Porti & ambiente — le notizie raccolte

Contship compie un ulteriore e concreto passo nel proprio percorso di decarbonizzazione con l’introduzione del primo trattore elettrico presso La Spezia Container Terminal (LSCT).Il nuovo mezzo sarà impiegato da Hannibal per le attività di navettaggio all’interno del terminal spezzino come un primo progetto pilota di valutazione della progressiva elettrificazione della flotta dei trattori di banchina, in ottica della riduzione delle emissioni dirette (Scope 1) generate dalle operazioni in porto. L'elettrificazione dei trattori portuali si presta per l’applicazione in terminal: i mezzi, infatti, operano vicino alle stazioni di ricarica e gli avviamenti frequenti massimizzano i vantaggi della frenata rigenerativa. Questo modello di ralla elettrica a zero emissioni ottimizza inoltre i consumi nelle manovre di movimentazione container. La bassa rumorosità e le vibrazioni ridotte garantiscono condizioni di lavoro più sicure e confortevoli, migliorando la produttività e la qualità delle operazioni quotidiane. L’investimento è stato co-finanziato nell’ambito del progetto “Green Ports PNRR”, attraverso un bando promosso e gestito dall’Autorità di Sistema Portuale del Mar Ligure Orientale. L’iniziativa rientra nel programma “Porti verdi: interventi di energia rinnovabile ed efficienza energetica nei porti”, sostenuto dall’Unione Europea con risorse Next Generation EU che mira a ridurre le emissioni di CO2 e migliorare la qualità dell'aria nelle città portuali. “Il programma di transizione energetica che abbiamo messo in campo mira a decarbonizzare le attività portuali”, ha commentato Simone Pacciardi, Responsabile del Servizio Rapporti con UE, Gestione Progetti Comunitari e Fondi PNRR dell’Autorità di Sistema Portuale del Mar Ligure Orientale. “L’Ente, in particolare, ha messo a disposizione degli operatori terminalisti il proprio know-how, relativamente alla gestione di finanziamenti PNRR, permettendo così di sfruttare le opportunità offerte dall’iniziativa Green Ports a beneficio del sistema portuale”. “L’introduzione del trattore elettrico rappresenta un tassello concreto della strategia di sostenibilità del Gruppo”, ha aggiunto Denise Sofia, Head of ESG di Contship. “Nel 2025 abbiamo lanciato l’ambiziosa strategia “Moves that Matter” definendo obiettivi chiari e misurabili, tra cui la decarbonizzazione delle attività del Gruppo in allineamento agli standard SBTi. Questo progetto dimostra come innovazione e sostenibilità, unite alla collaborazione pubblico-privato, possano generare iniziative capaci di creare valore nel medio periodo”. L’iniziativa si colloca in un più ampio piano di innovazione tecnologica intrapreso da Contship nel terminal spezzino, che include digitalizzazione dei processi, nuovi investimenti infrastrutturali e upgrade degli equipment per massimizzare l'efficienza operativa ad ogni livello.

Δείτε περισσότερα άρθρα μας στα αποτελέσματα αναζήτησης Hello, now I’m not claiming to be a prophet, nor have I ever had any connection with party politics (let alone intra-party politics), but yesterday I was writing to you, using common sense, about ND’s parliamentary group: when we hear a lot, usually nothing happens. So when elections are 3–4 months away from today, Mitsotakis is at +30% and the runner-up is at half that (without us even knowing who that will be), and you’re an ND MP, you may express an opinion, my brother, but only up to a point — let’s not overdo it. That’s what happened yesterday in the parliamentary group meeting, but let’s not say whatever we want or underestimate people either: personally, I didn’t hear anything crazy or extreme from the MPs. For the most part, they said sensible things and they are right; the only thing that surprised me was MP Katsaniotis’ view when he said that “ND’s parliamentary group was not consulted about transferring OPEKEPE to AADE.” I didn’t know that in order to dissolve a service distributing European subsidies — one that demonstrably distributed several million illegally — a Parliamentary Group had to be consulted! Anyway, the clear conclusion is that Mitsotakis remains the dominant figure in his party as long as he remains strong in society as well. If the prime minister and the government are where the polls say they are, with all their ups and downs, and provided that the second-place party is at half their numbers… then the dogs will remain tied up inside the party too. If things weren’t like that, or hadn’t been like that, you would be able to tell from the behavior of his MPs. Mitsotakis is anything but on his way out. DendiasAt this point, let’s open a special chapter prompted (also) by yesterday’s admittedly crucial meeting of ND’s Parliamentary Group. The chapter: Dendias. Well then, it is universally known that Nikos Dendias either is, or wants to present himself as, or is perceived by Mitsotakis’ enemies — political opponents and businessmen — as the potential replacement for him. Quite a few scenarios and versions have been written and spoken about concerning how this might or could happen. Things about a moving or… stationary leadership change in ND, etc. All of that is good for idle talk, but nothing happens before the ballot box opens, unless something shocking occurs before the elections. I won’t dwell on these things because they are theories we’ve been hearing since the summer of 2022, when after the wiretapping scandal Mitsotakis was supposedly “under pressure” and Nikos was supposedly coming… just around the corner on the road above. However, I will express a sincere question, based on what I know and understand about politics. When you want to obtain something, you pursue it, you step forward in your own way and show both within the party and in society that “you are here.” You are the one. Institutionally and properly in the party organs but also in the media. Say something, say a lot or a little, disagree with whatever you think