Porti & ambiente — le notizie raccolte

Compagnie Maritime Nantaise contracts Guangzhou International Shipyard for vessel designed for the European space industry September 17, 2026 France-based Sogestran subsidiary Compagnie Maritime Nantaise has awarded China's Guangzhou Shipyard International a contract for the construction of a new hybrid ro-ro vessel fitted with wind-assist propulsion units. The vessel will be used primarily for the transport of satellites, launch vehicles, and other cargo in support of the European space industry and delivery is scheduled for 2030. Design work on the vessel will be undertaken by French naval architecture firm VPLP. Cargo will be transported on a ro-ro deck, a dedicated compartment for space-related cargoes with controlled environmental conditions, and a flexible open deck. The vessel will feature several additional cargo areas, including a large main deck for rolling on and off cargo, a dedicated space for space cargo with controlled environmental conditions, and a modular outer deck. “This new vessel represents a further step in the development of our business serving the European space sector. It has been designed to meet our customers’ growing demands in terms of safety, reliability and logistical flexibility,” said Marc-Antoine Girardet, chairman of the maritime division of the Sogestran Group, Maritim Nantaise’s parent company. Related:Wotton Kearney bolsters Asia marine practice “This contract is the result of joint, interdisciplinary work carried out over several years within the Sogestran Group, Compagnie Maritime Nantaise and Avio.” the executive added. The propulsion system of this new vessel will combine mechanical propulsion with a sail-assisted system comprising three automated OceanWings rigid sails. Reducing environmental impact will depend on several complementary measures, including sail-assisted propulsion, efficient mechanical propulsion, hull optimisation, advanced meteorological route planning, system automation and compatibility with biofuels. Michele Labrut Americas Correspondent Michèle Labrut is a long-time Panama resident, a journalist and correspondent, and has continuously covered the maritime sector of Central & Latin America. Michèle first came to Panama as a press attaché to the French Embassy and then returned to the isthmus as a foreign correspondent in the 1980s. Author of Seatrade Maritime's annual Panama Maritime Review magazine and of several books, Michèle also wrote for Time magazine, The Miami Herald, NBC News and the Economist Intelligence Unit. She has also collaborated in making several documentaries for the BBC and European and U.S. television networks. Michèle's profession necessitates a profound knowledge of the country, but her acumen is not from necessity alone, but a genuine passion for Panama. In 2012 she was awarded the Order of Merit (Knight grade) by the French Government for her services to international journalism and in 2021 the upgrade to Chevalier grade. Subscribe and get the latest industry news, analysis and more straight to your inbox.

Charter rates for modern car-carriers are moving towards the $100,000 a day mark again – powered by rising demand for Chinese electric vehicle exports. While VesselsValue shows average charter rates for car-carriers at around $67,000 a day, new vessels can command a higher rate. Last week, Atlas EMF, a joint-venture between Greek shipowner Atlas Maritime and European Maritime Finance, chartered the 7,000 ceuClean Starto an unnamed Chinese operator for two years, for $80,000 a day, prior to its expected delivery from CIMC Raffles shipyard this month. Atlas CEO Leon Patitsas said: “This agreement reflects the exceptional quality of the vessel, the continued confidence of leading operators in our fleet, and the strong fundamentals of the global vehicle carrier market.” In March, another of Atlas EMF’s new car=carriers, the 7,000 ceuEco Star, was fixed to Wallenius Wilhelmsen for a year, at $53,000 a day, shortly after delivery. The spike in charter rates within five months highlights how demand is strengthening for modern vehicle carriers. SAIC Anji Logistics, the shipping arm of SAIC Motor, recently chartered Eastern Pacific Shipping’s newly built 7,060 ceu car carrierLake Rotoruafor $90,000 a day, shortly after delivery by China Merchants Jinling Shipyard, Nanjing. Car-carrier charter rates hit $100,000 a day in August 2022, before ‘normalising’ in late 2024, as record numbers of newbuildings were delivered. Now, China’s vehicle exports are on a bull run, fuelling demand for ships to carry them. China Association of Automobile Manufacturers’ statistics show nearly 5.1m vehicles exported during the first six months – up 65.3% year on year. New energy vehicle exports exceeded 2.3m units, more than double last year. In June, vehicle exports reached 1.037m, up 75% from a year ago, marking the first time China’s monthly automobile exports exceeded a million units. With tonnage tight, even older car-carriers can command a decent charter rate. Two, belonging to SFL, the 6,500 ceuSFL ComposerandSFL Conductor,built in 2005 and 2006 respectively, were fixed to Cosco at around $40,000 a day for 34 months. And the demand for tonnage is reviving newbuilding orders for car-carriers, after only nine were commissioned last year. So far in 2026, at least 40 have been ordered. MSC’s car-carrier arm, Global Car Carriers, has commissioned ten LNG dual-fuelled car-carriers, comprising six at 8,600 ceu and four of 7,000 ceu, for delivery 2028-2030. The larger ships will be built by China Merchants Heavy Industry Yizheng, the others will be equally split between CMHI Weihai and Guangzhou Shipyard International The rising market has also attracted an opportunistic newcomer, China-based Zhongnan Shipping, which has ordered four 5,700 ceu car-carriers at Jiangsu Runyang Shipbuilding, for delivery between 2028 and 2029.

