Porti & ambiente — le notizie raccolte

Il servizio, denominato Cax, sarà effettuato con frequenza settimanale e impiegherà navi con capacità compresa tra 1.384 e 4.890 teu Shanghai – La compagnia cinese Sea Legend Shipping lancerà ad agosto un nuovo servizio container espresso tra Cina ed Europa attraverso la Northern Sea Route, il corridoio artico che attraversa le acque russe. Il collegamento sarà operativo durante la finestra estiva di navigabilità e consentirà di ridurre i tempi di transito di circa due settimane rispetto alle attuali rotte che evitano il Mar Rosso passando dal Capo di Buona Speranza. Il servizio, denominato Cax, sarà effettuato con frequenza settimanale e impiegherà navi con capacità compresa tra 1.384 teu e 4.890 teu. La prima partenza è prevista il 1° agosto da Shanghai, con scali a Taicang, Ningbo, Felixstowe, Amburgo e Gdynia. La compagnia prevede di completare otto viaggi verso ovest durante la stagione di apertura della rotta, generalmente compresa tra luglio e novembre. Secondo gli analisti, si tratta di un’operazione opportunistica resa possibile esclusivamente dalla stagionalità della rotta artica e non da un incremento della domanda. Le navi impiegate saranno infatti temporaneamente spostate dai servizi attualmente operati nel Mar Rosso e nel Baltico, per poi tornare sulle rotte tradizionali con l’arrivo dell’inverno. L’iniziativa arriva mentre anche la Corea del Sud sta valutando l’impiego della Northern Sea Route. Il governo di Seul, in collaborazione con Panstar Shipping, prevede infatti un viaggio pilota tra Busan e Rotterdam entro la fine dell’anno, con l’obiettivo di avviare un collegamento regolare tra Corea ed Europa entro il 2030. Nonostante il crescente interesse, gli esperti ritengono che la rotta artica rimarrà un mercato di nicchia. Le sanzioni internazionali contro la Russia, gli elevati costi operativi, la necessità di navi ice-class, il supporto dei rompighiaccio e le difficili condizioni di navigazione continuano infatti a limitarne la diffusione, rendendola una soluzione praticabile soprattutto per operatori cinesi e russi e per carichi ad alto valore aggiunto.

Posted toMaritime Reporter(byIgus)onJuly 22, 2026 Mobile and sustainable shore power at the Port of Rotterdam cruise ship terminal The city of Rotterdam is investing heavily in making the city and harbor area more sustainable. One of the key steps in achieving this was the modernization of the cruise terminal.The problem: Diesel engines often continue to run so that ships docked in harbors can be supplied with electricity. CO₂, nitrogen and particulate matter emissions are blown into the air, and the engines also produce high noise emissions. The cruise terminal is close to Rotterdam's city center, which further exacerbates this situation. For this reason, ships are now being equipped with the necessary connections and technology to be supplied with electricity via a shore power connection at the harbor. Harbors themselves must also be equipped with the right infrastructure to supply ships reliably, quickly, and flexibly. The berthing position of ships along the quay frequently changes. The cruise terminal is extremely busy, with vessels of varying sizes docking throughout the day. The shore power connection hatch may also be located on either the port or starboard side of a ship. The shore power solution must therefore be highly flexible, easy to reposition, and quick to operate. Since people are present on the quay around the clock, the solution must also be space-saving and minimize cables lying on the quay. The iMSPO Cruise, a socket that moves along the entire quay wall, allows the connection to the cruise ship to be repositioned quickly. The system is built around a 230-meter-long steel trough installed in a one-meter-deep trench beneath the quay. Inside, all power supply cables are safely guided in robust 5050RHD energy chains. These rol e-chains® move 12 chainflex® CF-CRANE motor cables along with various fiber optic and supply cables. Thanks to the cables' tight bend radii, the system requires minimal space while delivering up to 16 MW of power at 11 kV — enough to supply a small town of 15,000 to 20,000 inhabitants.The iMSPO Cruise unit is positioned by remote control within the fully covered shaft, with the sockets lowered during travel. Once the desired connection point is reached, the shaft cover is removed and the sockets are raised. The transfer vehicle is then connected, supplying the ship with shore power. This entire process can be completed by just two operators in less than 15 minutes. The system complies with IEC 80005-1 standards. Installing it underground also enhances safety, as there are no exposed cables obstructing movement on the quay. Like the cruise terminal itself, the shore power system is cooled using water from the River Meuse. A dedicated grid connection supplying renewable electricity was installed over 1.5 kilometers from Maashaven to Wilhelminakade. As cruise ships switch off their onboard generators in port, emissions are significantly reduced — leading to improved air quality and a quieter, cleaner environment for both the port and surrounding city. Learn More About igus Shore Power Solutions →

