Porti & ambiente — le notizie raccolte

In recent years, ammonia's toxicity has dominated discussions about its future in shipping. Today, attention is shifting to how quickly the bunker fuel can be deployed at scale. IMAGE: The world's first ocean-going ammonia-capable vessel, Antwerpen. Exmar Ammonia's toxicity has previously clouded its prospects as a bunker fuel in shipping. Concerns over crew safety, emergency response and accident management used to dominate discussions about the fuel's potential use at sea. While those concerns have not disappeared entirely, they are now being addressed largely through technology, regulations and operational planning rather than being seen as insurmountable obstacles. Global regulations and training requirements are here. In May, the IMO’s Maritime Safety Committee approved interim guidelines on the safety of ships using ammonia as fuel, as well as interim guidelines covering the training of seafarers serving on ammonia-fuelled vessels. The guidelines represent one of the most significant regulatory milestones for ammonia to date, as they provide a framework for the design, operation and crewing of ammonia-fuelled ships while the industry gains practical experience with the fuel. “The approval of these guidelines provides a clear signal that ammonia is moving from concept to a fuel with an emerging international safety framework,” said Liam Blackmore, global head of technology adoption and integration at Lloyd's Register. “It demonstrates how close collaboration between industry, flag administrations and technical organisations can accelerate the safe adoption of new fuels at scale,” Blackmore added. Propulsion technologies are advancing. Wärtsilä has already launched an ammonia-capable engine, while WinGD and Everllence are advancing through the final stages of testing ahead of commercial deployment. These engine makers have demonstrated pilot fuel consumption of around 5-10% across multiple load conditions and designed extensive safety systems to address concerns around ammonia's toxicity. Ships are beginning to arrive. Belgian gas shipping company Exmar recently took delivery of the world's first ocean-going ammonia-capable dual-fuel vessel, bringing ammonia propulsion from concept to entry into the ocean-going commercial fleet. Four ammonia-capable vessels are currently in operation and another 16 are expected to be delivered by the end of this year, according to DNV’s database. A total of 46 ammonia-capable ships are on order for delivery by 2030, suggesting that at least some shipowners have invested in ammonia as part of their future fuel strategies. Bunker infrastructure developments are accelerating. Chemical company Lotte Fine Chemical has completed an ammonia bunker operation in South Korea's Port of Ulsan. A COSCO-operated vessel was bunkered with green ammonia in China's Dalian port last year. The world's largest bunker hub, Singapore, is laying the groundwork for commercial ammonia bunkering. Itochu has received regulatory approval from Singapore's port authority, while Sumitomo, Kawasaki Kisen Kaisha (K Line) and NYK Bulkship are developing an ammonia bunker vessel. Yara and Golden Island are expected to supply the fuel. Norwegian company Azane Infrastructure has committed to pay a penalty if it fails to complete three ammonia bunker terminals by 2029. Facilities in Florø, Risavika and Mongstad will each have a storage capacity of 2,000 cbm of refrigerated ammonia and a bunkering rate of more than 100 mt/hour. Other ports, including India's VO Chidambaranar, Oman's Sohar and in Australia's Pilbara region, are also preparing for ammonia bunker operations later this decade. There are still some challenges that need to be addressed. Ammonia has not yet been consumed by vessels at scale, which means there is still limited operational experience with bunkering, fuel handling and vessel operations under real-world conditions. Bunker buyers will also need access to sufficient volumes of low- and zero-emission ammonia if the fuel is to deliver meaningful emission reductions. Whether enough green ammonia will be ready by 2030 to meet demand from the future fleet remains an open question. For now, however, ammonia is no longer considered a theoretical future fuel, but as a more practical option that a number of shipowners, ports and fuel suppliers are actively investing in. In other alternative fuels news this week,Service Terminal Rotterdam (STR) plans to buildnew storage tankswith a combined capacity of 100,000 cbm. It will be capable of storing biofuels as well as methanol and ethanol in the Port of Rotterdam. Bunker supplier China Marine Bunker (PetroChina) hastaken deliveryof a methanol bunker vessel in Zhoushan. The vessel,Zhong Ran Lv Neng 85, is the first methanol bunker vessel in China designed to operate across all domestic waters, according to the company. Future rules for nuclear-powered shipping could build on thesafety and regulatory frameworksbeing developed for ammonia and hydrogen bunker fuels at EU ports, a new study has found. The study was conducted by UK-based CORE POWER, shipping company A.P. Moller-Maersk, the Port of Rotterdam and classification society Lloyd's Register. By Konica Bhatt Please get in touch with comments or additional info to news@engine.online

Search across reports, market insights, and blog stories. A newly releasedcollaborative study, centered on thePort of Rotterdam, indicates that current port safety and risk-management protocols could serve as a viable foundation for evaluating nuclear-powered commercial vessel visits within a significant European harbor setting. This theoretical analysis, conducted through a partnership involving Lloyds Register, the Port of Rotterdam Authority,CORE POWER, and A.P. Moller - Maersk, identifies the key inquiries that harbor authorities, regulatory bodies, and industry participants must address to methodically and responsibly evaluate nuclear-powered ships. The document also specifies additional necessary steps before regular operations could be envisioned, covering regulatory harmonization, emergency response protocols, security measures, liability frameworks, and community outreach. The release coincides with mounting pressure on the maritime sector to discover expandable zero-emission technologies that satisfy increasingly strict decarbonization targets while upholding operational dependability, range, and adaptability. The document contends that maritime nuclear propulsion ought to be considered within the broader conversation regarding shipping decarbonization, energy security, and sustained industrial competitiveness. Although prevailing European Union policy conversations have largely concentrated on alternative fuels like hydrogen, ammonia, and synthetic fuels, the document observes that certain global shipping sectors may eventually require supplementary propulsion systems capable of delivering endurance, reliability, and operational flexibility on a large scale. The Port of Rotterdam was selected as a case study because it offers a practical European port environment for examining how emerging energy and shipping technologies might interface with established port safety structures, operations, and regulatory procedures. Importantly, the analysis concludes that existing risk-oriented port safety frameworks, already well-known to European ports, could offer a credible foundation for evaluating nuclear-powered vessels, provided that nuclear-specific safety, security, and operational factors are methodically incorporated and backed by suitable national and international directives. The results indicate that the primary obstacle for future maritime nuclear propulsion will likely revolve around regulatory consistency, governance structures, the merging of nuclear and maritime safety systems, and public and institutional readiness. Principal conclusions include: existing port safety and risk-management frameworks offer a credible starting point for evaluation within the defined case study scenario; additional work is required on regulatory alignment, governance coordination, nuclear-specific safety and security, emergency preparedness, liability and insurance, operational integration, and public engagement before routine commercial operations could be considered; current International Maritime Organization provisions for nuclear-powered ships were designed for an earlier period and need updating to support any future civilian commercial nuclear propulsion pathway; current European maritime decarbonization discussions remain predominantly focused on alternative fuels, with relatively little attention given