Porti & ambiente — le notizie raccolte

New low- and zero-GHG fuels have a role to play in shipping’s decarbonisation, but come with new risks and safety considerations, says Sunil Krishnakumar, general manager, Singapore branch, International Chamber of Shipping As shipping accelerates its transition towards lower and zero greenhouse gas (GHG) fuels, the industry is entering one of the most significant periods of operational change in its history. Methanol, ethanol, ammonia, hydrogen and biofuels all have a role to play in helping shipping meet the ambitions set out in the IMO’s GHG strategy. Yet while these fuels may reduce emissions, they also introduce new and unfamiliar safety risks that must be carefully understood, managed and regulated. This is the safety paradox of decarbonisation. The very fuels and technologies designed to support shipping’s path to net zero can also create new hazards for vessels, crews, ports and supply chains. This should not be seen as a reason to delay progress. Rather, it is a reminder that innovation must be matched by robust safety governance, practical procedures and effective crew training. The uptake of alternative fuels, particularly those with zero or near-zero GHG emissions, will be critical to achieving international decarbonisation goals. However, except for drop-in options such as some biofuels, these fuels require fundamental changes to ship design, machinery, bunkering infrastructure, and onboard operating procedures. At the same time, shipping is facing growing pressure to decarbonise. Although the sector accounts for less than 3% of global CO₂ emissions, demand for lower-carbon shipping is increasing from regulators, cargo owners, charterers, financiers and insurers alike. Green financing initiatives and emissions-linked insurance incentives are adding further momentum to the transition. Alternative fuel adoption For some sectors, the move to alternative fuels will be easier than for others. Ships operating on fixed schedules and established routes are generally better positioned to invest in alternative fuel technologies because they can plan bunkering around ports with the necessary infrastructure and secure longer-term fuel supply arrangements. By contrast, vessels operating in tramp trades may find it more challenging to justify the significant investment required for retrofits or newbuilds when fuel availability remains uncertain. Alternative fuels are also expected to become an important part of global energy trade. The International Renewable Energy Agency estimates that more than half of the world’s zero-carbon fuel trade could be transported by sea by 2050. In some cases, vessels carrying fuels such as ammonia or hydrogen may ultimately be able to use those cargoes as fuel, creating new opportunities while also introducing additional safety considerations into vessel design and operation. While the shipping industry has extensive experience transporting many of these substances as cargo, using them as fuel creates an entirely different set of challenges. Practical experience will be essential in understanding how these fuels behave in everyday operations and in shaping future safety frameworks. Each fuel presents a distinct risk profile. Fuel risk profiles Methanol is one of the most mature alternative fuel options currently available, but it still presents hazards. It is toxic if ingested, highly flammable, and burns with an almost invisible flame, creating challenges for detection and firefighting. It requires dedicated safety procedures and detection systems. By comparison, ethanol has low acute toxicity, but requires careful consideration because of its high flammability, low flashpoint, and corrosive effect on certain materials. Ammonia introduces different concerns. It is highly toxic to humans and marine life, corrosive, and potentially dangerous even in relatively small quantities if released. Crew exposure, leak prevention and emergency response planning are therefore critical considerations. Ammonia’s operational risks demand robust safeguards and well-developed response procedures. Hydrogen brings another set of challenges. It is extremely flammable, difficult to contain, and must be stored at cryogenic temperatures of around -253°C in liquid form. This creates risks associated with leaks, material embrittlement, fire and explosion. Safe handling requires specialised systems and crews trained in cryogenic operations. Even biofuels, often viewed as a simpler solution because some can be used as drop-in replacements, require careful attention. Variations in quality and stability can affect performance and create operational challenges if not properly managed. In many respects, these products should be considered hazardous chemicals first and fuels second. Understanding their physical and chemical properties is fundamental to managing the risks associated with their adoption. The regulatory landscape is evolving, but maturity varies significantly across fuel types. Interim IMO guidelines currently exist for methanol and ethanol, ammonia, and hydrogen. Among these, methanol has benefited from greater operational experience, enabling regulators and industry stakeholders to refine safety requirements based on real-world use. Class societies such as ABS, Lloyd’s Register and DNV have also published interim rules for vessels using alternative fuels. However, while guidance for methanol is increasingly developed, ammonia and hydrogen frameworks remain less mature and often rely on project-specific risk assessments. Several important gaps remain. For ammonia, questions around toxicity management, leak response and crew exposure continue to evolve. For hydrogen, challenges include cryogenic storage, leak prevention, material compatibility and fire safety. Addressing these issues will be essential if alternative fuels are to move beyond pilot projects and achieve widespread adoption. Alongside regulatory development, there are significant operational implications. Crews must adapt to new bunkering procedures, enhanced monitoring requirements and different emergency response protocols. Traditional firefighting and spill response methods may not always be appropriate. Existing drills and contingency plans will need to evolve to reflect the characteristics of each fuel. From a training perspective, the industry is only partially prepared. LNG and methanol are supported by more established regulatory frameworks and training pathways. Ammonia and hydrogen, however, remain at a relatively early stage of adoption, with training often limited to pilot projects or vessel-specific programmes. This leaves crews facing unfamiliar hazards without the same maturity of standardised procedures that currently