Aria, clima, elettrificazione, acque e biodiversità. 38832 articoli raccolti da fonti istituzionali e specializzate, classificati per area ambientale e linkati al porto di riferimento.
Roles have reversed, as far as volumes are concerned, between Europe and Sub-Saharan Africa (SSA), with the latter’s positive start to 2026 nosediving over the past three months, while Europe-SSA volumes turned a disastrous start in buoyant growth. According to Container Trades Statistics (CTS), a 25% year-on-year bump in January volumes for SSA-Europe flows was followed by declines of 0.2% and 1.9% in February and March, with sources telling The Loadstar ... The post Europe-Africa trade: more one-way traffic these days appeared first on The Loadstar .
Roles have reversed, as far as volumes are concerned, between Europe and Sub-Saharan Africa (SSA), with the latter’s positive start to 2026 nosediving over the past three months, while Europe-SSA volumes turned a disastrous start in buoyant growth. According to Container Trades Statistics (CTS), a 25% year-on-year bump in January volumes for SSA-Europe flows was followed by declines of 0.2% and 1.9% in February and March, with sources tellingThe LoadstarApril is not looking good either. Against this weakening trade, Europe-SSA volumes flipped a 10.3% decline for January volumes into growth of 6.1% for February and a 9% year-on-year bump in March as the lane surpassed 200,000 teu for only the second time in 15 months. This was reflected in rate data from Freightos, which showed a series of spikes, each stronger than the last, between 23 February and 22 May, peaking on 18 May at just shy of $6,700 per feu for Rotterdam-Durban sailings. One source said South African “trade in general is not looking good at the moment, with trade in April significantly down”, although there appears to be bright spots for those less focused on European volumes. A forwarder toldThe Loadstarthat, while they had not done much with Europe in recent times, otherwise, “honestly, had a very good April”, noting overall April volumes had climbed about 12%, year on year. They added: “The majority of our trade remains with the Middle East (which has its challenges), India, the Far East, and South America, and this has been the same for the past two to three years.” It continues a theme that, despite Europe being Africa’s strongest trading partner, with its exports to Africa now exceeding €55bn, African exporters are looking elsewhere to sell their wares. Forwarders toldThe Loadstarthat, even with the uptick for Europe-SSA volumes, there had been a notable drop-off in enquiries they were receiving in both directions, compared with in previous years. Listen now for a data-rich deep dive into the volatility redefining global shipping in 2026
Does timing matter when selling FuelEU surplus? Hellenic Shipping News
inInternational Shipping News19/05/2026 Selling FuelEU compliance surplus early offers lower risk. Waiting until the end of the pooling year could deliver higher payoffs, but the window to act is narrow and the outcome is uncertain. Potential FuelEU Maritime pooling values are large enough to materially reduce the cost of bunkering B100 and liquefied biomethane (LBM) in Europe. Shipowners using low-emission fuels such as B100 and LBM can generate surplus compliance balances under FuelEU Maritime and sell them to undercompliant vessels within a pool. Pooling values fluctuate depending on factors including market supply and demand. A softer market can lower offer prices. A tighter market can sharply increase them. Timing FuelEU surplus sales can carry more risk, but potentially greater value, and in rare cases even more than the fuel price itself. Sell surplus todayThe most straightforward option is to bunker B100 or LBM today and sell the generated surplus at current 2026 market offers. Rotterdam B100 is currently priced at $1,486/mt on a VLSFO-equivalent basis. Pooling platform OceanScore’s current pooling index price is €225/mtCO2e ($265/mtCO2e). Selling surpluses at that level can generate a pooling value of around $716/mt for B100. This cuts its bunker cost to $771/mt for EU-EU voyages. Gasum supplying LBM to a Hapag-Lloyd containership in Wilhelmshaven. Linkedin of Hapag-Lloyd After adding $4/mt in EU ETS compliance costs, the net bunker cost stands at about $775/mt. Rotterdam LBM is currently priced at $1,455/mt. If the compliance surplus generated by LBM is sold at the same surplus price, it can generate pooling values of $991–1,161/mt, depending on engine type and methane slip. For vessels with high-methane slip Otto medium speed (Otto MS) engines, EU ETS costs add $79/mt. This brings the bunker cost to $543/mt. Vessels with low-methane slip diesel slow speed (diesel SS) engines face much lower EU ETS costs of around $6/mt, reducing LBM’s final bunker cost to $299/mt. Pooling platform provider Kickstarter’s best early 2026 compliance offer currently stands at €190/mtCO2e ($223/mtCO2e). At that level, B100’s pooling value falls to around $603/mt, while LBM’s drops to $837-981/mt. Net bunker costs rise accordingly, to $888/mt for B100 and $482-697/mt for LBM. The caveat is that early 2026 offers suggest the compliance market is oversupplied. OceanScore notes that the majority of the early offers sit in the range of €170-210/mtCO2e ($199-246/mtCO2e), and the wide spread “reflects the continuing, and increasing oversupply of surplus in the market.” Volumes remain well below last year’s traded levels, Kickstarter says.Hold until year-endIf OceanScore’s pool price index (OPX) is used as a proxy for FuelEU compliance offers, 2025 data seems to suggest that selling surplus at the end of the calendar year could generate more value than selling earlier. The OPX moved from an average of €214/mtCO2e ($248/mtCO2e) in June 2025 to €225/mtCO2e ($265/mtCO2e) in December 2025, a relatively modest €11/mtCO2e ($13/mtCO2e) rise over six months. Three pooling platform indexes ultimately closed the 2025 compliance year at broadly similar levels in April 2026. Kickstarter recorded an average of €220/mtCO2e ($259/mtCO2e) for April 2026. OceanScore’s monthly average in April came in at €227/mtCO2e ($267/mtCO2e) and BetterSea’s stood at €213/mtCO2e ($251/mtCO2e). The data suggests that prices remained relatively stable through the calendar year, indicating limited upside for surplus holders who waited. Holding surpluses is not guaranteed to achieve a higher price. 2026 is only the second FuelEU compliance year, after what many in the market treated as a test run in 2025. There is no guarantee that prices will follow the same pattern – that the market will tighten to the same degree or that surplus holders will find buyers. Hold until pooling deadlineThe riskiest but potentially most lucrative strategy is to bunker low-emission fuel today and hold the generated compliance surplus until after the calendar year has ended. At that stage, undercompliant vessels can no longer improve their position by purchasing physical fuel and must instead source compliance balances from surplus holders. If not, they will have to borrow compliance or pay penalties. Tightening surplus supply near the deadline can increase pooling offers sharply. During the closing days of the 2025 compliance cycle, OceanScore’s index peaked at €296/mtCO2e ($346/mtCO2e) on 17 April 2026. B100 was priced at $1,434/mt and LBM was priced at $1,394/mt on the day. At those levels, B100’s pooling potential rises to around $941/mt, while LBM’s increases to $1,305-1,530/mt, depending on engine type and methane slip. Adding EU ETS costs takes the cost of bunkering B100 in Rotterdam to around $498/mt, around a third of the VLSFO-equivalent cost of the fuel. For dual-fuel vessels with Otto MS engines, the cost of bunkering LBM in Rotterdam drops to around $168/mt even with the EU ETS costs added to the price. For diesel SS engine vessels with the lowest methane slip, compliance revenues can theoretically exceed the cost of the fuel itself, resulting in a net bunker balance of around -$128/mt on paper. That would mean the LBM is more than paying for itself. The trade-off is execution risk. OceanScore’s 2025 pooling price peak was recorded only 13 calendar days before the compliance deadline. That left limited time to finalise commercial terms, register pool compositions in the FuelEU database, complete verifier checks and secure approval of compliance balances. The compressed timeline could make it difficult for some surplus holders to monetise balances before the deadline, potentially forcing them to bank surplus into the following compliance year instead.Source: ENGINE,https://www.engine.online/news
A luxury liner at the center of an outbreak of hantavirus docked at the Dutch port of Rotterdam on Monday, where authorities were disembarking the remaining 25 crew members and two medical staff and planned to cremate a German woman who died.