B100 discount to LSMGO widens to $541/mt in Rotterdam Singapore’s B100 drops to $106/mt below LSMGO Rotterdam LBM at $639-833/mt discounts to LSMGO 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 HSFO in Rotterdam has narrowed by $50/mt over the past week to $64/mt, while its discount to VLSFO has widened by $83/mt to $105/mt. B100 has become far more competitive against LSMGO in Rotterdam, with its discount widening by $180/mt over the past week to $541/mt, as a surge in conventional fuel prices left B100 broadly unchanged by comparison. B100's price has risen by $109/mt in Singapore, but its discount to LSMGO has still widened by $102/mt to $106/mt, as LSMGO surged by an even greater $211/mt. Rotterdam's LNG premium over VLSFO has widened by $35/mt to $201/mt for vessels with Otto medium speed (Otto MS) engines. For vessels with diesel slow speed (diesel SS) engines, LNG has flipped to a $15/mt premium over VLSFO, from a $22/mt discount the prior week. Liquefied biomethane (LBM) discounts to VLSFO in Rotterdam have narrowed by $50-52/mt to $203-396/mt over the past week. Against LSMGO, LBM discounts have widened by $45-47/mt to $639-833/mt, depending on engine type. In Singapore, LNG is now $42/mt cheaper than LSMGO for vessels with Otto MS engines, and $134/mt cheaper for vessels with diesel SS engines. Liquid fuels HSFO and VLSFO prices in Rotterdam have jumped by $66/mt and $99/mt respectively over the past week, while LSMGO has surged by an even steeper $196/mt. A $9.69/bbl ($71/mt) rise in front-month ICE Brent futures, to $87.94/bbl ($645/mt), drove bunker prices sharply higher across the board. Bunker fuel availability is tight for prompt delivery dates in the ARA ports, with buyers advised to enquire about stems between 5-7 days ahead to get good coverage, a trader said. Rotterdam's B100 price has risen by $16/mt over the past week. Dutch ZRE A ticket prices were unchanged at €107.50/mtCO2e. Singapore's HSFO and VLSFO prices have risen by $130/mt and $132/mt respectively, while its LSMGO price has gained an even steeper $211/mt over the past week. VLSFO availability in Singapore has been tight, with several suppliers reporting low stock levels. Recommended lead times have widened from 13–17 days last week to 14–19 days now. Liquid gases Rotterdam's LNG prices have surged by $134-136/mt over the past week, while its LBM prices have climbed by $149-151/mt. LBM discounts to LNG in Rotterdam have narrowed by $15/mt to $404-411/mt. Singapore's LNG bunker benchmarks have surged by $196-197/mt over the past week. By Erik Hoffmann Please get in touch with comments or additional info to news@engine.online

Tecnologia Smart Hydrogen Hub ha selezionato l’AEM Nexus 2500 di Enapter come tecnologia di elettrolisi alla base del dimostratore di idrogeno verde che prevede di realizzare nel distretto M4H di Rotterdam (Merwe-Vierhavens, un’ex area portuale e industriale situata nella parte occidentale dello scalo olandese che verrà riqualificata e trasformata in un hub dell’innovazione) nell’ambito di un progetto sviluppato in collaborazione con Platform Zero, Adsensys e altri partner pubblici e privati, tra cui il Porto di Rotterdam e InnovationQuarter. L’iniziativa avrà l’obiettivo di dimostrare come diversi elementi possano essere integrati e gestiti come un unico sistema energetico flessibile in condizioni operative reali, tipiche di un contesto portuale e industriale. In particolare, mostrerà come la produzione di idrogeno possa adattarsi alla variabilità della generazione da fonti rinnovabili, come i sistemi di accumulo e controllo possano garantire un funzionamento efficiente e come l’idrogeno verde certificato possa essere fornito in modo affidabile agli utilizzatori locali. Per le aziende del settore marittimo e di quello industriale, l’hub punta a garantire l’accesso a idrogeno verde prodotto localmente, affidabile e disponibile in volumi destinati a crescere in linea con la domanda. Per fornitori di tecnologie, startup, scale-up, PMI innovative, istituti di ricerca e partner pubblici, costituirà invece un ambiente pratico in cui testare e sviluppare tecnologie, modelli di business e approcci normativi. L’AEM Nexus 2500 è l’elettrolizzatore Multi-Core di nuova generazione da 2,5 MW sviluppato da Enapter – azienda tedesca che ha però la sua base produttiva in Italia, a Crespina Lorenzana, in provincia di Pisa – per applicazioni industriali. La sua architettura modulare è progettata per supportare: l’espansione graduale e l’aumento della capacità produttiva di idrogeno; un funzionamento flessibile in presenza di una produzione variabile di energia rinnovabile; l’integrazione in sistemi di gestione dell’idrogeno e dell’energia di maggiore scala. Secondo i promotori del progetto, queste caratteristiche sono pienamente coerenti con l’obiettivo di Smart Hydrogen Hub di realizzare un dimostratore flessibile, replicabile e pronto per le future esigenze del mercato all’interno del Porto di Rotterdam. “Smart Hydrogen Hub vuole essere molto più di un singolo impianto. Sarà un luogo in cui rendere concreta e tangibile l’intera filiera dell’idrogeno: dall’energia rinnovabile e dallo stoccaggio fino alla produzione, alla certificazione e all’utilizzo locale. Con la scelta dell’AEM Nexus 2500 compiamo un passo importante verso un sistema energetico scalabile, capace di dimostrare come l’idrogeno verde possa funzionare concretamente in un contesto portuale e industriale” ha dichiarato Auke Ferwerda, a nome di Smart Hydrogen Hub. Christof Winker, Vice President Sales di Enapter, ha aggiunto: “I porti svolgono un ruolo centrale nello sviluppo della futura economia dell’idrogeno. Riuniscono infrastrutture energetiche, industria, logistica e flussi commerciali internazionali. Smart Hydrogen Hub dimostrerà come l’elettrolisi modulare AEM possa operare in questo ambiente complesso, dove flessibilità, scalabilità e affidabilità sono requisiti essenziali. Con l’AEM Nexus 2500 intendiamo contribuire allo sviluppo di un modello pratico e replicabile per la produzione di idrogeno verde nelle aree portuali”.