exist for conventional fuels. Practical guidance essential This is where practical guidance becomes particularly important. As new fuels enter service, operators need resources that translate emerging regulations into practical onboard procedures. The International Chamber of Shipping’s Deck Procedures Guide reflects this changing operating environment, offering supportive advice and information on alternative fuels and emerging technologies. As crews encounter hazards ranging from ammonia toxicity to hydrogen’s cryogenic risks and methanol’s invisible flames, clear guidance on bunkering, fuel handling, emergency response and personal protective equipment becomes increasingly valuable. Such resources help bridge the gap between regulatory requirements and day-to-day operations onboard. Ultimately, decarbonisation will not be delivered safely through technology alone. Success will depend on people. Crews must be properly trained, equipped and supported by procedures that are fuel-specific, practical and regularly tested. In this respect, industry guidance such as the ICS Deck Procedures Guide plays an important role in supporting safe adoption and promoting consistency across the sector. There are also practical measures operators can take today. Training programmes should go beyond theory and include realistic exercises covering bunkering, leak detection, emergency response and fuel-specific hazards. Vessels should undertake comprehensive hazard identification and risk assessment processes, such as HAZID (Hazard Identification) and HAZOP (Hazard and Operability Study), to ensure both vessel design and operating procedures adequately address the risks associated with each fuel. Collaboration will also be essential. Operators, class societies, flag states and regulators must continue sharing lessons learned from pilot projects and early deployments. Equally important is developing a strong onboard safety culture, where crews are encouraged to report near misses, raise concerns and engage actively in risk management. Looking ahead Looking ahead, industry experience over the next three to five years will help shape future regulation. Operational data from early adopters is expected to inform updates to IMO guidelines and class society rules, with many interim requirements eventually finding their way into mandatory international frameworks. Future safety frameworks are also likely to expand beyond a traditional focus on flammability to include greater consideration of toxicity, cryogenic risks, environmental impacts and human factors. The direction of travel is clear. Shipping must decarbonise, and alternative fuels will be a critical part of that journey. However, the transition cannot be viewed solely through the lens of emissions reduction. It must also be supported by operational readiness, effective regulation and a comprehensive understanding of the new risks these fuels introduce. Safety and sustainability must advance together. The industry’s route to net zero will only succeed if innovation is matched by robust safety frameworks, practical guidance and continuous operational learning. Resources such as theICS Deck Procedures Guidewill continue to play an important role in helping operators translate evolving requirements into safe and effective operations. Decarbonisation is not just a fuel transition. It is a safety transition too. Editor’s note: For more information on theICS Deck Procedures Guide, please visit theInternational Chamber of Shipping’s website. Events © 2026 Riviera Maritime Media Ltd.

Sunil Krishnakumar, general manager, Singapore branch, International Chamber of Shipping | Aug 27 2026 at 11:40 AM |Maritime As shipping accelerates its transition towards lower and zero greenhouse gas fuels, the industry is entering one of the most significant periods of operational change in its history. Methanol, ethanol, ammonia, hydrogen and biofuels all have a role to play in helping shipping meet the ambitions set out in the IMO's greenhouse gas strategy. Yet while these fuels may reduce emissions, they also introduce new and unfamiliar safety risks that must be carefully understood, managed and regulated. This is the safety paradox of decarbonisation. The very fuels and technologies designed to support shipping's path to net zero can also create new hazards for vessels, crews, ports and supply chains. This should not be seen as a reason to delay progress. Rather, it is a reminder that innovation must be matched by robust safety governance, practical procedures and effective crew training. The uptake of alternative fuels, particularly those with zero or near-zero greenhouse gas emissions, will be critical to achieving international decarbonisation goals. However, with the exception of drop-in options such as some biofuels, these fuels require fundamental changes to ship design, machinery, bunkering infrastructure, and onboard operating procedures. At the same time, shipping is facing growing pressure to decarbonise. Although the sector accounts for less than 3 per cent of global CO₂ emissions, demand for lower-carbon shipping is increasing from regulators, cargo owners, charterers, financiers and insurers alike. Green financing initiatives and emissions-linked insurance incentives are adding further momentum to the transition. For some sectors, the move to alternative fuels will be easier than for others. Ships operating on fixed schedules and established routes are generally better positioned to invest in alternative fuel technologies because they can plan bunkering around ports with the necessary infrastructure and secure longer-term fuel supply arrangements. By contrast, vessels operating in tramp trades may find it more challenging to justify the significant investment required for retrofits or newbuilds when fuel availability remains uncertain. Alternative fuels are also expected to become an important part of global energy trade. The International Renewable Energy Agency estimates that more than half of the world's zero-carbon fuel trade could be transported by sea by 2050. In some cases, vessels carrying fuels such as ammonia or hydrogen may ultimately be able to use those cargoes as fuel, creating new opportunities while also introducing additional safety considerations into vessel design and operation. While the shipping industry has extensive experience transporting many of these substances as cargo, using them as fuel creates an entirely different set of challenges. Practical experience will be essential in understanding how these fuels behave in everyday operations and in shaping future safety frameworks. Each fuel presents a distinct risk profile. Methanol is one of the most mature alternative fuel options currently available, but