necessary, but speak. No one was ever glorified by hiding. People are not naïve enough to see you (the night before last) at a social event attended — among others, of course — by the enemies of your faction and of Mitsotakis, and then, a few hours later, not see you set foot in the Parliamentary Group meeting of your own party. Don’t criticize if you don’t want to; don’t even make a statement if you don’t want to, but at least in your own way say, “I’m here to listen to our MPs speak.” I think Evert did the same thing to Mitsotakis’ father, and of course he never succeeded. Day and night he “went around” to all his opponents — to their events, the media, their offices or homes — but he got no benefit from it. That’s my opinion, and I’m writing it. AdonisNow, the fact that Adonis directly went after Dendias because of his absence — and not only yesterday — is not exactly news, but in any case it was far from off-message, since the Health Minister had signaled early yesterday morning that he was going to go after Nikos D. when he learned that the minister would be absent in Portugal for defense agreements (!). This feud has been going on for years, hasn’t it? The zen VoridisI had already conveyed this to you in previous days, and I think the text of Mitsotakis’ speech did its job: Voridis did directly go after Laura Kövesi and, more generally, the European Public Prosecutor’s Office, but he did not “touch” the government. And why would he, after all, given that his legal opinions have begun to be listened to and the government has started changing course regarding the treatment of political figures being investigated in the context of the case files? Have no doubt that if Voridis had been up in arms — and considering that he spoke early according to the speakers’ list — quite a few people would have felt liberated. But lately Makis has been more zen. As we said, elections are coming… The disagreement over 21Of course, yesterday’s parliamentary group meeting also included references to the Constitution. One of ND’s proposals that admittedly “flew under the radar” was lowering the minimum age for eligibility for election from 25, where it stands today, to 21. Several MPs who took the floor disagreed, with Theodorikakos first, arguing that in life you should have worked at least a little before becoming a father of the nation, while Plevris pointed out that military obligations should first have been fulfilled. Leveling downwardAt yesterday’s meeting of PASOK’s Political Council, president Nikos referred to the meeting he had with the Hellenic Bank Association. There, the banks dismantled PASOK’s position on excess profits, showing with figures that they are at the European average. “Yes, but Greeks are not at the European average — they are at the bottom,” Androulakis said to the Political Office. And he continued that the banks too should adapt accordingly. This leveling downward is a longstanding ideological fixation of the Left, toward which Androulakis, out of fear that Tsipras may outflank him, is pushing PASOK more and more. However, international experience demonstrates that only a strong private sector, with strong banks as well, can lead to more high-quality jobs and higher wages. But these are fine-print details for the perpetually angry Nikos. As one of the bankers told us afterward, during the meeting PASOK officials did not ask a single thing about how banks could contribute to more investment, increased productivity, or the emergence of new sectors in the economy. Eurobank: Road show in May – Tourism without major problemsEurobank is planning a road show in London during the third week of May. Yesterday, Fokion Karavias and the bank’s management announced first-quarter results that were good enough to avoid raising concerns about revising the 2026 business plan due to the crisis. If any revision is needed, whether positive or negative, it will happen in the second quarter, said the CEO, who also noted that no major problems are visible in the country’s tourism sector, while developments are also positive for the shipping industry. Wood in AthensThe management teams and senior executives of major Greek listed companies are preparing for the established annual conference organized by Wood & Co in Athens. More than 30 listed companies will participate in the Wood’s Greek Retreat, which will take place next week, on May 14–15, at the Divani Apollon Palace in Vouliagmeni. Through meetings with institutional investors, companies will present their growth prospects and strategy. However, Greece itself and the significant investment opportunities emerging in the country will also be on the menu. For this reason, beyond executives from the Growth Fund, Michalis Argyrou, head of the Prime Minister’s Economic Office, is also scheduled to attend. Goldman Sachs followsAfter the Wood’s Greek Retreat comes another event with equally significant Greek interest: Goldman Sachs’ major international financial conference. This important industry event, which will take place June 2–4 in Zurich, Switzerland, brings together major European financial institutions, investors, and analysts to discuss trends, sector performance, and strategic outlooks, with sessions including company presentations. The major Greek banks will be there and represented at the highest executive level. A key topic will be the trajectory of interest rates and the resilience of systemic institutions’ portfolios. METLENThe Trading Update for the first quarter of 2026 announced yesterday by METLEN recorded a strong start to 2026, with a 37% jump in revenues. The results reflect the group’s steady momentum in Energy, Metals, and Infrastructure, as well as the consistent implementation of its strategic investment program. The message is that METLEN remains on course to achieve its medium-term targets and is responding effectively within a complex geopolitical environment. Note that the +37% increase