fuels for future vessels. Alex Grant’s liquids team therefore manages a growing roster of shipping clients that see methanol as one of the more practical candidates for decarbonizing long-distance transport. For each segment - containers, car carriers, cruise - Equinor calibrates volume commitments and port delivery points, stitching bio-based molecules into existing bunker hubs instead of reinventing the map. Prices for mass-balanced bio-methanol remain above those for fossil methanol, reflecting feedstock costs and certification overheads. Shipowners accept the spread when carbon pricing, customer pressure and regulatory rules combine into clear incentives for lower emissions. Equinor locks in volumes through multi-year contracts, balancing supply risk with its broader gas and liquids book. Analysts covering Equinor highlight that the company’s cash generation still leans heavily on piped gas from fields such as Troll and on LNG exports, with projects like new subsea developments in Troll Phase 3 designed to sustain European gas deliveries well into the next decade. Bio-methanol helps round out the decarbonization narrative, but the bulk of earnings continues to come from the gas value chain. Bottom line, mass-balanced bio-methanol shows how Equinor weaves lower-carbon liquids into a still gas-heavy portfolio, in step with European shipping’s gradual fuel shift. Equinor ASA shares (ISIN NO0010096985) trade on the Oslo Stock Exchange in Norwegian kroner, and investors tracking the company’s energy-transition story now quietly add these marine fuel contracts to their list of data points. This article was AI-assisted and editorially reviewed. Product information without guarantee; prices and availability may change at short notice. No investment advice, no buy or sell recommendation. Stock-market transactions involve risks up to total loss.

H2SITE si assicura un nuovo investimento strategico per accelerare l'implementazione industriale della produzione di idrogeno e delle soluzioni di separazione H2SITE BILBAO, Spagna--(BUSINESS WIRE)--H2SITE, una società industriale leader nella produzione di idrogeno e soluzioni di separazione, ha completato una seconda chiusura del suo round di finanziamento di serie B. L'operazione prevede l'ingresso del Fondo EIC (la divisione finanziaria del Consiglio Europeo per l'Innovazione) con un investitore privato che supporterà la prossima fase di crescita dell'azienda e porta a oltre 42 milioni di euro il finanziamento totale di H2SITE raccolto in questo round. Questi nuovi partner si aggiungono a BEV, Suma Capital, Hy24, Crane, Enagás Emprende, Calderion e CRPV, che hanno partecipato alla prima chiusura, validando ulteriormente la fiducia dell'ecosistema europeo di innovazioni nella capacità di H2SITE di industrializzare e implementare importanti soluzioni di idrogeno su scala commerciale. Negli ultimi anni, H2SITE ha dimostrato con successo la maturità e la scalabilità della sua tecnologia, ottenendo oltre 50.000 ore operative con i suoi reattori e separatori a membrana, aprendo impianti produttivi all'avanguardia in Europa e producendo e riciclando ogni anno migliaia di membrane al palladio. L'azienda sta ora entrando in una nuova fase, incentrata sull'esecuzione di progetti industriali su larga scala e sulla commercializzazione globale delle sue soluzioni, accelerando l'implementazione di tecnologie già validate e pronte per essere replicate in più mercati e settori. Il Fondo EIC diventa un partner strategico in questo prossimo capitolo, supportando la crescita produttiva di H2SITE, lo sviluppo internazionale e l'ingresso in mercati chiave, tra cui quello asiatico. L'investimento del Fondo EIC completa il supporto fornito in precedenza attraverso il programma EIC, che ha permesso a H2SITE di realizzare l'avanzamento della sua tecnologia di cracking dell'ammoniaca per la produzione di idrogeno a basso contenuto di carbonio. Il progetto, che verrà implementato nel Porto di Anversa, aiuterà a creare nuove catene di fornitura di idrogeno pulite, sicure e competitive per settori in cui è difficili ridurre le emissioni, rafforzando al contempo l'autonomia energetica dell'Europa. “Questo aumento di capitale segna una traguardo importante nell'evoluzione di H2SITE come azienda industriale. Il continuo supporto delle istituzioni europee e gli investitori privati riflettono la fiducia nella nostra capacità di trasformare l'innovazione tecnologica in asset industriali e progetti commerciali scalabili, replicabili e redditizi. Attualmente