📰 Port StrategyAlta📅 2026-05-18📍 RotterdamenClima · decarbonizzazioneElettrificazione · cold ironing
Tech leader ABB a valued Silver Sponsor at GreenPort Congress 2026 Port Strategy
Welcome to portstrategy.com. This site uses cookies.Read our policy. 2026-05-18T15:35:00+01:00 Innovative global supplier will offer options for port stakeholders A technology leader in the global green marine mission, ABB is a more than welcome Silver Sponsor at GreenPort Congress 2026 The 7–9 October forum will bring senior stakeholders from across the ports and shipping ecosystem together at Portsmouth International Port, providing a meeting place for the port community to discuss and learn about the latest strategies, technologies and policies delivering sustainable port operations. As a leading global supplier of both ship and land-side electrical infrastructure, ABB’s innovative technologies are playing a key role in enabling a more sustainable and resource-efficient future. In particular, and through 2025 and early 2026, ABB has solidified its role as a leader in green port technology and maritime decarbonization, focusing heavily on shore power electrification, digitalization, and alternative fuel infrastructure. Major initiatives include building the world’s largest shore power system at the Port of Rotterdam, and a green ammonia FPSO off Portugal. “At ABB, we believe that anything that runs well can always be engineered to run better,” said Keith Pillay, ABB General Manager - LBL PAMP (UK/IE). “We’re not just delivering technology — we’re helping drive meaningful change on the journey toward maritime decarbonisation. “From shore-to-ship power and electric propulsion to full system integration and digital energy management, we provide end-to-end support that helps ports reduce emissions, improve efficiency, and strengthen long-term resilience. “That’s why we’re proud to sponsor GPC and showcase how our strategy is being brought to life through the Shore Power system currently being installed at Portsmouth International Port. This project demonstrates how innovation, collaboration, and shared ambition can turn sustainability goals into tangible results.” And he added: “We’re proud to work alongside forward-thinking leaders to help build a more sustainable and resilient maritime future. Connect with our team to pre-book your meeting ahead of the conference, just email us at:Marine.Enquiries@gb.abb.com” Further details of the programme and expert speakers at the 21stGreenPort Congress will be announced in due course. Interested in sponsoring? Contact our team atsales@greenportcongress.comor call us at +44 1329 825335. 2026-05-18T15:40:00Z 2026-05-18T15:26:00Z 2026-04-16T10:31:00Z 2026-04-14T17:54:00Z 2026-01-05T16:04:00Z 2025-12-15T09:51:00Z 2025-04-28T13:46:00Z 2024-10-25T14:42:00Z 2024-10-25T14:39:00Z 2024-10-24T13:44:00Z 2024-10-24T13:36:00Z 2024-07-25T12:00:00Z Site powered byWebvision Cloud
Brazilian shippers have been left fretting after an EU decision to ban their beef exports – following an otherwise strong start to the year for trade between Latin America and Europe, with volumes recording successive months of growth. Set to take effect in September, the ban was imposed because Brazilian authorities failed to provide sufficient assurances that its livestock producers were not using excessive quantities of anti-microbials, used to promote animal ... The post Food exports ban puts a dent in LatAm-Europe trade just as duty relief arrives appeared first on The Loadstar .
Brazilian shippers have been left fretting after an EU decision to ban their beef exports – following an otherwise strong start to the year for trade between Latin America and Europe, with volumes recording successive months of growth. Set to take effect in September, the ban was imposed because Brazilian authorities failed to provide sufficient assurances that its livestock producers were not using excessive quantities of anti-microbials, used to promote animal growth. One forwarder toldThe Loadstar: “The decision is a nightmare. “We can still export beef until September, but the sector is definitely concerned. Our government is working to review this decision.” Asked if they thought government would be able to control the use of anti-microbials and provide assurances to European legislators, the forwarder said: “Yes, I believe so,” adding the Brazilian beef was “the most exported in the world” and of “very high quality”. But the ban is not just restricted to beef. An EC health spokesperson told Portuguese news outlets it also applied to aquaculture, eggs, honey, horses, and poultry-related produce. Shippers became aware of the ban with the release of an updated list of countries that comply with the bloc’s rules surrounding anti-microbial use, seeing Brazil’s name removed. The EC’s health spokesperson told reporters: “As soon as compliance is demonstrated, the EU may authorise or resume exports,” and pointed out that officials were working with Brazil to achieve this as soon as possible, amid strong demand for Brazilian beef – some 10,000 tonnes arriving each month. Indeed, beef has been one of the major recent success stories on the Latin America-Europe trade, volumes last year having surged some 25% year on year, with forwarders tellingThe Loadstarit was a key sector for the broader positivity surrounding Latin American growth. Latest data from Container Trades Statistics (CTS) shows overall Latin America-Europe volumes recorded year-on-year increases across January, February, and March (the most recent data available), when volumes rose 12.6%. AGL Cargo’s Jackson Campos toldThe Loadstar: “Volumes between Latin America and the EU are proving okay, and now there is a new agreement between Mercosur and the union that promises to increase movement further.” Meanwhile, taking effect some 25 years after negotiations began, the EU-Mercosur deal will remove duties on 91% of EU exports, including cars, from the current 35% for 15 years and the progressive removal of duties on 92% of Mercosur exports over 10 years. Noting that trade between the two blocs already exceeded €100bn in value, Jan Harnisch, CEO of air and ocean at Rhenus, said the deal would “change things in a very concrete way”. He added: “As volumes grow, the real challenge will be managing complexity across the entire chain. We expect increased pressure on ports, continued adjustments in freight pricing, and a stronger need for multimodal solutions. “One area that is sometimes underestimated is customs. Lower tariffs don’t necessarily mean fewer hurdles. Rules of origin, quotas, and compliance checks are still very much part of the picture, and they can quickly slow things down or add costs if they’re not handled properly.” While volumes may have proved strong for Latin American exporters in the opening months of 2026, the year began poorly for European exports headed in the other direction, with two successive months of year-on-year decline. March arrested that, recording a 3.2% uptick year on year, but there remains work to be done for officials in Brussels, with Latin America sending almost 30% more to Europe than goes the other way. On the rates side, these have more than doubled following the US/Israel attacks against Iran in late February; Freightos had pricing for 40ft containers going Santos-Rotterdam back down to its pre-war average by April, before experiencing a minor spike at the start of May. Having hovered around the $1,600 per 40ft mark for most of last month, Freightos is now quoting $2,100 per 40ft on the route, with forwarders tellingThe Loadstarthis uptick was likely due to carriers engaging in capacity control measures.
Shanghai to New York rates up 7% as data shows China led US containerised imports slip in April.
Shanghai to New York rates up 7% as data shows China led US containerised imports slip in April. May 8, 2026 Drewry’s World Container Index (WCI) broke a three-week streak of declines on 7 May, recording a 3% increase in 40-foot container rates to $2,286. The uplift was driven by Emergency Fuel Surcharges and Peak Season Surcharges bringing increased rates on transpacific routes — which Drewry expect will rise again next week — with milder positive movement on Asia-Europe trades. The analyst reported a 7% rise in rates forShanghaito New York to $3,721 per 40 ft container and a 5% increase for Shanghai toLos Angelesto $3,062. Examples of surcharge support includedMSCadding $214 to its Emergency Fuel Surcharge on the Asia-US East Coast route to $644 per 40 ft container, and $195 on Asia-US West Coast to $467.CMA CGMintroduced a Peak Season Surcharge of $2,000 from May 1. Chart: Drewry World Container Index Descartes’ analysis of April 2026UScontainerised imports showed a 3.2% decline from March 2026 to 2.28m teu, a 5.5% drop compared to April 2025. Imports year-to-date were down by 5.0% on 2025. Related:OOCL names world’s largest methanol dual-fuel container ship China-origin imports of 680,778 teu were down 4.3% on-month and 33% lower than their peak in July 2024, the analyst said. Gains in imports from nations such as Thailand andJapanwere unable to offset China-origin losses, leading to a 3.1% drop in US imports from its top 10 countries of origin. “Trade relations with key partners, including the EU,India, and China, remain unresolved, reinforcing a global shipping environment defined by volatility, shifting sourcing strategies, and heightened cost uncertainty.” Asia-Europe FAK rates challenge Rates on Asia-Europe were more stable, rising by 2% on Shanghai to Rotterdam $2,170 per 40 ft container and 1% for Shanghai to Genoa to $3,075, according to Drewry. It forecast stable rates in the coming week and cast doubt on proposed FAK rates from CMA CGM, Hapag-Lloyd , and MSC of between $3,500-$4,500 per 40 ft container for Asia–North Europe, and between $4,500-$4,600 Asia–Mediterranean. Due to come into effect from 15 May, Drewry said “successful implementation remains unlikely due to weak demand and excess capacity, which continue to create a supply–demand imbalance.” Middle East impacts In its Intra-Asia Index update, Drewry said softening rates for Shanghai-Jebel Ali may indicate a market finding equilibrium within Middle East disruption, while rising rates on Shanghai to North, South, and Southeast Asia indicate tighter supply on those routes. Overall, the index of 18 trade routes rose for a fourth consecutive week to $925 per 40 ft container. Related:CU Lines to expand fleet with four new container ships Drewry said carriers remained cautious on routing and operations amidst the situation in the Middle East and Strait of Hormuz. Commenting on its impacts in the US, Descartes said US imports from the Gulf are primarily energy, fertiliser, and aluminium. “While these goods represent a smaller share of total containerised imports, they are disproportionately important to downstream supply chains. Disruptions to these flows can create ripple effects across multiple industries, including manufacturing, automotive, construction, and consumer goods,” said Descartes. Read more about: Gary Howard Middle East correspondent Gary Howard is the Middle East Correspondent for Seatrade Maritime News and has written for Seatrade Cruise, Seatrade Maritime Review and was News Editor at Lloyd’s List. Gary’s maritime career started after catching the shipping bug during a research assignment for the offshore industry. Working out of Seatrade's head office in the UK, he also produces and contributes to conference programmes for Seatrade events including CMA Shipping, Seatrade Maritime Logistics Middle East and Marintec. Gary’s favourite topics within the maritime industry are decarbonisation and wind-assisted propulsion; he particularly enjoys reporting from industry events. Gary Howard regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Ports of Refuge: Strengthening Maritime Resilience, at Seatrade Maritime Logistics Middle East 2025 Debunking LEO and Cloud for Maritime Industry, December 2022 (watch on-demand recording) Making Data Work for Shipping at Seatrade ShipTech Virtual 2021 Is the Zero-Carbon Future a Slow Shipping Future?at Seatrade ShipTech Virtual 2021 Is Ship Finance Transforming Faster than Shipping?at Seatrade ShipTech Virtual 2021
Il gruppo riunisce nello stesso scalo le operazioni di import ed export del servizio transatlantico Ta3. La scelta rafforza il ruolo del terminal automatizzato di Rotterdam, destin [...] L'articolo Maersk concentra il servizio transatlantico Ta3 su Apm Terminals Maasvlakte II: unica call a Rotterdam proviene da Shipmag .