Since May, travellers through Tokyo’s Haneda Airport may have seen a new type of worker on the ramp: Japan Airlines (JAL) is running a trial using humanoid robots to handle freight and luggage. The experiment, slated to run until 2028, is using robots produced in China to load and unload containers and move them on the ramp. According to JAL Ground Service, having robots perform physically demanding tasks reduces the burden on workers and “provides significant benefits to employees” – increasingly important, given Japan’s demographics, which are blamed for growing labour shortages that triggered an influx of foreign labour, which in turn has prompted growing pressure to put the brakes on immigration. At the same time, passenger volumes have kept rising after hitting a record 60m travellers passing through Haneda last year. The robots can operate continuously for up to three hours, and management is planning to deploy them pn other tasks, such as cleaning aircraft cabins, while key tasks, like safety management, will continue to be performed by humans. Humanoid robots are also in action at China Post’s Jinggao logistics site, at the Guangzhou postal centre, where they sort parcels. Equipped with fingertip sensors sensitive to 3 grams of pressure, they grip parcels from containers and place them onto sorting lines, reportedly handling 1,200 items an hour. The Jianggao facility can handle an average of 6.5m pieces of mail every day. Along similar lines, German tech firm Siemens recently partnered with UK-based AI/robotics company Humanoid for a ‘proof of concept’ project that saw a humanoid robot pick up totes from a storage stack, transport them to a conveyor, and place them at the designated pick-up point for human operators. The robot met target metrics that included throughput of 60 totes an hour, dealing with two different tote sizes, continuous autonomous task execution for more than 30 minutes, and uptime exceeding eight hours. According to new research by Interact Analysis, humanoid robotics hold great promise, with revenues possibly reaching $15bn by 2035. Its researchers described the field as “an emerging market with huge opportunities for growth”. They highlighted the flexibility humanoid robotics offer, as they can move through facilities, climb stairs, handle packages, and perform repetitive work without requiring major facility re-design. On the other hand, the report notes considerable hurdles that can slow widespread deployment: it points to high costs compared with traditional automation; battery life limitations; productivity concerns; safety requirements when operating near people; and integration with existing warehouse systems. While recent announcements indicate firms are looking at larger deployments, many projects have not moved beyond pilot phases, it adds, suggesting: “While the market will grow quickly, market penetration will be very low.” And Cody Upp, chief commercial officer of Vecna Robotics, is not expecting a victory parade of humanoid robots into warehouses. The dominant work in such facilities involves repeat processes at high volumes, whereas humanoids are more geared to bespoke processes, he pointed out. “Every warehouse is a cost centre. The goal is to try to remove cost from the warehouse without affecting efficiency, speed, and reliability,” Mr Upp added. While some basic humanoid robots with marginal capabilities may be available for as little as $10,000, more sophisticated models may cost as much as half a million dollars, he noted. And in light of the emphasis on cost savings, they are not viable for warehouse operations. “A warehouse worker in the US earns $20-$25 an hour, and the question is, how much he can produce in an hour? If a humanoid can beat the unit economics of human labour, that’s when we’ll see them in warehouses,” he said, adding that a significant portion of the volume in most warehouses is processed by 3PLS, which have very low margins. Some organisations will deploy humanoid robots despite the economics hurdles, but they will be less driven by economics than by a decision to embrace new technology, he suggested.