ci stiamo concentrando sulla realizzazione di progetti di punta, contribuendo alla competitività industriale e all'indipendenza energetica dell'Europa”, ha dichiarato Andrés Galnares, CEO di H2SITE. “Il Fondo EIC che si aggiunge alla nostra base di azionisti rappresenta un traguardo significativo e un solido voto di fiducia nell'ambizione di H2SITE di diventare un'eccellenza europea a livello mondiale. Questo supporto aiuterà ad accelerare la crescita, scalare la nostra tecnologia a livello mondiale e creare valore a lungo termine per tutti i nostri stakeholder”,ha affermato Javier Cavada, Presidente di H2SITE. “La transizione energetica in Europa dipenderà dalla nostra capacità di portare avanti tecnologie innovative dalla validazione all'implementazione industriale. H2SITE dimostra come le aziende deep tech europee siano in grado di sviluppare tecnologie strategiche, realizzare capacità industriali e rafforzare la resilienza energetica dell'Europa. Siamo orgogliosi di supportare l'azienda mentre amplia le sue soluzioni di idrogeno e contribuisce allo sviluppo di sistemi energetici più sicuri e competitivi”,ha dichiarato Hermann Hauser, Membro del CdA del Fondo EIC. Dalla sua fondazione, H2SITE ha sviluppato una piattaforma tecnologica industriale esclusiva per la produzione e la separazione efficiente di idrogeno, consentendone l'implementazione in un'ampia gamma di applicazioni nei settori energetico e industriale. Attualmente l'azienda collabora assieme a importanti partner industriali e del settore energetico per sviluppare, gestire e scalare progetti commerciali che promuovono l'adozione su vasta scala delle sue soluzioni in mercati strategici in Europa e nel resto del mondo. Il testo originale del presente annuncio, redatto nella lingua di partenza, è la versione ufficiale che fa fede. Le traduzioni sono offerte unicamente per comodità del lettore e devono rinviare al testo in lingua originale, che è l'unico giuridicamente valido. Per maggiori informazioni:Andrés Galnares, CEO di H2SITE -Andres.galnares@h2site.com

Trasporto Il colosso minerario australiano Fortescue noleggerà dalla compagnia marittima belga Bocimar, parte del gruppo CMB.TECH con sede ad Anversa, fino a 12 navi portarinfuse, dedicate al trasporto di minerale di ferro e predisposte per l’utilizzo di ammoniaca come combustibile, con capacità di 210.000 tonnellate. Le prime tre navi, che dovrebbero entrare in servizio entro la fine del 2026, saranno dotate di motori dual-fuel ad ammoniaca, mentre le restanti 9 saranno appunto ammonia-ready, e potranno quindi essere convertite in futuro per operare con ammoniaca. Se alimentata con ammoniaca green, l’intera flotta potrebbe ridurre le emissioni di anidride carbonica di circa 250.000 tonnellate all’anno rispetto ai combustibili marini convenzionali. “L’industria dello shipping non ha bisogno di altre parole. Ha bisogno di azioni” ha dichiarato Katie Charuga, Director Integrated Operations di Fortescue. “L’ammoniaca green rappresenta uno dei percorsi più concreti per ridurre le emissioni di anidride carbonica dello shipping e queste navi costituiscono un passo pratico verso quel futuro. Sostenendo nuove tecnologie e collaborando con partner pronti a guidare il cambiamento, possiamo contribuire ad accelerare l’adozione dell’ammoniaca green nello shipping. “La nave dimostrativa Green Pioneer di Fortescue ha già dimostrato che l’ammoniaca può essere utilizzata in modo sicuro ed efficace nelle operazioni marittime. La sfida successiva è estenderne l’impiego su larga scala” ha aggiunto Charuga. “Investendo in navi predisposte per l’ammoniaca e collaborando con partner che condividono la nostra ambizione, contribuiamo a creare domanda di ammoniaca green e a sostenere le tecnologie necessarie per ridurre le emissioni dello shipping globale”. L’Amministratore delegato di CMB.TECH, Alexander Saverys, ha commentato: “Fortescue e Bocimar hanno costruito una solida partnership in oltre vent’anni, fondata su valori condivisi e su un chiaro impegno per la decarbonizzazione dello shipping. Questo accordo rappresenta un passo importante per dimostrare che l’ammoniaca è un combustibile marino praticabile e per accelerare la transizione verso uno shipping a zero emissioni. Invia inoltre un segnale forte al mercato, soprattutto in un momento in cui vi sono dubbi sulla decarbonizzazione dello shipping: il nostro settore può decarbonizzarsi su larga scala. Servono semplicemente partner determinati, con la stessa visione, che trasformino le parole in fatti”.

