Porti & ambiente — le notizie raccolte

A zero-emission drayage truck at the San Pedro Bay complex would earn US$60 for each gate move, up to US$36,000 a year, under draft guidelines the ports of Long Beach andLos Angelesreleased on 15 September. The guidelines define a gate move as each entry to a marine terminal to pick up or drop off a container, loaded or empty, so a visit that drops one box and collects another earns one payment. The Zero-Emission Truck Rewards Incentive Program, or ZE-TRIP, would run for three years from 2027 with US$60m from the Clean Truck Fund, US$30m from each port, and fulfils the utilisation-incentive commitment in the August cooperative agreement with the South Coast Air Quality Management District, which requires each port board to adopt its programme by 28 February 2027. "We know cost is one of the biggest barriers for our trucking partners to transition to zero emissions," saidPort of Long Beachchief executive Dr Noel Hacegaba. "This incentive program is another tool in our decarbonization playbook, helping offset the higher costs of owning and operating zero-emission trucks based on direct feedback from truckers about what they need." Create a free account to access full articles, analysis and editorial content from Container Management.Sign up with your work email for unlimited reading— personal email addresses include 5 free articles a month.

Search across reports, market insights, and blog stories. Momentum behind environmentally friendly shippingis building across the globe, yet policymakers are charting notably divergent courses to push low- and zero-emission fuels and vessels into mainstream operation. A number of European countries are working on several supply-chain segments simultaneously, spanning fuel production, shipbuilding, and bunkering infrastructure. Germany, for instance, launched applications this month for the initial phase of a new inland navigation initiative, earmarking up to EUR70 million ($82 million) for sustainable inland shipping corridors. The funding covers vessel retrofits, renewable hydrogen and electricity generation and storage, plus charging and alternative-fuel bunkering facilities. Norway's Enova has likewise backed both supply and demand, granting NOK 344 million ($36 million) to LH2 Shipping in June for hydrogen-powered vessels and NOK 442 million ($46 million) to Azane Infrastructure last December for three ammonia bunker terminals. The Netherlands is channeling EUR103 million ($120 million) in state support toward newbuilds and conversions powered by renewable methanol and renewable hydrogen, scheduled between 2027 and 2031. Finland has moved further up the value chain, offering investment tax credits up to EUR118.6 million ($138 million) to ETFuels Finland for a planned 110,000 mt/year e-methanol facility, with output destined for maritime and industrial buyers. Two Asian initiatives are more directly aimed at putting cleaner ships on the water. Japan has opened bidding under a five-year program worth JPY 15.1 billion ($95 million) to subsidize equipment for hydrogen-, ammonia-, methanol-, and battery-powered vessels, with JPY 1.2 billion (about $8 million) allocated for the current year. Vessels using hydrogen, ammonia, or batteries can receive subsidies covering up to half of eligible costs, while methanol and hybrid ships qualify for one-third. Oceangoing vessels are eligible only if they operate on hydrogen or ammonia. Hong Kong has set aside roughly HK$34 million (about $4 million) for three-year initiatives providing port-dues reductions for ships that run on, bunker, or carry approved alternative fuels, along with incentives for alternative-fueled vessels flying its flag. North American backing remains more fragmented at this stage, distributed across individual ports, specific infrastructure projects, and potential federal measures. Quebec has pledged around CAD 5 million ($3.5 million) for shore power installation at the Port of Quebec. The Port of Long Beach is dangling $1 million for the first oceangoing vessel to bunker methanol at commercial scale within its harbor. Port officials estimate a methanol bunkering call currently runs about $1.5 million, versus roughly $1 million for traditional marine fuels. Half the award is meant to offset that estimated $500,000 gap, with the rest covering ancillary costs like permitting and new operational and safety protocols. A far larger U.S. initiative has been floated but remains unrealized. In June, Representatives Nanette Barragan and Troy Carter, along with Senator Chris Van Hollen, reintroduced the Next Generation Shipping Act. The proposal calls for $1 billion per year to support zero-emission-capable vessels, retrofits, research, and clean-fuel and charging infrastructure. The lawmakers stated in