to high-density, zero-emission propulsion systems capable of supporting long-distance and high-utilization shipping operations; and major ports and maritime member states may play a significant role in determining how nuclear propulsion is evaluated and potentially incorporated into future shipping strategies. The preliminary work examined a specific feeder vessel design, assumed operational scenario, port-call profile, and regulatory context. However, it does not constitute a licensing evaluation, an endorsement of deployment, or a definitive safety or security case. Mikal Boe, Chief Executive Officer of CORE POWER, stated that a clear prerequisite for the success of civilian maritime nuclear propulsion is the assured confidence of port cities and their inhabitants in visits by nuclear-powered merchant vessels. He noted that alongside Rotterdam, LR, and Maersk, the team identified a port safety framework and established a credible foundation for assessments by the IMO as it updates the Safety Code for Nuclear Ships and for the IAEA as it launches its flagship ATLAS program this summer. He emphasized that the report highlighted areas requiring further attention, including updated port guidance, interagency regulatory coordination, nuclear-specific safety and security requirements, and top-tier emergency preparedness to foster public trust. He added that such trust and confidence are essential for transforming the future civilian shipping sector, and that greenhouse gas emissions from the current shipping fleet have become unsustainable, resulting in the slowest sailing speeds observed in decades. Rene de Vries, Harbour Master of the Port of Rotterdam, remarked that ports must comprehend how emerging energy and shipping technologies might affect future port operations and industrial systems. He characterized the study as an initial case-study evaluation aimed at gaining a deeper understanding of the regulatory, operational, and safety considerations linked to nuclear-powered commercial shipping within a European port context. Meg Albrecht, Senior Engineer for Nuclear Technology and Alternative Fuels at Lloyds Register, stated that the maritime energy transition will require the industry to explore a variety of future fuel and propulsion options. She noted that this work enhances the broader understanding of regulatory and operational factors associated with nuclear-powered vessels and helps create a structured basis for further dialogue and analysis. Ole Graa Jakobsen, Head of Fleet Technology at A.P. Moller-Maersk, stated that the shipping industry's long-term energy transition will necessitate consideration of multiple fuel and technology pathways. He pointed out that civilian commercial nuclear propulsion presents considerable challenges, including safety, waste management, regulatory consistency, and public acceptance across different regions. He stressed that the study does not signify a decision to pursue nuclear propulsion, but rather contributes to understanding what ports and authorities would need to evaluate such vessels in a structured and responsible manner. He confirmed that Maersk continues to track and assess this technology alongside other low-emission alternatives. Making Data-Driven Decisions to Grow Your Business A Quick Overview of Market Performance Understanding the Current State of The Market and its Prospects Finding New Products to Diversify Your Business Choosing the Best Countries to Establish Your Sustainable Supply Chain Choosing the Best Countries to Boost Your Export The Latest Trends and Insights into The Industry The Largest Import Supplying Countries The Largest Destinations for Exports The Largest Producers on The Market and Their Profiles The Largest Markets And Their Profiles Instant access. No credit card needed. Online access to 2M+ reports, dashboards, and tables. 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HSFO becomes cheaper than B100 in Rotterdam Singapore’s B100 flips to premium over LSMGO Rotterdam LBM discounts to LNG widen 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 from the past week. Brent’s price has slumped by $14.73/bbl ($108/mt) on the week after US President Donald Trump announced a preliminary peace deal with Iran yesterday. The sharp decline has dragged conventional fuel prices lower in both Rotterdam and Singapore. Rotterdam's B100 has shifted to a $14/mt premium over HSFO, from a $1/mt discount seen a week ago. B100 discounts to VLSFO and LSMGO have narrowed by $54/mt and $89/mt to $50/mt and $343/mt, respectively. In Singapore, B100 has shifted from a $79/mt discount to LSMGO to a $16/mt premium. Rotterdam’s liquefied biomethane (LBM) discounts to its LSMGO have narrowed by $21-28/mt in the past week, to $639-844/mt, depending on the LNG engine type. Liquid fuels Rotterdam's HSFO (-$71/mt) and VLSFO (-$110/mt) prices have to some extent tracked a $14.73/bbl ($108/mt) drop in front-month ICE Brent futures. Its LSMGO benchmark has fallen by $145/mt, exceeding a $125/mt decline in front-month ICE low sulphur gasoil futures. The port's B100 price has dropped by $56/mt over the past week. Dutch ZRE A ticket prices have edged down by €2/mtCO2e to €108/mtCO2e. Singapore's conventional fuel prices have fallen by $112-167/mt, and its B100 price by $72/mt. Liquid gases Rotterdam's LNG bunker prices have dropped by $77-83/mt in the past week, largely tracking a 12% decline in the front-month Dutch TTF Natural Gas contract. Its LBM prices have fallen by $117-124/mt. LBM discounts to LNG have widened by $40-41/mt to $455-462/mt in the past week. Singapore's LNG prices have risen by $13-16/mt. The rises came amid spot market demand from India for fertiliser plants, power generation and households, noted ANZ Bank's Daniel Hynes. Japan and South Korea tend to import more gas for power generation during their summer months, and China has been active in the market, Hynes said. By Konica Bhatt Please get in touch with comments or additional info to news@engine.online

(L’Autorità del Porto di Rotterdam impegnata nella sostenibilità del porto; foto courtesy Autorità Port of Rotterdam) Una equa distribuzione funzionale delle operazioni portuali consente ad uno scalo di offrire molto di più che accogliere solo navi Una integrazione dell’imtermodalità può rendere un porto un hub regionale di trasporto, un hub energetico e un faro informativo capace di aumentare l’efficienza e ridurre l’impatto climatico in tutto il sistema di trasporto. Nel contesto della transizione ecologica e della crescente necessità di ridurre le emissioni di gas serra, i porti stanno assumendo un ruolo strategico come hub per trasporti sostenibili. Tradizionalmente sono stati considerati semplici punti di interscambio tra trasporto marittimo e terrestre; mentre, i porti moderni si stanno trasformando in piattaforme logistiche integrate, capaci di favorire la mobilità sostenibile delle merci e di contribuire alla decarbonizzazione dell’intera catena di approvvigionamento. Ed allora, un porto inteso come hub per trasporti sostenibili (o Green Port) è un’infrastruttura nodale strategica che integra la logistica marittima con la transizione energetica, la mobilità urbana condivisa e la riduzione delle emissioni. Si parla di una trasformazione del concetto di ‘porto’: da scalo per transiti di merci in centrali energetiche pulite e nodi intermodali intelligenti. La vision di un porto sostenibile è quella di un porto che funge da sito di trasbordo non solo da mare a terra, ma anche dalla strada alla ferrovia, come terminal che combina le diverse modalità; in questo senso un porto potrebbe anche offrire opzioni di stoccaggio per creare ridondanza nel sistema, insieme a stazioni di ricarica per operazioni feeder. (art. 10.03.2026, Rotterdam, porto e industria più sostenibili – il nautilus). Il ruolo del porto nella logistica sostenibile Un porto rappresenta il nodo centrale di una rete multimodale in cui convergono diverse modalità di trasporto: nave, ferrovia, autotrasporto e, in alcuni casi, vie navigabili interne. L’integrazione efficiente di queste modalità consente di ridurre i tempi di movimentazione delle merci e di limitare il ricorso al trasporto su gomma, responsabile di una quota significativa delle emissioni di CO₂. L’intermodalità costituisce uno dei principali strumenti per rendere sostenibile il sistema logistico. Attraverso collegamenti ferroviari diretti con terminal portuali e centri logistici interni, è possibile trasferire grandi volumi di merci con un consumo energetico inferiore rispetto al trasporto stradale. In questo modo il porto diventa un elemento chiave per la riduzione dell’impatto