Porti & ambiente — le notizie raccolte

Siemens Power Transmission and Distribution has launched a new ship-to-shore cold ironing solution to enable ships in port to be connected to the medium voltage network of the local power supply company. The new system, called Siplink, enables ships to shut down their diesel generating sets while in port, reducing exhaust gases, soot, fine dust and noise and also offering potential energy savings of between 25-30%. Siplink works by individually adapting the frequency and voltage of the power obtained from the medium voltage public utility grid to the ship’s on-board power supply system, ensuring a reliable connection to the ship by means of a shoreside supply system with tidal range compensation. After connecting the plugin connector with the ship, Siplink synchronises itself with the power supply on board ship and seamlessly takes over within a few minutes, following which the diesel generators can be shut down. The system can also be equipped with an archiving system which records data relevant to the ship and a software module that not only records power consumption data but forwards the total power consumption of the ship to the shipping company via long distance data transmission ‘Siplink works by individually adapting the frequency and voltage of the power’ for the settling of electricity costs. The shoreside connection system can be utilised by port operators, shipping companies and shipyards and can be used on various types of vessel from passenger ships through to container ships and ferries. In order to use the Siemens solution, both the harbour and the ship must be equipped to use the shoreside electricity supply via a plug-in connection system which can easily be retrofitted onto all types of shipping. for the settling of electricity costs. The shoreside connection system can be utilised by port operators, shipping companies and shipyards and can be used on various types of vessel from passenger ships through to container ships and ferries. In order to use the Siemens solution, both the harbour and the ship must be equipped to use the shoreside electricity supply via a plug-in connection system which can easily be retrofitted onto all types of shipping. RWE, Mitsui and the UK’s Port of Tilbury have gone into partnership to investigate the potential of green hydrogen to decarbonise port operations. 10th July 2023 This time Port Strategy and GreenPort sits down with Jordi Torrent, head of strategy, Port of Barcelona. 28th March 2023 The Port of Liverpool has become the latest UK port to face disruption as a result of looming industrial action. 17th August 2022

New research addressing barriers to shore power in UK ports has proposed a green maritime fund, the removal of shoreside electricity taxes and a goal-based approach to help the industry meet emissions reductions targets. The British Ports Association’s (BPA) research finds that primary barriers to shore power in UK ports include high capital costs, both within the port and associated with energy network upgrades; high electricity prices that make it difficult to compete with relatively cheap marine fuel; and a lack of consistent demand from shipping. Mark Simmonds, head of policy at the BPA, said: “Shore power is likely to play a role in reducing emissions from ships in ports in the future, but there are significant barriers to introducing it in UK ports. Government investment in green maritime to mirror investment in green vehicles is critical to helping the industry to continue to lower emissions. “We believe that agreen maritime fundis needed to support decarbonisation in the ports and shipping sectors, but this alone will not overcome the challenges. We want to have a discussion about how a zero emission standard might help lower shipping emissions and bring greater certainty for ports and investors in low emission technology and infrastructure.” In the ‘Reducing Emissions From Shipping In Ports: Examining The Barriers To Shore Power’ report, the BPA said its proposed solutions to these barriers include a Green Maritime Fund to support emissions reductions projects, including shore power; the removal of taxes on electricity from shoreside power in line with that available for marine fuel; and a goal-based approach to increasing demand, such as a zero emission berth standard. The report stated that no shore power project anywhere in the world has been undertaken without public support and there are currently no large scale shore power connections in UK ports. Research undertaken by Arkevista for the BPA found that whilst the number of vessels in the world fleet of 96,000 vessels with shore power is unclear, research suggests it is currently around 1500, with 809 of those container ships. Only 1.5% of ships currently on the order book will be ready to connect. RWE, Mitsui and the UK’s Port of Tilbury have gone into partnership to investigate the potential of green hydrogen to decarbonise port operations. 10th July 2023 This time Port Strategy and GreenPort sits down with Jordi Torrent, head of strategy, Port of Barcelona. 28th March 2023 The Port of Liverpool has become the latest UK port to face disruption as a result of looming industrial action. 17th August 2022