a joint release that the measure would also enable the United States to match the heavy investments in clean shipping technology already underway in Europe and Asia. Some governments have done preliminary work without committing funds. Egyptian authorities have evaluated low- and zero-emission fuel production, storage, and bunkering potential at five ports under the IMO's GreenVoyage2050 program. No funding was attached, but the assessment aims to pinpoint infrastructure, regulatory, and safety needs and to draw future investment. Though these regional strategies vary, they increasingly tackle the same circular challenge from different angles. Shipowners hesitate to invest without affordable fuels and dependable infrastructure, while fuel producers and infrastructure developers require assured demand to justify their outlays. Public money can help resolve that impasse by reducing upfront costs and investment risk on both sides until the market becomes self-sustaining. In other alternative fuels developments this week, nuclear technology firm Core Power has inked an agreement with the U.S. Department of Transportation's Maritime Administration (MARAD) to create a route for U.S.-flagged nuclear-powered commercial vessels, with construction of the first ships slated to start in 2028. India's state-owned gas utilityGAIL, Deendayal Port Authority, and classification society DNV have agreed to study the feasibility of an LNG bunkering facility at Kandla Port. The European Commission has cleared a joint venture betweenTotalEnergiesand CMA CGM to broaden LNG bunkering in the ARA region. TotalEnergies indicated that a new 20,000-cbm LNG bunker vessel will be stationed in Rotterdam by the close of 2028. Making Data-Driven Decisions to Grow Your Business A Quick Overview of Market Performance Understanding the Current State of The Market and its Prospects Finding New Products to Diversify Your Business Choosing the Best Countries to Establish Your Sustainable Supply Chain Choosing the Best Countries to Boost Your Export The Latest Trends and Insights into The Industry The Largest Import Supplying Countries The Largest Destinations for Exports The Largest Producers on The Market and Their Profiles The Largest Markets And Their Profiles Instant access. No credit card needed. Online access to 2M+ reports, dashboards, and tables. Trusted by Fortune 500 teams.

Conectar Canadá, Estados Unidos y México sin emisiones contaminantes. Ese es el objetivo del ambicioso proyecto presentado este miércoles en la ciudad de Long Beach. “Estamos lanzando este corredor para impulsar inversiones de camiones limpios y también para impulsar inversiones en infraestructura que se necesitan para poder dar estos camiones limpios”, declaró Noel Hacegaba, director del Puerto de Long Beach. Esta ruta, que tendrá la autopista 5 como vía de trayecto, contará con una potente red de cargadores para lograr que los camiones de carga eléctricos puedan recorrer largas distancias, buscando además el beneficio de las personas. “Pues menos emisiones, la seguridad de que el impacto de nosotros y la civilización en el medio ambiente va a ser menor. Todo eso beneficia la salud, la longevidad y la calidad de vida de las personas”, expresó Jorge Alberto Quiroz, director general del Instituto de Movilidad Sustentable de Baja California, México. Aunque este proyecto se llevará a cabo por fases, las autoridades aseguran que la meta es a largo plazo. “Nuestro proyecto nos va a ayudar a cumplir y lograr nuestra visión del 2050, pero queremos alcanzar esa meta mucho antes”, el director del puerto de Long Beach. Pero confían en que a lo largo de los próximos años se empiecen a ver resultados fructíferos. “De los 5 mil, 6 mil tractocamiones que hoy cruzan la frontera de Baja California a Estados Unidos con carga y de regreso, solo un puñado de esos vehículos son eléctricos. Cuando empiezas a ver que llega hasta el 10%, al 15%, al 20%, al 30% y que esa curva sigue avanzando y que la mayoría de los vehículos nuevos que se van agregando al parque vehicular empiezan a ser de estas nuevas tecnologías, es que ya vamos ganando”, comentó adicionalmente el director general, Instituto de Movilidad Sustentable. Ahora el proyecto se encuentra en la fase de buscar diferentes fuentes de energía para asegurar que la ruta cuente con la corriente necesaria. Tania Martín – Spectrum Noticias ____________ Te invitamos a que nos visites en el nuevo canal de NY1 Noticias en WhatsApp.Ahí encontrarás las noticias más relevantes sobre lo que sucede en Nueva York, lo mismo que otras coberturas sobre el resto del país, Latinoamérica y el mundo. Haz clicen este linkpara acceder al canal. De antemano te agradecemos si te conviertes en uno de nuestros seguidores y expresas con un emoji tu reacción ante lo que publicamos.