it still presents hazards. It is toxic if ingested, highly flammable and burns with an almost invisible flame, creating challenges for detection and firefighting. It requires dedicated safety procedures and detection systems. In comparison, ethanol has low acute toxicity, but needs careful consideration based on its high flammability, low flashpoint and corrosive effect on certain materials. Ammonia introduces different concerns. It is highly toxic to humans and marine life, corrosive, and potentially dangerous even in relatively small quantities if released. Crew exposure, leak prevention and emergency response planning are therefore critical considerations. The operational risks associated with ammonia demand robust safeguards and well-developed response procedures. Hydrogen brings another set of challenges. It is extremely flammable, difficult to contain and must be stored at cryogenic temperatures of around -253°C in liquid form. This creates risks associated with leaks, material embrittlement, fire and explosion. Safe handling requires specialised systems and crews trained in cryogenic operations. Even biofuels, often viewed as a simpler solution because some can be used as drop-in replacements, require careful attention. Variations in quality and stability can affect performance and create operational challenges if not properly managed. In many respects, these products could be considered hazardous chemicals first and fuels second. Understanding their physical and chemical properties is fundamental to managing the risks associated with their adoption. The regulatory landscape is evolving, but maturity varies significantly across fuel types. Interim IMO guidelines currently exist for methanol and ethanol, ammonia, and hydrogen. Among these, methanol has benefited from greater operational experience, enabling regulators and industry stakeholders to refine safety requirements based on real-world use. Class societies such as ABS, Lloyd's Register and DNV have also published interim rules for vessels using alternative fuels. However, while guidance for methanol is increasingly developed, ammonia and hydrogen frameworks remain less mature and often rely on project-specific risk assessments. Several important gaps remain. For ammonia, questions around toxicity management, leak response and crew exposure continue to evolve. For hydrogen, challenges include cryogenic storage, leak prevention, material compatibility and fire safety. Addressing these issues will be essential if alternative fuels are to move beyond pilot projects and achieve widespread adoption. Alongside regulatory development, there are significant operational implications. Crews must adapt to new bunkering procedures, enhanced monitoring requirements and different emergency response protocols. Traditional firefighting and spill response methods may not always be appropriate. Existing drills and contingency plans will need to evolve to reflect the characteristics of each fuel. From a training perspective, the industry is only partially prepared. LNG and methanol are supported by more established regulatory frameworks and training pathways. Ammonia and hydrogen, however, remain at a relatively early stage of adoption, with training often limited to pilot projects or vessel-specific programmes. This leaves crews facing unfamiliar hazards without the same maturity of standardised procedures that currently exist for conventional fuels. This is where practical guidance becomes particularly important. As new fuels enter service, operators need resources that translate emerging regulations into practical onboard procedures. The International Chamber of Shipping'sDeck Procedures Guidereflects this changing operating environment by providing guidance on alternative fuels and emerging technologies. As crews encounter hazards ranging from ammonia toxicity to hydrogen’s cryogenic risks and methanol's invisible flames, clear guidance on bunkering, fuel handling, emergency response and personal protective equipment becomes increasingly valuable. Such resources help bridge the gap between regulatory requirements and day-to-day operations onboard. Ultimately, decarbonisation will not be delivered safely through technology alone. Success will depend on people. Crews must be properly trained, equipped and supported by procedures that are fuel-specific, practical and regularly tested. In this respect, industry guidance such as the ICSDeck Procedures Guideplays an important role in supporting safe adoption and promoting consistency across the sector. There are also practical measures operators can take today. Training programmes should go beyond theory and include realistic exercises covering bunkering, leak detection, emergency response and fuel-specific hazards. Vessels should undertake comprehensive hazard identification and risk assessment processes, such as HAZID (Hazard Identification) and HAZOP (Hazard and Operability Study), to ensure both vessel design and operating procedures adequately address the risks associated with each fuel. Collaboration will also be essential. Operators, class societies, flag states and regulators must continue sharing lessons learned from pilot projects and early deployments. Equally important is the development of a strong safety culture onboard, where crews are encouraged to report near misses, raise concerns and engage actively in risk management. Looking ahead, the industry's experience over the next three to five years will help shape future regulation. Operational data from early adopters is expected to inform updates to IMO guidelines and class society rules, with many interim requirements eventually finding their way into mandatory international frameworks. Future safety frameworks are also likely to expand beyond a traditional focus on flammability to include greater consideration of toxicity, cryogenic risks, environmental impacts and human factors. The direction of travel is clear. Shipping must decarbonise, and alternative fuels will be a critical part of that journey. However, the transition cannot be viewed solely through the lens of emissions reduction. It must also be supported by operational readiness, effective regulation and a comprehensive understanding of the new risks these fuels introduce. Safety and sustainability must advance together. The industry's route to net zero will only succeed if innovation is matched by robust safety frameworks, practical guidance and continuous operational learning. Resources such as the ICSDeck Procedures Guidewill continue to play an important role in helping operators translate evolving requirements into safe and effective operations. Decarbonisation is not just a fuel transition. It is a safety transition too.