Il gruppo riunisce nello stesso scalo le operazioni di import ed export del servizio transatlantico Ta3. La scelta rafforza il ruolo del terminal automatizzato di Rotterdam, destinato a raggiungere 5,4 milioni di teu di capacità
Rotterdam – Maersk riorganizza le operazioni del servizio transatlantico Ta3 a Rotterdam, concentrando in un’unica call presso Apm Terminals Maasvlakte II le attività di importazione ed esportazione finora gestite separatamente. La modifica entra in vigore immediatamente e, secondo il gruppo, punta a migliorare l’efficienza operativa nello scalo olandese, mentre il resto della rotazione del servizio resterà invariato.
La prima nave interessata dal nuovo assetto sarà la Maersk Fredericia, prevista a Maasvlakte II il 21 settembre e in partenza il 23. Seguirà la Sfl Hawaii, con arrivo il 28 settembre e partenza il giorno successivo. Riunire i due flussi in un’unica toccata consente di semplificare la movimentazione dei container e ridurre la complessità derivante dalla separazione delle operazioni import ed export nello stesso porto.
La scelta acquista maggiore rilevanza alla luce degli investimenti in corso a Apm Terminals Maasvlakte II, terminal operativo dal 2015 e fortemente automatizzato. L’espansione prevede altri 1.000 metri di banchina deep-sea, che porteranno il totale a 2.000 metri, nuova capacità di piazzale, quattro ulteriori binari ferroviari e nuovi mezzi automatizzati. A regime, la capacità annuale dovrebbe raggiungere 5,4 milioni di teu.
Maasvlakte II sta inoltre assumendo un ruolo sempre più strategico nella collaborazione fra Maersk e Hapag-Lloyd. Quest’ultima ha recentemente siglato un accordo per acquisire il 25% del terminal, mentre Apm Terminals manterrà il controllo operativo. L’impianto è considerato uno degli hub europei chiave della Gemini: la concentrazione del Ta3 rappresenta quindi un ulteriore passo verso un modello nel quale network marittimo, capacità terminalistica e collegamenti con l’hinterland vengono gestiti in maniera sempre più integrata.
Il 64,7% dei lavoratori consultati ha respinto l’ultima offerta salariale degli operatori portuali. Ver.di apre il voto sull’azione a tempo indeterminato, che potrebbe coinvolg [...] L'articolo Porti tedeschi verso lo sciopero a oltranza, a rischio i grandi hub del Nord Europa proviene da Shipmag .
Il 64,7% dei lavoratori consultati ha respinto l’ultima offerta salariale degli operatori portuali. Ver.di apre il voto sull’azione a tempo indeterminato, che potrebbe coinvolgere circa 11mila addetti di Amburgo, Bremerhaven, Bremen, Wilhelmshaven, Emden e Brake
Amburgo – Cresce il rischio di una nuova escalation nei principali porti tedeschi, dove il confronto tra lavoratori e operatori sulla nuova intesa salariale potrebbe sfociare in scioperi a tempo indeterminato. Il sindacato Ver.di ha riferito che il 64,7% degli oltre 5.500 lavoratori che hanno partecipato alla consultazione ha respinto l’ultima proposta presentata dai datori di lavoro. L’accordo riguarda complessivamente circa 11mila addetti nei porti di Amburgo, Bremerhaven, Bremen, Wilhelmshaven, Emden e Brake.
Il sindacato ha quindi avviato una votazione formale sulla possibilità di passare a scioperi senza una durata prestabilita. La consultazione terminerà il 1° ottobre e, perché si possa procedere con l’escalation, sarà necessario il voto favorevole di almeno il 75% dei partecipanti. Soltanto a quel punto la commissione federale di Ver.di potrà autorizzare le nuove astensioni dal lavoro. Non si tratta dunque ancora di uno sciopero a oltranza già proclamato, ma di un passaggio decisivo della vertenza.
Lo scontro riguarda soprattutto i salari. L’associazione degli operatori portuali tedeschi ha proposto un aumento della paga oraria del 3,4% su dodici mesi, insieme a un incremento dell’indennità per ferie e a un’ulteriore maggiorazione per gli addetti dei principali terminal container. Ver.di chiede invece un aumento dell’8,2%. La tensione arriva mentre diversi gateway tedeschi stanno ancora assorbendo gli effetti delle precedenti proteste e della congestione: Bremerhaven presenta un’occupazione dei piazzali vicina al 90%, mentre ad Amburgo i tempi medi di attesa delle navi sono stati indicati intorno a 1,9 giorni.
Un eventuale sciopero prolungato avrebbe ripercussioni ben oltre la Germania. La congestione interessa già buona parte del Northern Range e le precedenti azioni nei porti tedeschi hanno aggravato le difficoltà dei collegamenti attraverso Amburgo, Bremerhaven e Wilhelmshaven. Con capacità di piazzale già sotto pressione anche a Rotterdam e ritardi ad Anversa, un blocco prolungato dei principali gateway tedeschi potrebbe lasciare ai liner margini limitati per dirottare rapidamente i volumi verso porti alternativi, aumentando il rischio di nuovi effetti a catena sulle supply chain europee.
Por Redacción PortalPortuario @PortalPortuario Port de Barcelona es uno de los 11 puertos impulsores de la Busan Port Declaration 2026, La entrada Port Barcelona se une a Busan, Los Ángeles, Rotterdam y Singapur para acelerar innovación, digitalización y descarbonización se publicó primero en PortalPortuario .
Por Redacción PortalPortuario @PortalPortuario Celebrity Cruises celebró la flotación del Celebrity Compass, el primer barco de su nueva división de La entrada Primer crucero fluvial de Celebrity toca el agua en Rotterdam se publicó primero en PortalPortuario .