Tugboats built by a Turkish shipyard for a Latin American owner with onboard batteries have proven they emit low underwater radiated noise, reducing their impact on marine mammals SAAM Towage has obtained notification from a European classification society that demonstrated its battery-electric tugboats emit less underwater acoustic than diesel-electric counterparts. This Chile-headquartered owner has been operating two tugboats with hybrid-electric propulsion systems, including large battery banks, in British Columbia, Canada, for two years. During these operations, London, UK-based classification society, Lloyd’s Register (LR), has been recording the sounds coming from these twin tugboats to evaluate their impact on marine mammals. In mid-July, SAAM Towage announced one of these tugs,Chief Dan George, was awarded LR’s underwater radiated noise (URN) certification, recognises its low underwater acoustic impact. This 2023-built, 23-m tug was constructed, along with sister vesselSAAM Volta, by Sanmar Shipyards as part of the ElectRA series developed in partnership with Canadian naval architect Robert Allan Ltd. They each have 3,616 kWh lithium-ion battery banks, supplied by Corvus Energy, driving two azimuth thrusters on their stern, to generate 70 tonnes of bollard pull. LR’s URN certification “means less underwater noise in towing operations,” said SAAM Towage in a LinkedIn social media post. “We are taking care of the marine fauna in the places where we operate, incorporating technology, operational efficiency and better environmental standards,” the Latin American tug owner said. Other electric-powered tugs in British Columbia have received similar recognition for low underwater acoustics. HaiSea Marine, a joint venture between the Haisla Nation and Seaspan ULC, operates three Sanmar-built ElectRA tugs with Corvus energy storage systems. They secured ABS underwater noise (UWN) notation after lengthy analysis of the acoustics generated from their operations - verifying their ultra-quiet, eco-friendly operation to protect marine life. Riviera will hostTUGTECHNOLOGY ‘27in Rotterdam, the Netherlands, 19-20 May 2027.Use this linkfor more information and to register. Events © 2026 Riviera Maritime Media Ltd.

A new DNV white paper,Methane in Shipping, sets out a case that will interest the roughly 800 LNG-capable ships now trading, and 600 more on order, excluding LNG carriers Ships built to burn fossil LNG can, in principle, burn liquefied biomethane or e-methane instead, without retrofit, since the fuel is chemically near-identical and the tanks, engines and bunkering chain already exist. Under FuelEU Maritime, fossil LNG remains compliant until around 2035, with two-stroke, high-pressure dual-fuel engines holding that window longer than the four-stroke, low-pressure engines common on cruise and ropax tonnage. "It’s difficult to write a paper about biomethane and e-methane without mentioning LNG," Øyvind Sekkesæter, DNV’s lead author, explained. "The real motivation is the regulations, especially FuelEU Maritime. That’s increased interest a lot, because you’re incentivised to use low-GHG fuels to comply." DNV’s own figures put compliance-driven demand under FuelEU Maritime alone at two to 11 million tonnes by 2040, not the narrower two to four million that has circulated in some secondary reporting, rising to 40 to 95 million tonnes under the IMO Net Zero Framework’s base target. Mr Sekkesæter is careful about how firm that is. "FuelEU Maritime doesn’t explicitly force ships to use low-GHG fuels, it just incentivises them. There are other ways to comply," he said, a caveat worth remembering before treating either figure as a forecast. “Shipping competes for what reaches market against larger, more established buyers” Supply is the binding constraint. Global biomethane output reached roughly seven million tonnes in 2024, projected to reach around 15 million by 2030; e-methane sits at barely 0.01 million tonnes today. "Some IEA sources put the potential on the order of 100 million tonnes, based on available biomass," Mr Sekkesæter said, "but in reality, that will be significantly lower, because biomass has alternative uses. Only a small fraction of the potential is used today." Shipping competes for what reaches market against larger, more established buyers in power generation and road transport. Cost illustrates the point. DNV records liquefied biomethane in Rotterdam at around US$1,890 per tonne against roughly US$710 for fossil LNG, a gap EU ETS exposure and FuelEU Maritime pooling revenue can already close on selected EU-to-EU voyages. "There’s no indication the cost of biomethane will ever, by itself, be competitive with LNG," Mr Sekkesæter said. "Regulations are important, and the business case has been quite positive on ships trading between ports in Europe." On methane slip, Mr Sekkesæter does not dismiss the scepticism LNG still attracts. "It’s a very valid point. Methane is a very potent greenhouse gas, so it’s important to keep slip to a minimum, for both LNG and biomethane. There’s been significant focus among engine manufacturers, and we’ve seen a lot of progress, but the engines are only one part of it, the upstream side matters too." Chain of custody may matter more than either figure. "If biomethane has to be distributed through completely separate infrastructure from fossil LNG, that raises the cost," he said, "especially since it can be used in other sectors with a more flexible chain of custody." None of this makes LNG a permanent answer. It makes it, at best, a bridge, and Mr Sekkesæter frames it in exactly those terms. Events © 2026 Riviera Maritime Media Ltd.