Estados Unidos (EEUU) desarrolla en al menos dos de los mayores puertos del país una tecnología de reactores modulares pequeños flotantescon los que pretende revitalizar la industria de construcción naval del país, reducir costos y ampliar su capacidad energética, anunció el Departamento de Transporte. El secretario de Transporte de EEUU,Sean P. Duffy, firmó esta semana una colaboración con el Puerto de Corpus Christi (Texas) para desarrollar la nueva tecnología, conocida como SMR (por sus siglas en inglés). LosSMRson reactores nucleares avanzados con una capacidad de potencia de hasta 300 MW(e) por unidad, lo que representa cerca de un tercio de la capacidad de generación de los reactores nucleares de potencia tradicionales, de acuerdo al Organismo Internacional de Energía Atómica. Su tamaño alcanza apenas la fracción de un reactor nuclear convencional y se puede ensamblar en la fábrica y después transportar al lugar donde se ubicarán permanentemente. Además, producen bajas emisiones de carbono. En junio pasado, Duffy firmó el primer acuerdo para desarrollar esta tecnología con el Puerto de Long Beach en California, lo que representa la primera vez en 50 años que el Estado Dorado avanza en un nuevo proyecto de energía nuclear. California estableció desde 1976 una prohibición para construir nuevas plantas nucleares. No está claro si esta clase de reactores estarían afectados por la prohibición. En el puerto de Long Beach, el segundo más grande del país, se espera que los SMR operen sobre barcazas.

California is home to the fourth-largest economy in the world, with a GDP of more than $4 trillion ranked only behind the United States itself, China and Germany. The Golden State includes dozens of business sectors from manufacturing to agriculture and technology, and also handles billions of dollars worth of international trade every year. Much of that product travels across the ocean, and passes through one of California’s ports. But these trade patterns have been impacted by trade wars — and actual wars — which have led to increased consumer costs, fuel prices and route disruptions. Dr. Noel Hacegaba is the President of theCalifornia Association of Port Authorities (CAPA), which represents 11 ports across the state, and the CEO of the Port of Long Beach. Hespoke with Insight Host Vicki Gonzalezabout how ports are navigating conditions to keep the wheels of commerce turning. This interview has been edited for length and clarity. Has California always been a center of commercial shipping? Has that grown over time? It has. If you look at California, and its proximity to Asia, it's the perfect gateway for trans-Pacific trade. In fact the vast majority of goods that enter the U.S. through California ports come from Asia. It's just the right place and offers so many advantages. Over the decades California has become a juggernaut for global trade. When you take California's ports which range from Humboldt Bay in the north all the way to San Diego in the south, you've got a wide array of different entry points. Each port offers different advantages; there are some that specialize in containerized ports like the Port of Long Beach, and then there are others that specialize in break-bulk, lumber, autos. We have ports in our area — West Sacramento and Stockton, and then Oakland and Richmond a little farther out. What are the specialities of these facilities closer to home? The ports that you just mentioned are important because when you consider the Central Valley in California, which is a major producer of agricultural product [that] is in high demand in places like Asia, those ports play a pivotal role in helping to get that product out. Let's remember that exports are a major source of economic activity here in California and the United States. This is one of the reasons why California is the world's fourth-largest economy. It's because of its ports. and all the opportunities that they offer. What kind of economic impact do the Golden State’s ports have? When you take all the ports together you're looking at about 40% of the nation's waterborne imports, [and] about 30% of the nation's exports. We estimate that about a quarter of California's GDP is supported by California's ports, and you're talking about millions of jobs. Just to give you an example, the Port of Long Beach alone supports over a million jobs in California, almost three million jobs across the nation. That's about $300 billion worth of goods annually. Does California have significant international competition? When you look at some of