Porti & ambiente — le notizie raccolte

The contract from Global Car Carriers shows that despite decarbonisation delay at regulatory level, proactive shipowners continue to pursue sustainability targets June 16, 2026 Norway’s Global Car Carriers (GCC) has ordered dual-fuel methane engines from Everllence for four 8,600-ceuvehicle carriersto be built in China. The Mk10.76S60ME‑GI engines will be built atCSSCEngine Co. in Qingdao. They will be installed on the high-capacity vehicle carriers, combining the benefits of dual-fuel technology and lower fuel consumption with fuel flexibility and near-zero methane slip. The setup will also enable GCC to optimise fuel procurement strategy and assure good performance in both fuel oil and methane operation. Everllence’s Bjarne Foldager, Head of Two-Stroke Business, commented: “This new milestone marks the first commercial application of the ME‑GI engine on the Mk10.7 platform and underscores the market’s continued confidence in our dual‑fuel methane technology ... This first order for ME‑GI 10.7 engines highlights the strong collaboration between owner, yard and engine builder, and reinforces Everllence’s position as a leading provider of two‑stroke, dual‑fuel propulsion solutions.” Related:Balaena acquiring APCL Group for $200m boosting repair capacity Christian Ludwig, VP and Head of Global Sales & Promotion, Two-Stroke Business, at the engine firm, said: “The vessels will be equipped with the latest ME‑GI design, offering operational flexibility, the highest fuel efficiency, negligible methane slip and proven reliability based on the Diesel‑cycle combustion principle. “The ME‑GI concept has been widely adopted across the maritime industry, with a strong orderbook and extensive in‑service experience supporting its position as a preferred dual‑fuel solution. The ME-GI platform alone has now accumulated more than 1,260 engine orders and over 33 GW of engine power,” 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.

Europe has the world’s most ambitious green maritime regulations. These are incentivising European fuel producers to invest in green technologies. 25% of methanol-capable ships and 57% of ammonia-capable ship orders come from European shipping companies. The EU is only second behind China when it comes to battery-powered vessels. More than half of green tech vessels sail to or from Europe. Strong regulations in the EU can therefore support change elsewhere. In the last few years, orders for battery-electric newbuilds and retrofits have increased markedly in number and size. Better technical specifications and rapidly falling prices for batteries have made electrification more and more attractive for short-sea shipping. Europe and China are the leaders when it comes to the number of battery - electric vessels operating and on order. Ferries represent the bulk of battery electric ships in Europe. At the same time, China is trialing swappable batteries for container ships, with a recent spike in new orders. Electrifying ports will play a key role in supporting the decarbonisation of the shipping industry. The Maritime ETS is set to raise as much as €11bn by 2030. These are important revenues that can be reinvested in green shipping. Many countries will have significant funds to work with. The maritime ETS revenues go into the single ETS pot which is then redistributed according to each member states' GHG emissions 2005 baseline. Sources: Overall WtW CO2e emissions are calculated by T&E based on the 2024 MRV data. We assumed emissions from smaller vessels comprise 19.6% of total EU-linked shipping emissions, based on previous T&E research. CO2and CO2e emissions on voyages between countries are estimated by T&E using AIS data and the bottom-up methodology defined in the Fourth IMO Greenhouse Gas Study, applied to merchant vessels in 2024. Potential revenues raised from the ETS are calculated by T&E based on the estimated voyage-based GHG emissions above. Global maritime trade volume for 2024 is sourced from Clarksons. EU trade volume for 2024 is sourced from Eurostat. The number of vessels operating with alternative fuels or batteries is sourced from Clarksons.