ambientale del settore dei trasporti. Su questa linea, non solo i Paesi Bassi, ma anche la Svezia, che sviluppando una linea costiera – la più lunga d’Europa – e disponendo di oltre 52 porti, sta applicando una strategia che possa trasformare i porti dal ‘ricevere solo navi’ a centri di trasporto sostenibile. E per contrastare il cambiamento climatico, sta applicando diverse opzioni di trasporto e, soprattutto, passare dai trasporti aerei a quelli su strada e via mare. Innovazione tecnologica e digitalizzazione La sostenibilità portuale è strettamente legata all’adozione di tecnologie avanzate. I moderni sistemi di gestione digitale consentono di ottimizzare le operazioni di attracco, carico e scarico delle navi, riducendo i tempi di permanenza in porto e i consumi energetici associati. L’utilizzo di piattaforme digitali basate su Internet of Things (IoT), intelligenza artificiale e analisi dei dati permette di monitorare in tempo reale il flusso delle merci, coordinare le attività logistiche e migliorare l’efficienza operativa. Inoltre, la digitalizzazione contribuisce a diminuire il consumo di documentazione cartacea e a semplificare le procedure amministrative e doganali. I porti possono essere più di un semplice luogo dove si scambiano merci ed energia. Hanno anche una funzione importante da svolgere raccogliendo informazioni e trasmettendole nella catena logistica, cioè un nodo informativo sostenuto dall’informatica marittima: scienza che studia l’uso e l’utilizzo della digitalizzazione nel settore marittimo e come ciò possa portare a operazioni più efficienti, navigazione più sicura e una maggiore redditività nel settore. Energie rinnovabili e riduzione delle emissioni Uno degli aspetti più innovativi dei porti sostenibili riguarda l’impiego di fonti energetiche rinnovabili. Molti scali stanno installando impianti fotovoltaici sui magazzini e sulle infrastrutture portuali per produrre energia pulita destinata alle attività operative. Particolare rilevanza assume il sistema di cold ironing, noto anche come shore power, che consente alle navi ormeggiate di spegnere i motori ausiliari e collegarsi alla rete elettrica del porto. Questa soluzione riduce significativamente le emissioni atmosferiche, l’inquinamento acustico e il consumo di combustibili fossili nelle aree portuali. Parallelamente, si stanno sviluppando infrastrutture dedicate all’utilizzo di carburanti alternativi come idrogeno verde, ammoniaca e biocarburanti avanzati, considerati fondamentali per la decarbonizzazione del trasporto marittimo nei prossimi decenni. Benefici economici e ambientali La trasformazione dei porti in hub sostenibili produce vantaggi che vanno oltre la tutela ambientale. L’aumento dell’efficienza operativa comporta una riduzione dei costi logistici e una maggiore competitività per le imprese che utilizzano i servizi portuali. Dal punto di vista territoriale, i porti sostenibili contribuiscono a migliorare la qualità dell’aria nelle aree urbane limitrofe, riducendo l’esposizione della popolazione agli inquinanti atmosferici. Inoltre, gli investimenti in tecnologie verdi e infrastrutture innovative favoriscono la creazione di nuove competenze professionali e opportunità occupazionali nel settore della blue economy. Il porto del futuro non sarà soltanto un luogo di transito delle merci, ma un vero e proprio hub intelligente e sostenibile, capace di integrare innovazione tecnologica, efficienza logistica e responsabilità ambientale. Grazie all’intermodalità, alla digitalizzazione dei processi e all’utilizzo di energie rinnovabili, i porti possono diventare protagonisti della transizione verso un sistema dei trasporti a basse emissioni di carbonio. La loro evoluzione rappresenta una sfida strategica per garantire uno sviluppo economico sostenibile e una maggiore resilienza delle catene logistiche globali. Abele Carruezzo

14 giugno 2026 – 07:00 – Sembra prendere forma il progetto di un sistema di porti nel Nord Adriatico utilizzati dall’Italia e dall’Unione Europea per lo stoccaggio delle materie prime critiche e delle terre rare. Non sarà Trieste, ma Porto Marghera il polo principale, affiancata da Ravenna, dall’interporto di Verona e dallo scalo giuliano. Si era già parlato del progetto tanto a livello governativo, quanto europeo; allo stesso modo però si è discusso di tanti altri progetti come l’utilizzo dello scalo come stock di idrogeno verde, come centro per la trasmissione dati via cavi sottomarini e (davvero tanto) come snodo del grano dall’Ucraina. Se nessuno di questi progetti si è mai concretizzato, lo scenario delle terre rare sembra avere quantomeno la prova sostanziale di una visita a Porto Marghera da parte del Ministro delle Imprese e del Made in Italy Adolfo Urso insieme al vicepresidente esecutivo della Commissione europea per la Prosperità e la Strategia industriale Stéphane Séjourné; nell’occasione è stato annunciato che i lavori potrebbero partire in autunno in un’area già individuata, di proprietà ENI, destinata pertanto ad accogliere questo materiale singolarmente prezioso, del quale l’Europa è povera e la Cina ricca. Il deposito a sua volta sarà l’ingranaggio di un meccanismo logistico del quale faranno parte anche Trieste, Ravenna e l’interporto di Verona. Le terre rare si sposteranno infatti via ferrovia verso l’entroterra, tramite il Brennero. Inoltre l’idea è di sottoporre a lavorazione i materiali strategici, preparandoli all’utilizzo in coesione con la miniera di Tassullo nel Trentino. Come già osservato con riferimento ai porti nord Adriatici, il concorrente rimane il Nord, in special modo Rotterdam. In ogni caso non può non essere conveniente per l’Unione Europea disporre di molteplici siti di stoccaggio di terre rare, specie considerando la ricchezza di collegamenti trasportistici e ferroviaria che, dal Nord Est, si sviluppano verso il ventre austro-tedesco. “L’Italia è in campo con un progetto di sistema per rafforzare il proprio ruolo nelle nuove catene del valore europee”, ha dichiarato il ministro Urso. “Per posizione geografica, infrastrutture e forza manifatturiera, il Nord-Est può rappresentare una porta d’accesso strategica per le materie prime critiche necessarie all’industria europea, garantendo approvvigionamenti rapidi e sicuri al cuore produttivo del continente. In questo quadro Porto Marghera, insieme agli altri siti, rappresenta una piattaforma logistica e industriale naturale, inserita in un ecosistema già attivo nel riciclo, nella trasformazione e nelle nuove filiere tecnologiche. È su questa capacità di sistema che l’Italia intende contribuire alla sicurezza degli approvvigionamenti e all’autonomia industriale europea”, ha concluso. “La sovranità europea sulle materie prime critiche non si costruisce soltanto attraverso obiettivi: si costruisce con azioni concrete”, ha dichiarato il Vicepresidente Séjourné. “La candidatura italiana con il progetto pilota – ha aggiunto – è un’iniziativa particolarmente interessante, perché mette infrastrutture e competenze nazionali al servizio dell’intera Europa”. “La coalizione dei volenterosi, di cui l’Italia fa parte, rappresenta già di per sé una tappa fondamentale per radicare in modo duraturo la nostra politica di indipendenza, resilienza e solidarietà nel settore delle materie prime critiche”, ha concluso. Articolo di Zeno Saracino

Search across reports, market insights, and blog stories. The maritime sector may need topool its fuel requirementswith those of other industries to accelerate the production of low- and zero-emission fuels, according to a report from ENGINE. Daniel Bischofberger, CEO ofAccelleron, argued that vessel technology is no longer the primary obstacle to adopting zero- and near-zero-emission fuels. He pointed out that many fuel projects struggle to secure final investment decisions because demand from a single industry is often inadequate to mitigate investment risks and ensure viable project economics. Bischofberger proposed that shipping should collaborate with sectors like aviation, steel, cement, agriculture, and power generation to increase fuel demand. He emphasized that evidence indicates such projects typically fail when pursued in isolation but succeed through cross-sector coordination. Some fuel developers are already adopting this strategy. German e-fuel producer Ineratec targets aviation and chemical clients in addition to shipping. Denmark's European Energy has signed e-methanol offtake agreements with customers including A.P. Moller-Maersk, toy manufacturer LEGO, and pharmaceutical firmNovo Nordisk. South African project developer Green eFuels Producers intends to supply e-methanol from its forthcoming facility to power