Porti & ambiente — le notizie raccolte

Siemens Energy has delivered all 14 transformers that will help to power NeuConnect, the first energy link between the UK and Germany. The seventh and final transformer was delivered to the converter station site in Wilhelmshaven, Germany, this week, following the delivery ofall seven transformers to the UK site earlier this year. All 14 were transported from Siemens Energy’s factories in Nuremberg by barge along the Rhine to Rotterdam, with seven then shipped to Wilhelmshaven, Germany, and seven to the Isle of Grain in the UK. Each of the 200-ton, 7-meter-long and 5-meter-tall transformers was then taken by road to the UK and German sites, respectively. The 24-meter-high and 70-meter-wide converter station buildings in both countries have now reached full height, with cladding works well underway. Furthermore, main contractor Prysmian has laid over 300 kilometers of subsea cabling in total, withall cabling now in place in UK watersand works continuing in Dutch waters. As for cable laying on the German side, works to install 12 kilometers of cabling between the North Sea coast and the converter station in Fedderwarden are nearing completion. NeuConnect CEOArnaud Grévozsaid:“The delivery of all 14 transformers was a huge task and completes another important milestone in this vital new energy link. With the construction of our onshore buildings reaching full height, and more than 300km of cabling now laid at sea, we are making good progress and remain firmly on track.” Led by global investors Meridiam, Allianz, Kansai Electric Power and TEPCO, NeuConnect will create an“invisible energy highway”capable of transferring 1.4 GW of electricity, enough to power 1.5 million homes, in either direction, with converter stations on the Isle of Grain in Kent and Wilhelmshaven in northern Germany. Construction work at the UK site on the Isle of Grainbegan in the summer of 2023, with construction in Germanyfollowing in May 2024. The interconnector is expected to be operational by 2028. Take the spotlight and anchor your brand in the heart of the offshore world! Join us for a bigger impact and amplify your presence at the core hub of the offshore energy community!

Dutch cable manufacturer TKF has secured a contract from Vattenfall and Copenhagen Infrastructure Partners (CIP) for the supply of inter-array cables for the first phase of the Zeevonk offshore wind project in the Netherlands. Back in 2023, Vattenfall and TKF signed a multi-year framework agreement for 66 kV inter-array cables that applies to all fixed-bottom European offshore wind farms developed by Vattenfall. The agreement, signed in the fourth quarter of 2023, has an initial duration of three years and can be extended by five more years. The contract for the Zeevonk project covers the design, engineering, manufacturing, testing and supply of around 162 kilometers of 66 kV inter-array cables, including associated accessories and project management services. The cables will be manufactured at TKF’s facility in Eemshaven. The agreement includes the use of lower-emission and recycled materials, including low-emission aluminum, recycled steel and recycled copper, alongside a bitumen-free cable design aimed at reducing the environmental footprint of the project. Zeevonk will be built approximately 63 to 84 kilometers off the Dutch coast, near Bergen aan Zee, and will cover an area of around 650 square kilometers. The joint venture between Vattenfall and Copenhagen Infrastructure Partners won the rights for the 2 GW Zeevonk site (IJmuiden Ver Beta)in a tender in 2024. Immediately after securing the site, the partners announced that the offshore wind project would incorporate multiple technologies, as per the Dutch tender requirements for that offshore area. In 2025, the partners saidthe project would be built in two phases. The first Zeevonk phase is scheduled to deliver 1 GW of offshore wind capacity by 2029, while the second phase, targeted for completion in 2032, will add another 1 GW of offshore wind and 500 MW of system integration capacity, including an electrolyzer in the Port of Rotterdam to support green hydrogen production. At the end of 2024,Google signed a power purchase agreement (PPA) with Copenhagen Infrastructure Partners for 250 MWof energy capacity from the Zeevonk offshore wind project. Take the spotlight and anchor your brand in the heart of the offshore world! Join us for a bigger impact and amplify your presence at the core hub of the offshore energy community!