The oil price shock triggered by the outbreak of US-Iran hostilities in March created an unusual, albeit temporary, shift in the economics of bio-bunkering. According to aPrima CarbonZero analyst report, fears over energy supply intensified as conventional marine fuel prices surged.Very-low-sulfur fuel oil (VLSFO)climbed sharply in Rotterdam as markets priced in the risk of disruption to oil flows through the Strait of Hormuz. Biofuel benchmarks also moved higher, but not at the same pace. For a time, that narrowed the premium shipowners and fuel buyers had to pay to use bio-bunker blends instead of conventional fuel. Now, those conditions are reversing. Energy markets have begun to discount the likelihood of severe, prolonged supply disruption as more vessels resume transit through the Strait of Hormuz. As a result, oil product prices have retreated substantially from their wartime peaks. VLSFO prices in Rotterdam remain above their prewar levels, but the most extreme price increases have subsided. Meanwhile, European biofuel benchmarks have experienced a more modest pullback and have settled at comparatively elevated levels. The result is a renewed divergence between conventional bunker fuel and biofuel prices. During the height of the conflict, rapidly rising oil prices temporarily improved the relative economics of bio-bunkering. With VLSFO now falling faster than European biofuel benchmarks, that advantage has largely disappeared. The extreme dislocations across fuel oil and wider petroleum markets during the conflict have now eased. Biofuel premiums, the additional cost of choosing a bio-bunker blend over conventional marine fuel, have consequently returned to levels broadly consistent with those seen before the war. For buyers, this means the incremental cost of bio-bunkering has increased again in recent weeks. The temporary narrowing between biofuel and fossil fuel prices offered shipowners a window in which lower-carbon fuels became more economically attractive on a relative basis. That window is now closing as conventional bunker prices normalize more quickly. However, price premiums alone do not determine bio-bunker demand. The effect of higher premiums on future bio-bunker volumes remains uncertain because marine fuel blending decisions are influenced by more than spot-market economics. Regional differences are already evident. Bio-bunkering activity in markets such as China remains weak despite ample feedstock availability. In Europe, however, regulatory requirements continue to provide a structural source of demand. TheFuelEU Maritime Regulationentered into force in 2025, requiring ships calling at European ports to progressively reduce the greenhouse gas intensity of the energy they use. At the same time, maritime transport is being phased into theEU Emissions Trading System (EU ETS). From the 2026 reporting year, covered shipping emissions are subject to the full EU ETS obligation. These policies increase the value of fuels that can reduce a vessel's reportable emissions or greenhouse gas intensity, supporting bio-bunker demand even when the outright price premium rises. This regulatory pressure means that European demand may prove more resilient than a simple comparison between VLSFO and biofuel prices would suggest. The economic boost that bio-bunkering received from surging oil prices appears to have faded. VLSFO has fallen sharply from its conflict-driven peak, while European biofuel benchmarks have remained comparatively firm. This dynamic has pushed bio-bunker premiums back toward prewar levels. That makes the immediate cost case for bio-bunkering less favorable than it was during the height of the disruption. Yet the broader demand outlook cannot be assessed solely from spot prices. FuelEU Maritime, the full phase-in of shipping under the EU ETS, and voluntary corporate climate commitments continue to create demand for lower-carbon marine fuels. Rotterdam's recent growth suggests that these structural forces may outweigh price premiums for at least part of the market. The upcoming second-quarter volume data will help reveal whether that resilience held during one of the most volatile periods the marine fuel market has experienced in recent years. ResourceWise'sBio-Bunkering at a Glancereport delivers a monthly snapshot of the key signals influencing marine biofuel adoption. This includes bunker sales, regional pricing, and feedstock benchmarks, compliance costs, and major industry developments.

(La MSC Fatma riceve LNG dalla bunkerina Alice Cosulich, operata da Titan; foto courtesy Titan’s LNG, 2025) Rotterdam, porto hub per bunker di carburanti puliti Rotterdam. Un’operazione marittima sostenibile, quella della Titan Bunkers che rifornisce di GNL una portacontainer di MSC, la ULCCV MSC Viola, (16,196 teus) a Rotterdam, rafforzando la posizione del Porto di Rotterdam come hub centrale per soluzioni di carburante marittimo più pulite. La MSC Viola è una nave all’avanguardia a doppio combustibile dotata di un serbatoio GNL di Tipo B ad alta capacità e di un sistema diesel ICER (Intelligent Control Exhaust Gas Recirculation). Questo sistema minimizza lo scivolamento del metano e riduce drasticamente le emissioni, rendendolo altamente compatibile con la roadmap di consegna multi-carburante di Titan. Il momento di questo traguardo nel bunkering non è una coincidenza. Mentre le compagnie di navigazione globali si adattano ai rigorosi obblighi di conformità alle emissioni di FuelEU Maritime e del Sistema di Scambio delle Emissioni dell’UE (EU ETS), la domanda di alternative a basse emissioni di carbonio come il GNL e il biometano liquefatto (LBM) è in forte aumento. Si trattato di operazione importante – dopo altre già effettuate – che ha previsto la fornitura di Gas Naturale Liquefatto (GNL) a una grande nave container, sottolineando l’impegno del settore per la tutela ambientale e la decarbonizzazione. La collaborazione strategica tra Titan Clean Fuels e MSC, facilitata da infrastrutture avanzate di bunkering, evidenzia un percorso cruciale per l’industria globale dello shipping adottare pratiche più ecologicamente sostenibili. Con l’inasprimento delle normative globali e l’intensificarsi della domanda di una logistica più verde, il ruolo del GNL come combustibile di transizione diventa sempre più vitale, stimolando innovazione e investimenti in tutta la catena di approvvigionamento marittima. Non si è trattato solo di un’operazione di trasferimento di carburante; è stato invece un esempio di un cambiamento più ampio di come il sistema dei trasporti marittimi percepisce e acquisisce l’energia. Scegliendo il GNL, la compagnia MSC partecipa attivamente alla riduzione della propria impronta ambientale, allineandosi agli obiettivi climatici internazionali. Per la Titan Clean Fuels, importante fornitore di bunker GNL, questa operazione rafforza ulteriormente la loro competenza e capacità nel fornire carburanti avanzati a basse emissioni a una flotta in costante crescita di navi alimentate a GNL. Il porto di Rotterdam, con le sue strutture all’avanguardia e la sua posizione geografica strategica, continua a svolgere un ruolo indispensabile nel promuovere queste transizioni marittime sostenibili, fissando un punto di riferimento per altri porti globali nel percorso verso un futuro marittimo più pulito ed efficiente. Uno dei principali motivi dietro la transizione dell’industria marittima verso il GNL sono i suoi significativi benefici ambientali rispetto al carburante pesante convenzionale. La combustione del GNL riduce sostanzialmente le emissioni di ossidi di zolfo (SOx) di quasi il 100%, gli ossidi di azoto (NOx) fino all’85% e le particelle di quasi il 100%. Inoltre, offre una notevole riduzione delle emissioni di gas serra (GHG), inclusa la CO2, del 15-25% su base di benessere a risveglio, contribuendo direttamente agli obiettivi globali di azione climatica e favorendo un ecosistema marittimo più verde. Il successo del bunkering GNL della MSC a Rotterdam offre uno sguardo sul futuro dei carburanti marittimi e dei servizi portuali. Mentre l’industria marittima continua il suo percorso verso emissioni nette zero, l’evoluzione delle infrastrutture di bunkering e la disponibilità di diverse opzioni di carburante pulito saranno fondamentali. Porti come Rotterdam stanno investendo pesantemente per diventare hub multi-carburante, capaci di gestire una gamma di carburanti a basse e zero emissioni di carbonio. Questa trasformazione richiede investimenti di capitale significativi, innovazione tecnologica e adattamento normativo. Gli sforzi collaborativi tra Autorità Portuali, fornitori di carburante e compagnie di navigazione sono essenziali per creare ecosistemi robusti necessari a supportare questi carburanti di nuova generazione, garantendo sia sicurezza che efficienza nel loro utilizzo. Abele Carruezzo