ships, vehicles, and chemical plants. Denmark'sSkovgaard Energyhas designated green ammonia from its Ramme facility for both maritime and agricultural use. Cross-industry collaborations among fuel consumers are also starting to form. Earlier this year, Mitsui O.S.K. Lines (MOL) entered a strategic partnership with ITOCHU to advance broader transport decarbonization through Environmental Attribute Certificates (EACs) using alternative fuels. Their clients can reduce Scope 3 emissions by purchasing EACs. MOL characterized the agreement as a novel decarbonization model linking the shipping and aviation sectors. In an April report, Accelleron observed that hydrogen and other e-fuel projects in the ports of Singapore, Yokohama, Busan, and Shanghai are progressing as part of national industrial and energy decarbonization strategies. The report added that demand from power generation, chemicals, and heavy industries will support these facilities alongside shipping. It stated that a supply-demand dynamic architecture for hydrogen and e-fuels is emerging, with ports leveraging their strengths to act as producers, connectors, receivers, or export sources. Christoph Rofka, president of Accelleron's medium and low speed products division, said this approach can enhance the economics of fuel projects. Hitoshi Nakamura, director in the City of Yokohama's port division, noted that ports can foster cross-sectoral collaboration through policy and financial support. The City of Yokohama is partnering with Japan's national government andMizuho Bankto offer low-interest financing for companies adopting low- and zero-emission fuels and renewable energy across transport, logistics, and industrial activities in the port area. The Port of Yokohama is also coordinating with neighboring Kawasaki City to align regional supply of low- and zero-emission fuels with industrial energy demand. A 2022 report from the World Economic Forum indicated that inter-industry cooperation can also speed up the energy transition by sharing expertise, experience, and technological knowledge. It remains uncertain whether this approach will become a defining characteristic of shipping's fuel transition. However, as fuel developers, ports, and shipowners seek ways to improve project economics, cross-sector demand aggregation could offer a pathway to scaling green hydrogen and e-fuels. In other alternative fuel developments this week,Egypt is investigatingthe bunkering of low- and zero-emission fuel in its ports under the IMO's GreenVoyage2050 program. Egyptian authorities have evaluated the feasibility of establishing low- and zero-emission fuel production, storage, and bunkering infrastructure at the ports of Ain Sokhna, Alexandria, Damietta, Dekheila, and East Port Said. The results will be presented at a later date. Brazil, Norway, and the Netherlands have held discussions about a green shipping corridor between Brazil's Port of Vila do Conde and Norway's Port of Karmoy. Another corridor was considered between the Brazilian ports of Santos and Pecem and the Dutch Port of Rotterdam. Low- and zero-emission fuels under consideration include FAME-based biofuels, ammonia, and methanol. Shipowner Acta Marine has taken delivery of its third dual-fuel construction service operation vessel (CSOV) in a series of four. The Acta Gemini is equipped with a methanol dual-fuel main engine, allowing it to operate on both methanol and conventional marine fuels. A nuclear propulsion system for a cargo vessel, developed by a consortium from the Massachusetts Institute of Technology (MIT), has received approval in principle from classification society American Bureau of Shipping (ABS). Making Data-Driven Decisions to Grow Your Business A Quick Overview of Market Performance Understanding the Current State of The Market and its Prospects Finding New Products to Diversify Your Business Choosing the Best Countries to Establish Your Sustainable Supply Chain Choosing the Best Countries to Boost Your Export The Latest Trends and Insights into The Industry The Largest Import Supplying Countries The Largest Destinations for Exports The Largest Producers on The Market and Their Profiles The Largest Markets And Their Profiles Instant access. No credit card needed. Online access to 2M+ reports, dashboards, and tables. 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B100 and LBM pooling values tumble by $100–175/mt Dutch ZRE A tickets decline €10/mtCO2e Singapore B100 flips back to discount 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 from the past week. ENGINE-assessed FuelEU Maritime pooling values for B100 and liquefied biomethane (LBM) on EU-EU voyages have fallen sharply over the past week. OceanScore's FuelEU Pooling Index has declined by €32/mtCO2e ($37/mtCO2e) over the same period. The drop has reduced B100's potential pooling value by $107/mt to $531/mt. LBM's potential pooling value has fallen by an even greater $149–174/mt to $737–864/mt, depending on engine type and methane slip. Lower pooling values have also weakened the fuels' overall affordability against some conventional fuels on EU-EU voyages. B100's discount to HSFO in Rotterdam has narrowed by $46/mt to just $1/mt, and its discount to VLSFO has narrowed by $45/mt to $104/mt. But its discount to LSMGO has widened slightly by $4/mt to $432/mt, following a sharp increase in LSMGO prices. LBM's discounts to LSMGO have narrowed by $92–122/mt to $667–865/mt, while its discounts to LNG have narrowed by $129/mt to $415–422/mt over the past week. Meanwhile in Singapore, B100 has flipped to a $79/mt discount to LSMGO for EU-nonEU voyages, after briefly rising to a $44/mt premium over LSMGO the week prior. Liquid fuels Rotterdam's HSFO and VLSFO prices have risen by $9-10/mt over the past week. A $24/mt increase in front-month ICE Brent futures has supported bunker prices, but a $15/mt decline in EU ETS costs has capped further gains. Rotterdam's B100 price has climbed by $54/mt during the same period. A €10/mtCO2e drop in Dutch ZRE A ticket prices has added some upward pressure to B100 prices. Singapore’s VLSFO price has increased by $16/mt, while its LSMGO price has shot up by $101/mt over the past week. In contrast, the port's B100 price has fallen by $22/mt during the same period. Liquid gases Rotterdam's LNG bunker prices have risen by $22–51/mt over the past week. $16–17/mt increases in estimated EU ETS costs for LNG, combined with $1–26/mt reductions in FuelEU pooling values, have added upward pressure to prices. The impact of lower pooling values has been greatest for vessels fitted with low-methane-slip diesel slow speed engines. The port's LBM prices have increased by even steeper $151–180/mt, depending on engine type. Singapore's LNG prices have risen by $21–36/mt over the past week. By Konica Bhatt Please get in touch with comments or additional info to news@engine.online

Posted toMaritime Reporter(byIgus)onJune 7, 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 problem. 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 problem. 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 →

posted by AJOT|Jun 02 2026at 12:04 PM |Ports & Terminals PortXchange’s EmissionInsider Carbon Insight Suite has been shortlisted in the Breakbulk Green World Awards. The Breakbulk Green World Awards recognise initiatives focused on sustainability and environmental leadership in the maritime industry, with PortXchange’s product making the shortlist in the Best Digital Solution Sustainability category. Considering the major role the breakbulk industry now plays in the fight to reduce emissions in maritime, the shortlisting of Carbon Insight Suite is highly significant for the sector. Breakbulk shipping is indispensable for transporting massive components critical for sustainable infrastructure projects. The industry's adoption of eco-friendly technologies, such as LNG-powered vessels, and strategies like slow steaming and advanced filtration systems, significantly reduces greenhouse gas emissions and contributes to the maritime industry's decarbonisation efforts. Sjoerd de Jager, Managing Director and Co-Founder of PortXchange, said: “We are delighted that EmissionInsider Carbon Insight Suite has gained further recognition through its shortlisting in the Breakbulk Green World Awards. “We have always focused on helping ports access accurate emissions data which has traditionally been scattered across multiple systems, while presenting it in a way that supports quicker operational decisions. “There is growing pressure across the industry to measure and report emissions more accurately, and we want to make that process easier for