Porti & ambiente — le notizie raccolte

Si chiama Horse D20 Methanol ed è un sistema di propulsione che aggiunge alle doti dei veicoli elettrici quelle del range extender, da molti definita la soluzione del futuro perché rende indipendente il veicolo dalle colonnine delle reti di ricarica. Horse Powertrain, leader globale nelle soluzioni innovative di propulsione ibrida e a combustione a basse emissioni, precisa che questo sistema integra in un sistema molto compatto (facile quindi da inserire in architetture 100% elettriche esistenti) un quattro cilindri turbo da 2 litri, l'elettronica di potenza e un generatore. Rispetto a un motore a flusso radiale di pari caratteristiche, il nuovo motore a flusso assiale del Horse D20 Methanol è più corto del 46% e può erogare il 63% di kW in più per unità di volume, offrendo dunque una vasta gamma di opportunità anche per migliorare l'efficienza dei propulsori. Per alimentare il motore turbo del sistema si utilizza al 100% il metanolo permettendo il corretto funzionamento anche a temperature di avviamento fino a -35 °C. Le emissioni di NOx sono conformi allo standard cinese CN6b che richiede un massimo 35 mg/kWh e, di conseguenza, il sistema risponde allo standard Euro 7 che fissa questo limite a 60 mg/km. Inoltre se il metanolo con cui viene rifornito il veicolo dotato di range extender Horse D20 Methanol è di origine rinnovabile - come il bio-metanolo prodotto da biomasse o l'E-Methanol ricavato per cattura di CO2 (idrogeno verde) - l'impatto del suo funzionamento dal punto di vista delle emissioni di CO2 è vicino allo zero. Horse Powertrain sottolinea poi che l'intero sistema di propulsione raggiunge un rapporto di conversione carburante-energia del 47%, tale da consentire una ricarica della batteria di 40 kWh utilizzando nel motore turbo di soli 19,6 litri di carburante. Con una potenza fino a 105 kW, questo nuovo sistema di propulsione pesa 170 kg e integra una serie di tecnologie all'avanguardia. E' il caso di un sistema di accensione ad alta energia (240 mJ) che consente una combustione ultra-magra del metanolo nei cilindri. Il motore vanta inoltre un'efficienza elettrica estremamente elevata, pari al 96,4%, grazie a soluzioni come il modulo di potenza in carburo di silicio integrato, che minimizza le perdite elettriche. "L'Horse D20 Methanol rappresenta una delle nostre dichiarazioni d'intenti più audaci fino ad ora - ha detto Fortune Zhao, cto di Horse Powertrain - e riflette il nostro impegno verso i carburanti alternativi grazie al suo motore a metanolo, una soluzione ideale di mobilità flessibile come propulsore range extender". "Si tratta dunque di banco di prova per una serie di tecnologie all'avanguardia, con lo scopo di realizzare un propulsore di compattezza ed efficienza senza precedenti". "Ciò è evidente nell'utilizzo di un motore a flusso assiale per ottenere la larghezza e la densità di potenza volumetrica necessarie per l'unità, segnando uno dei primi impieghi di questa tecnologia in un propulsore automobilistico di massa".