Sistema iMSPO di igus installato al terminal crociere di Cruise Port Rotterdam: le catene portacavi e-chain guidano i cavi di alimentazione elettrica da terra lungo i binari a pavimento. Nelle aree dei terminal portuali, l’aria può contenere oltre 400.000 particelle per metro cubo: un carico di emissioni fino a 80 volte superiore a quello registrato sulle principali arterie urbane, secondo le misurazioni della NABU, l’Associazione tedesca per la tutela della natura. È su questa criticità ambientale che si è concentrata la giuria della decima edizione del concorso vector di igus, che quest’anno ha ricevuto 424 candidature da 36 Paesi, un record assoluto. Il premio più ambito, il vector d’oro 2026, è andato a Cruise Port Rotterdam per il suo sistema di Cold Ironing destinato alle navi da crociera. Il Cold Ironing – l’alimentazione elettrica da terra durante la sosta in porto – consente di spegnere i motori delle navi eliminando le emissioni in loco. La sfida progettuale è che ogni nave ha dimensioni e posizione di ormeggio diverse, il che rendeva impraticabili le soluzioni fisse. Cruise Port Rotterdam ha risolto il problema con la presa di alimentazione mobile igus iMSPO: un sistema su binari in cui un carrello trasporta i cavi all’interno di catene portacavi e-chain in plastica ad alte prestazioni, scorrendo all’interno di canali coperti, incassati nel pavimento della banchina. L’integrazione nell’infrastruttura esistente è discreta e non interferisce con le operazioni portuali. Il vector d’argento, la cleanroom e la produzione di microchip Per la produzione di microchip destinati a smartphone, veicoli elettrici e dispositivi diagnostici ospedalieri, i sistemi di posizionamento devono raggiungere una ripetibilità di ±0,1 µm - una misura 700 volte inferiore al diametro di un capello umano - con accelerazioni fino a 100 m/s². È in questo contesto che opera Jenaer Antriebstechnik GmbH, che ha ricevuto il vector d’argento 2026 per i suoi sistemi pick & place ad ultra-precisione. Il punto critico era la gestione dei cavi: i sistemi di guida tradizionali generavano vibrazioni incompatibili con tali tolleranze e producevano particelle di usura non ammissibili in camera bianca. La soluzione adottata è il sistema igus e-skin flat, sviluppato specificamente per ambienti cleanroom, abbinato a cavi chainflex che minimizzano le forze di disturbo e gli effetti dell’attrito. Il risultato è un sistema multiasse che mantiene la precisione nel tempo anche in condizioni di movimento dinamico. Come funzionano le catene portacavi igus in applicazioni a corsa estesa Il principio alla base delle soluzioni premiate al vector è lo stesso in tutti i settori: guidare i cavi lungo tratti estesi, con movimenti ripetuti, proteggendoli da sollecitazioni meccaniche, contaminanti e usura. Nelle applicazioni a corsa estesa – come il terminal portuale di Rotterdam o la torre scenica di Londra – la geometria di guida diventa critica: un orientamento a zig-zag o a zig-zag inverso distribuisce i carichi in modo uniforme, prevenendo la flessione anomala. Nei contesti di ultra-precisione, invece, la sfida è eliminare ogni fonte di attrito e vibrazione trasmessa al componente in movimento. Vector di bronzo al sistema portacavi di una torre scenica di 37 m Sopra il palcoscenico del Royal Ballet and Opera di Londra si erge una torre scenica alta 37 m, in grado di calare due scenografie complete, compresi i tralicci di illuminazione. Con circa 250 spettacoli all’anno, l’impianto lavora in condizioni di sollecitazione continua. Già nel 2000 i progettisti avevano scelto igus per gestire le centinaia di cavi che seguono il movimento dei tralicci: una soluzione rimasta in servizio senza guasti per oltre 25 anni. Nel 2025 la conversione alla tecnologia LED ha richiesto un aggiornamento: il progetto rinnovato impiega 20 sistemi portacavi preassemblati della serie E4.56 con cavi chainflex e una disposizione a zig-zag inverso. Il peso delle scatole di guida è sceso da 200 kg a 150 kg grazie all’alluminio; le vecchie catene sono state avviate al riciclo tramite il programma Chainge di igus. Dalla porta alla camera bianca: quattro settori e un filo comune Il vector green 2026 è andato a Membion GmbH per un bioreattore a membrana con pori abbastanza piccoli da bloccare batteri e microplastiche, particelle che mettono in crisi gli impianti di trattamento convenzionali. La produzione automatizzata delle membrane richiede cavi esposti continuamente all’umidità e operanti in spazi ristretti: igus ha fornito sistemi di guida cavi della serie E2 con cavi chainflex a raggi di curvatura ridotti, adatti all’installazione in geometrie compatte. Quattro premi, quattro settori diversi: la decima edizione del concorso vector documenta come la gestione del cavo sia diventata un fattore tecnico trasversale, dal porto al teatro, dalla camera bianca alla depurazione dell’acqua. Il sistema portacavi igus serie E4.56 con cavi chainflex installato nella torre scenica da 37 m del Royal Ballet and Opera di Londra, con disposizione a zig-zag inverso.