Fuel Switch Snapshot: Gas supply risks lift Rotterdam's LNG and LBM engine.online
B30-LSMGO swings to $37/mt discount to LNG (Otto MS) Singapore LNG (diesel SS) discount to LSMGO widens ZRE A tickets surge on aggressive compliance buying All bunker prices described in the text below have been adjusted for calorific content to make them VLSFO-equivalent. They have estimated EU-EU voyage compliance costs included for Rotterdam, and nonEU-EU compliance costs included for Singapore. These account for EU ETS costs and FuelEU Maritime penalties, and the average price of compliance surpluses we have picked up from the FuelEU pooling market over the past week. Rotterdam's B30-LSMGO has swung from a $90/mt premium over LNG burnt in Otto medium speed (Otto MS) engines to a $37/mt discount, as LNG has gained $150/mt over the past week against the blend's $24/mt. Liquefied biomethane's (LBM) premiums over HSFO in Rotterdam have widened by $105-107/mt to $348-487/mt depending on engine type, and over VLSFO by $90-92/mt to $233-372/mt. LBM's discounts to LSMGO have narrowed by $6-8/mt to $261-400/mt. Its premiums over B100 have widened by $84-86/mt to $271-411/mt. Rotterdam's LNG premiums over VLSFO have widened by $95-97/mt to $356-492/mt depending on engine type, and LNG's discounts to LSMGO have narrowed by $11-13/mt to $141-277/mt. In Singapore, LNG's premiums over VLSFO have narrowed by $1-2/mt to $255-323/mt, and its discounts to LSMGO have widened by $85-86/mt to $88-155/mt. The wider discount is for vessels with diesel slow speed (diesel SS) engines. B100's premium over HSFO in Rotterdam has widened by $21/mt to $76/mt while its discount to VLSFO has narrowed by $6/mt to $39/mt. Its discount to LSMGO has widened by $78/mt to $672/mt. Singapore's B100 has widened its premium over VLSFO by $14/mt to $280/mt and its discount to LSMGO by $70/mt to $130/mt. ENGINE-assessed FuelEU Maritime pooling values have eased by $1/mt for both B100 and LBM, the smaller credits adding to each fuel's gains, while the OceanScore FuelEU pooling index has held at €118.90/mtCO2e ($138/mtCO2e). Liquid fuels Rotterdam's conventional fuel prices have gained $38-137/mt over the past week, with LSMGO up the most and its benchmark at the highest level in at least four years. B100 has gained $59/mt and B30-VLSFO $64/mt. Dutch ZRE A tickets have moved up by €21/mtCO2e ($24/mtCO2e) to €200/mtCO2e ($232/mtCO2e) over the past week. Compliance buyers rather than speculators have driven the increase, Prima Markets analyst Ulrich Arnheiter said. Conventional bunker fuel availability in the ARA is tight for prompt deliveries, with lead times of 5-7 days advised for most grades, a trader said. Singapore's conventional fuel prices have gained $49-133/mt, again with LSMGO up the most, and B100 has gained $63/mt. Supply in Singapore has remained constrained despite subdued demand, with VLSFO lead times of 12-15 days against 9-16 days a week earlier. Front-month ICE Brent futures have rallied $10.53/bbl ($77/mt) higher to $108.72/bbl ($797/mt), lifted by vessel attacks near the Strait of Hormuz and Saudi Arabia halting flows through its East-West Pipeline. Dec26 EUA prices have risen by $2.99/mtCO2e to $102.47/mtCO2e. Liquid gases Rotterdam's LNG prices have gained $148-150/mt depending on engine type over the past week, and the port's LBM prices $143-145/mt, tracking a sharp rise in the front-month Dutch TTF gas contract. How long the Strait of Hormuz stays closed remains the single most important supply-side uncertainty, IEA gas analyst Greg Molnár said. Rotterdam's LBM discounts to LNG have widened by $5/mt to $119-124/mt depending on engine type. Singapore's LNG prices have gained $46-47/mt depending on engine type, tracking the front-month NYMEX Japan/Korea Marker. LNG importers continue to seek cargoes with no resolution of the Middle East conflict in sight, ANZ Bank senior commodity strategist Daniel Hynes said. By Erik Hoffmann Please get in touch with comments or additional info to news@engine.online
Moeve inizia giovedì la costruzione della sua pianta di idrogeno rinnovabile da 300 MW a Huelva Demócrata
Moeve prevede di posare questo giovedì, 17 settembre, la prima pietra di un impianto di idrogeno rinnovabile da 300 megawatt (MW) a Palos de la Frontera (Huelva). Questa installazione segna l'avvio della prima fase del suo progetto Valle Andaluz dell'Idrogeno Verde, secondo quanto indicato a Europa Press da fonti dell'azienda.
L'azienda, partecipata maggiormente dal fondo sovrano Mubadala (63%) e dalla società di investimento The Carlyle Group (37%), prevede di distribuire in Andalusia una potenza totale di elettrolisi di 2 gigawatt (GW). Questa capacità sarà suddivisa tra i parchi energetici di La Rábida, a Huelva, e San Roque, a Cadice, con 1 GW in ciascuna località. Il piano prevede di raggiungere una produzione di fino a 300.000 tonnellate di idrogeno verde all'anno.
Secondo le previsioni di Moeve, il progetto comporterà un investimento di fino a 3.000 milioni di euro e potrebbe generare 10.000 posti di lavoro, di cui circa 1.000 sarebbero posti diretti. Inoltre, l'iniziativa intende fungere da motore per oltre 400 PMI e lavoratori autonomi legati alla catena del valore.
Il futuro impianto onubense sorgerà su terreni di proprietà dell'azienda, adiacenti al Parco Energetico La Rábida. Il design iniziale fissava l'inizio delle operazioni nel 2026 e il raggiungimento della sua capacità massima nel 2028. Da parte sua, l'installazione prevista nel Campo di Gibilterra sarà situata all'interno del Parco Energetico San Roque.
Moeve orienterà la produzione principalmente alla decarbonizzazione dei suoi processi industriali e di quelli dei suoi clienti, così come allo sviluppo di combustibili sostenibili per settori difficili da elettrificare, come il trasporto pesante, marittimo e aereo, oltre a determinate attività industriali. L'azienda stima che l'insieme della valle permetterà di evitare l'emissione di sei milioni di tonnellate di CO2 all'anno.
Per alimentare l'elettrolisi, il gruppo sta studiando lo sviluppo di progetti eolici e solari fotovoltaici che sommino 7 GW di potenza, insieme a contratti di fornitura con altri produttori di energia rinnovabile in Andalusia e nel resto del territorio spagnolo.
Il CEO di Moeve, Maarten Wetselaar, ha sottolineato che l'azienda sta ponendo le basi per avviare progetti su larga scala in grado di configurare "il nuovo mercato dell'idrogeno".
Wetselaar ha valutato che la trasposizione della direttiva europea sulle energie rinnovabili RED III "va nella giusta direzione" per stimolare la domanda, anche se ha chiesto "molta più ambizione" al fine di raggiungere gli obiettivi di decarbonizzazione e rafforzare l'autonomia energetica del continente europeo.
La Valle Andalusa dell'Idrogeno Verde mira anche a posizionare l'Andalusia come un centro di produzione ed esportazione di combustibili rinnovabili. A tal fine, il progetto prevede di sfruttare la prossimità dei porti di Huelva e Algeciras e si basa sull'accordo firmato da Moeve con il Porto di Rotterdam per sviluppare un corridoio marittimo di idrogeno verde tra il sud e il nord Europa.
The Ship That Plugs In: Cold Ironing Is Becoming Shipping's Most Underrated Decarbonization Tool Portogente
Portbiz | International Ports and Logistics While the industry debates ammonia engines and green methanol, a proven technology is already eliminating a significant share of port emissions at the flick of a switch. The regulatory clock has started. The infrastructure race has not. Portbiz Every day, at ports from Rotterdam to Shanghai, thousands of ships arrive, slow down, dock and keep their engines running. Not their propulsion engines, which have been throttled back since the pilot came aboard. Their auxiliary engines: the diesel generators that power lighting, refrigeration, communication systems, air conditioning, and the dozens of other electrical demands of a working vessel at berth. The ship is not going anywhere. But it is burning fuel, emitting carbon dioxide, nitrogen oxides, sulphur compounds, and particulate matter into the air of port cities where, in many cases, people live within a kilometre of the quay. This is called hotelling. And it is, quietly, one of the most solvable problems in maritime decarbonization. The solution has a name that sounds like it belongs to a 1970s engineering manual: cold ironing. Also called shore power, onshore power supply, or OPS, it refers to the practice of connecting a vessel at berth to the port's electrical grid, allowing the ship to shut down its auxiliary diesel generators entirely and draw clean electricity from shore instead. The technology is not experimental. The Port of Gothenburg first adopted it commercially in 2000. The US Navy has been using it for decades. The physics are not in dispute. The engineering is largely solved. What is changing in 2026 is the regulatory and economic environment around it — and the change is accelerating fast enough that ports and shipowners who have not started planning are already behind. A peer-reviewed study published in June 2026 in the Journal of ETA Maritime Science provides the most comprehensive quantitative assessment of cold ironing's potential under the current regulatory framework yet produced. The author, Buğra Arda Zincir of Galatasaray University, analysed 2023 Monitoring, Reporting and Verification data from the European Maritime Safety Agency's THETIS database, covering 12,182 vessels above 5,000 gross tonnes operating in EU ports. The aggregate picture those vessels represent is striking in its scale: in 2023, the covered fleet consumed 40,142,214 tonnes of fuel and emitted 124,641,220 tonnes of CO₂. Of those emissions, 8,032,769 tonnes were generated while vessels were in port, against 116,608,451 tonnes emitted during voyages. Port-related emissions therefore account for 6.44 per cent of the total. Six per cent sounds modest. It is not. Six per cent of 124 million tonnes is approximately 8 million tonnes of CO₂ per year, from ships that were not moving. It is emissions generated in the middle of port cities, at close range to residential areas, schools, and hospitals. And it is emissions that can be reduced to near zero without changing the ship's engine, its fuel type, its route, or its cargo, simply by connecting a cable to the pier. The study modelled five adoption scenarios, from