The system will supply vessels with 100% renewable electricity and avoid more than 6,300 tonnes of CO₂e annually DP World Inaugurates Shore Power at the Port of Callao DP World Shore Power System at the Port of Callao CALLAO, Peru, Aug. 25, 2026(GLOBE NEWSWIRE)-- A new milestone in sustainable port operations has been reached at the Port of Callao, whereDP Worldhas launched Latin America's first shore power (Onshore Power Supply) system at its South Terminal in the Port of Callao, enabling ships to connect to 100% certified renewable electricity while at berth instead of operating auxiliary engines. Part of DP World's approximately US$1 billion investment in Peru, the shore power infrastructure was integrated into the company'sUS$400 million Bicentennial Pier expansion.Callao is DP World's third port terminal globally to offer shore power,joining Prince Rupert and Vancouver in Canada, as the company plans to expand the technology across its European port terminal network. The shore power system is expected to avoid more than 6,300 tonnes of CO₂e annually in Callao, or an average of 30 tonnes per vessel call. It will also reduce fuel consumption and emissions of nitrogen oxides, sulfur oxides and particulate matter from auxiliary engines by more than 90% while vessels are connected. It can supply up to 7.5 MVA to a vessel at berth, sufficient to serve the largest container ships calling at Callao at full load. Approximately 80% of vessels calling Pier 3 are already equipped to use shore power, providing shipping lines with immediate access to the new infrastructure. Four of the seven weekly vessels serving the Peru–Asia trade route are initially expected to connect. The CMA CGM PLATINUM, a 13,100-TEU container vessel built in 2025, was the first ship to connect to the system. As Callao reduced emissions from terminal operations, DP World identified vessel emissions at berth as nearly twice as high, creating an opportunity to help customers reduce their Scope 1 emissions. Accordingto a June 2026 white paper by DNV, a global maritime classification and assurance company, only around 3% of ports worldwide offer shore power, placing Callao among a small group with this capability. Keiko Fujimori, President of Peru, said:"Today, from here (the Port of Callao), we are not only moving cargo; we are moving Peru toward the future. We're talking about a technology that may seem simple but is of enormous importance, since only 3% of the world's ports have this technology, and we're proud that Peru is part of this group, serving as an example of environmental protection and modernization." The Minister of Transport and Communications of Peru, Rafael Rey Rey,further explained: "The shore power system allows compatible ships to connect to the terminal's electrical grid while docked, so they can shut down their auxiliary engines. This reduces fossil fuel consumption and pollutant emissions, in addition to lowering the noise levels associated with ship operations in port." Carlos Merino, CEO of DP World in Peru, Ecuador and Colombia, said: "Shore power is the next step in our decarbonization journey. We have transformed our own terminal operations through electrification and renewable energy, and now we are extending those benefits to our customers by helping vessels reduce emissions while at berth. This investment strengthens Peru's competitiveness as a regional trade hub while supporting more sustainable global supply chains." At Callao, the company has invested US$105 million in a broader decarbonization program that includes renewable energy and terminal electrification. Recent investments include 36 electric internal transfer vehicles (ITVs),Latin America's first dedicated port charging station for electric vehiclesand the electrification of nearly the terminal's entire yard crane fleet. Together, these initiatives put Callao on track to reduce its Scope 1 and 2 emissions by 90% by 2030, supporting DP World's global ambition to achieve net-zero emissions by 2050. Beyond decarbonization, Callao's continued modernization is supporting Peru's growth and competitiveness. In 2025, it became the first terminal on South America's west coast to handlemore than 2 million TEUs in a single year, reinforcing its role as one of the region's leading trade gateways. For more insights into how DP World is reshaping global trade, visit our website:www.dpworld.com For media enquiries, please contact: Melina Vissat, Head of CommunicationsM: (+1) 704-605-6159E:melina.vissat@dpworld.com About DP World DP World is reshaping the future of global trade to improve lives everywhere. Operating across six continents with a team of over 125,000 employees, we combine global infrastructure and local expertise to deliver seamless supply chain solutions. From Ports and Terminals to Marine Services, Logistics and Technology, we leverage innovation to create better ways to trade, minimizing disruptions from the factory floor to the customer's door. In the Americas, DP World operates with a team of over 16,000 people across 12 countries, driving excellence through a robust network of 14 ports and terminals and more than 40 warehouses. By harnessing our global reach and local expertise, we simplify logistics, enhance operational performance, and redefine the boundaries of what's possible in global trade. WE MAKE TRADE FLOW Photos accompanying this announcement are available at: https://www.globenewswire.com/NewsRoom/AttachmentNg/7d188cca-07a3-4af5-8284-0d5efeaaadb0 https://www.globenewswire.com/NewsRoom/AttachmentNg/b1d94331-9f53-4bd7-bcdc-68e0dbc62b6e