An earlier than expected decline in freight rates is attributed to some 460,000 teu being released from the Strait of Hormuz, but new orders will hit long-term freight rates. July 14, 2026 Added capacity and intense competition on the major trades has contributed to the stalling of spot rates as tonnage is released from the Middle East and new tonnage is delivered. Hong Kongconsultant Linerlytica said in its latest weekly bulletin released today that the trapped tonnage in the Arabian Gulf was down from a high of 490,000 teu to 30,000 teu, with nearly 170,000 teu also delivered over the last month. “Carriers failed to hold on to the early July rate hikes as rates receded across the board, said Linerlytica, adding: “Carriers are still pushing for two more rounds of rate hikes on 15 July and 1 August, [but] rates appear to have peaked for now with space constraints starting to ease with new deliveries and capacity evacuated from the Persian Gulf.” Typhoon Bavi disrupted Chinese port operations, particularly inShanghaiandNingboports, creating a backlog of vessels queuing to be handled, which Linerlytica says will take some weeks to clear. Even so, the analysis shows a 4.3% drop is a signal that rates, up 70% since April, have peaked. Related:CSSF warns container fire risk is moving the wrong way Even with congestion in Asia, Linerlytica said Pacific rates were “dragged down” as the Gemini Cooperation and Premier Alliance carriers’ slashed rates to theUSWest Coast to $5,300/feu, up to $1,500/feu lower than a week earlier. On the European trades from Asia, spot rates were again cut substantially by Gemini triggering a rate war, according to Linerlytica. “Current carrier rate offers range widely from $4,500 to $7,000/feu but is on a clear downward trajectory as EC freight futures are betting on a drop of 60% between now to November,” said the consultant. In the longer term, there is likely to be chronic overcapacity as the container ship orderbook hit 1,712 vessels totalling 13.72 m teu, comprising 40% of the current fleet, all set to be delivered by 2030. Read more about: Nick Savvides Europe correspondent Experienced journalist working online, in monthly magazines and daily news coverage. Nick Savvides began his journalistic career working as a freelance from his flat in central London, and has since worked in Athens, while also writing for some major publications including The Observer, The European, Daily Express and Thomson Reuters. Most recently Nick joined The Loadstar as the publication’s news editor to develop the profile of the publication, increase its readership and to build a team that will market, sell and report on supply chain issues and container shipping news. This was a similar brief to his time at ci-online, the online publication for Containerisation International and Container News. During his time at ci-online Nich developed a team of freelancers and full-time employees increasing its readership substantially. He then moved to International Freighting Weekly, a sister publication, IFW also focused on container shipping, rail and trucking and ports. Both publications were published by Informa. Following his spell at Informa Nick joined Reed’s chemical reporting team, ICIS, as the chemical tanker reporter. While at ICIS he also reported on the chemical industry and spent some time on the oil & gas desk. Nick has also worked for a time at Lloyd’s Register, which has an energy division, and his role was writing their technical magazine, before again becoming a journalist at The Naval Architect for the Royal Institution of Naval Architects. After eight successful years at RINA, he joined Fairplay, which published a fortnightly magazine and daily news on the website. Nick's time at Fairplay saw him win theSeahorse Club Journalist of the Year and Feature Writer of the Year 2018 awards. After Fairplay closed, Nick joined an online US start-up called FreightWaves.

Attenzione ambientale e risparmio energetico, ma anche impegno per la parità di genere, contro la violenza anche attraverso la formazione: sono questi alcuni dei punti salienti del bilancio di sostenibilità 2025 pubblicato da Coop Alleanza 3.0.Lo scorso anno, la cooperativa ha diminuito dell'8% le emissioni climalteranti grazie alla progressiva sostituzione degli impianti frigoriferi ed è arrivata ad avere 96 impianti fotovoltaici, ha inoltre diminuito del 4,4% il consumo idrico e anche quello di carta. Grazie alla scelta di 93 mila soci di optare per lo scontrino digitale, infatti, ha evitato di utilizzare mille chilometri di carta, praticamente la distanza fra Trieste e Bari.La sostenibilità non è però solo ambientale ma anche sociale e per questo motivo Coop ha ottenuto la certificazione sulla parità di genere secondo la prassi UNI/PdR 125:2022, ha lavorato per la formazione, reso 39 negozi dei punti viola, in cui le donne vittime di violenza possono chiedere aiuto ai dipendenti appositamente formati. Con la Fondazione Giulia Cecchettin sono stati avviati percorsi per prevenire le molestie e un corso con uno sguardo più ampio sulla parità di genere è stato erogato a oltre 1.500 persone tra personale di sede, direttrici e direttori di punto vendita e assistenti. In più è stato creato il canale "Spazio protetto" per segnalare molestie o discriminazioni, mentre il welfare aziendale ha introdotto nuove misure a sostegno della genitorialità.E dal punto di vista della partecipazione, 149mila soci hanno votato per il rinnovo delle cariche sociali, mentre i consigli di zona hanno organizzato 1900 iniziative su temi che vanno dalla salute alla parità di genere. Ed è stata redatta la politica di sostenibilità in modo da rendicontare in modo conforme ai nuovi requisiti contabili i temi ESG (cioè quelli che riguardano ambiente, società e governance). "Valori indispensabili per chi, come noi - ha spiegato il presidente Domenico Trombone -, vuole continuamente migliorarsi ed essere sempre più incisivo con le proprie azioni". Riproduzione riservata © Copyright ANSA Da non perdere Condividi