operators.” Carbon Insight Suite is an enhanced version of EmissionInsider’s tracking platform and represents a further step towards consistent maritime emissions reporting standards. EmissionInsider goes beyond helping ports measure and manage their own emissions, enabling them to take a more active role in visualising and reducing emissions across the supply chain. Scope 3 emissions data in ports has often been fragmented, inconsistent and difficult for cargo owners to access clearly. EmissionInsider helps make that information measurable and easier to report. As a result, ports can take a more active role in emissions transparency. Cargo owners gain clearer visibility when making routing, modal and operational decisions. Ports and shippers can work from the same emissions data rather than assumptions. By providing accurate, standardised and real-time emissions data across vessels, trucks, rail and terminal operations, the platform allows ports to provide Emissions reports to breakbulk shippers and help them to actively reduce their Scope 3 emissions. PortXchange says that by providing accurate, real-time emissions data and supporting collaboration across ports, shippers and logistics partners, EmissionInsider Carbon Insight Suite helps operators act on emissions data more effectively. This is not the first time PortXchange has been recognised for its innovations. In December 2025 it won the European DIGITAL SME Award: Green Category, noting EmissionInsider as one of Europe’s leading digital innovations for port decarbonisation. In 2024, the company received the Technology of the Year Award from the Maritime Decarbonisation Awards. In 2023, EmissionInsider won the NAMEPA Award for Environmental Innovation. The winners will be announced in Rotterdam at the Breakbulk Europe Welcome Reception on 16 June 2026.

Search across reports, market insights, and blog stories. The CMA CGM Notre Dame, recognized as the largest containership currently sailing under the French flag, recently completed itsmaiden call at the Port of Singapore. This information comes from Container News. The vessel, which has a capacity of 24,212 TEU and is powered by LNG, began its first commercial voyage from Shanghai. It is scheduled to continue toward France and Europe in early July, with an official naming ceremony set to take place in Le Havre on July 2. Measuring 400 meters in length, 62 meters in width, and 75 meters in height, the CMA CGM Notre Dame is the first in a series of ten 24,212 TEU LNG-powered vessels registered under the French International Register (RIF). The ship incorporates advanced artificial intelligence, digital navigation, and energy-efficiency technologies aimed at improving operational performance and supporting maritime decarbonization. The vessel operates on CMA CGM's French Asia Line (FAL), a strategic service linking Asia and Northern Europe. Its rotation covers a cycle of approximately 102 days, with calls at Ningbo, Shanghai, Yantian, Singapore, Le Havre, Rotterdam, Hamburg, and Tangier Med. The FAL is considered one of the world's main trade corridors and is vital for supplying European economies. The decision to register the entire series under the French flag was announced in November 2025. This move is accompanied by the recruitment of 135 French seafarers trained specifically to operate the ten vessels. The maiden call reinforces CMA CGM's strategic presence in Singapore across shipping, logistics, and maritime decarbonization, in partnership with the Maritime and Port Authority of Singapore (MPA) and regional stakeholders. Rodolphe Saade, chairman and chief executive officer of the CMA CGM Group, stated that the vessel represents a new generation combining scale, technology, and environmental responsibility, reflecting the group's long-term commitment to the energy transition and global trade support. Making Data-Driven Decisions to Grow Your Business A Quick Overview of Market Performance Understanding the Current State of The Market and its Prospects Finding New Products to Diversify Your Business Choosing the Best Countries to Establish Your Sustainable Supply Chain Choosing the Best Countries to Boost Your Export The Latest Trends and Insights into The Industry The Largest Import Supplying Countries The Largest Destinations for Exports The Largest Producers on The Market and Their Profiles The Largest Markets And Their Profiles Instant access. No credit card needed. Online access to 2M+ reports, dashboards, and tables. Trusted by Fortune 500 teams.

posted by AJOT|Jun 01 2026at 12:51 PM |Maritime|Liner Shipping The CMA CGM Group marks the maiden call of the CMA CGM NOTRE DAME in Singapore, a new-generation liquefied natural gas (LNG)-powered vessel and the largest containership currently operating under the French flag. Following the start of its maiden commercial voyage in Shanghai, China, the vessel is now calling Singapore before continuing its journey to France and Europe in early July. With this vessel, CMA CGM continues the modernization of its fleet and reaffirms its commitment to the energy transition of maritime transport, while strengthening its capacity to support the growth of global trade. With 400 meters long, 62 meters wide, and 75 meters high, the CMA CGM NOTRE DAME is designed to carry up to 24,212 containers (TEU). Deployed on the French Asia Line (FAL), the Group’s strategic service connecting Asia and Europe, the vessel operates on a rotation of approximately 102 days, calling at ports including Ningbo, Shanghai, Yantian, Singapore, Le Havre, Rotterdam, Hamburg and Tangier Med. This route is one of the world’s main trade corridors and plays a key role in supplying European economies. A Strategic Choice for CMA CGM The CMA CGM NOTRE DAME is registered under the French International Register (RIF), as will be the entire series. This strategic decision, announced in November 2025 by Rodolphe Saadé, Chairman and Chief Executive Officer of the CMA CGM Group, is accompanied by the recruitment of 135 French seafarers trained to operate these ten vessels. A New Generation of More Efficient and Lower-Emission Vessels The CMA CGM NOTRE DAME embodies a new generation of LNG-powered containerships combining scale, performance and energy efficiency, fully aligned with the Group’s ambition to achieve Net Zero Carbon by 2050. Beyond its LNG propulsion system, the vessel incorporates equipment designed to reduce its environmental footprint throughout operations, including an aerodynamic windshield system that lowers energy consumption and an 18,600 m³ LNG tank ensuring autonomy on Asia-Europe routes. It also features smart energy-management solutions, particularly for powering and ventilating refrigerated containers, with a capacity of 1,600 reefer plugs. Its architecture has also been optimized to increase carrying capacity by 280 containers without increasing the vessel’s dimensions. A Fully Digitalized Bridge and Next-Generation Navigation Tools The CMA CGM NOTRE DAME integrates a range of cutting-edge technologies and artificial intelligence solutions to enhance operational performance. Its fully digitalized bridge provides crews with real-time navigation tools enhanced by augmented reality systems. Advanced trajectory prediction systems and 360-degree visualization capabilities further improve maneuvering safety, particularly during port operations. Embedded artificial intelligence helps optimize routes, adjust speed and control the vessel’s energy consumption. These systems are supported by CMA CGM’s Fleet Centers located in Marseille, Miami and Singapore, which continuously monitor the global fleet and support crews in operational decision-making. A Highly Qualified Crew at the Heart of Operations The CMA CGM NOTRE DAME is operated by a crew of around 30 highly specialized seafarers under the command of Captain Nicolas Le Scornet. Designed for long-haul rotations, the vessel offers living conditions adapted to life at sea, including modern personal spaces, high-performance permanent connectivity and facilities dedicated to crew comfort. Each seafarer directly contributes to the safety of the vessel, the quality of navigation and operational continuity, in an environment where technical excellence goes hand in hand with strong team spirit. A Series of 10 Vessels Showcasing French Excellence Worldwide The CMA CGM NOTRE DAME inaugurates a series of 10 vessels named after emblematic landmarks of French heritage. They will be delivered between 2026 and 2028 and progressively deployed across the world’s major maritime trade routes. A Public Inauguration Ceremony in Le Havre on July 2 An inauguration ceremony for the