Dopo alcuni transiti effettuati nei giorni scorsi ‘sottotraccia’, Msc ha ora annunciato in via ufficiale il prossimo ritorno delle sue navi lungo il Mar Rosso. Per il momento, ha precisato, si tratterà di una ripresa “graduale” che interesserà un “numero limitato” di servizi sui corridoi est-ovest. Nondimeno, i viaggi in questione riguarderanno tratte in eastbound così come in westbound, a differenza di quelli svolti nei giorni scorsi. In particolare, seguiranno questa rotta la Msc Michel Cappellini, partita ieri da Abu Kir in direzione est nell’ambito del servizio Jade tra Mediterraneo e Asia; la Msc Tina, impegnata nel collegamento Tiger pure tra Mediterraneo e Asia, che già lo scorso 20 agosto è partita da Mersin in direzione est; la Msc Anna, attiva sullo stesso servizio, che ha lasciato ieri Singapore in direzione del Mediterraneo. Verso ovest muoverà anche la Msc Beryl, che partirà dal porto di Vizhinjam il prossimo 31 agosto nell’ambito dell’Himalaya Express. A percorrere la via per Suez e il Mar Rosso, in questo caso in direzione est, sarà infine la Msc Josefina, impegnata nel servizio Albatros tra Nord Europa e Asia, che ha lasciato ieri Jeddah. Da rilevare in particolare quel che avverrà sul servizio Himalaya Express, che raggiunge anche Gioia Tauro. Nei giorni scorsi Dynaliners aveva infatti annunciato una variazionedella sua rotazione, con l’aggiunta di una toccata ad Abu Qir e una revisione della copertura della Turchia, pur nel mantenimento della rotta per il Capo di Buona Speranza. L’annuncio di oggi sembra invece superare questa ricostruzione; la stessa Linerlytica in una news a parte ha parlato di un “pieno ritorno” per il Mar Rosso del collegamento. Tornando all’annuncio di Msc, va aggiunto che la nota precisa che la transizione sarà attuata “servizio per servizio” mantenendo in vigore le “disposizioni di emergenza” per modificare i singoli viaggi “qualora le circostanze lo richiedano”. Nella nota la compagnia spiega la decisione di tornare sulla rotta via Suez e Mar Rosso sulla base di una analisi condotta “sulle condizioni operative e di sicurezza”, ma è probabile che a pesare sulla sua scelta sia stata anche la crescente congestione portuale osservata negli scali asiatici (cinesi in particolare), colpiti nelle scorse settimane da alcuni tifoni che ne hanno fermato le attività intrappolando stiva. A propendere per una ripresa dei viaggi lungo la rotta tradizionale come visto sono anche altri due big come Maersk, che ha già riportato lungo la rotta un terzo dei suoi collegamenti che tradizionalmente la seguono, tra cui i servizi Ae15, Ae19, Mecl e Waf6, e ancora di più Cma Cgm, sta incrementando i transiti lungo la via d’acqua. 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

Procede il programma di costruzione di nuove bettoline di F.lli Cosulich. Nel cantiere cinese di Taizhou Maple Leaf è stata varata infatti Carlotta Cosulich, unità da7 ,999 tonnellate di portata lorda, terza gemella del quartetto di unità methanol-ready Imo II programmato dal gruppo. Madrina dell’evento è stata Silvia Bordoni, General Manager di Fratelli Cosulich Bunkers Singapore. Progettata con serbatoi di carico rivestiti con MarineLine e predisposta per l’utilizzo del metanolo, la nave è dotata di una gru di bordo da 5 tonnellate e di equipment per operazioni con Single Point Mooring (Spm), elementi che secondo il gruppo “le consentono di operare in una gamma più ampia di attività di bunkeraggio”. 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

Pertamina NRE signed three strategic agreements with CRecTech, Pertachem and PIMD to develop a biomethanol chain from palm oil mill effluent, with Singapore eyed as the reference export market by 2028.

Norwegian engineering company CoreMarine has wrapped up the disconnection of a floating liquefied natural gas (FLNG) unit offshore Cameroon, clearing the way for the vessel to leave Africa after eight years of service and begin its next chapter in the Americas, with redeployment planned in Argentina’s emerging LNG export market. CoreMarine has completed the offshore disconnection of Golar LNG’sHilli Episeyo FLNG facilityfrom Cameroon’sKribi field, where thevessel spent eight years. The fast-tracked campaign relied on a bespoke disconnection methodology developed by the Norwegian firm, which led the project end-to-end and claims to have curbed offshore execution time and cost while holding the line on safety and operational certainty. Gerardo Rodriguez, Lead Project Manager of CoreMarine, commented:“The technical complexity and fast-track nature of this project highlight CoreMarine’s engineering expertise and our ability to deliver demanding offshore solutions within tight timeframes. “We are very pleased with how the operation went and, above all, with the great collaboration between the Golar and CoreMarine teams. It was truly a team effort, with both sides working closely together towards the same goal, on a challenging project.” According to the European engineering player, the project represents a significant technical achievement and reinforces its capability to deliver fast-track offshore solutions for challenging and time-critical projects. CoreMarine provided project management, engineering, procurement and operational services, delivering an integrated solution that enabled the safe release of the FLNG vessel after years of operation off the coast of Cameroon. Working from concept development through to offshore execution and building on industry experience with FLNG disconnections and relocations, the Norwegian company claims to have developed and implemented a novel disconnection methodology specifically suited to this facility. The approach is perceived to have simplified offshore operations, reduced execution time and cost, and enabled the safe and efficient delivery of the campaign, which was completed in line with project objectives, maintaining a strong focus on safety, operational efficiency and execution certainty throughout all phases of the work. Victor Pettersson, Project Director at Golar, emphasized:” CoreMarine provided a flexible and fast-track solution that aligned closely with our requirements and was executed professionally, safely and in accordance with the agreed schedule. “The team’s technical expertise, commitment and cooperative approach were instrumental in achieving a successful outcome on what was a complex and challenging project.” The departure of the Hilli Episeyo marks the beginning of the vessel’s next phase of operation. Followingupgrade works in Singapore, the FLNG unit is expected to support the development ofArgentina’s LNG export infrastructure, extending the asset’s operational life. This content is available after accepting the cookies. $51 billion LNG megaproject takes ‘important’ step on path to FID by year-end With an LNG production capacity of 2.45 million tonnes per annum (mtpa), Hilli Episeyo is expected to arrive at Golfo San Matías by mid-2027, supporting the development ofArgentina LNG‘s natural gas export infrastructure. CoreMarine will continue to play a key role in that transition through itsrecently awarded scope, covering the transport and installation of the soft-yoke (SSY) mooring systems and the hook-up of not only the FLNG Hilli Episeyo, but also the FLNGMKIIin Argentina. Take the spotlight and anchor your brand in the heart of the offshore world! Join us for a bigger impact and amplify your presence at the core hub of the offshore energy community!