The first in a four-ship series,Antwerpenwill act as a proving ground for ammonia as a marine fuel, advancing low- and zero-carbon fuels and informing future vessel design Up to this point, ammonia as a marine fuel has been largely confined to testbeds. But in a pivotal moment for low- and zero-carbon fuels for shipping on 10 June, Belgian shipowner Exmar took delivery of the 27,055-dwt midsize gas carrierAntwerpen, the world’s first ammonia dual-fuelled oceangoing vessel. As the first in a series of four such vessels, Antwerpen will serve as the proving ground for ammonia’s viability as a marine fuel. But Exmar Group chief executive, Carl-Antoine Saverys, expressed confidence and commitment in his company’s pioneering efforts. “Ammonia propulsion is no longer theoretical – we are deploying it,” said Mr Saverys. “Change comes through execution, not debate,” he said. Built by South Korea’s HD Hyundai Heavy Industries (HD HHI),Antwerpencan carry 46,000 m³ of ammonia or LPG, and when operating on low-carbon ammonia fuel (blue or green ammonia) will exceed current IMO emissions reduction targets, reducing greenhouse gases (GHG) by up to 90% compared to conventionally fuelled ships. Ammonia (NH3) is viewed by Exmar and others as an attractive alternative to fossil fuels to reduce ship emissions and regional carbon taxes because it is a widely traded commodity, an excellent hydrogen carrier, and does not contain a carbon atom. But it is highly toxic, requiring technical measures to safeguard the crew, environment, and ship during handling and operation. To develop the design of the multi-gas carriers and minimise the risks of ammonia, the Belgian shipowner collaborated closely with key maritime technology partners. In 2021, Exmar received an approval in principle from Lloyd’s Register (LR) for an ammonia-fuelled midsize carrier, demonstrating the technical feasibility and safety of ammonia as marine fuel, and in 2022, launched a joint development project with HD HHI, engine designer WinGD, fuel gas supply system specialist Wärtsilä Gas Solutions (now Nord Gas Solutions), and LR. Ammonia propulsion Propulsion power is supplied by a two-stroke, slow-speed ammonia dual-fuel WinGD X52DF-A-1.0 engine. WinGD’s X-DF-A engine operates on a high-pressure ammonia-injection cycle and is equipped with selective catalytic reduction (SCR) technology to carefully manage nitrogen oxide (NOx) and nitrous oxide (N2O) emissions produced during combustion. Both NOx and N2O are powerful greenhouse gases. As ammonia does not ignite easily, it requires about 5% pilot fuel in ammonia mode at 100% load. The Swiss engine designer maintains that the engine’s performance in both ammonia and diesel modes is comparable to its established diesel-fuelled X-engine range. This was further confirmed during sea trials of Antwerpen in South Korea. But after years of research and testing, WinGD is confident its first high-pressure dual fuel engine is the right platform to support owners who choose ammonia as their decarbonisation path. WinGD reports that it has secured orders for 40 X-DF-A engines for gas carriers, bulkers, tankers, and container ships. “By bringing together expertise from across the maritime value chain, we have demonstrated that ammonia propulsion can move from concept to commercial reality through safe, reliable, and fully automated engine technology,” said WinGD vice president R&D, Sebastian Hensel. Mr Hensel’s colleague, Sotiris Topaloglou, global head of Testing & Validation, observed that 2026 “has been a year of milestones for ammonia as a next-generation marine fuel,” noting that factory and type acceptance testing for the company’s X-DF-A engine and sea trials for Antwerpen occurred this year. He said, “This follows many years of research, extensive testing, and rigorous validation to overcome all the technical challenges and deliver a propulsion solution that is not only safe but delivers the emissions cuts this industry needs to meet its 2050 net zero target.” Added Mr Hensel, “With this engine, we’re offering shipowners real choice when it comes to investing in the fleet of the future: a safe and efficient dual-fuel engine that ensures compliance with today’s regulatory rules while being fully ready to meet the tighter emissions limits of tomorrow”. Operating on blue or green ammonia will help mitigate carbon taxes under the EU Emissions Trading System and FuelEU Maritime regulations. The owner notes that maritime penalties can be reduced and even avoided by sailing on blue and green ammonia, and will lower the ship’s Carbon Intensity Index as ammonia is carbon-free. “Using clean ammonia as fuel can also positively impact the carbon intensity of the cargo,” said Exmar. “When the ammonia cargo is intended to qualify as Renewable Fuels of Non-Biological Origin (RFNBO) under the European Union Renewable Energy Directive (EU RED), its overall lifecycle emissions must remain below approximately 28 gCO₂eq per MJ. In this context, using clean ammonia as fuel provides a significant advantage in meeting this requirement.” When transporting ammonia, Antwerpen will be able to use a portion of the cargo as fuel. When carrying LPG, the ship will be bunkered via the cargo manifold. The vessel is designed to allow a smooth bunker operation of the deck tanks, maintaining full segregation from the cargo. Ammonia will be used during oceangoing operations. At below 25% engine loads, such as during manoeuvring or cargo operations in port, the vessel will switch to compliant fuel. Regulatory landscape evolves While Exmar has been operating in the ammonia trades for more than 40 years, the Antwerp-based gas shipowner and infrastructure developer has broken new ground with the use of ammonia as