CMA CGM NOTRE DAME will take place in Le Havre on July 2, upon the vessel’s arrival in France. An emblematic maritime tradition, the inauguration of a ship officially marks its entry into service and symbolizes protection, transmission and attachment to the maritime world. The event will provide an opportunity for the public to celebrate the arrival of the largest containership operating under the French flag. Singapore, a Strategic Hub for CMA CGM’s Maritime, Logistics and Decarbonization Activities in Asia Present in Singapore for more than 35 years, the CMA CGM Group has established the city-state as one of its key strategic hubs in Asia, reflecting the Group’s long-term commitment to the region through a strong presence across shipping, logistics, innovation and maritime decarbonization initiatives. Leveraging Singapore’s position as one of the world’s leading maritime and transshipment hubs, the Group operates an extensive network of long-haul and intra-Asia services connecting Asia with Europe, the Middle East, Africa, Oceania and the Americas, supported by major regional activities through CMA CGM, ANL, CNC, APL and CEVA Logistics. From a maritime perspective, Singapore plays a central role in the deployment of the Group’s next-generation dual-fuel fleet and low-carbon shipping solutions. CMA CGM continues to strengthen its partnerships with the Maritime and Port Authority of Singapore (MPA), energy providers and regional stakeholders to accelerate the development of sustainable shipping, alternative fuels and digital innovation. In recent years, the Group and MPA have expanded their cooperation on maritime decarbonization and innovation initiatives, reinforcing Singapore’s role as a leading global hub for the energy transition of the shipping industry. In parallel, CMA CGM is also contributing to Singapore’s innovation ecosystem through ZEBOX Asia Pacific, which supports startups and collaborative projects focused on more sustainable, smarter and more resilient maritime transport and logistics solutions.

Rotterdam B100 discounts to conventionals narrow again Singapore LNG remains costlier than VLSFO LNG-LBM spreads narrow around $60/mt in Rotterdam 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 from the past week. B100’s discounts to conventional fuels in Rotterdam have narrowed yet again, as conventional fuel prices have dropped for a second straight week. B100’s discount to HSFO has narrowed by $116/mt to $47/mt. B100's discounts to VLSFO and LSMGO have narrowed by $88/mt and $124/mt to $149/mt and $428/mt, respectively. Rotterdam’s B100 price has flipped from a $31/mt discount to an $8/mt premium over LNG when consumed in an Otto medium speed (Otto MS) engine. It should be noted that in practice, B100 and LNG are typically used by different vessel types and do not necessarily compete with each other. Singapore's LNG premiums over VLSFO have narrowed from $66/mt to $42/mt for Otto MS engines, and from $187/mt to $152/mt for diesel slow speed engines. Estimated EU ETS costs for using conventional fuels and LNG between EU-EU ports have increased by $10/mt in the past week. Liquid fuels Rotterdam’s conventional fuel prices have dropped by $33-69/mt over the week. In the same period, its B100 price has gained $55/mt, significantly reducing B100’s discounts to conventional fuels for yet another week. Dutch ZRE A tickets have remained unchanged at €120/mtCO2e ($409/mtB100) this week. Singapore’s conventional fuel prices have declined by $6-28/mt in the past week, while its B100 has edged lower by $3/mt. B100’s premiums over HSFO and VLSFO in Singapore have widened by $3-6/mt to $256-416/mt, and its premium over LSMGO has widened by $25/mt to $44/mt. Liquid gases Rotterdam’s LNG bunker prices have gained $16-18/mt in the past week, depending on the engine type. LNG’s discounts to LSMGO in Rotterdam have narrowed by $85-87/mt in the past week, to $216-436/mt. On the other hand, Rotterdam’s LBM prices have slipped by $39-41/mt. Depending on the engine, LBM-LNG spreads have widened by $57/mt, to $543-551/mt. Singapore’s LNG prices have dropped $38/mt, slightly widening its discounts to LSMGO in the port. A 11% decline in LNG bunker premiums, which dropped from around $240/mt to $214/mt, has added some downward pressure on the price. By Konica Bhatt Please get in touch with comments or additional info to news@engine.online

Rabat– The global transition in maritime energy now revolves around a narrow set of large port hubs that combine logistics depth, industrial capacity, safety systems, and regulatory readiness. That is the assessment of Lloyd’s Register, whicharguesthat ports with established bunkering systems and strong industrial links will be the first to scale low-emission and zero-emission marine fuels. Within this framework, Singapore and the ARA corridor, including Rotterdam, Antwerp, and Amsterdam, stand out as early reference points for green methanol and green ammonia supply chains. Other hubs across Europe, Asia, and the Middle East also appear in the first wave of potential adopters, reflecting a widening but still selective geography of energy transition in shipping. Tanger Med enters the early transition map Tanger Med appears in the report as a notable case within this global shift. Lloyd’s Register suggests the port may benefit from an early position in the maritime fuel transition, driven by geography and regulatory exposure. Its location along major East-West shipping corridorsgivesit direct access to some of the world’s busiest maritime routes. At the same time, its proximity to Europe places it within the orbit of tightening environmental rules that now shape shipping costs and route planning. EU carbon rules reshape port competitiveness A decisive factor in the analysis is the port’s classification as a “neighboring transshipment port” under the framework of the EU Emissions Trading System (EU ETS). This status increases the sensitivity of operations linked to European trade, as shipping companies face rising costs tied to carbon emissions. As a result, fuel strategy is no longer a purely technical choice. It has become a financial calculation. Operators now weigh the cost of carbon exposure against the availability of cleaner fuel alternatives across key ports. From cargo hubs to energy nodes The report underlines a broader transformation in the role of ports. The most competitive hubs are no longer defined only by cargo handling capacity but also by their ability to integrate fuel supply systems linked to decarbonization. In this context, ports that canofferalternative fuels or related services gain a stronger position in attracting global shipping lines, particularly on routes tied to Europe. Tanger Med is placed among the ports that could integrate into this new model earlier than others in its region. Investment momentum in alternative fuels Lloyd’s Register identifies at least 127 projects focused on synthetic fuels with potential use in maritime transport. Most of these projects remain at an early stage, with limited progress toward final investment decisions. A significant share of this activity is concentrated in the Middle East and North Africa region, particularly along strategic corridors such as the Red Sea, the Arabian Sea, and the Suez Canal. The report notes a clear tendency toward integrating fuel production within port and industrial zones rather than relying on distant supply chains, marking a structural shift in how maritime energy systems are designed. Structural advantages shape future positioning Tanger Med’s potential advantage does not rest solely on geography. Its connection to the European regulatory environment gives it early exposure to carbon pricing mechanisms that are increasingly shaping global trade flows. This proximity may accelerate demand for alternative fuel services from operators serving European markets. In practical terms, the port sits closer than many competitors to the regulatory frontier that is redefining maritime economics. Outlook The maritime fuel transition is still in its early phase, with most large-scale projects yet to reach financial closure. However, the direction is becoming clearer: a small number of global hubs will likely anchor the new fuel economy. Within that emerging map, Tanger Medappearsas one of the few African ports positioned for early integration into alternative fuel supply chains, shaped by both its infrastructure base and its exposure to Europe-driven climate policy. This combination places it at an important intersection of trade flows and energy transformation, where the next phase of maritime competition is likely to unfold.