Hong Lam Marine has launched its first of four 7,999-dwt IMO Type II oil and chemical bunker tanker newbuildings in China Hong Lam Marine Pte reported that it has launchedPriority, the first of four 7,999-dwt oil and chemical bunkering vessels at China’s Jiangmen Hangtong Shipbuilding. The Singaporean owner said the IMO Type II bunker vessel will be capable of carrying methanol and other chemical cargoes and have an advanced Power Management System (PMS) with lithium battery for peak-shaving and battery-assisted cargo operations to mitigate high demand charges, yielding significant cost savings. When it comes to using methanol as a fuel, Hong Lam Marine has already secured a place in maritime history. Working with Maersk, it conducted the first ship-to-container ship methanol bunkering at the Raffles Reserved Anchorage in the Port of Singapore in July 2023.Laura Maerskwas refuelledwith approximately 300 metric tonnes of biomethanol by Hong Lam Marine’s Singapore-registered tanker,MT Agility. Events © 2026 Riviera Maritime Media Ltd.

Singapore-based global shipping company Eastern Pacific Shipping (EPS) announced the successful completion of its 700th LNG bunkering operation for the vessel Lake Victoria in the German port of Emden. IMAGE: Illustration of an LNG dual-fuel crude oil tanker. ENGINE via ChatGPT The company said its ships have consumed a total of 2.92 million cbm (1.31 million mt) of LNG since November 2020. EPS said in itsESG reportthat itmanagesa fleet of over 350 vessels, of which 179 are listed as dual-fuel, without specifying whether they are dual-fuel-capable or dual-fuel-ready. Of those 179, 92 are in operation. LNG remains the dominant fuel choice for shipping companies investing in alternative fuel technologies. There are around 929 LNG dual fuel vessels currently in operation globally, with a further 672 on order through 2033, according to DNV’s data. LNG is not the company's only alternative-fuel bet. EPS said alternative fuels, including LNG, LPG, ethane and biofuel, made up around a quarter of its total fuel consumption in 2025, cutting roughly 465,000 mtCO2e against conventional marine fuels. Additionally, EPS's firstammonia-fuelled vessel, a very large ammonia carrier, is under construction at HD Hyundai Heavy Industries and is scheduled for delivery from October 2026, marine engine maker Everllence said in an update earlier this year. By Nachiket Tekawade Please get in touch with comments or additional info to news@engine.online

Singapore’s bio-blended bunker sales rose by 6% in July, according to preliminary data from the Maritime and Port Authority of Singapore (MPA). Changes in Singapore alternative fuel sales from June to July: Singapore’s bio-blended bunker sales rose by 6% in July to 38,000 mt, marking an increase after declining for three consecutive months. Of the total, around 30,000 mt comprised VLSFO blended with a bio component, typically around 24% in Singapore, while the remaining 8,000 mt was HSFO blended with biofuel. However, for the January-July period, total biofuel bunker sales reached 434,000 mt, down from 898,000 mt recorded during the same period last year. LNG sales increased by 7% in July to 59,000 mt. Total LNG sales for the first seven months of the year reached nearly 377,000 mt, up from 286,000 mt a year earlier. Meanwhile, B100, or 100% biofuel, bunker sales were reported for the fourth consecutive month, with approximately 1,400 mt sold in July, down from around 1,500 mt in June. No methanol bunker sales were reported for the fifth consecutive month, while no ammonia bunker sales have been recorded so far this year. By Tuhin Roy Please get in touch with comments or additional info to news@engine.online

Project sounds ambitious, but is apparently based on proven technologies Self-powered floating data centers that can also act as power plants and water treatment facilities are being pitched by a new company, Optimal Transit. The firm, a joint venture between naval systems developer InMar Technologies and power technology firm OptiFuel, has unveiled its Kraaken range of data centers, which it says will offer capacity of between 10MW and 100MW. A second iteration of the design will add power generation and water treatment capabilities, alongside 60MW of compute space. Optimal Transit says this will make it ideal for areas hit by natural disasters. Rather than relying on grid energy, Kraaken will apparently generate its own continuous electrical power by “combining the thermal energy naturally stored in the ocean with waste heat produced by the data center itself.” This is done using the company’s patented multi-stage Digital Ocean Thermal (DOT) engine. “Artificial intelligence is creating unprecedented demand for power, water and land,” said Scott Myers, president of Optimal Transit. “Kraaken takes a fundamentally different approach by moving data center infrastructure offshore and using proven marine engineering together with our patented DOT technology to produce continuous electrical power. “Our innovation is not dependent on new scientific breakthroughs – it’s built on integrating commercially proven technologies into a standardized platform.” Optimal Transit said the DOT engine incorporates multiple-stage Rankine cycle technology, enthalpy recovery logic, supercharging, and green ammonia (NH₃) synthesis to maximize thermal efficiency and provide reliable, carbon-free baseload electrical generation. The system is designed for continuous operation 365 days per year in marine environments ranging from equatorial waters to Arctic regions without requiring conventional fuel deliveries for data center operations. The design of its vessels is based on small waterplane area twin-hull