Lunga 200 metri e larga 28, ciascuna unità potrà trasportare fino a 1.530 passeggeri e 2.400 metri lineari di merci Wellington – ABB è stata scelta per fornire i sistemi di alimentazione, propulsione e automazione di due nuovi traghetti Ro-Pax abilitati al trasporto ferroviario, destinati a collegare le isole della Nuova Zelanda attraverso lo Stretto di Cook. Le navi, denominate Kupe e Cook, saranno costruite da Guangzhou Shipyard International per Ferry Holdings Limited, nell’ambito del programma governativo di sostituzione della flotta. La consegna è prevista nel 2029. Lunga 200 metri e larga 28, ciascuna unità potrà trasportare fino a 1.530 passeggeri e 2.400 metri lineari di merci, con incrementi rispettivamente del 63% e del 44% rispetto ai traghetti attuali. Le navi saranno dotate di un sistema ibrido-elettrico da 8,2 MWh, espandibile a 12,3 MWh, che consentirà operazioni in porto a emissioni quasi nulle. ABB fornirà inoltre due propulsori Azipod per nave, quattro alternatori principali e sistemi per la gestione dell’energia e la diagnostica remota. La tecnologia permetterà di ottimizzare consumi e manutenzione. I traghetti saranno inoltre progettati per ridurre il rumore subacqueo e tutelare la fauna marina dello Stretto di Cook.

On its delivery in 2028,Grand Tourwill carry very large converter stations from fabricators in Asia and Europe and transfer them directly to Allseas’ construction vesselPioneering Spiritfor installation. Converter stations are at the heart of long-distance offshore power transmission as they turn AC electricity from turbines into DC for site-to-shore transfer by power cable. Power, control, and maneuverability are key vessel attributes forGrand Tour, which will carry loads of up to 40,000 metric tons on its stern deck and position itself alongsidePioneering Spiritwhile lowering its main deck below the waterline to float converter stations directly onboard. ABB’s supply includes four 3.5 MW nozzled Azipod® units, providing sufficient thrust to serveGrand Tour‘s bollard pull and dynamic positioning (DP) needs. Rotating 360 degrees, Azipod® propulsion will support precise maneuvering into position atPioneering Spirit‘s bow. The units will be equipped with optimized nozzles to ensure high efficiency also during transit. Gearless Azipod® units reduce mechanical losses and fuel consumption—thereby helping to reduce emissions—as well as noise and vibration compared to conventional mechanical thrusters. In addition, the gearless design helps to minimize the need for lubrication oil, reducing the need for maintenance and thereby lowering operating costs. The technology’s compact footprint provides flexibility in design and facilitates efficient installation. The full ABB package includes a medium-voltage AC power plant in a closed ring topology, controlled by PEMS™ power and energy management system and enhanced power plant protection system (EPPS). The full-scope powertrain solution is complete with remote condition monitoring and maintenance capabilities. “Grand Tour demonstrates GSI’s capabilities in delivering even the most complex vessels and marks another exciting collaboration with our long-standing and trusted partner, ABB,” said Zhou Xuhui, President, Guangzhou Shipyard International. “It’s fantastic to see our power and propulsion technology delivering such strong value in demanding heavy-lift operations,” said Rune Braastad, President, ABB’s Marine & Ports division. “Projects like this demonstrate how advanced, integrated systems can make operations leaner, cleaner and more efficient, raising performance and safety to a new level, while also opening new market opportunities.”