Shipping industry non-profit Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping (MMMCZCS) has been granted official non-government consultative status by the IMO. IMAGE: Concept of a 15,000-TEU ammonia-capable dual-fuel container vessel. Maersk Mc-Kinney Moller Center for Zero Carbon Shipping The status will give MMMCZCS "a formal seat at the table" to participate in IMO committees, sub-committees and working groups, providing technical input and policy recommendations to support the development of global shipping decarbonisation regulations. It will contribute to discussions on GHG reduction measures and energy efficiency regulations, fuel certification, life-cycle assessment and ammonia safety, the non-profit said. According to the IMO, organisations applying for consultative status must demonstrate relevant expertise and the ability to make a meaningful contribution to its regulatory work. MMMCZCS has been involved in a number of projects aimed at supporting the industry's transition to low- and zero-emission fuels. These include a demonstration in the Port of Rotterdam showing that ship-to-ship ammonia bunkering can be conducted safely within an active port environment under appropriate regulatory frameworks. The organisation has also contributed to the design of a 3,500-TEUammonia-capable container shipand the conversion of an 82,000-dwt bulk carrier todual-fuel methanol operation. By Konica Bhatt Please get in touch with comments or additional info to news@engine.online

Potential pooling values for B100 and LBM decline B100 premium over LNG shrinks to $1/mt for diesel SS engines Singapore LNG cheaper than LSMGO, B100 for Otto MS engines 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. ENGINE-assessed FuelEU Maritime pooling values for B100 and liquefied biomethane (LBM) on EU-EU voyages have fallen by $29/mt and $41-47/mt, respectively, over the past week. OceanScore's FuelEU Pooling Index has fallen by around €10/mtCO2e to €165/mtCO2e ($189/mtCO2e), weighing on the pooling benefits of B100 and LBM on voyages between EU ports. B100's discount to LNG consumed in Otto medium-speed (MS) engines has widened by $49/mt to $187/mt over the week. In contrast, B100 still remains at a premium to LNG consumed in diesel slow-speed (SS) engines in Rotterdam, but that premium has narrowed sharply to just $1/mt from $58/mt the previous week. LBM discounts to LSMGO in Rotterdam have narrowed by $23-31/mt to $592-787/mt over the week. Its discounts to VLSFO have narrowed even further, falling by $70-78/mt to $253-448/mt. For dual-fuel vessels with Otto MS engines bunkering in Singapore, LNG has flipped from a $10/mt premium to a $26/mt discount against LSMGO over the week. Against B100, it has shifted from a $17/mt premium to a $22/mt discount. It should be noted that B100 and methane largely serve different vessel segments with distinct operational requirements and fuel needs, and do not necessarily compete directly with one another. Liquid fuels HSFO and VLSFO prices in Rotterdam have risen by $27-31/mt, while the port's LSMGO benchmark has climbed by a steeper $79/mt over the past week. Rotterdam's B100 price has also gained $24/mt. B100's discounts to VLSFO and LSMGO have widened by $7/mt and $55/mt, respectively. Singapore’s conventional bunker fuel benchmarks have climbed by $12-70/mt over the week. The port's B100 price has surged by $73/mt, pushing its premium over VLSFO up by $61/mt to $242/mt. B100 has remained at a discount to LSMGO in Singapore, although that discount has narrowed to around $4/mt from $7/mt the week before. Liquid gases Rotterdam's LNG prices have surged by $74-81/mt over the past week, while LBM prices have risen even more sharply by $102-109/mt. LBM discounts to LNG have narrowed by $28/mt to $419-426/mt. Singapore’s LNG prices have gained $34-38/mt over the same period, and the fuel is now priced at $26-120/mt discounts to LSMGO, depending on the engine type. By Konica Bhatt Please get in touch with comments or additional info to news@engine.online