Chile parece atrapado en una falsa dicotomía: elegir entre el dinamismo económico o la protección de su patrimonio natural. La reciente aprobación de la expansión del Puerto Exterior de San Antonio es el síntoma más reciente de esta tensión. Para que Chile crezca, aumente sus cifras de empleo y se inserte en una economía global, el progreso debe incorporar la sostenibilidad como pilar. Por ello, lo que sorprende en el caso particular del Puerto de San Antonio no es su ampliación, sino la falencias ambientales del proyecto que se acaba de aprobar. Ahí están los datos, a vista de todos. El Informe Consolidado de Evaluación (ICE) y los pronunciamientos de las propias instituciones del Estado desnudan las debilidades de la evaluación del proyecto aprobado. El fenómeno de la acreción —la acumulación progresiva de arena provocada por el nuevo molo de abrigo— impactará directamente las dinámicas costeras del Santuario de la Naturaleza Río Maipo (administrado por la Fundación Cosmos), pero el titular lo ha declarado como un impacto No-significativo porque para 2050, las alteraciones posibles serían “responsabilidad” del Cambio Climático más que del proyecto. La Municipalidad de Santo Domingo y diversos servicios públicos levantaron alertas explícitas: el diseño actual amenaza con aumentar los eventos de cierre de la desembocadura del río, alterando un ecosistema vital para la avifauna nativa y migratoria; amenazas que no fueron consideradas en ningunas de las Adendas y tampoco en el ICE. Se ha pretendido evaluar los efectos de manera aislada, ignorando la evidente conectividad biológica e interdependencia que existe entre el humedal Lagunas de Llolleo y la desembocadura del río, un vínculo que incluso el Tribunal Ambiental de Santiago ya ratificó a inicios de este año. El estándar exigido debió ser máximo, dada la vulnerabilidad de la zona. En su lugar, se obtuvo una aprobación que minimiza las advertencias técnicas. ¿Es este el estándar de excelencia que debe tener nuestra institucionalidad ambiental? En resumen, el proceso de Evaluación de Impacto Ambiental de este proyecto ha sido largo (más de seis años, cuatro de los cuales por suspensiones del titular del proyecto, y tres Adendas) y no logró dar certezas sobre alguna de las observaciones más importantes respecto de su impacto en el estuario del río Maipo y el proyecto no ha mejorado significativamente. La pregunta de fondo es ¿por qué debemos resignarnos a un desarrollo a medias? ¿Por qué no podemos aspirar a los estándares de los países desarrollados que combinan de forma armoniosa la infraestructura portuaria con la preocupación por el medioambiente? El Puerto de Rotterdam, el más grande de Europa, opera en estrecha convivencia con reservas naturales y estrictos programas de monitoreo de avifauna mediante el uso de infraestructura verde. El puerto de Vancouver destaca por sus medidas para proteger a las especies locales y reducir la contaminación acústica para resguardar a los mamíferos marinos. El puerto de Cartagena en España es el primer puerto del mundo en ser admitido como miembro de la Unión Internacional para la Conservación de la Naturaleza (UICN) por su contribución a la protección de la biodiversidad marina y eficiencia energética. En el mundo desarrollado, la naturaleza no es un obstáculo para el diseño de ingeniería; es una variable central del proyecto y la garantía de resiliencia climática para sus comunidades. La prisa de la aprobación pareció ignorar que el bienestar socioambiental también sostiene el valor de nuestra economía a largo plazo. Renunciar a la rigurosidad técnica para acelerar una inversión es un precio excesivo que no tenemos por qué pagar. Chile cuenta con las herramientas y el capital humano para generar proyectos de alto estándar; lo que falta es voluntad para que las cosas se hagan con dicho estándar. Nos merecemos un gran puerto, pero también nos merecemos los humedales que lo rodean. Ambas metas, en pleno siglo XXI, son compatibles y deseables. Por Sylvia Eyzaguirre, Directora Fundación Cosmos e investigadora del Centro de Estudios Públicas.

Contributo Avv. Ammiraglio Rosario Marchese * * Consigliere del Ministro delle Politiche del Mare La riforma della portualità italiana, imperniata sulla nascita di Porti d’Italia S.p.A., rappresenta uno dei più importanti tentativi di modernizzazione del sistema logistico nazionale degli ultimi decenni. Tale struttura si inserisce in un contesto internazionale profondamente mutato, nel quale i porti non sono più semplici infrastrutture di approdo e movimentazione merci, ma piattaforme strategiche integrate, capaci di incidere sulla competitività industriale, energetica e tecnologica di un Paese. Il sistema portuale italiano, pur essendo tra i più rilevanti d’Europa per traffico marittimo e posizione geografica, continua infatti a soffrire di frammentazione amministrativa, disomogeneità infrastrutturale e lentezza decisionale. La proposta di istituire una governance unitaria attraverso Porti d’Italia S.p.A. nasce proprio dall’esigenza di superare questi limiti storici, introducendo una regia nazionale capace di coordinare investimenti, innovazione tecnologica e pianificazione strategica. L’elemento più innovativo della riforma consiste nella trasformazione del sistema portuale da insieme di realtà autonome e spesso concorrenti tra loro a vera e propria “rete nazionale integrata”. In tale prospettiva, il porto non viene più considerato come un’infrastruttura locale, ma come nodo di una filiera logistica europea e mediterranea. Questo approccio consentirebbe all’Italia di presentarsi con una sola voce nei tavoli internazionali, rafforzando il proprio ruolo geopolitico nel Mediterraneo e lungo le direttrici commerciali euro-asiatiche. La riforma, inoltre, si collega direttamente alla visione del cosiddetto “Porto 6.0”, modello strategico sviluppato in Italia da SRM (Studi e Ricerche per il Mezzogiorno) che definisce gli scali marittimi moderni non più come semplici punti di sbarco, ma come veri e propri hub tecnologici, energetici ed ecologici. Tale modello considera il porto come un ecosistema tecnologico avanzato, nel quale convergono digitalizzazione, intelligenza artificiale, sostenibilità ambientale e innovazione industriale. Le quattro direttrici strategiche individuate risultano particolarmente coerenti con la nuova governance proposta, già attuata nel porto di Taranto, considerato un porto 6.0: Digitalizzazione dei processi: l’adozione generalizzata dei Port Community System (PCS), dei digital twin e di piattaforme interoperabili consentirebbe una drastica riduzione dei tempi burocratici e logistici, aumentando l’efficienza operativa dei porti italiani. Automazione e robotica: la gestione centralizzata potrebbe favorire standard comuni nell’impiego di sistemi automatizzati, robotica subacquea, manutenzione predittiva e tecnologie smart per la sicurezza e l’efficienza delle infrastrutture. Intelligenza artificiale: l’utilizzo dell’AI e della computer vision permetterebbe di migliorare il monitoraggio del traffico, la sicurezza portuale, la manutenzione e il controllo ambientale, seguendo modelli già adottati a Rotterdam e Anversa. Sostenibilità ambientale: Porti d’Italia S.p.A. potrebbe diventare il soggetto attuatore di una