The world’s largest port operators increased their market share last year – container volumes growing at almost double the global growth rate. According to Drewry’snewGlobal Container Terminal Operators Annual Review and Forecast 2026/27, the seven largest global terminal operators (GTOs) handled a combined equity-adjusted 401m teu in 2025, which represented 40.3% of global port throughput and up 8.3% on their 2024 total. In comparison, Container Trade Statistics (CTS) recorded a 4.7% growth in total container volumes shipped last year, while the port volume figures also represent empty and transhipment container movements. Together with the smaller 12 that make up Drewry’s list of genuine international port operators, the GTOs handled 496.1m teu, which accounted for 49.9% of all containers handled at quaysides. However, as the table below shows, there was some disparity between the leading operators: while three achieved double-digit volume increases, all bar one saw volumes grow at a higher rate than the CTS average. Source: Drewry The laggard was Hong Kong-based Hutchison, which saw volumes rise just 1.5%. According to sources, this was largely due to the dilution of its ownership in the Thai hub of Laem Chabang, as well as a poor performance at Felixstowe, which saw rival London Gateway make big gains in the UK market. Another limiting factor was capacity constraints at Hutchison’s Yantian terminal, while Hong Kong volumes continued to decline – next year may be happier for the operator as the “new Yantian East terminal will unlock growth”. Meanwhile, the report also noted that the industry had entered a new phase, as terminals concessioned during the first wave of port privatisation during the 1990s and early 2000s were “approaching the end of their initial concession tenure”. “Given this, many GTOs are proactively managing their portfolio maturity and working closely with concessioning authorities well ahead of renewals to align objectives,” said the report. It says the industry’s M&A activities are now subject to heightened regulatory scrutiny due to current geopolitics, “clearly illustrated by the stalemate situation that has emerged from the TiL-BlackRock bid for Hutchison Ports’ international portfolio”. Nonetheless, capital investment undertaken by GTOs was up 23% last year over 2024, “with GTOs focusing on growing their portfolios, upgrading existing infrastructure, and expanding their automation and digital capabilities”. They are projected “to add a combined 186m teu capacity to their portfolios between 2025 and 2030”, it notes. It also says “greenfield projects are also firmly back on the agenda”, led largely by what it terms “hybrid GTOs” – terminal operators majority-owned by shipping lines, which “are much better placed to guarantee volumes for greenfield developments due to matched ownership”. However, fears that carrier-led terminal operators would push common-user operators out of the market “missed important nuances of the business”, report co-author Eirik Hooper toldThe Loadstar. “While hybrid operators have enormously increased their share of the overall market in the past decade, accelerated by the abnormal profits from their shipping line arms since Covid, Drewry’s view is that this is still very market- or situation-dependent,” Mr Hooper said. “Carrier participation is often seen as being useful for a greenfield development in an effort to reduce demand risk, but not as helpful in an established market with more stable demand characteristics. “Indeed, it can sometimes be seen as anti-competitive, if it is determined that the hybrid operator could disadvantage third-party carriers,” he added.

La società Hyster ed il partner distributivo Briggs Equipment hanno ufficialmente consegnato oggi, al porto di Tilbury nell'area dell'Essex, il primissimo sollevatore di container ReachStacker alimentato interamente a celle a combustibile ad idrogeno verde mai impiegato nelle operazioni quotidiane di uno scalo marittimo del Regno Unito. Il macchinario pesante, progettato appositamente per sostituire i tradizionali mezzi alimentati a gasolio, entra immediatamente in funzione all'interno del terminal per movimentare i carichi pesanti in modo totalmente sostenibile, azzerando le emissioni nocive allo scarico durante le complesse e frenetiche fasi della logistica commerciale. L'innovativo mezzo di sollevamento industriale integra un efficiente propulsore a celle a combustibile da sessanta chilowatt combinato con una potente batteria agli ioni di litio da centotrenta chilowattora e serbatoi ad alta pressione capaci di stoccare fino a trentadue chilogrammi complessivi di idrogeno. Questa avanzata configurazione tecnologica garantisce un'autonomia operativa continua pari a dodici ore lavorative consecutive e tempi di rifornimento inferiori ai trenta minuti. La conversione ecologica di questa infrastruttura di movimentazione consentirà al polo marittimo di abbattere oltre centosette tonnellate di anidride carbonica ogni anno, accelerando il piano di transizione energetica. L'adozione di questa soluzione ingegneristica d'avanguardia rappresenta un momento decisivo per l'intero comparto dei trasporti e della movimentazione merci, dimostrando la piena maturità dei vettori puliti anche nelle applicazioni industriali più gravose. L'integrazione di sistemi di alimentazione a zero emissioni negli approdi marittimi conferma il ruolo centrale dell'idrogeno nella modernizzazione delle filiere della mobilità merci internazionale e nel raggiungimento degli obiettivi di neutralità climatica stabiliti dalle direttive europee.