ABB has secured a contract with Guangzhou Shipyard International (GSI) to supply the power and propulsion package for Allseas’ new semi-submersible heavy transport vessel Grand Tour, designed for carrying offshore converter stations. The 230-metre vessel, scheduled for delivery in 2028, will be capable of transporting loads of up to 40,000 tons on its stern deck and is designed to lower its main deck below the waterline to load large converter stations before transferring them to Allseas’ vessel Pioneering Spirit for offshore installation. Allseasplaced an order for the construction of Grand Tour with China’s GSIin September 2025. Under its contract with GSI, ABB will deliver four 3.5 MW Azipod propulsion units, which will provide the thrust required for the vessel’s bollard-pull and dynamic positioning (DP) operations. The electrically driven units can rotate through 360 degrees, allowing Grand Tour to maneuver into position alongside Pioneering Spirit and maintain its position during load-transfer operations. The power and propulsion package also includes a medium-voltage AC power plant in a closed-ring configuration, ABB’s PEMS power and energy management system, a power plant protection system, and remote condition-monitoring and maintenance functions. The Azipod units will use nozzles optimised for efficient operation during transit, ABB said in a press release on August 11. Allseas is building Grand Tour to support the construction of TenneT’s 2 GW offshore wind grid connection programme, undera framework agreement from 2023, when TenneT signed multi-year agreements with Allseas and Heerema Marine Contractors for the transport and installation of its 2 GW offshore platforms. The framework agreements will cover at least 28 slots until 2031; 14 slots for the transport and installation of jackets, and 14 slots for the transport and installation of topsides, with Heerema allocated about 60% of the slots and Allseas about 40%. Allseas’s new vessel will transport the converter stations from fabrication facilities in Asia and Europe to their designated locations in the Dutch and German sectors of the North Sea. Designed to fit into the bow slot of Pioneering Spirit, Grand Tour will enable the transfer of the converter stations directly from the transport vessel to the installation vessel offshore. Take the spotlight and anchor your brand in the heart of the offshore world! Join us for a bigger impact and amplify your presence at the core hub of the offshore energy community!

TRIESTE – È iniziata in Cina la costruzione della quinta portacontainer dual-fuel a metanolo destinata alla flotta di Italia Marittima. Il taglio della prima lamiera della nave H2566 si è svolto il 4 agosto nel cantiere Guangzhou Huangpu Wenchong Shipbuilding, società del gruppo China State Shipbuilding Corporation (CSSC). L’unità è la quinta di una serie di sei navi commissionate per Italia Marittima, compagnia con sede a Trieste controllata dal gruppo Evergreen. La portacontainer avrà una capacità di 2.400 Teu, una lunghezza di 182,6 metri, una larghezza di 32,2 metri e un pescaggioi di 9 metri. La velocità prevista è di 19 nodi. Il sistema di propulsione permetterà di utilizzare sia combustibile tradizionale sia metanolo, con l’obiettivo di ridurre le emissioni e rispettare le normative ambientali internazionali ed europee. La consegna della H2566 è programmata nel 2027. La nave sarà impiegata principalmente nei servizi regionali del Mediterraneo, segmento sul quale Italia Marittima ha progressivamente concentrato una parte rilevante delle proprie attività. Il programma era stato annunciato nel giugno 2024, in occasione della consegna delle portacontainer Ital Wit e Ital Way da circa 2.300 Teu. Evergreen aveva allora confermato un ordine da 349,3 milioni di dollari per sei unità dual-fuel da 2.400 Teu, con consegne previste tra il 2026 e il 2027. La costruzione della prima nave della serie, identificata come H2562, era iniziata il 4 febbraio 2026 nello stesso cantiere cinese. Anche questa unità sarà destinata alle rotte regionali mediterranee e avrà caratteristiche tecniche analoghe alla H2566. L’investimento dà seguito alla strategia annunciata da Italia Marittima già nel 2023, quando la società aveva indicato l’intenzione di rafforzare la flotta puntando su nuove navi dotate di sistemi di propulsione capaci di abbassare le emissioni.