the gateways to move product from Asia to North America, you do see Canadian ports investing aggressively in their infrastructure. Over the last three decades we have noticed rail connectivity between Canadian ports and destinations here in the United States. Mexico as well has invested billions of dollars in their infrastructure. This is why it's so important for our policymakers in Sacramento to remember how important ports are. The historic Port and Freight Infrastructure Program that the Newsom administration, with California legislature support, authorized a couple of years ago — $1.2 billion — that was huge. We hope it's not a one-and-done deal. We hope that in the future California will continue to invest in its ports because when it does, it invests in its own economy. Shipping is also impacted by major events. Going back to COVID-19, I remember the major shipping backlogs. Has that traffic recovered since the pandemic? The pandemic was a crisis that we had never seen. There was no playbook. Our dock workers [and] longshore workers, they masked up [and] showed up. We never had to shut down a single shift at the ports of LA and Long Beach. It's a testament to resilience. [During] the supply chain crisis, at the peak, there were 109 ships that were waiting to access the berths in San Pedro Bay. We cleared all that backlog. Today, because of what we learned and because we developed what I call the “resilience muscle,” we're handling more cargo today than we did at the peak of the pandemic with no backlogs, congestion or delays. It's been six months since the war with Iran started. How has that impacted our ports? We're seeing it in different ways. We are in a very different trade lane, so most of our trade is with Asia. Having said that, when you look at the impact on the energy market globally, you feel it because the nation's transportation sector is not immune. Fuel costs have surged since the beginning of the conflict. And when you consider that, that introduces a new cost that cascades across the supply chain. From a volume standpoint, containers, we've noticed that many shippers, because of the uncertainty geopolitically, conflict, but also trade disruptions as a result of new tariffs and trade policy, they've employed a strategy that we call in the industry “frontloading” where they advance their shipments. It's a strategy where they try to get ahead of new tariffs [and] surging fuel costs. As a result of that we've actually seen an increase in our cargo volumes. In 2025 the Port of Long Beach set an all-time record, we handled 9.9 million TEUs [Twenty-Foot Equivalent Units]. For the first half of 2026 we're actually ahead of where we were last year. Two weeks ago the Trump administration set a new round of international tariffs on dozens of countries that the U.S. trades with. How has the past year and a half been when focusing on the impacts that tariffs have had on ports? It certainly has been a source of disruption. The unpredictability has introduced an element of uncertainty in the supply chain that has made business planning, decision making and investment decisions a little more challenging. As a result, there have been a lot of surcharges that have been introduced into the national transportation system. But again, our ports here in California have demonstrated our ability to be a safe harbor in the sea of uncertainty. When you consider what's happening in the Middle East, what has emanated from that, the shock to the energy market and the resulting fuel costs, and when you consider where we are today from a trade policy standpoint, these 10% temporary tariffs were effectively replaced by another tariff in that same category. The American consumer continues to buy, the American supply chain continues to process all those containers and all that cargo, and it's a testament to that resilience muscle that we all developed during the pandemic. There’s concern and criticism of the emissions that come from California's port facilities, especially air pollution. What kind of changes have been made to help clean things up? Many. In fact California sports are the cleanest ports on the planet. At the ports of Long Beach and Los Angeles, guided by our Cleaner Action Plan, we have managed to reduce every category of emission to the tune of 98%. This has happened during the same time period that we saw our cargo volumes increase by over 40%. At the Port of Long Beach, I just launched a new vision for our port in January. We call it the 2050 vision. We're planning to double our