Greenhouse gas emissions from companies in the Port of Rotterdam industrial cluster increased by 2.1 million tonnes, or 11% , between 2024 and 2025, reaching a total of 21.2 million tonnes of CO₂ equivalent. The increase was driven primarily by higher electricity generation at the port’s power plants in response to stronger foreign demand from European markets, according to data published by the Netherlands Emissions Authority. The five power plants operating in the port area collectively emitted 1.6 million tonnes, or 33 percent, more greenhouse gases in 2025 than in the prior year. Coal-fired power plants increased electricity production by 38%, while the three gas-fired plants produced 25 percent more, generating a comparable rise in CO₂ emissions. The increase in power generation was not a purely local phenomenon. Across the Netherlands as a whole, electricity production from coal rose 25% and from natural gas 11 percent, with approximately a quarter of this additional output originating from Rotterdam. The 6% growth in Dutch renewable electricity generation from solar and wind sources was insufficient to satisfy European demand, necessitating the increased output from fossil fuel plants. Refinery activity in the port also expanded in 2025, driven by higher refining margins in Northwest Europe. The four refineries in the Rotterdam port area processed more crude oil than in 2024, contributing an additional 0.3 million tonnes or 4% to the cluster’s total emissions. The port area’s share of national greenhouse gas emissions stood at 14.5% in 2025. The emissions data illustrates the tension between Rotterdam’s role as a critical node in the European energy system and the port’s longer-term decarbonisation objectives, with short-term energy security demands from neighbouring countries driving increased fossil fuel output despite broader transition commitments.

Ottenuto l’appoggio dei caricatori (che si sono mostrati disponibili a pagare un extra per godere di questa opportunità), Cma Cgm raddoppierà da questa settimana i transiti delle sue linee transoceaniche nel Mar Rosso, al posto della rotta per il Capo di Buona Speranza che ha preso piede negli ultimi anni dopo l’escalation degli attacchi degli Houthi. Lo riporta la testata britannica Loadstar. Nelle scorse ore L’Autorità del Canale di Suez ha anche celebrato il passaggio della nave Cma Cgm Grand Palais da quasi 24.000 Teu, la più grande portacontainer due fuel Lng al mondo. Nel dettaglio, a effettuare i viaggi passando da Suez saranno le navi impegnate sui collegamenti Ocr ed Epic del liner francese, il primo che mette in relazione Giappone e Cina meridionale con il Nord Europa, il secondo che unisce il subcontinente indiano alla stessa area. Altri due collegamenti Asia – Mediterraneo della compagnia marsigliese già erano tornati nei mesi scorsi a servirsi di questa via. Ocr, in particolare, nella nuova configurazione scalerà anche il porto saudita di Jeddah impiegando 84 giorni (anziché i precedenti 96), servendosi di navi con capacità di 8.400-10.000 Teu. Il primo transito sta vedendo impiegata la nave Cma Cgm Tosca, da 8.488 Teu di capacità, ora in direzione di Rotterdam. Ha inoltre già effettuato il passaggio (e si sta ora dirigendo verso Tanger Med) la Cma Cgm Gemini, da 11.388 Teu, impiegata sul servizio Epic, su cui però in direzione eastbound le navi continueranno a seguire la rotta per il Sudafrica. Nella versione originaria Epic toccava anche i porti di Abu Dhabi e Jebel Ali, negli Emirati, e Sohar, in Oman, ora rimossi. I potenziali vantaggi di iniziative simili potrebbero essere colti anche da altri operatori, spiegava Linerlytica: “Con i costi del bunker e i noli charter che restano elevati, i risparmi sui costi, insieme alle redditizie opportunità di carico nel Mar Rosso, potrebbero spingere alcuni dei suoi competitor a riconsiderare un ritorno anticipato nel Canale di Suez, preparando il terreno per una nuova guerra dei noli.” Il Mar Rosso sta inoltre attirando l’attenzione di China United Lines, che recentemente si è alleata con l’operatore connazionale Zhonggu Logistics allo scopo di rafforzare il servizio China Express di quest’ultimo. Lanciato nel 2025 con tre navi e una frequenza irregolare, il collegamento da questo mese di maggio assumerà frequenza settimanale toccando nell’ordine i porti di Shanghai, Ningbo, Nansha, Jeddah, Aqaba, Sokhna, Shanghai