Estimated reading time: 3 minutes TheCMA CGM Notre Damemade its maiden call at the Port of Rotterdam on 8 July, marking the vessel’s first bunkering operation with European produced bio LNG and the arrival of France’s largest flagged container ship. The dual fuel vessel was christened in Le Havre on 2 July and has an LNG tank capacity of 18,600 cubic metres. With capacity for 24,212 TEU, including 1,600 refrigerated containers, the ship is almost 400 metres long and 61 metres wide. The vessel can operate on conventional LNG and bio LNG, while its propulsion system is designed to accommodate synthetic fuels such as e methane when these become commercially available. During the port call, the vessel received bio LNG produced in Europe from organic waste generated by the agricultural and food industries. Bio LNG, also known as liquefied biomethane, can reduce greenhouse gas emissions by at least 67% across its full life cycle compared with conventional fossil marine fuels, according to information released for the port call. The fuel can also be handled through existing LNG infrastructure. This allows shipping companies to introduce a renewable fuel without waiting for an entirely new supply network to be constructed. Toon Pierré, General Manager of the Benelux cluster atCMA CGM, said the visit reflected the carrier’s long relationship with Rotterdam and its efforts to improve efficiency and reduce the environmental impact of shipping. “We are proud to welcome the CMA CGM Notre Dame to Rotterdam,” Pierré said. “This port call reflects the strength of our long standing partnership with the port of Rotterdam and our shared commitment to a more efficient, innovative and sustainable maritime sector.” Rotterdam handles around 10 million tonnes of marine fuel bunkering each year, placing it among the world’s largest bunkering locations. Traditional marine fuels continue to account for much of that volume, but supplies of biofuels and other alternative fuels are increasing. The port is developing a multi fuel bunkering strategy as it works towards net zero emissions by 2050. For carriers, the challenge resembles changing the engine of a moving vehicle. Global cargo flows must continue while cleaner fuels, new vessel technology and supporting infrastructure are introduced across the fleet. The Notre Dame features a digital bridge using artificial intelligence, augmented reality and real time navigation systems. These tools support manoeuvring and help crews optimise routing, vessel speed and energy use. The ship also has an aerodynamic windscreen and energy management systems designed to improve electricity use, including power consumption from refrigerated containers. The vessel is the first of 10 ships named after French landmarks scheduled for delivery between 2026 and 2028. It will operate on CMA CGM’s French Asia Line between Asia and Europe. The service completes a rotation in about 102 days and calls at Ningbo, Shanghai, Yantian, Singapore, Le Havre, Rotterdam, Hamburg and Tanger Med. Go to top “Breakbulk.News publishes editorial content, including news, features and press releases supplied by third‑party companies, institutions and PR agencies. Third parties who submit material to us are solely responsible for ensuring that all text, images, logos and other content they provide are accurate and that they hold all necessary rights, licences and permissions for news use. By submitting content to Breakbulk.News, contributors represent and warrant that their material does not infringe the rights (including copyright and related rights) of any third party and agree to indemnify Breakbulk.News in respect of any claims arising from their submissions. If you believe any content on our site infringes your rights, please contact us at info@breakbulk.news with full details and we will investigate promptly..”

L’operazione, effettuata nel porto di Rotterdam con il supporto di TotalEnergies, rappresenta il più grande rifornimento di bio-Gnl mai realizzato dal gruppo francese Rotterdam – Cma Cgm ha completato nel porto di Rotterdam il primo rifornimento di bio-Gnl della nuova portacontainer Cma Cgm Notre Dame, una delle più grandi navi dual fuel alimentate a gas naturale liquefatto attualmente in servizio. Durante l’operazione sono stati imbarcati 11.125 metri cubi di bio-Gnl, il più grande bunkeraggio di questo tipo mai effettuato dalla compagnia francese. Il rifornimento è stato realizzato con il supporto di TotalEnergies e del porto di Rotterdam, tra i principali hub mondiali per il bunkeraggio di Gnl e bio-Gnl. Il combustibile utilizzato è composto interamente da bio-Gnl prodotto in Europa da biometano ricavato da scarti agricoli e rifiuti organici, una soluzione che contribuisce alla riduzione delle emissioni di CO₂ lungo la catena del trasporto marittimo. Secondo Cma Cgm, l’operazione rappresenta un ulteriore passo nello sviluppo del corridoio marittimo a basse emissioni tra Rotterdam e l’Asia, sostenendo la strategia del gruppo per la decarbonizzazione dei servizi di linea. La Cma CgmNotre Dame, entrata in servizio a maggio e battezzata a Le Havre il 2 luglio, naviga sotto bandiera francese ed è oggi la più grande nave portacontainer iscritta al registro navale della Francia.