Fuels that comply with routine ISO 8217 testing can still generate operational problems on board, the LR's Fuel Quality Report revealed. July 14, 2026 The latest report fromLloyd’s Register’s (LR)Fuel Oil Bunker Analysis and Advisory Service (FOBAS) reveals a series of worrying developments in the bunkering industry. Off-spec fuels remained a persistent challenge over the first six months of this year with the most frequent issues including excess sulphur, water, sediment content, as well as stability problems, elevated catalytic fines, sodium contamination, and low flashpoint distillate fuels which pose extra risks in an engine room environment. However, of more concern is that the classification society’s latest FOBAS publication reveals that even some fuels that have passed the ISO 8217 compliance testing process have demonstrated poor stability or compatibility. Some also contained non-conventional blend components that can only be identified through more advanced testing procedures. Citing several incidents during March and April, in which vessels reported bunker problems after taking fuel on board at an unnamed bunkering hub, forensic analysis revealed that many of the fuels contained high concentrations of Estonian shale oil, sometimes up to 10-15%. Related:Peninsula and ITOCHU step up ammonia fuel ambitions Shale oil is recognised by the ISO standard as an acceptable blend component but the FOBAS investigation found that higher concentration can cause fuel instability and a range of operational issues affecting fuel components onboard. The report concludes that more rigorous testing will be required as marine fuels continue to diversify and new risks occur that are harder to spot through standard routine compliance testing. More emphasis on fuel stability, compatibility, and understanding fuel composition will be critical to avoid operational disruption, the report warned. Commenting on the findings, LR’s Murray Kirkwood, fuel specialist consultant, said: “The findings from our latest report show that fuel quality risk is evolving. The challenge is no longer simply identifying fuels that fail specification. Increasingly, operators are encountering fuels that meet the required limits but still create operational difficulties once they are stored, handled and used on board. “As fuel blending becomes more complex, the distinction that matters is increasingly not between on-spec and off-spec fuel, but between fuels that are operationally resilient and fuels that are operationally fragile. Understanding that difference is becoming essential for shipowners and operators,” he added. Read more about: Paul Bartlett Correspondent UK-based Paul Bartlett is a maritime journalist and consultant with over four decades of experience in international shipping, including ship leasing, project finance and financial due diligence procedures. Paul is a former Editor of Seatrade magazine, which later became Seatrade Maritime Review, and has contributed to a range of Seatrade publications over the years including Seatrade’s Green Guide, a publication investigating early developments in maritime sustainability initiatives, and Middle East Workboats and Offshore Marine, focusing on the vibrant market for such vessels across that region. In 2002, Paul set up PB Marine Consulting Ltd and has worked on a variety of consultancy projects during the last two decades. He has also contributed regular articles on the maritime sector for a range of shipping publications and online services in Europe, Asia, and the US.

Fire frequency has risen from its 2022 low, while navigational incidents and inspection indicators also point to growing safety pressure. July 14, 2026 Fire remains the biggest challenge for container ship crews and the latest industry report suggests that the incidence of fires has increased over the last three years. According to Container Ship Safety Forum (CSSF)’s latest report, 43% of all fires occur in the engine room and machinery spaces, still the majority of cases, while there is growing concern around lithium-ion battery-related cargo risks and the increasing volume of battery-powered products moving through global supply chains. The 42-member CSSF member’s meeting recently held in Athens heard that fire is proving one of container shipping’s most stubborn safety challenges, and the latest data shows the trend is still moving in the wrong direction. Swapnodeep (Swapan) Mondal, group MD, operations and shared services at Anglo-Eastern Ship Management and second chairman of the CSSF management board, told the largest gathering of CSSF members in its 12-year history that fire frequency among member fleets rose for the third consecutive year, and navigational incident frequency also continued to increase, while PSC inspection quality indicators weakened – even as overall safety metrics improved. Related:Container spot rates stall as Gulf tonnage returns “These signals highlight the importance of early-warning, risk-sensitive key performance indicators,” said Swapan. “This