nell’arco di 56 giorni, impiegando navi tra i 1.700 e i 2.500 Teu di capacità. Cu Lines si unirà inserendo nella rotazione la sua nave Zhong Ghu Zhu Hai da 2.518 Teu. L’espansione di CuLines nell’area è direttamente collegata al progressivo abbandono della stessa da parte di Sea Lead, dato che la compagnia cinese è subentrata in alcuni dei contratti di noleggio nave che erano stati siglati da questa. Sulla compagnia container singaporiana si è recentemente abbattuta la scure del governo statunitense, che l’ha accusata di operare al servizio logistico di un network di distribuzione illecita di petrolio iraniano. In particolare l’Ofac (Office of Foreign Assets Control) aveva inserito nella sua lista di entità sanzionate 16 portacontainer che erano state noleggiate da Sea Lead, cosa che ha spinto i partner verso l’interruzione i contratti, portandola inoltre alla chiusura di diversi uffici esteri. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

Advancements in sodium-ion batteries have come from a new generation of cells from CATL, BYD, and others, bringing the possibility of lower cells costs at higher volume in the near future. CATL has stated it expects oceanic electric ships to be possible in the next three years. Could $20/kWh Naxtra sodium-ion batteries help electric ships reach cost parity with diesel at oceanic distances in the near future? To find out, we need to know ship energy consumption and speed and adjust for expected battery performance in the next three years, the next Naxtra battery generation. “Container ships increased their average speed by 1% compared to 2023, reaching 14.0 knots.” Fuel consumption increases with the cube of speed. The data shows a 5,000 TEU Panamax container ship consumes about 50 tons of fuel per day at 17 knots. We can calculate results for this size ship crossing the Atlantic from Rotterdam to New York. Rotterdam–to–New York Energy Consumption The Rotterdam to New York sea route distance is 3,323 nm, which is 5,556 km. If a ship travels at 17 knots, it is going 19.56 mph, or 31.484 km/h. Over 5,556 km, it would take 176.5 hours, or 7.35 days, to cross the Atlantic to its destination (5,556 km/(31.484 km/hr)). With fuel consumption of 50 tons/day, a ship uses 367 tons of fuel per trip (50 t/day x 7.35 days). The lower calorific value of HFO is 39 MJ/kg. 1,000 kg = 1.102311 ton 1MJ = 0.27777 kWh 39 MJ/kg x 1,000 kg/1.1023 ton x 0.27777 kWh/MJ = 9,828 kWh/ton for HFO With combustion efficiency of 0.5, that delivers 4,914 kWh/ton, or 4.914 MWh/ton, at the propeller shaft. For 367 tons of fuel, 367 tons x 4.914 MWh/ton = 1.803 GWh. With an electric motor efficiency of 0.9, the figure for energy storage required is 2.00 GWh for a 5,556 km route from Rotterdam to New York at 17 knots. Battery Volume vs. Fuel Volume A 5,000 TEU Panamax container ship can have 2 million gallons of fuel storage. 2 e 6 gal x 3.78 liter/gal x 0.001 cubic meter/liter = 7,560 cubic meters. For 33.1 m3 per TEU, this represents an equivalent of 7,560 cubic meter/[33.1 cubic meter/TEU] = 228 TEU Fuel Volume Equivalent. If energy storage containers are 10 MWh/TEU, then it takes 200 TEU (2,000 MWh/10 MWh). At 33.1 cubic meter/TEU, the volume will be 6,620 m3. Containerized Battery Energy Storage (BESS) specification varies. Utility storage BESS standards differ from marine BESS, because they may be used for grid peak demand over short intervals less than one hour at high charge rates and require high cycle life. China is now using a 2 MWh marine TEU container standard not optimized for volume. Onshore BESS can be found in 5 MWh BESS 20 foot containers. Lithium utility storage BESS trade energy density for cost per kWh and cycle life. Land-based LFP utility storage must keep temperature in a narrow range near 30°C to attain 4,000 cycle life. LFP cells use thicker electrodes and lower energy density to optimize cost per kWh. Because utility storage BESS needs active cooling, it delivers less energy per TEU container. Thermal management consumes space and energy and increases weight. Sodium-ion BESS in ships can be passively cooled and densely packed. Calculations show Naxtra SIB cell volumetric energy density has increased and may match present day LFP, because it has a self-forming anode. Present day LFP is 434 Wh/l. SIBs at $20/kWh are projected in about 3 years. By then, gravimetric energy density will improve from 175 