container throughput to 20 million TEUs by 2050, and we're building the port of the future in the process. The port of the future is going to be faster, cleaner, more resilient, [and] safer. California also has a goal to have all new cars and light trucks be zero emission by 2035. Do these ambitious climate goals conflict with how a port needs to operate? There's no conflict at all. We aspire to become a zero-emission port much sooner than 2050. If the technology were available, if the financial resources were available, I think we can get there much faster. The 2050 goal has to do with the cargo throughput and cargo volumes. But when you look at California’s ports we’re all chasing the same goal. We're all trying to become more efficient, more competitive, safer, more secure, and cleaner as well. At the end of the day, does this mean ports need to go electric? Or are there other sources of clean power? When you look at how we're leading the transition to carbon-free energy sources, in Long Beach for example, most of that transition is electric. That's the low-hanging fruit. But we're also exploring offshore wind. We're still looking at electric microgrids. We're looking at hydrogen fuel stations. We just announced the $1 million methanol challenge where we're encouraging the shipping industry to adopt methanol bunkering within our port. And then just a couple of weeks ago I was in Washington D.C. signing a first-of-its-kind memorandum of cooperation with the U.S. Maritime Administration to explore the adoption of a small nuclear reactor within the port environment. These small modular reactors are the latest form of carbon-free energy that we think could have potential application in the maritime environment. A new bill, AB 1777, aimed to hold ports, warehouses, and other places accountable for their pollution by authorizing the California Air Resources Board to adopt regulations to reduce or mitigate emissions from indirect sources of pollution. Your association was against AB 1777. Why? We have demonstrated an ability to move the needle when it comes to decarbonization and reducing emissions on a voluntary basis. There is a role and a place for regulation. Directionally, there is alignment between where the regulations are headed, where we as ports want to head. But when you look at the practice, the implementation, the adoption, it requires a whole constellation of factors to get us there and get us there faster. We're talking about a system of systems that comprises different industries and sectors that each require investments [and] equipment. What we have learned in Long Beach is cooperation is what will get us there faster. The groundbreaking Green Port Policy that launched back in 2005, that evolved into the Cleaner Action Plan between the San Pedro Bay ports. We have demonstrated that you can grow green; you can grow your volumes and you can reduce emissions. We did that voluntarily. It's when we collaborate, it's when we offer incentives, it's when we learn to support each other across different industries and sectors that we can get there faster. There's also a big push to revitalize shipbuilding in the country, from Congress as well as plans by the controversial group California Forever in Solano County. Are the state’s ports supportive of these efforts? When you look at the economic engine that is California’s ports, anything that will spur more economic activity, create more good-paying jobs, we support. When you look at what's happening in the world, the disruptions brought on by geopolitical instability, it just makes sense for there to be energy diversification, energy independence… and the same applies to all the equipment that we need to run these ports, whether they’re cranes or ships. But the key is we have to have a transition plan. It can't happen overnight. And I think the stars may be aligning so that some of that manufacturing can come back to the U.S. We'd love to host it here in California. I think it's a perfect place to have U.S. shipbuilding and crane manufacturing. We welcome that opportunity.

Momenti di tensione nella mattinata di oggi, sabato 15 agosto nelle acque del litorale nord. Una coppia si è avventurata nell'esplorazione di alcuni isolotti e non è più riuscita a tornare a riva. In soccorso i bagnini Apani Beach, Guna e Long Beach L'articolo completo Rimani aggiornato sulle notizie dalla tua provincia iscrivendoti al nostro canale whatsapp:clicca qui Seguici gratuitamente anche sul canale Facebook:https://m.me/j/Abampv2kioahdYYR/ © Riproduzione riservata