blueprints, which it hopes will provide “exceptional stability for hyperscale computing while supporting continuous high-bandwidth optical and satellite communications.” It is designed to operate either permanently moored offshore or independently at sea. If severe weather threatens, a platform can disconnect from its mooring and relocate under its own propulsion at speeds approaching 16 knots, allowing uninterrupted operation while avoiding major storms, Optimal Transit claims. Apparently, the 100MW system can be built for less than $500 million, excluding the cost of compute hardware, a significant saving on the $900m-$1.5bn it costs to build a 100MW facility on land. Not content with bringing what sounds like a highly ambitious product to market, Optimal Transit has also revealed designs for Blue Economy Vital 100MW Kraaken, a version of its 100MW floating data center that can also generate power and provide clean water. By reallocating resources, the company says the machine is capable of providing up to 40 MW of continuous clean baseload electricity that can be exported directly to shore, enough to reliably serve 32,000 homes. The machine will also be able to deliver 30 million liters (7.9 million gallons) of fresh water per day – enough to support an estimated 150,000 people – produced using vacuum-flash desalination, a water purification process that can use waste heat. This will leave 60MW spare for use as AI compute capacity. All three outputs – power, water, and compute – flow to shore through a quick-disconnect umbilical system. If conditions require it, the vessel disconnects and relocates within hours. When conditions clear, it reconnects. Optimal Transit says the machine could be deployed in disaster-hit regions where power and clean water are scarce. Jeff Kline, president of InMar Technologies, said: "The Vital 100 MW configuration takes the same core capabilities and asks a different question: what happens when you point some of that output directly at a coastline that doesn't have reliable power or clean water? The answer is a single vessel that can serve the equivalent of a small city – indefinitely, from offshore, with no connection to the existing grid." InMar Technologies, which is based in Maryland, develops advanced marine technology for clients including the US Navy. South Carolina-headquartered OptiFuel makes zero-emission energy systems for transportation and industrial markets, specializing in rail, marine and power generation. Neither company appears to have any experience developing products for data centers. It is not clear what stage of development Kraaken has reached,DCDhas contacted the firm for more details. Floating data centers are becoming increasingly popular as developers look for ways to bring capacity online fast. Keppel has started work on a 25MW floating facility in Singapore, due to come online in2028, while US-basedPanthalassawants to harness the power of waves for floating data centers at sea. Floating wind firmAikidohas also announced its entrance into the data center space with the launch of a floating offshore wind platform integrated with a modular AI-focused data center. Other companies working onfloating projectsinclude Seatrium, Mocean, and Atomarine.

Japan’s shipping giant Mitsui O.S.K. Lines (MOL) has confirmed the completion of a six-vessel liquefied natural gas (LNG) carrier newbuilding program for China National Offshore Oil Corporation (CNOOC), following the naming of the last vessel in the series at Hudong-Zhonghua Shipbuilding in China. Greenergy Cloud, as the sixth LNG carrier in the CNOOC series, was named on June 17, 2026, bringing the construction program to a close. The vessel is one of six LNG carriers covered by a long-term charter agreement that MOL signed with CNOOC Gas & Power Singapore Trading & Marketing in January 2022. The shipswere builtby Hudong-Zhonghua, a subsidiary of China State Shipbuilding Corporation (CSSC), and are jointly owned by MOL, CNOOC and COSCO SHIPPING LNG Investment. The 174,000-cubic-meter Greenergy Cloud is the final vessel in the series, followingGreenergy Ocean,Greenergy Pearl,Greenergy Star,Greenergy Moon, andGreenergy WindLNG carriers. China Classification Society said the naming of Greenergy Cloud marked the completion of construction of the six-vessel Greenergy series. The vessels are designed primarily to transport LNG procured by the CNOOC Group from global sources to China under long-term charter arrangements. This content is available after accepting the cookies. Hudong-Zhonghua orders GTT tanks for 6 new LNGCs As the first vessel, Greenergy Ocean, was delivered in 2024, the completion of the program caps more than four years of work since the signing of the original charter agreement, strengthening MOL’s long-term LNG shipping relationship with CNOOC and expanding its portfolio of large LNG carriers. The Japanese shipping firm claims that Greenergy Cloud was delivered on July 1, 2026. MOL emphasized:“We would like to express our sincere appreciation to the shipyard, site teams, and all internal and external partners whose commitment and expertise made this project possible. Their efforts have been instrumental in bringing this ambitious program to a successful conclusion. “As we celebrate the completion of this project, we also look ahead to the future, carrying forward the experience and knowledge gained throughout this journey into new opportunities and challenges. Congratulations and thank you to everyone involved in achieving this remarkable milestone.” Take the spotlight and anchor your brand in the heart of the offshore world! Join us for a bigger impact and amplify your presence at the core hub of the offshore energy community!