grande strategia nazionale “green”, coordinando cold ironing, energie rinnovabili, monitoraggio ambientale smart e carburanti alternativi in linea con il Green Deal europeo e con il regolamento FuelEU Maritime. Sotto il profilo economico, la riforma potrebbe produrre effetti significativi: maggiore certezza regolatoria, riduzione della frammentazione contrattuale, capacità di attrarre capitali privati e sviluppo di partenariati pubblico-privati più solidi. Inoltre, una governance unitaria permetterebbe di programmare gli investimenti infrastrutturali con logiche industriali di lungo periodo, superando la dispersione delle risorse e le duplicazioni progettuali. Particolarmente interessante è il richiamo ai modelli internazionali di riferimento: da un lato il sistema spagnolo di Puertos del Estado, caratterizzato da forte coordinamento statale; dall’altro il modello manageriale-industriale del Porto di Rotterdam. La proposta italiana sembra voler coniugare entrambe le esperienze, creando una struttura pubblica ma orientata a criteri industriali, competitivi e finanziariamente sostenibili. Tuttavia, la vera sfida della riforma non sarà soltanto organizzativa, ma culturale e strategica. Perché Porti d’Italia S.p.A. possa realmente rappresentare un salto di qualità, sarà necessario evitare il rischio di una mera centralizzazione burocratica. La governance unitaria dovrà invece essere accompagnata da autonomia gestionale, meritocrazia manageriale e forte integrazione con i territori. In questa prospettiva, una proposta innovativa potrebbe essere la creazione di una “Agenzia Nazionale per l’Innovazione Portuale e la Blue Economy”, collegata a Porti d’Italia S.p.A., con tre missioni principali: Coordinare ricerca e sviluppo su intelligenza artificiale, cybersecurity, automazione, digitalizzazione e smart logistics, creando standard tecnologici comuni per tutti i porti italiani. Sviluppare incubatori tecnologici nei retroporti trasformando le aree portuali in poli di innovazione dedicati a blue economy, energie rinnovabili, robotica marina e logistica avanzata. Attrarre investimenti internazionali nella transizione energetica marittima, nei carburanti green, nell’idrogeno, nella digitalizzazione e nelle infrastrutture strategiche del Mediterraneo. Questa struttura potrebbe trasformare i porti italiani in veri hub di innovazione mediterranea, integrando università, centri di ricerca, startup e imprese logistiche. La finalità strategica sarebbe quella di creare un vero “Sistema Italia del Mare”, capace di competere con i grandi modelli internazionali come Rotterdam, Singapore e Pireo, rafforzando il ruolo geopolitico ed economico dell’Italia nel Mediterraneo A questa proposta la creazione di una “Carta Nazionale dei Green Ports”, con obiettivi ambientali misurabili e premialità economiche per gli scali più virtuosi in termini di decarbonizzazione, efficienza energetica e riduzione delle emissioni, sarebbe di grande impatto, Ogni porto verrebbe valutato attraverso indicatori precisi, come: riduzione delle emissioni di CO₂; utilizzo di energie rinnovabili; elettrificazione delle banchine (cold ironing); efficienza energetica; qualità dell’aria e delle acque; utilizzo di carburanti green; digitalizzazione dei controlli ambientali. I porti più virtuosi riceverebbero: incentivi economici; priorità nei finanziamenti pubblici ed europei; agevolazioni fiscali; maggiore attrattività per investitori e compagnie marittime. L’obiettivo è creare una competizione positiva tra gli scali italiani, accelerando la transizione ecologica del sistema portuale nazionale e rendendo l’Italia un modello mediterraneo di portualità sostenibile. In conclusione, la riforma di Porti d’Italia S.p.A. non rappresenta soltanto una revisione amministrativa del sistema portuale, ma può diventare il motore di una nuova politica industriale marittima nazionale. Se accompagnata da innovazione tecnologica, sostenibilità ambientale e visione strategica, essa potrà trasformare i porti italiani da semplici punti di transito a protagonisti della competitività europea e mediterranea del XXI secolo. 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

Search across reports, market insights, and blog stories. ThePort of Rotterdamhas hosted what is being described as a groundbreaking bunkering operation, involving ethanol and methanol for the first time. This development was reported by The Maritime Executive. Singapore-based shipping firm X-Press Feeders collaborated with the consultancy METHANAVE to test the bunkering of a blended fuel on the container ship Eco Levant. The operation took place at thePort of Rotterdamand marked the first instance of a bunker vessel supplying ethanol to a seagoing ship. Maersk has also been experimenting with ethanol on its methanol dual-fuel feeder vessel Laura Maersk, while engine makers WinGD and Everllence have announced progress in adapting engines to run on ethanol. The Eco Levant, which is 148 meters long and was built in 2024, sails under the French flag. It is adual-fuel vesseldesigned to operate on green methanol, enabling a reduction in greenhouse gas emissions of up to 65 percent. The trial involved delivering and bunkering a marine fuel blend containing 10 percent ethanol and 90 percent methanol under controlled conditions. Although methanol bunkering is already established in commercial shipping, ethanol and methanol had previously been bunkered separately on seagoing vessels. In this trial, both fuels were delivered separately by a single inland bunker vessel, with the batches mixed on board the receiving ship. X-Press Feeders considers this successful bunkering a critical milestone in its decarbonization strategy, which targets net-zero emissions by 2050. The company has been exploring low-emission fuel solutions to support greater fuel flexibility. Ethanol's ability to reduce GHG emissions by as much as 90 percent compared to heavy fuel oil has drawn increasing attention in the shipping industry. Rotterdam, Europe's largest port, has positioned itself as a hub for alternative fuels. It is currently the world's second-largest bunker facility, with approximately 10 million tonnes of fuel bunkered annually. The port's commitment to alternative fuels follows a successful ammonia bunkering pilot conducted last year. With ethanol's availability and its proven use as a fuel additive, industry stakeholders are expected to closely watch the Eco Levant trial. The results will help assess bunkering procedures, fuel handling processes, and onboard operational performance of blended alcohol fuels under commercial conditions. Making Data-Driven Decisions to Grow Your Business A Quick Overview of Market Performance Understanding the Current State of The Market and its Prospects Finding New Products to Diversify Your Business Choosing the Best Countries to Establish Your Sustainable Supply Chain Choosing the Best Countries to Boost Your Export The Latest Trends and Insights into The Industry The Largest Import Supplying Countries The Largest Destinations for Exports The Largest Producers on The Market and Their Profiles The Largest Markets And Their Profiles Instant access. No credit card needed. Online access to 2M+ reports, dashboards, and tables. Trusted by Fortune 500 teams.