fuel in shipping. The regulatory framework for using ammonia as fuel on gas carriers is still evolving, but it is becoming clearer. At the start of the project, the International Maritime Organization (IMO) IGC Code (section 16.9.2) did not permit the use of ammonia as fuel. But amendments to the IGC Code were approved and adopted at MSC 109, enabling the use of ammonia as fuel on ammonia carriers by July 2026. In May,new safety guidelinesfor the use of ammonia as fuel on gas carriers were approved at the 111th Session of IMO’s Maritime Safety Committee (MSC 111), providing a clearer path for the commercial operation of ammonia-fuelled ships. The interim guidelines provide a practical framework to manage the safety risks associated with ammonia as a fuel, complementing Chapter 16 of the IGC Code, and allow the use of cargo as fuel on gas carriers. The guidelines were developed through collaboration between Exmar, class society Lloyd’s Register (LR), and the Belgian Federal Public Service Mobility and Transport (FPS Mobility). AntwerpenandArlonare the first two of four ammonia dual-fuel gas carriers for Exmar. HD HHI will deliver the third in the series later this year and the fourth in early 2027. Named after Belgian cities that start with the letter “A”, all the vessels will be owned by Exmar LPG France. As the first ammonia-fuelled oceangoing vessels to enter operation, the operational experience from these Exmar midsize gas carriers will play a key role in further shaping and refining future regulations. Events © 2026 Riviera Maritime Media Ltd.

June 2, 2026 © PPG PPG announced the publication of a white paper,Electrostatic Application of Marine Hull Coatings, detailing how the application technology can help ship owners and operators improve efficiency and reduce environmental impact. Electrostatic application works by negatively charging paint particles at the spray gun nozzle while the substrate is grounded, causing the coating to be attracted to the surface like a magnet. Compared with traditional spraying, the process improves transfer efficiency and reduces overspray, resulting in a more uniform coating application. In one case study, the EDR Antwerp shipyard reported a 40% reduction in overspray. The process supports reduced waste and Scope 3 carbon lifecycle savings compared to traditional application methods, as significant reduction in paint consumption means fewer raw materials need to be extracted, manufactured or transported. These reductions are in addition to the operational carbon savings achieved by vessels coated with low-friction solutions, which can help ship owners reduce Scope 1 emissions. "Electrostatic application is just one piece of the puzzle. Combined with advanced hull coating performance, it contributes to a more effective sustainability solution,” said Joanna van Helmond, PPG product development director, marine fouling control, Protective and Marine Coatings. “Friction caused by biofouling can account for 50% of a ship’s total drag, leading to higher fuel consumption. By applying solutions such as PPG SIGMAGLIDE 2390 coating electrostatically, we can create a smoother, glossier film that reduces hydrodynamic resistance. This in turn leads to lower fuel consumption and greenhouse gas (GHG) emissions.” Topics covered in the white paper include: In addition, PPG will present its 360 degree approach to marine coatings, including low-friction hull coatings, electrostatic application and digital tools, at the Posidonia International Shipping Exhibition (Stand 3.104) under the themeReach New Horizons of Sustainability and Performance. The white paper is available for downloadhere.

Tecnologia Power to Hydrogen porta la propria tecnologia di elettrolisi basata su membrane a scambio anionico (AEM) dentro uno dei programmi europei più avanzati sulla valorizzazione industriale della CO₂. La società statunitense ha infatti ricevuto da SINTEF un ordine per la fornitura di un elettrolizzatore da 500 kW, che sarà installato nel centro di ricerca dell’istituto a Tiller, in Norvegia, per produrre idrogeno verde destinato a un processo di conversione della CO₂ catturata in acetone. Il progetto, denominato PYROCO2, è finanziato dall’Unione Europea nell’ambito di Horizon 2020 Green Deal. Come sottolineato nella nota diffusa dall’azienda, la nuova commessa offre a Power to Hydrogen un’ulteriore occasione per portare la propria tecnologia AEM su scala industriale, mentre ad Anversa si avvicina l’entrata in funzione di quello che la società presenta come il più grande elettrolizzatore AEM al mondo, installato nel porto belga per produrre idrogeno verde a servizio delle attività industriali e dei mezzi a idrogeno operativi nell’area dello scalo. Paul Matter, CEO di Power to Hydrogen, ha evidenziato: “SINTEF è uno degli istituti di ricerca più rigorosi d’Europa e ha scelto la nostra tecnologia perché offre ciò di cui i processi industriali hanno bisogno: competitività dei costi e affidabilità in condizioni operative reali. Questo ordine conferma anche la crescita della domanda per l’elettrolisi AEM, mentre sempre più settori cercano soluzioni concrete per decarbonizzare le proprie attività”. Un concetto che trova conferma nelle parole di Alexander Wentzel, Chief Scientist di SINTEF, il quale ha sottolineato: “Con questo progetto vogliamo dimostrare che esiste una strada concreta e scalabile per trasformare la CO₂ catturata e l’idrogeno rinnovabile in prodotti chimici ad alto valore. Per renderla praticabile servono tecnologie di produzione dell’idrogeno capaci di combinare efficienza, flessibilità e una traiettoria credibile di riduzione dei costi di sistema. Riteniamo che la piattaforma AEM di Power to Hydrogen possa rispondere a questa esigenza”.