12 Luglio 2026 La pratica del cold ironing, alimentazione elettrica da terra delle navi ormeggiate, è ormai diffusa a livello globale: Hapag-Lloyd ha concluso un accordo con l’Hamburg Port Authority per l’utilizzo sistemico di questa pratica durante gli scali. La normativa per questa pratica arriva anche in Italia, con numerosi investimenti e cantieri. Il settore marittimo è il responsabile dell’80% del commercio mondiale e contribuisce al 3% delle emissioni globali di CO2, pari a 1050 milioni di tonnellate l’anno. Oltre all’utilizzo della propulsione nucleare per sopperire alle emissioni di anidride carbonica (ancora in fase di studio) è emersa una nuova tecnologia per decarbonizzare le attività portuali: il cold ironing, una tecnologia che consente alle navi ormeggiate in porto di spegnere i motori e i generatori a bordo, sfruttando la rete elettrica terrestre per alimentare i servizi essenziali. Sviluppo in Italia Lo sviluppo del cold ironing in Italia si muove su due binari: quello normativo e quello dei finanziamenti. Sul piano normativo, un decreto emanato dal Ministero delle Infrastrutture e dei Trasporti nel gennaio 2026, ha chiarito il quadro normativo per l’erogazione della corrente elettrica alle navi ormeggiate nei porti italiani, prevedendo l’individuazione di cluster portuali regionali affidati a un unico gestore. Questo gestore dovrà presentare un piano economico-finanziario basato su tariffe che coprano i costi del servizio, comprensive di un margine di utile ragionevole, mentre le agevolazioni tariffarie previste dalla legge dovranno essere trasferite agli armatori. Sul piano dei finanziamenti, il PNRR ha destinato circa 700 milioni di euro per l’implementazione dell’elettrificazione delle banchine: 44 interventi in 34 porti. L’obiettivo è quello di ridurre al minimo la dipendenza da combustibili fossili e l’impatto nel settore dei trasporti marittimi. Il direttore generale del MIT, Donato Liguori, ha cominciato in questi giorni un tour nei porti principali d’Italia per visionare le opere in consegna del PNRR e del PNC (Piano nazionale per gli investimenti complementari). Hapag-Lloyd A livello globale è una pratica ormai consolidata in alcuni hub storici e in forte espansione altrove. Un esempio lampante, e recente, è il porto di Amburgo: un accordo con l’Hamburg Port Authority, sottoscritto dalla compagnia Hapag-Lloyd, prevede l’utilizzo sistemico dell’alimentazione elettrica da terra durante gli scali. L’accordo riguarda tutti i terminal del porto dotati di impianti per il cold ironing. “Il cold ironing rappresenta un elemento fondamentale del nostro percorso verso operazioni portuali a minori emissioni e del nostro obiettivo di raggiungere la neutralità climatica della flotta entro il 2045“, ha dichiarato l’amministratore delegato di Hapag-Lloyd, Rolf Habben Jansen. Il 35% della flotta di Hapag-Lloyd è equipaggiato per utilizzare l’alimentazione elettrica da terra. In Europa il quadro normativo si sta facendo più stringente: le regole FuelEU Maritime obbligheranno le grandi navi container e passeggeri a usare l’alimentazione da terra nei principali porti UE a partire dal 2030, mentre la California sta già estendendo dal 2025 le regole “at-berth” a petroliere e ro-ro. Nei primi mesi del 2026 si contano numerosi progetti: a Rotterdam la Banca Europea per gli Investimenti ha concesso un prestito di 90 milioni per sviluppare l’infrastruttura portuale; a Marsiglia sono stati inaugurati gli impianti di shore power, in grado di alimentare tre navi da crociera contemporaneamente; a Barcellona sono state completate 219 connessioni per traghetti e a Cadice è stato inaugurato il primo impianto OPS della Spagna. Vantaggi Questa pratica apporta benefici evidenti alle città portuali e costiere: dalla riduzione delle emissioni all’abbattimento dell’inquinamento acustico. Alimentare le navi ormeggiate con l’elettricità da terra diminuisce, o azzera, le emissioni di gas serra, polveri sottili e ossidi di azoto prodotte dai combustibili per alimentare le navi. Secondo l’agenzia statunitense per la protezione ambientale (EPA), il collegamento a terra può ridurre le emissioni complessive degli inquinanti fino al 98% quando si utilizza energia proveniente dalla rete elettrica regionale. Inoltre, tenere le navi con i motori spenti permette di eliminare il rumore continuo e le vibrazioni dei generatori ausiliari di bordo.

Biofuel-news La compagnia marittima francese CMA CGM ha completato, nel porto di Rotterdam, il primo bunkeraggio di bio-GNL (biometano liquefatto) della CMA CGM Notre Dame, nuova ammiraglia della flotta, tra le navi portacontainer più grandi al mondo e la più grande battente bandiera francese, con 24.212 TEUs di capacità. La nave è stata rifornita con 11.125 m3 di bio-GNL, con un’operazione che rientra tra le più grandi attività di bunkeraggio di bio-GNL mai effettuate a livello mondiale, ed è in assoluto la più grande mai realizzata per una nave di CMA CGM. Il combustibile, derivato da biometano a sua volta ottenuto da rifiuti agricoli e organici in Europa, è stato messo a disposizione da TotalEnergies e trasferito alla Notre Dame tramite una bettolina operata dalla stessa major energetica transalpina. La nave, entrata in servizio nel maggio 2026, è stata progettata per funzionare a GNL ed è già pienamente compatibile con l’impiego di bio-GNL e, in futuro, di combustibili sintetici come l’e-metano. Come ricorda la stessa CMA CGM in una nota, il biometano liquefatto, è un combustibile rinnovabile conforme agli standard europei e consente una riduzione di almeno il 67% delle emissioni di gas serra sull’intero ciclo di vita rispetto ai combustibili marini convenzionali. Il suo utilizzo contribuisce quindi ad accelerare la transizione energetica del settore marittimo, sfruttando al contempo l’infrastruttura di bunkeraggio del GNL già ampiamente disponibile, con forniture basate sul principio del bilancio di massa (mass balance).