zero cold ironing to 100 per cent adoption, powered by renewable electricity. The results are precise and commercially relevant. Full adoption of cold ironing achieves an average reduction of 6.33 per cent in greenhouse gas emissions across all vessel types. Cruise passenger ships and passenger ships can meet the FuelEU Maritime 2035 greenhouse gas reduction target through cold ironing alone, without any fuel switching or engine modification. The economic dimension is equally striking. Under the EU Emissions Trading System, avoided compliance costs from 100 per cent cold ironing adoption reach $289,179,673 in 2025, rising to $506,064,428 in 2026 and $722,949,183 in 2027, as the ETS coverage ramps up from 40 per cent to 70 per cent to 100 per cent of covered emissions. Even partial adoption generates significant financial relief. Under a 25 per cent cold ironing scenario, avoided ETS costs in 2027 alone reach $180,737,296 across the fleet. Those figures are based on a carbon price of $90 per tonne of CO₂ equivalent, the 2023 average. With EUA prices projected to reach €105 per tonne by 2027, the cost avoidance figures would be substantially higher. The vessel types that benefit most from cold ironing are those that spend the longest time at berth: passenger ships and ro-pax vessels top the priority ranking from both an environmental and an economic perspective. Oil tankers account for 19.67 per cent of total EU ETS cost savings from cold ironing adoption, followed by container ships at 18.39 per cent, passenger ships at 13.62 per cent, and ro-pax ships at 11.61 per cent. For these vessel categories, the investment case for cold ironing is not a question of environmental commitment. It is a straightforward compliance cost calculation. Cold ironing sits at the intersection of two regulatory frameworks that are simultaneously in force in 2026 and tightening simultaneously. The EU ETS, which extended to maritime shipping from January 2024, requires vessels above 5,000 gross tonnes to surrender carbon allowances covering 40 per cent of their covered emissions in 2025, 70 per cent in 2026, and 100 per cent from 2027. From January 2026, the system expanded to include methane and nitrous oxide alongside CO₂, widening the scope of what must be accounted for and paid for. A vessel whose auxiliary engines generate 1,000 tonnes of CO₂ at berth in 2027 will need to surrender 1,000 EU Allowances to cover it. At projected 2027 prices, that is a cost of approximately €105,000 per vessel per year before any penalty for non-compliance. FuelEU Maritime, in force since January 2025, applies a different but complementary pressure. It measures a vessel's greenhouse gas intensity on a well-to-wake basis and compares it against a reference value of 91.16 gCO₂ equivalent per megajoule. Non-compliance with FuelEU incurs a penalty of €2,400 per tonne of very low sulphur fuel oil equivalent. That is not a small number. A vessel that misses its FuelEU target by the equivalent of 100 tonnes of VLSFO faces a €240,000 penalty per reporting period. Cold ironing, powered by renewable electricity, eliminates the greenhouse gas intensity attributed to the vessel's at-berth energy consumption from the FuelEU calculation entirely. The combination of the two frameworks creates a compounding incentive. Each tonne of port-side CO₂ averted through shore power reduces both the EU ETS allowance cost and the FuelEU intensity reading simultaneously. For passenger vessels, cruise ships, and container ships on high-frequency European routes, that double compliance benefit makes cold ironing the most cost-effective near-term decarbonization measure available without major capital investment in propulsion or fuel systems. The third layer of regulatory pressure arrives from the Alternative Fuels Infrastructure Regulation, which mandates the installation of shore-side electricity supply at ports on the Trans-European Transport Network by 2030 for container and passenger ships. In California, the At-Berth regulation already requires container, refrigerated, and cruise vessels to use shore power at major ports, with the mandate extended to tankers and ro-ros in 2025. EU FuelEU Maritime rules will force large container and passenger ships to use onshore power at major EU ports from 2030. The direction of travel is not ambiguous. The environmental case for cold ironing extends well beyond the greenhouse gas numbers, and it is in the local air quality dimension that the human cost of the status quo becomes most legible. Studies show that shipping can contribute 30 to 35 per cent of urban air pollution in port cities. Auxiliary engines burning marine diesel at berth emit not only CO₂ but nitrogen oxides, sulphur oxides, and fine particulate matter at concentrations that, at the scale of a busy international port, constitute a chronic public health burden on the surrounding community. These are not emissions dispersed across an ocean. They are released at street level, in cities where people live. The quantification of what cold ironing prevents has been undertaken across multiple European ports. A study of the Port of Genoa found that 100 per cent cold ironing adoption would avoid health costs of €2,269,250 annually, while a 60 per cent adoption scenario would save €1,191,123. A parallel study of cruise ships at the Port of Copenhagen found that 60 per cent cold ironing adoption would generate annual health cost savings of €2.8 million. These are not projected future benefits. They are the cost of illnesses that will not be treated, hospital admissions that will not occur, and respiratory conditions that will not develop, in neighbourhoods adjacent to terminals that already exist. A study of the emission reduction potential across European ports found that when ships use shore power at berth, CO₂ emissions fall by 53 per cent compared with auxiliary engine operation, NOx emissions by 97 per cent, SOx emissions by 96 per cent, VOC emissions by 95 per cent, and particulate matter by 94 per cent. A 50 per cent saving in fuel is achieved simultaneously. The numbers are this dramatic because the counterfactual is so wasteful: running a large diesel generator to power a stationary vessel's hotel load is, from an energy efficiency perspective, one of the least rational practices in a sector that has many. The noise dimension adds a further dimension. Vessels at berth with auxiliary engines running generate significant acoustic pollution. Shore power eliminates this alongside the combustion emissions, improving conditions for both port workers and the communities surrounding the terminal. The honest assessment of cold ironing's current deployment is that the regulatory ambition substantially outpaces the physical infrastructure in most of the world. Rotterdam and Hamburg, the two largest container ports in Europe, have committed to major shore power programmes. In Rotterdam, Hamburg, and other major European ports, over 160 power supply points are being created, with investment exceeding €500 million. Rotterdam has developed bunkering infrastructure for methanol since 2023 and hydrogen since 2025; its shore power programme is advancing in parallel. Hamburg's cooperation framework with the Port of Tallinn, formalised in April 2026, explicitly targets decarbonisation alongside digitalisation as core objectives. The Port of Barcelona is fitting shore power for both container ships and passenger ferries, drawing on 100 per cent renewable electricity, and investing in electric straddle carriers as part of a broader programme targeting a 50 per cent reduction in carbon emissions by 2030 relative to 2017 levels. Singapore's Maritime and Port Authority has signed a memorandum of understanding with MSC to collaborate on maritime decarbonization, with shore power infrastructure forming part of the broader green port agenda at Tuas. Beyond the leading ports, however, the picture deteriorates sharply. The high upfront investment required for cold ironing deployment, reported in the academic literature at approximately €7.4 million for multi-berth port configurations, represents a significant barrier particularly for lower-traffic ports where the return on investment is uncertain. Ports in Southern and Eastern Europe, many of which handle significant freight volumes but lack the financial base of Rotterdam or Hamburg, face a genuine infrastructure disparity that the regulatory timeline does not accommodate. The 2030 AFIR mandate applies to TEN-T ports across all EU member states. The capital to meet it is not distributed equally. The grid capacity question is equally complex. A large container vessel or cruise ship at berth can require between 5 and 15 megawatts of electrical power the equivalent of a small town's demand, delivered through a cable to a ship at a specific berth, at a specific time, that may change from visit to visit. Ports with multiple large vessels calling simultaneously face peak demand events that stress local grid infrastructure in ways that standard port power planning did not anticipate. Supplying shore-side electricity to ships at berth creates a large, highly seasonal, and hard-to-serve electricity demand that is economically challenging for smaller ports to absorb from the grid alone. Academic research published in July 2026 in the MDPI Processes journal developed a framework for smart-sizing hybrid renewable energy microgrids at small and medium-sized ports — combining solar generation, wind capacity, and battery energy storage — to meet cold ironing demand without requiring expensive grid reinforcement. The Battery Energy Storage System component is particularly important: <cite index="24-1">by capturing excess solar and wind output when it is abundant and releasing it during demand spikes, battery storage systems enable round-the-clock clean electricity availability, ensuring that shore power drawn during the night is backed by renewable generation rather than the marginal fossil fuel power that often dominates grid supply after dark.