Wh/kg to 200 Wh/kg, and by ratio, the volumetric energy density will be 484.6 Wh/l (200/175 x 434 Wh/l). Ships do not need high cycle life. For 5,000 km distances, ships travel in about 8 days. Over a year, a 5,000 km range ship could cycle 40 times. Over a 25 year ship lifetime, that is only 1,000 cycles, easily met by most batteries, and greatly exceeded by sodium-ion battery 10,000 cycle lifetimes. For long trips, battery internal dissipation is miniscule. Losses are primarily motor electronics and control. Sodium-ion has a C of 5. Battery duration is 1 hr/5, or 12 minutes. Trip time is 176 hours. That is a discharge rate of 176 hours. Application duration/rated duration = 176/0.2 = 880. In this long duration electric ship example, current is 880 times less than battery rating. Battery internal resistance losses are decreased by current squared, giving negligible internal dissipation. Energy storage will be near ambient temperature with passive cooling. Together with greater temperature range and safety, sodium-ion requires little space for passive cooling. Battery Electric Propulsion Volume Compared to Diesel Given 484 Wh/l 2,000,000 kWh/ (0.484 kWh/l) = 4.132 e 6 litre 4.132 e 6 l x 1 e -3 cubic meter/l = 4,132 cubic meters There are 33.1 cubic meters per 20 foot container (TEU) 4,132/33.1 = 125 TEU Given 228 TEU fuel volume equivalent, there is a net theoretical decrease in required volume of 103 TEU required for sodium-ion. Max theoretical sodium-ion BESS TEU capacity is approximately 16 MWh. Sodium-ion can easily exceed 5 MWh/TEU with passive cooling. 2,000 MWh/(10 MWh/TEU) = 200 TEU 200 TEU x 33.1 m3 /TEU = 6,620 m3 The net volume using 10 MWh sodium-ion BES containers is -940 m3. The equivalent TEU of fuel capacity depends on MWh/TEU. If 10 MWh/TEU, that gives 10 MWh/33.1 m3. The equivalent MWh for diesel fuel volume is 229 TEU. For 10 MWh/TEU and 2,000 MWh capacity, 200 TEU are needed. With 5 Wh/TEU, 400 TEU electric storage is needed, only 171 excess TEU, less than 3.5% of cargo volume. Present day sodium-ion volumetric energy density is good for about 400 Wh/l. That allows a theoretical maximum 13.24 MWh/TEU, good enough for a 10 MWh energy storage container. For LFP and near future Naxtra sodium-ion batteries with volumetric energy density over 400 Wh/l, electric ship energy storage is limited by TEU packing density, not cell volumetric energy density. In ship applications, volumetric benefits of passive cooling and low volatility are more important than cell energy density metrics. 10 MWh energy storage containers Motor and engine volume are low. Exhaust and cooling weight and volume differences are omitted. Electric motor efficiency is higher than diesel, resulting in lower cooling requirements. Electric Motor vs Diesel Engine Weight The weight of a marine diesel engine is 2,100 mt. The weight of an electric motor is 150 mt. The difference in motor weight is 1,950 mt. Battery Weight vs Fuel Weight 2,000 e 6 kWh/0.200 Wh/kg = 10.0 e 6 kg = 10,000 mt batteries Panamax ships carry 2 million gallons of fuel. Bunker fuel is 3.7 kg/gallon. 2 e 6 gallons x 3.7 kg/gallon = 7.4 e 6 kg = 7.4 e 3 mt = 7,400 mt. Fuel versus battery weight difference is 10,000 mt – 7,400 mt = 2,600 mt. Diesel versus electric motor weight difference is -1,950 mt. The sum of total weight differences is 2,600 mt – 1,950 mt = 650 mt. Electric propulsion is slightly heavier by 650 mt. Panamax ships weigh about 65,000 dwt. Loaded TEU containers weigh 24 mt. The excess weight is the equivalent of about 220 containers, under 5% of possible cargo TEU. Opex Cost Fuel Costs Annual diesel fuel cost is computed from average global fuel cost for VLSFO (2025) at $570/metric ton. VLSFO is 11.28 kWh/kg, or 11,280 kWh/mt. At 48% efficiency, VLSFO delivers 5,400 kWh/mt. VLSFO costs $570/5,400 kWh = $10.56/kWh. The US average industrial electricity rate was $0.084/kWh in 2025. Permanent Magnet Synchronous Machines (PMSG) for marine applications operate at 96% efficiency. Including efficiency, this translates to $0.0875/kWh stored. Global industrial electricity prices vary based on tax policies and legal matters, sometimes unrelated to wholesale prices. Swappable energy storage containers in combination with renewables can provide $0.084/kWh with renewable generation Power Purchase Agreements (PPA) for solar and wind at high utilization rates. A combination of existing