Navires Temps de lecture :5min 10 juillet 2026 Cette news n'existe qu'en anglais.The CMA CGM Group announces the first bio-LNG bunkering of the CMA CGM NOTRE DAME, the Group's latest 24,000-TEU LNG-powered container ship and currently the world's largest LNG-powered container vessel. With 11,125 m³ of bio-LNG delivered, this operation ranks among the world's largest bio-LNG bunkering operations and is the largest ever carried out for a CMA CGM vessel. The CMA CGM NOTRE DAME will receive its first bunkering operation in Rotterdam, taking on 11,125 m³ of bio-LNG produced in Europe from biomethane derived from agricultural and organic waste. The bio-LNG will be supplied by TotalEnergies' LNG bunkering vessel. Commissioned in May 2026 and sailing under the French flag, the CMA CGM NOTRE DAME is the largest container ship operating under the French flag. With a capacity of 24,212 TEUs, including 1,600 reefer plugs, the vessel has been designed to operate on LNG and is already fully compatible with the use of bio-LNG and, in the future, synthetic fuels such as e-methane. Bio-LNG, or liquefied biomethane, is a renewable fuel that complies with European standards and delivers at least a 67% reduction in greenhouse gas emissions over its full life cycle compared with conventional marine fuels. Its use helps accelerate the maritime industry's energy transition while relying on the LNG bunkering infrastructure already deployed at scale, with deliveries based on a mass balance approach. With the support of TotalEnergies and the Port of Rotterdam, and as part of the development of a green corridor between Rotterdam and Asia, this operation illustrates CMA CGM's determination to pursue its decarbonization strategy while supporting the development of European renewable fuel value chains for maritime transport. As one of the world's leading LNG and bio-LNG bunkering hubs, the Port of Rotterdam plays a key role in enabling the large-scale deployment of alternative marine fuels. It builds on the Group's pioneering initiatives launched in 2020 with the entry into service of the CMA CGM JACQUES SAADE. In full compliance with European sustainability and traceability requirements, CMA CGM is also contributing to the development of the biomethane sector to accelerate the reduction of the carbon footprint of its operations. For several years, CMA CGM has pursued an ambitious energy transition strategy based on a diversified portfolio of technological solutions. The Group is making significant investments in vessels powered by LNG, methanol and, in the future, other low-carbon fuels to support the transformation of the shipping industry. Today, CMA CGM operates one of the world's largest dual-fuel fleets and continues to invest in accelerating the decarbonization of maritime transport, with the objective of achieving Net Zero Carbon by 2050. Partager sur

Japanese trading firm Itochu has launched a marine fuel bunkering joint venture (JV) with Gibraltar-based marine fuel supplier Peninsula Petroleum, centring refuelling operations at three major European ports. Named I&P Marine Ammonia (IPMA) and following the pair’s 2023 memorandum of understanding, it aims to accelerate the fuel supply framework at the ports of Algeciras (Spain), Rotterdam (the Netherlands), and Antwerp-Bruges (Belgium). The move advances Itochu’s expansion into low-carbon maritime bunkering, a goal the firm outlined when announcing it hadsecured 300,000 tonnesof green ammonia per year from Larson & Toubro Greentech in April. Peninsula, which operates a fuel supply network spanning 500 ports and major bunkering hubs, is expected to contribute expertise gained over its history. In a statement, Itochu also revealed its own goal of a worldwide fuel supply chain supported by companies in Asia, Europe, South America, and the Middle East. The companypartnered with Hyundai E&Cin May, eyeing the development of new green hydrogen and ammonia plants. Specific projects, investment, timelines, however, were not released. While criticised for challenges around combustion efficiency, toxicity, and the production of nitrogen oxides, green ammonia offers compatibility with much existing marine infrastructure and emerging technologies. It is seen as a potential pathway for compliance with Net Zero framework the International Maritime Organization is set to impose, applying a carbon levy on ships above 5,000 tonnes from 2028. Recently, Norwegian state-owned climate organisation, Enova,awardedNOK 777m ($82m) to support the construction of two hydrogen and two ammonia-fuelled vessels. H2 View webinars bring together industry leaders to discuss the hottest topics and biggest trends. With H2 View webinars, you’ll get:• Insightful talks from global hydrogen experts• Live debates, discussion, and audience Q&A• On-demand access to every past webinar Register forupcoming webinarsorwatch on demand

L’11% della capacità container globale, 3,7 milioni di teu, è bloccata nei porti: l’Asia resta il principale focolaio e crescono le pressioni sui noli Londra – La congestione nei porti container del mondo ha raggiunto il livello più elevato degli ultimi quattro anni. Secondo le analisi di Linerlytica, circa 3,7 milioni di teu, pari all’11% della capacità della flotta mondiale, sono attualmente immobilizzati in attesa di essere movimentati, riducendo la disponibilità effettiva di navi e incidendo sulla regolarità dei servizi. L’Asia continua a rappresentare l’epicentro del fenomeno, concentrando il 38% della congestione globale. Seguono il Nord Europa con il 13%, mentre Sud-est asiatico, Mediterraneo e Africa registrano ciascuno il 9% del totale. In Europa le criticità maggiori interessano i principali hub del Benelux e della Germania, tra cui Rotterdam, Anversa, Amburgo e Bremerhaven, dove i ritardi possono arrivare fino a una settimana. Secondo The Loadstar, il principale collo di bottiglia non è però rappresentato dall’attesa delle navi in rada, quanto dalla gestione dei container una volta sbarcati. A Rotterdam, ad esempio, una nave può attraccare in circa un giorno, ma i container destinati all’esportazione rimangono mediamente sette giorni nei terminal prima di essere trasferiti verso camion, treni o chiatte, mentre quelli in importazione vi sostano circa quattro giorni. Questa situazione sta assorbendo una quota crescente della capacità della flotta mondiale. Sebbene il numero di nuove portacontainer continui ad aumentare, molte unità restano bloccate nei porti, riducendo il numero di viaggi che possono essere effettuati e limitando l’offerta effettiva di capacità disponibile sul mercato. La contrazione dell’offerta sta già producendo effetti sui noli. Msc ha annunciato nuovi General Rate Increase (Gri) per la seconda metà di luglio, mentre le tariffe spot sulle rotte Asia-Europa sono già in aumento. Se la congestione dovesse persistere durante la peak season, la pressione sulle tariffe potrebbe intensificarsi ulteriormente, confermando come l’efficienza dei terminal e dei collegamenti con l’hinterland sia oggi uno dei principali fattori che influenzano il mercato mondiale del trasporto container.