Wendy LaursenMay 7, 2026 It was March that South Korea’s LOTTE Fine Chemical announced that it has successfully completed the world’s first commercial cross-border import of green ammonia. Then on April 23, the Ulsan Port Authority announced the successful completion of the world’s firstammonia bunkeringoperation involving a gas carrier at the port – a world first port-to-ship ammonia bunkering operation. This milestone builds on Ulsan Port’s earlier achievements, including the world’s first methanol bunkering demonstration and simultaneous LNG bunkering operations for car carriers. The ammonia bunkering fueled Exmar’s newly-launched Antwerpen, and the company imported green ammonia from Envision Group, a green technology company in China. The shipment was stored at LOTTE Fine Chemical’s ammonia terminal in Ulsan, the largest ammonia terminal in Asia. The green ammonia was produced entirely using wind and solar power at the world’s largest green hydrogen and ammonia production complex, the Chifeng Net Zero Industrial Park, built by Envision in Inner Mongolia. LOTTE Fine Chemical plans to use the imported green ammonia to meet growing demand for carbon-free energy applications, including ammonia bunkering, co-firing power generation, and as a clean hydrogen carrier. The company aims to position itself as the top clean ammonia hub in Asia. Seung-won Chung, CEO of LOTTE Fine Chemical, stated: “The world is paying close attention to this first-ever commercial introduction of green ammonia, not only at the corporate and national levels but globally. This milestone carries historic significance as the starting point for building a green hydrogen and ammonia value chain, a leading solution envisioned by humanity to address the climate crisis through carbon-free energy transition.” Envision’s Chifeng Net Zero Industrial Park was officially commissioned in July 2025, and it is now delivering 320,000 tons of green ammonia annually. The plant is powered by a proprietary AI-integrated off-grid renewable system featuring advanced wind turbines, grid-forming battery storage, and predictive meteorological modeling. This system dynamically balances wind and solar input with electrolyzer and ammonia synthesis demands, ensuring continuous, cost-effective green fuel production without grid reliance. Surplus green power is converted to liquid nitrogen. Lei Zhang, Envision's Founder and CEO, said: “Scalable, green alternatives are now real and operational. We can't get to net zero without green hydrogen, and we can't afford to wait. This is the blueprint for a clean energy future.” By 2028, the industrial park is projected to produce 1.5 million tons of green ammonia per year.

Dal porto di King Abdullah, Jeddah e Aqaba i container potranno proseguire via terrà fino ai punti di consegna nel Golfo Persico Mediterranean Shipping Company (Msc) ha annunciato l’avvio di un nuovo servizio regolare per il trasporto marittimo di container ribattezzato Europe – Red Sea – Middle East Express “in risposta alla crescente domanda di collegamenti tra l’Europa e il Mar Rosso e al difficile scenario in Medio Oriente” si legge in una comunicazione. Il collegamento scalerà anche l’hub portuale italiano di Gioia Tauro. “Il servizio farà scalo in porti strategici in Europa, collegandosi direttamente al porto di King Abdullah, a Jeddah, ad Aqaba e, tramite il nostro servizio multimodale, con collegamenti ai punti di consegna nel Golfo Persico (Emirati Arabi Uniti e paesi settentrionali affacciati sul golfo)” precisa la compagnia. La prima partenza è prevista dal porto di Anversa il prossimo 10 maggio e prevede la seguente rotazione: Danzica – Klaipeda – Bremerhaven – Anversa – Valencia – Barcellona – Gioia Tauro – Abu Kir – Re Abdullah – Jeddah – Aqaba. 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