</cite> NatPower Marine, a clean energy company developing a global network of shore power stations along commercial shipping routes, is working on a financed transition model that decouples the port's capital expenditure from the adoption decision — providing shore power as a service, with infrastructure funded by the energy revenues rather than the port's balance sheet. That model is being deployed first in the United Kingdom, where NatPower UK is backing over £10 billion in renewables and storage projects. It represents one of the more commercially creative responses to the investment barrier that has constrained cold ironing adoption at smaller ports for the past decade. There is a practical reason why cold ironing adoption has been slower than the regulatory pressure and the technology's maturity would suggest: connecting a ship to shore power requires briefly disconnecting its onboard generators, causing a momentary interruption of vessel electrical supply. <cite index="25-1">Switching to shore power presents a challenge because it cannot be paralleled with onboard generators. To connect to shore power, the ship's diesel generators must be disconnected, which results in a brief blackout. This issue could be resolved if a paralleling option were implemented, allowing a smoother, uninterrupted transition to shore power. Additionally, crew members require training in cold ironing technology to understand the technical aspects of transitioning to shore power, to address safety concerns, and to become familiar with the system.</cite> These are solvable problems, not fundamental barriers. Paralleling technology exists and is being incorporated in newer shore power installations. Training programmes are being developed by port authorities and maritime academies alongside the infrastructure rollout. The JEMS study notes that cold ironing offers shipowners an additional operational benefit that is rarely discussed publicly: <cite index="25-1">the use of shore power extends the lifespan of onboard generators and related components, ultimately leading to reduced maintenance costs.</cite> For operators managing ageing auxiliary engine systems, that maintenance deferral adds a direct financial argument to the compliance case. There is also a voltage and frequency standardisation issue that has historically complicated international deployment. Ships and shore power installations must use compatible electrical specifications, and those specifications have varied by country and port. The IEC/ISO/IEEE 80005 series of standards, progressively adopted since 2012, has provided a common framework that is now widely applied in new shore power installations. For older vessels and older port infrastructure, the retrofit requirement remains a cost item, but it is a one-time capital investment rather than a recurring operating cost. Cold ironing is, in 2026, a European regulatory requirement in the making and a global commercial pressure building. It is not yet a Brazilian operational reality. Santos, which handled 5.4 million TEUs in 2024 while simultaneously recording average vessel delays of 12 days before berthing, presents a paradox: the port that keeps ships waiting the longest has the most to gain from eliminating the emissions those ships generate while they wait — and yet has no commercial cold ironing infrastructure in service. The distinction between waiting at anchor and waiting at berth matters for cold ironing specifically: shore power can only be provided to vessels that are alongside a quay and connected to the terminal's electrical system. A ship waiting at anchorage 8 nautical miles offshore cannot plug in. But the 200 or so vessels that are at berth in Santos at any given time, actively loading and unloading, generating hotel load from their auxiliary engines around the clock, represent a cold ironing opportunity of material scale. The regulatory pressure that will make shore power an operational necessity for vessels calling European ports from 2030 will arrive in Santos through a different mechanism than direct EU mandate. It will arrive through the decisions of shipowners managing EU ETS and FuelEU compliance across their fleets. A vessel that has cold ironing capability installed to comply with EU port requirements does not stop using that capability when it calls at Santos — but it cannot use it if Santos has no shore power infrastructure to connect to. The investment case for a Santos shore power programme therefore runs in both directions: it reduces local emissions, and it completes the infrastructure chain that vessels equipped for EU compliance require. The Brazilian government's R$30 billion port modernisation programme and the 42-concession pipeline currently moving through regulatory approval provide a potential vehicle. Whether cold ironing infrastructure appears as an explicit requirement in those concession contracts — as it now appears in major European port investment frameworks — will determine whether Santos joins the trajectory that Rotterdam, Hamburg, Barcelona, and Singapore are already on. Cold ironing is not the most technically complex element of maritime decarbonization. It will not single-handedly deliver the IMO's 2050 net-zero target. A 6.33 per cent average greenhouse gas reduction, the figure that full EU-wide adoption of shore power on renewable electricity would achieve, leaves the remaining 93.67 per cent to be addressed by fuel switching, efficiency improvements, carbon capture, and technologies that do not yet exist at commercial scale. But the 6.33 per cent is available now. It requires no new fuel, no new engine, no new ship. It requires a cable, a grid connection, a standard plug, and electricity that an increasing number of ports are already generating from renewable sources. The health benefits in port communities are immediate. The EU ETS cost savings are calculable to the dollar. The FuelEU compliance credits are real. The industry spent two years debating whether the Red Sea was passable. It is spending this year debating whether ammonia is manageable. The ship that simply plugs into the wall when it arrives in port — and stops burning diesel while it waits — is a technology that works today, in ports that have chosen to install it. The question, as with most things in maritime decarbonization, is not whether to do it. It is when. And in 2026, the regulatory answer to that question is becoming difficult to interpret as anything other than soon. Buğra Arda Zincir, "A Comprehensive Study of Cold Ironing under FuelEU and EU ETS Regulations: Environmental and Economic Impacts Across Vessel Types," Journal of ETA Maritime Science, Vol. 14(2): 162-176, June 2026 (DOI: 10.4274/jems.2026.26986); Stefano DM Sommadossi (CEO, NatPower Marine), "The Case for Ports to Adopt Cold Ironing to Cut Emissions," New Energy World, Energy Institute, July 30, 2025; ShipUniverse, "Cold Ironing Made Simple: 2026 Update"; HZ Containers, "Green Corridors and Zero-Emission Ports: Trends and Projects in Europe" (February 2026); MDPI Processes, "Hybrid Renewable Port Microgrids for Cost-Effective Cold Ironing in Small and Medium-Sized Ports" (July 22, 2026); Journal of Marine Science and Engineering, "Vessel Prioritisation for Onshore Power Supply at the Port of Algeciras Using ILAPP" (September 7, 2026); Maritime Cyprus, "Cold Ironing: Shore Power in Shipping" (August 5, 2026); Transport Advancement, "Shore Power for Ships Cutting Vessel Emissions at Ports" (September 8, 2026); Energy Solutions, "IMO 2030 and 2050 Maritime Decarbonization Targets: 2026 Strategy, EEXI/CII and Fuels Guide" (August 11, 2026); Port Technology International, Sustainability and Decarbonisation news feed (April-September 2026); European Maritime Safety Agency, THETIS public emission report platform MRV 2023 data. contact-us:Este endereço de email está sendo protegido de spambots. 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Fuel Switch Snapshot: Rotterdam biofuels slide as other fuels climb engine.online
B30-VLSFO flips to $27/mt discount to VLSFO Rotterdam's B100 now $45/mt cheaper than VLSFO Singapore's B100 swings to $8/mt premium over LNG (diesel SS) All bunker prices described in the text below have been adjusted for calorific content to make them VLSFO-equivalent. They have estimated EU-EU voyage compliance costs included for Rotterdam, and nonEU-EU compliance costs included for Singapore. These account for EU ETS costs and FuelEU Maritime penalties, and the average price of compliance surpluses we have picked up from the FuelEU pooling market over the past week. B30-VLSFO has flipped from a $58/mt premium over VLSFO to a $27/mt discount in Rotterdam, and B100 has swung from a $32/mt premium to a $45/mt discount, as both biofuels have fallen over the past week while VLSFO has gained $33/mt. B100's discount to LSMGO in Rotterdam has widened by $156/mt to $594/mt, and its premium over HSFO has narrowed by $107/mt to $55/mt. Its discount to B30-VLSFO has narrowed by $10/mt to $17/mt. B30-LSMGO's discount to LSMGO in Rotterdam has widened by $37/mt to $65/mt. In Singapore, where every grade has gained, B100's premium over VLSFO has narrowed by $18/mt to $266/mt and its discount to LSMGO has widened by $34/mt to $61/mt. B100's pooling value has fallen by $1/mt for both intra-EU and extra-EU voyages, and the smaller credit has held back a little of the fall in its all-in price. OceanScore's FuelEU pooling index has registered a €0.60/mtCO2e ($0.44/mtCO2e) weekly drop to €118.90/mtCO2e ($138/mtCO2e). Liquefied biomethane's (LBM) premiums over HSFO in Rotterdam have widened by $12-14/mt to $243-380/mt depending on engine type, and its premiums over VLSFO by $43-45/mt to $143-280/mt. Its discounts to LSMGO have widened by $35-37/mt to $269-406/mt. LBM's premiums over B100 have widened by $119-121/mt to $188-325/mt depending on engine type, as LBM has gained while B100 has fallen, although the two fuels typically cater to different vessel types and are not directly comparable. LBM's pooling value has fallen by $1-2/mt, adding slightly to the rise in its all-in price. Rotterdam's LNG premiums over VLSFO have widened by $50-52/mt to $261-395/mt depending on engine type, while its discounts to LSMGO have widened by $28-30/mt to $154-288/mt. In Singapore, LNG's premiums over VLSFO have narrowed by $33-34/mt to $258-324/mt depending on engine type. Against LSMGO, LNG burnt in Otto medium speed (Otto MS) engines holds a premium that has narrowed by $43/mt to $2/mt. LNG burnt in diesel slow speed (diesel SS) engines sits at a discount to LSMGO that has widened by $49/mt to $69/mt. Singapore's B100 has flipped from a $7/mt discount to LNG (diesel SS) to an $8/mt