Debutteranno a partire dal 2028 e saranno realizzate da China Merchants Heavy Industry Yizheng, Cmhi Weihai e Guangzhou Shipyard International Gianluigi Aponte e la sua famiglia, hanno ordinato in Cina la costruzione di 10 nuove navi porta auto (Pure car truck carrier) a propulsione dual fuel Gnl per la shipping company Global Car Carriers (ex Gram Car Carriers) acquisita nel 2024 e successivamente delistata dalla Borsa. La notizia è stata confermata a Tradewinds dalla stessa società armatoriale norvegese e l’investimento dovrebbe aggirarsi intorno a 1 miliardo di dollari (circa 100 milioni a nave). Il programma prevede sei unità di maggiori dimensioni in costruzione presso China Merchants Heavy Industry Yizheng, mentre altre quattro navi da 7.000 Ceu saranno realizzate da Cmhi Weihai e Guangzhou Shipyard International. La consegna e l’ingresso in flotta di queste nuove costruzioni è previsto tra il 2028 e il 2030. Dopo l’ingresso e l’accelerazione nele navi petroliere Vlcc, la famiglia che controlla Msc dimostra in questo modo di voler puntare anche sulla domanda di trasporto marittimo di auto nuove, un mercato che, soprattutto per i traffici marittimi dall’Asia, sta incontrando proprio quest’anno uno shortage della capacità di stiva disponibile. 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

La prima car carrier al mondo con una capacità superiore a 10.000 unità è stata ufficialmente consegnata in Cina, segnando una nuova pietra miliare nel settore, che continua ad aumentare la propria capacità per soddisfare la domanda di esportazioni dall’Asia. Oltre alla sua capacità, la nave è degna di nota perché è di proprietà della sudcoreana Hmm e fa parte di una strategia di Hyundai Glovis per espandere e diversificare le proprie attività. Glovis Leader è stata costruita dal cantiere navale cinese Guangzhou Shipyard International come prima di una serie per la partnership sudcoreana. Misura 230 metri di lunghezza, 40 metri di larghezza e dispone di 14 ponti di carico. La nave, con una stazza lorda di 20.000 tonnellate (102.588 tonnellate di portata lorda) e registrata a Panama, è stata progettata per trasportare un’ampia gamma di veicoli, inclusi veicoli elettrici, a idrogeno e autocarri pesanti, con una capacità totale di 10.800 veicoli di dimensioni standard. La nuova nave è dotata di motori a doppia alimentazione, in grado di funzionare a Gnl o a combustibili convenzionali. Dispone inoltre di generatori ad albero ed è in grado di utilizzare l’alimentazione da terra quando si trova in porto. Avrà una velocità di crociera di 19 nodi. Le navi opereranno con contratti di noleggio a lungo termine con Hyundai Glovis, che persegue un piano strategico per espandere la propria flotta a 128 navi entro il 2030 e aumentare la capacità annua da 3,4 milioni a 5 milioni di unità entro lo stesso anno. Se l’azienda raggiungerà questi obiettivi, prevede di gestire circa il 20% del volume globale di trasporto marittimo di automobili finite. L’impennata nella costruzione di nuove navi per il trasporto di automobili ha comportato anche un aumento delle dimensioni delle imbarcazioni. Un anno fa, la Cina ha consegnato la BYD Shenzhen, con una capacità di 9.200 unità, la più grande della sua categoria, e un mese dopo la Anji Ansheng , con una capacità di 9.500 unità. Nel 2024, Wallenius Wilhelmsen ha annunciato l’intenzione di ampliare le proprie nuove costruzioni con navi in ​​grado di trasportare 11.700 unità. Gsi ha sottolineato il suo ruolo crescente nella costruzione di navi portacontainer, che, come sottolinea l’azienda, sono tipicamente imbarcazioni ad alto valore aggiunto con un elevato livello tecnico. Tra le sfide evidenziate figurano le strutture multistrato a lamiera sottile, la sicurezza antincendio dei veicoli, i sistemi roll-on/roll-off e un design ad alta stabilità. Il cantiere navale riferisce di aver ricevuto ordini per 40 navi car carrier nell’ambito della strategia cinese di espansione nel settore della costruzione navale ad alto valore aggiunto, e di averne finora consegnate 26. L’azienda evidenzia un approccio di costruzione in serie, che contribuisce ad aumentare l’efficienza e a ridurre i tempi di consegna. 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