generation and new renewables can provide electricity for swappable energy storage containers. Traveling 7.5 days, and in port 1.5 days to unload all year, gives a 9 day cycle and 365/9 = 40.55 trips per year. 40 trips/year x 2.0 e 6 kWh/trip x $ 0.1056 – 0.0875/kWh = $1.448 e 6/year electricity cost difference. Maintenance Cost The annual maintenance cost for lubricants, filters, monitoring, personnel, and overhauls is about $1 million a year for a 5,000 TEU Panamax ship. Electric maintenance cost is nearly zero. The total opex cost difference is $2.5 million/year. Capex A 40,000 HP diesel costs $20–30 million. An electric drivetrain costs about $100,000 per MW, and 40,000 hp is 30 MW. 30 MW x $ 0.1 million/MW = $3 million. Electric motors and batteries have a longer life than marine diesels. Electric generators can last a century or more with little maintenance. The first generators at Niagara Falls are still in working order 100 years later. 2,000 MWh x $20/kWh = $40 e 6, the capex for batteries. Battery Electric Compared to Diesel At $20/kWh, over 25 year life, the design study electric ship saves $16 million in present dollars over diesel due to lower operating costs. Diesel opex is greater than excess electric ship capex. Breakeven battery cost is $56 million for 2,000,000 kWh, or $28/kWh. Battery Life At 40 trips per year, and with cycle life of 4,000 cycles, battery cycle life is 100 years. Battery calendar life can exceed 25 years. Diesel ship lifetime is 25 years. When higher battery and electric motor lifetimes are considered, electric ship cost advantages widen over diesel. Conclusion Calculations show a cross-Atlantic trip of 5,500 km from Rotterdam to New York requires 2 GWh of electricity at 17 knots, while average container speeds are 14 knots. The study example oversizes the battery requirement by 1.78 at the higher speed, allowing trip flexibility. In this scenario, modest near-future gravimetric energy density increases allow electric ship batteries to use less than 5% of cargo volume and weight. With passive cooling and battery safety, near-future SIB added battery volume and weight are under 5% of cargo for ships of 5,000 TEU or more, presenting an opportunity to use container ships as energy tankers. Research shows diesel lifetime operating costs are high compared to capital costs. A diesel engine can cost $30 million, while annual operating costs can be about $10 million. High diesel operating costs tip the scales towards battery electric propulsion over a typical diesel ship lifetime. Diesel fuel costs exceed electricity costs by $1.5 million annually. Diesel annual maintenance costs can be $1 million, while electric maintenance costs are minimal. At $20/kWh, batteries can be lower cost than diesel ship propulsion for 5,000 km distances. BES versus diesel breakeven is at $28/kWh for 5,500 km range. A recent study suggested that over 40% of global container ship volume could be electrified with batteries at $50/kWh. With lower costs and greater range, battery electric ships can do the majority of global container and bulk cargo ship volume. Interregional routes from Singapore to Shanghai, and from North Sea to Mediterranean, are likely first applications for 5,000 km electric ships. As demands for lower emission increase, diesel fuel costs and propulsion capex costs increase. Lower emission fossil fuels, scrubbers, hybrids, and synthetic fuel alternatives require additional costs, while renewables and battery costs fall. As battery costs fall, electrification presents a viable pathway to lower emissions. Since the time of this writing, VLSFO costs have soared, tipping the scales further toward electrification. Battery electric advantages go beyond cost toward security and reliability. Update At today’s VLSFO prices of about $750/mt, diesel fuel prices rise compared to the scenario $570/mt. Diesel fuel costs rise to $0.139/kWh. 2026 industrial electricity rates rise to $0.09/kWh, and after 96% efficiency is factored, $.0938/kWh. 40 trips/year x 2.0 e 6 kWh/trip x $ 0.139 – 0.094/kWh = $ 3.6 e 6/year electricity cost difference. Together with the $1 million maintenance difference, the total is $4.6 million annually. Over a 25-year lifetime at 4%, the present value is $53.5 million. The excess diesel cost is $40.5 million. Breakeven battery cost is $80.5 million for 2 million kWh, giving $40.25/kWh breakeven.