premium, as B100 has gained $54/mt over the past week against LNG's $39/mt. Its discount to LNG (Otto MS) has narrowed by $14/mt to $58/mt, though again the two are not directly comparable. Liquid fuels Rotterdam's conventional prices have gained $33-113/mt over the past week, with LSMGO up the most. B100 has fallen by $43/mt. B30-VLSFO has fallen by $53/mt, while B30-LSMGO has gained $76/mt. Dutch ZRE A tickets have gained €26.50/mtCO2e ($31/mtCO2e) over the past week to €179/mtCO2e ($208/mtCO2e). Fuel availability is tight in the ARA for prompt delivery dates, with buyers advised lead times of 5-7 days for HSFO, VLSFO, ULSFO and LSMGO, a trader said. Singapore's conventional prices have gained $27-88/mt over the past week, with LSMGO up the most. B100 has gained $54/mt and B30-VLSFO $30/mt. Singapore's VLSFO market has tightened, with lead times now at 9-16 days against 7-19 days a week earlier, which a source put down to thinner supplier availability and a tightness in blending components. HSFO lead times have stretched to 8-16 days from 6-12 days, while LSMGO ranges widely at 2-11 days against 4-9 days. Front-month ICE Brent futures rallied $6.88/bbl ($51/mt) higher to $98.19/bbl ($720/mt). Dec26 EUA prices rose by $3.64/mtCO2e to $99.48/mtCO2e. Liquid gases Rotterdam's LNG prices have gained $83-85/mt over the past week depending on engine type, and its LBM prices $76-78/mt. Tightening supply, low storage levels and stronger-than-expected demand have all pushed European gas prices up, alongside renewed geopolitical tension, IEA gas analyst Greg Molnár said. Unplanned outages at Norway's Kollsnes plant and the Troll field, warmer near-term forecasts and slower European storage injections have also lent support, JOGMEC said. EU underground storage was 66% full, up from 64% a week earlier but 16% below where it stood a year earlier, according to Gas Infrastructure Europe. LBM's discounts to LNG in Rotterdam have widened by $7/mt to $114-118/mt depending on engine type. Singapore's LNG prices have gained $39-40/mt depending on engine type. A geopolitical risk premium tied to the Middle East has continued to support the front-month JKM contract, and supply concerns lifted it earlier in the week as US cargoes lost their arbitrage to Asia and buyers in Europe and Asia competed harder for volumes ahead of winter, JOGMEC said. By Erik Hoffmann Please get in touch with comments or additional info to news@engine.online
Rotterdam World Gateway chiude il più grande finanziamento della sua storia per completare l'espansione di Maasvlakte 2. In arrivo il quarto accosto deepsea, nuove gru e automazio [...] L'articolo Dp World, Cma Cgm, One e Hmm investono a Rotterdam 500 milioni per ampliare il terminal proviene da Shipmag .
Rotterdam World Gateway chiude il più grande finanziamento della sua storia per completare l’espansione di Maasvlakte 2. In arrivo il quarto accosto deepsea, nuove gru e automazione, con una capacità finale di circa 5 milioni di teu
Rotterdam – Dp World, CmaCgm, One e Hmm puntano sull’espansione di Rotterdam World Gateway (Rwg), il terminal automatizzato di Maasvlakte 2 di cui sono azionisti. Rwg ha chiuso il più grande finanziamento della propria storia, assicurandosi le risorse necessarie per sostenere la fase finale dello sviluppo del terminal, che prevede investimenti per circa 500 milioni di euro. L’operazione finanziaria combina un private placement senior negli Stati Uniti con una tranche subordinata di private credit.
Il progetto consentirà a Rwg di sfruttare tutta la capacità di banchina assegnata dal porto di Rotterdam, aggiungendo un quarto e ultimo accosto deepsea progettato per ricevere le più grandi portacontainer del mondo. L’espansione comprende cinque nuove gru di banchina, undici moduli di stoccaggio equipaggiati con 22 automatedstackingcranes e 24 veicoli a guida automatica. È inoltre allo studio l’introduzione di un sistema BoxBay capace di ospitare circa 30mila teu di container vuoti.
L’intervento rappresenta l’ultima tappa di un programma di crescita già in corso. Parallelamente al quarto accosto, Rwg sta infatti sviluppando la terza banchina deepsea, annunciata nel 2023 e attesa in esercizio commerciale nel 2027. La nuova fase sarà completata progressivamente e la capacità aggiuntiva dovrebbe diventare operativa prima del 2030, portando il terminal a circa 5 milioni di teu. Considerando tutte le fasi di sviluppo, gli investimenti complessivi realizzati per Rwg arriveranno a circa 2 miliardi di euro.
Una parte rilevante dell’investimento sarà destinata anche all’automazione e alla sostenibilità. Oltre alle nuove attrezzature automatiche, Rwg aumenterà la capacità di ricarica dei mezzi elettrici e amplierà gate, strutture di manutenzione e aree dedicate ai carichi non standard. Il terminal è già caratterizzato da un elevato livello di automazione, che interessa gran parte del ciclo di movimentazione dei container, dallo sbarco fino al trasferimento verso treni, camion e chiatte.
Dietro l’investimento ci sono soprattutto quattro protagonisti di primo piano dello shipping mondiale: Dp World come operatore terminalistico e CmaCgm, One e Hmm come compagnie di navigazione. La scelta di finanziare l’ultima fase di Rwg conferma quindi il valore strategico attribuito dai suoi azionisti a Rotterdam come principale porta d’ingresso al mercato europeo. Con il quarto accosto e una capacità vicina ai 5 milioni di teu, Maasvlakte 2 rafforzerà ulteriormente la propria capacità di concentrare le grandi portacontainer e i volumi dei principali network globali.
Maersk amplia la flotta a metanolo consegnata la nuova Flinders Shipmag
La portacontainer da 5.915 teu completa una serie di quattro unità costruite da Tsuneishi e noleggiate a lungo termine
Copenaghen – Maersk aggiunge un’altra portacontainer dual fuel a metanolo alla propria flotta. Il cantiere cinese Tsuneishi Zhoushan, controllato dal gruppo giapponese Tsuneishi, ha consegnato la Maersk Flinders, nuova unità da 5.915 teu destinata al vettore danese attraverso un contratto di noleggio a lungo termine.
La nave completa una serie di quattro portacontainer gemelle costruite da Tsuneishi per l’armatore non operativo giapponese Nissen Kaiun e tutte destinate a Maersk. La Flinders segue la Maersk Ferrato, consegnata lo scorso giugno.
La nuova unità misura 265 metri di lunghezza e 37,6 metri di larghezza, ha una portata lorda di 76.141 tonnellate ed è dotata di 1.400 prese reefer. La propulsione è affidata a un motore MAN B&W da 26.000 kW capace di utilizzare metanolo.
La Maersk Flinders inizierà l’attività con un viaggio aggiuntivo tra Estremo Oriente e Nord Europa: la partenza da Shanghai è prevista il 30 agosto, con arrivo a Rotterdam il 22 settembre.
La consegna prosegue il programma di rinnovo della flotta di Maersk, che sta aumentando progressivamente il numero di unità capaci di utilizzare combustibili alternativi al fuel convenzionale, con il metanolo al centro della strategia di decarbonizzazione del gruppo.
Rotterdam B100 over $66/mt costlier than VLSFO LBM loses ground against HSFO Singapore VLSFO faces supply squeeze All bunker prices described in the text below have been adjusted for calorific content to make them VLSFO-equivalent. They have estimated EU-EU voyage compliance costs included for Rotterdam, and nonEU-EU compliance costs included for Singapore. These account for EU ETS costs and FuelEU Maritime penalties, and the average price of compliance surpluses we have picked up from the FuelEU pooling market over the past week. B100’s premium over VLSFO in Rotterdam has widened to $67/mt, after the spread narrowed to just $10/mt last week. The same pattern has played out in Singapore, where B100’s premium over VLSFO has widened by $28/mt to $326/mt. The OceanScore FuelEU Pooling Index, meanwhile, has barely moved for a second straight week, inching up by just €0.60/mtCO2e to €119.50/mtCO2e. “Market activity has been subdued during the summer holiday period, with limited activity across the FuelEU pooling market,” OceanScore said. “Against this quieter backdrop, available offers continue to reflect differing seller strategies and underlying surplus generation costs,” it added. Rotterdam’s liquefied biomethane (LBM) has also lost its regulation-driven edge against HSFO on EU-EU voyages. For vessels with diesel slow-speed (SS) engines, LBM has flipped from a $6/mt discount to HSFO last week to a $117/mt premium. For vessels with Otto medium-speed (MS) engines, its premium has widened by $121/mt to $284/mt. LBM has also become less competitive against VLSFO. Its premium over VLSFO for Otto MS vessels has widened by $87/mt to $153/mt, while its discount for diesel SS vessels has shrunk by $89/mt to just $14/mt. Liquid fuels Rotterdam’s conventional bunker fuel prices have dropped by $13-58/mt over the past week, while B100 has moved sharply in the opposite direction, gaining $43/mt. The port’s B30-VLSFO and B30-LSMGO prices have risen by $67/mt and $41/mt, respectively. The ARA has seen low bunker demand of late. Fuel availability in the bunkering hub is tight for prompt supplies, with recommended lead times of around 5-7 days to get good coverage, a trader told ENGINE. The Dutch ZRE A price has gained €22.50/mtCO2e over the past week to €152.50/mtCO2e. Singapore’s conventional bunker fuel prices have dropped by $37-56/mt over the past week and its B100 has declined by a much smaller $9/mt. VLSFO availability in Singapore remains tight, with lead times varying significantly between suppliers from 7 to 19 days. A source attributed the tightness to reduced supply and shortages of blending components. Liquid gases Rotterdam’s LNG prices have gained $46-48/mt over the past week, depending on engine type. LNG holds $243-402/mt premiums over VLSFO, and $85-244/mt discounts to LSMGO in Rotterdam. LBM prices have risen even more sharply, surging by $74-76/mt on the week. LBM’s discounts to LNG in Rotterdam have narrowed slightly to $249-257/mt. Singapore’s LNG prices have edged lower by $3-4/mt. By Konica Bhatt Please get in touch with comments or additional info to news@engine.online
Secondo Xeneta nell'ultimo mese Africa e a seguire Mediterraneo sono state le regioni interessate da maggior congestione portuale, con attese medie di 2,9 e 2,8 giorni L'articolo Tonfo a luglio (56,4%) della puntualità delle portacontainer proviene da Shipping Italy .