August 11, 2026 Fratelli Cosulich Group emerged from a turbulent 2025 with profitability largely intact, while continuing to put capital into ships designed for a changing marine fuels market. At the center of that strategy is Maya Cosulich, the first of a new generation of bunker tankers that the Italian group sees as both an investment in fleet renewal and a practical response to shipping’s energy transition.For Fratelli Cosulich Group, 2025 was less a year of rapid expansion than one of consolidation, fleet repositioning and preparing assets for what comes next.Against a backdrop of geopolitical tension, shifting trade routes, volatile energy markets and uncertain investment conditions, the Genoa-headquartered group generated €58.6 million in EBITDA, compared with €59.7 million in 2024. Group net profit was €20.0 million, while consolidated net equity reached €256.2 million.Turnover fell to approximately €1.9 billion from €2.14 billion in 2024, but the headline decline tells only part of the story. Marine Energy and bunker trading account for a significant share of Fratelli Cosulich's revenue, making turnover particularly sensitive to fuel prices, market movements and the euro/dollar exchange rate. Despite that revenue decline, EBITDA remained near the Group's historical highs.CFO Stefano Abatedistilled the year into a simple financial message: “A lower turnover can coexist with stable margins. A difficult year can prepare future profitability.” He added that temporary increases in debt can make sense when they are tied to assets, cash generation and a defined business purpose. That philosophy is visible most clearly in the fleet. CFO Stefano Abate. Image courtesy Fratelli Cosulich GroupMaya Cosulich Moves Methanol from Concept to Operations The headline fleet event came in December withdelivery of Maya Cosulich, described by the Group as the world's first methanol-powered IMO II chemical bunker tanker.The vessel incorporates diesel-electric propulsion, onboard battery storage, mass flow meters and integrated methanol handling systems, and was designed to comply with Singapore's methanol bunkering requirements. For Fratelli Cosulich, the significance is not simply that Maya Cosulich can transport methanol, but that the vessel itself can operate on the fuel.The ship is also the first step in a much larger fleet renewal program.Fratelli Cosulich's Singapore bunker fleet is being renewed with five vessels designed to meet the chartering requirements of major oil companies. Maya Cosulich will be followed by four methanol-ready IMO II chemical bunker tankers: Anna Cosulich, scheduled for May 2026; Lucia Cosulich in June 2026; Carlotta Cosulich in October 2026; and Natalia Cosulich in May 2027.The sister vessels are being designed to handle current fuels while providing the flexibility needed as alternative-fuel demand develops. The report points to advanced cargo tank coatings and dedicated systems for future fuel integration as elements intended to keep the ships commercially relevant through the transition.In other words, Cosulich is not betting the fleet on a single future fuel. It is building optionality into the assets.That approach reflects market forces already affecting its Marine Energy business. During 2025, the unit confronted a more competitive, lower-price environment, but exceeded expectations through key-account relationships, expansion toward Asian customers and greater attention to smaller bunkering hubs. Regulation is another driver, particularly EU ETS and FuelEU Maritime. The company also completed its first B100 biofuel bunker delivery in Singapore using Marta Cosulich and pursued opportunities in methanol, LNG and ammonia bunkering.Marine Energy produced EBITDA of €16.8 million and net income of €7.1 million in 2025. As the report puts it: “Energy keeps global trade moving. Leadership means looking beyond market turbulence and preparing for what comes next.” Repositioning the Shipowning PortfolioThe broader shipowning portfolio had a more difficult year. Dry bulk operations were hit by several extraordinary events, including a vessel collision, early termination of bareboat arrangements and a general average case late in the year. The resulting additional costs contributed to a negative result from portions of the business and offset some of the strong contributions generated in previous years.But those same events triggered an important change in fleet structure: four vessels returned to full ownership and availability following termination of previous bareboat arrangements. Management expects the financial impact to be concentrated in 2025, with greater direct control of the vessels supporting future performance.Meanwhile, LNG remains part of the fleet strategy through bunker vessels Alice Cosulich and Paolina Cosulich. The experience accumulated with these small-scale LNG assets has reinforced management's focus on direct vessel control, reliable charter counterparties and flexible deployment.Overall, Shipowning recorded EBITDA of €19.3 million and a €0.7 million net result. Going forward, management is signaling disciplined rather than aggressive expansion, targeting potentially one or two vessel additions annually when asset pricing, chartering opportunities and market conditions fit its strategy.“Owning vessels means accepting that value is not built in a single year,” the report says. “Standing over waves means keeping a long view through difficult seas, and growing one vessel at a time, only when the course is right.”The balance sheet shows the scale of that commitment. Vessel assets stood at €185.5 million at year-end, while assets under construction increased to €22.2 million, including advance payments for Anna, Lucia and Carlotta Cosulich.For Chairman Augusto Cosulich, the strategy is ultimately about maintaining direction while markets shift. During 2025 the Group also expanded in South Korea, invested in Trans Europe Express in Belfast and acquired 51% of maritime weather specialist Navimeteo, while consolidating manning and training activities within Shipmanagement.His assessment heading into 2026 is concise: “The Cosulich Group is not standing still, but it is standing strong.”For its fleet, that means something equally straightforward: own and control the right assets, keep leverage measured, and build ships capable of serving today's bunker market while being ready for the fuels that may define tomorrow.