combination — improving lagging indicators but weakening leading signals — is exactly why KPI relevance and structure matter.” To put that finding in context, the CSSF measures fire frequency as the number of fire incidents per 1,000 vessel management days — the combined days that members’ vessels spend under their management. On that basis, the fleet-wide average reached 0.15 in 2025, up from 0.14 in 2024 and 0.12 in 2023, marking a third consecutive annual increase from a low of 0.07 in 2022. While it remains below the decade’s peak of 0.17 recorded in 2019, it is the sustained, multi-year direction of travel, rather than any single year’s movement, that has focused members’ attention, as it points to a trend rather than a one-off. Moreover, the data indicates where fires are starting through a fire-location breakdown, which tracks 13 distinct onboard locations, first introduced to CSSF reporting in 2023. Data suggests that engine and machinery spaces accounted for approximately 43% of all fires recorded in 2025, the single largest share and consistent with 2024 when the same spaces were also the leading location. On-deck fires, both cargo and non-cargo related, together with fires inside accommodation areas, made up much of the remaining 57%. Related:OOCL transpacific volumes rebound in second quarter The concentration in engine and machinery spaces is notable because it points to a category of risk where causes such as maintenance, fuel and lubricating systems, and early detection sit largely within operators’ own control. By way of contrast, the industry faces the separate and persistent challenge of cargo-related fires, where the root causes often lie further upstream in the supply chain. Vessel fires are occurring, on average, every 10 days according to the International Group of P&I Clubs, so the issues around locating, identifying fire types, and dealing with fires onboard container ships is critical. Elias Psyllos, VP at T&T Salvage, put it plainly, identifying where a fire has started on a large container ship can be almost impossible given the thousands of boxes involved. “As reported by the International Group of P&I Clubs that use their own dataset and scope, with fires happening around every ten days, fire containment and crew training are paramount,” said Psyllos, drawing a distinction between standard seafarer training and the capabilities of professional marine firefighters. Søren Thuen, DPA and head of fleet safety atMaersk, and first chairman of the CSSF management board, described how Maersk has revisited its catalogue of measures in response to the rise in lithium battery fires. Related:Port connectivity index reveals tumbling crises are engines of change The presentation included design improvements beyond regulatory minimums and new work on heat-based early detection, an area that is attracting growing industry interest. The root cause — mis-declared cargo — remains a challenge. Lithium-ion batteries embedded in consumer goods continue to enter the container system undeclared, and enforcement remains inconsistent across jurisdictions. Several presenters called for standardised digital cargo declarations as a necessary step forward, with regulatory change at theIMOexpected to come too slowly to address the near-term risk trajectory. "A key takeaway from this year's meeting is that the industry demonstrated that safety management works. Core safety indicators improved during 2025. while we are also seeing a shift towards more complex and interconnected risks, including cybersecurity and geopolitical instability. Building resilience against these risks will be a defining challenge for our industry,” concluded Swapan. Read more about: Nick Savvides Europe correspondent Experienced journalist working online, in monthly magazines and daily news coverage. Nick Savvides began his journalistic career working as a freelance from his flat in central London, and has since worked in Athens, while also writing for some major publications including The Observer, The European, Daily Express and Thomson Reuters. Most recently Nick joined The Loadstar as the publication’s news editor to develop the profile of the publication, increase its readership and to build a team that will market, sell and report on supply chain issues and container shipping news. This was a similar brief to his time at ci-online, the online publication for Containerisation International and Container News. During his time at ci-online Nich developed a team of freelancers and full-time employees increasing its readership substantially. He then moved to International Freighting Weekly, a sister publication, IFW also focused on container shipping, rail and trucking and ports. Both publications were published by Informa. Following his spell at Informa Nick joined Reed’s chemical reporting team, ICIS, as the chemical tanker reporter. While at ICIS he also reported on the chemical industry and spent some time on the oil & gas desk. Nick has also worked for a time at Lloyd’s Register, which has an energy division, and his role was writing their technical magazine, before again becoming a journalist at The Naval Architect for the Royal Institution of Naval Architects. After eight successful years at RINA, he joined Fairplay, which published a fortnightly magazine and daily news on the website. Nick's time at Fairplay saw him win theSeahorse Club Journalist of the Year and Feature Writer of the Year 2018 awards. After Fairplay closed, Nick joined an online US start-up called FreightWaves.