Secondo Xeneta nell’ultimo mese Africa e a seguire Mediterraneo sono state le regioni interessate da maggior congestione portuale, con attese medie di 2,9 e 2,8 giorni
A luglio, secondo le rilevazioni di Sea-Intelligence, la puntualità delle portacontainer ha raggiunto il livello più basso dall’inizio del 2026, con una percentuale solo del 56,4% di navi arrivate ‘in orario’ negli scali di destinazione, ovvero 6,1 punti percentuali in meno rispetto a giugno e ben 8,8 in meno rispetto al luglio 2025.
Parallelamente è aumentato il ritardo medio delle navi che non hanno rispettato la tabella di marcia, salito di 0,56 giorni rispetto al mese precedente a una media di 6,06 giorni (valore superiore di 1,34 giorni rispetto a quello medio registrato nel luglio 2025). Anche in questo caso, un ‘record’ per il 2026 nonché il valore più alto raggiunto dal gennaio 2024.
Anche questa volta, nessuna sorpresa rispetto ai vettori più performanti sotto questo profilo. In cima figurano infatti Maersk (73,7% il suo score di puntualità, ma a giugno era del 77,1%, -3,4 punti percentuali) seguita dalla alleata Hapag Lloyd con il 69,3% (contro il 75,6% del mese prima, -6,3 punti percentuali). Il terzo posto è ancora di Msc (59,9%), che segna però il peggioramento più ampio (- 12,2 pp. dal 72,1% di puntualità di giugno). Le restanti posizioni sono occupate nell’ordine da Cma Cgm (57,8%, -5,4 pp), Zim (52%, -2,4 pp, con la flessione più contenuta), Oocl (50,1%, -5,6 pp), Hmm (46,4%, – 7 pp), Evergreen (46,4%, -7,7 pp), One (46,1%, -9,8 pp) e Yang Ming (45,4%, -10,3 pp). Chiudono la classifica Pil (43,1%, -10,4 pp) e all’ultimo posto Wan Hai (29,8%, -5,8 pp).
Da rilevare inoltre che tra i 13 carrier monitorati, nessuno è riuscito a migliorare i propri livelli di puntualità rispetto a giugno 2026, né rispetto al luglio 2025, e che Wan Hai, sotto questo profilo il peggior operatore, ha visto la propria affidabilità scendere di 24,4 punti percentuali rispetto al mese precedente.
Sea-Intelligence non fornisce ipotesi di spiegazioni per il calo generalizzato delle prestazioni, ma qualche spunto al riguardo arriva dall’analogo report prodotto da Xeneta. La società di analisi norvegese, che pure ha rilevato una netta e diffusa flessione della puntualità a luglio, ha riscontrato che nel mese i porti africani sono stati quelli interessati da maggior congestione, con ritardi medi di 2,9 giorni, seguiti da quelli mediterranei (2,8 giorni) e nordeuropei (2,6 giorni), mentre gli scali asiatici sono collocati in fondo alla classifica (2,1 giorni e 1,4 giorni in media il ritardo per quelli di Asia sud orientale e nord orientale).
Più nel dettaglio, ad appesantire le performance sono stati in Africa il porto di Dakar, con una attesa media in rada di 15,4 giorni, nel Mediterraneo quello di Algeciras (10,3 giorni) e nel Nord Europa quello di Rotterdam (7,4 giorni).
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Por Redacción PortalPortuario @PortalPortuario Molslinjen tuvo que buscar fuera de Dinamarca para encontrar un sustituto para Kristian Durhuus, quien renunció La entrada Director de Operaciones de Hanseatic Global Terminals en Rotterdam pasa a liderar Molslinjen se publicó primero en PortalPortuario .
Last Friday Ghent port aldermand Christophe Peeters (Open VLD) and port director Daan Schalck announced that 2010 was a record year, with… (mediargus) [mappress] Source: mediargus, January 14, 2011; Late last year well-known dredging company DEME christened its first gravel hopper dredger Victor Horta, an investment of 60 million euros… (mediargus) [mappress] Source: mediargus, January 14, 2011; A new 30,500m3 capacity, 181-metre dredger for Belgian company Jan De Nul, called ‘Charles Darwin’, has been supplied with a number of deck machinery items from Spanish company Ibercisa. The contract includes two combined windlasses with Ø81mm chain, which have been measured to work without stoppers AMC Connector, a future new-build subsea installation and construction vessel from Aker Solutions, has finalised its vessel specs. With a total payload capacity of 9 000 tonnes of subsea power cables or umbilicals, the vessel will be well equipped to target the deepwater installation segment. AMC Co Wilhelmsen Ships Service has appointed Vidar Hole to the position of Business Director responsible for the Maritime Logistics Services portfolio. Vidar will drive the design, development and launch of new offers in line with the company’s strategy and identified market and customer needs, across its ABPmer, a leading UK marine environmental consultancy, has reported that against a much increased competitive and challenging market background, it achieved its ambitious 2010 sales target. The energy sector continues to be its biggest market and the company continues to offer a suite of services to Greener, more environmentally friendly container ships are heading for the port of Southampton as vessels of the future reduce their carbon… By Keith Hamilton (dailyecho) [mappress] Source: dailyecho, January 13, 2011; In the province of Gelderland, work is going into the expansion of container capacity in Rotterdam’s hinterland. If the plans are carried out in Tiel, Zutphen, Nijmegen and Haaften, 850,000 TEU can be added. Most concrete is the expansion of the BCTN terminal in Nijmegen by approximately 150,000 TEU Sloppy administration means a council’s plan to dredge Canvey Lake has been held up. Last summer, Canvey Town Council contracted Norfolk-… (echo-news) [mappress] Source: echo-news, January 11, 2011; Launch ceremony of the 30,000m3 Trailing Suction Hopper dredger CONGO RIVER,is scheduled for Friday, 21 January 2011. The ship is being built for the DEME Group at the IHC Offshore & Marine yard, Schaardijk 24, 2921 LG, Krimpen a/d IJssel, The Netherlands. [mappress] Source: ihcmerwede, January 11, PD Ports has announced it has reached another major milestone at Teesport – handling its 150,000 container through its container terminals for the first time in history within a calendar year. Frans Calje, PD Ports MD Unitised, said: “To have reached this record number from a steady throughput of ar The Swedish Environmental Court of Appeal today ruled that the building of a freight port at Norvikudden in Nynäshamn could go ahead. The decision means that Ports of Stockholm can continue with project planning for the construction of the port, which is being built to meet the future demands for th Volunteers are planning an ambitious project for the New Year, as part of their ongoing campaign to restore a former waterway through North… By Joe Ware (gazetteandherald) [mappress] Source: gazetteandherald, January 7, 2011 Rome-based Eni Trading & Shipping (ETS) has signed up with leading marine services company, Inchcape Shipping Services, for a major new global hub agency contract. Following a competitive tender, ISS won the global agreement which will see the UK-based firm undertake hub agency services for Eni invo
Il terminalista controllato da Hutchison Ports ha raggiunto 714 milioni di euro di fatturato e 136 milioni di risultato operativo, beneficiando della crescita dei volumi container L'articolo Ect Rotterdam, ricavi e utile operativo ai massimi nel 2025 proviene da Shipmag .