in turnover does not yet include the rise in aluminum prices that followed the war which began on February 28. The financial impact from aluminum will be seen in the next set of results. Countdown for ADMIEOne month from today, ADMIE will open the order book on the Stock Exchange in order to complete a €1 billion share capital increase, protected by a state coverage clause. These funds will finance investments (island interconnections, international networks, strategic infrastructure) amounting to €6.5 billion through 2030 and expected to exceed €8 billion by 2034. Meanwhile, ADMIE Holdings announced that Eleni Moustakidou, with experience at Sarantis and OPAP, has taken over the Directorate of Shareholder Services and Corporate Announcements. The departing Lilian Filips, with her international contacts, will remain at the company as a management advisor. The avenue to major markets opens for GEK TERNAGEK TERNA and OTE are the only listed non-bank companies that have obtained investment grade status. Moody’s announcement rating GEK TERNA at Baa3 (the same rating as the Hellenic Republic) has as its immediate effect — beyond the obvious reduction in borrowing costs — a significant broadening of the investor base. Pension funds, insurance companies, sovereign wealth funds, and family offices overwhelmingly restrict their allocations to investment-grade securities. Trillions of dollars in institutional capital that until yesterday could not even consider investing in GEK TERNA can now show interest. Investment grade automatically lowers WACC, the weighted average cost of capital used to value future cash flows and revenues. Lower WACC means a higher present value for those same cash flows, i.e. a higher valuation, easier financing for new projects, and better refinancing terms for existing debt. GEK TERNA’s management has publicly set a target of EBITDA between €800 million and €1 billion for 2028–2029. With investment grade status, capital markets view that target very differently. Intrum chose a Greek executive to manage its British investment portfolioIntrum is Europe’s largest claims management group, operating in 20 countries and generating revenues of more than €2 billion. It recently announced a move that did not go unnoticed in market circles. It assigned Akis Bis, Vice Chairman and CEO of Intrum Investments Greece, responsibility for its investment portfolio in Britain, one of the group’s four largest markets in Europe. Greek expertise in managing “red loans” is now proving exportable. Akis Bis has 30 years of experience in banking, private equity, and claims management, and is considered one of the architects of the Greek NPL market. In 2013 he started as CEO at Kaican LLP and the Cepal Group, with the founding of Cepal Hellas Financial Services, the first licensed claims management company in the country in early 2017, alongside major deals with giants such as Baupost, Centerbridge, Cerberus, CarVal, Apollo, and Fortress. Since 2019, he has headed Intrum Investments Greece and elevated Greece to the level of a mature market. The British market for unsecured “red” loans is boiling. Banks such as Lloyds and Barclays, as well as fintech firms like ZOPA and Plata, are rushing to clean up their balance sheets by selling portfolios with minimal seasoning, while at the same time the secondary market is highly active. Intrum has already acquired 100% of the Capquest platform and 50% of Arrow Global’s unsecured claims portfolio. It also closed a major agreement with Cerberus for joint investments of up to €1 billion annually. Consequently, London is now regarded as a strategic priority. Intrum’s major markets are, naturally, Greece, Spain, Italy, and now Britain. Akis Bis brings the experience of a country that went through the deep waters of a banking crisis and created a functional NPL market. How Intrum’s capital increase is explainedAnd since we opened the Intrum chapter, let us add that parent company Intrum is proceeding with a €690 million capital increase, with Deutsche Bank acting as joint global coordinator of the issuance. This is a fully guaranteed capital increase worth 7.5 billion Swedish kronor (€690 million), announced in parallel with the company’s quarterly results. The increase will take place through a directed share issue worth approximately 1.5 billion Swedish kronor (€138 million) to selected investors, as well as a fully guaranteed rights issue worth approximately 6.0 billion Swedish kronor, or €552 million. The project will depend on shareholder approval, which will be sought at the Extraordinary General Meeting on June 9, 2026. The capital increase aims to accelerate the company’s deleveraging path by two years, thereby reducing financial risk and increasing the company’s financial strength and flexibility for implementing its 2030 business plan. As far as Greece is concerned, it should be noted that Intrum’s operations in the country are extremely profitable, to the extent that they supported the group during the difficult period that preceded. According to the market, this constitutes a strong advantage, and it is not ruled out that during a period of consolidation in the servicer market — which will inevitably follow in Greece — Intrum Hellas could become an acquisition target for other similar businesses. Double LNG deal for Economou’s TMS Cardiff GasTwo newly built LNG carriers belonging to George Economou’s TMS Cardiff Gas have reportedly been chartered by Cheniere Energy, according to shipbroking circles, for several months at charter rates in the high $80,000s per day. This move comes at a time when the LNG market is clearly shifting toward medium-term charters. Major energy companies are no longer locking in ships for many years but prefer flexibility through contracts lasting a few months, depending on demand and geopolitical conditions. For TMS Cardiff Gas, placing two modern LNG carriers in such agreements acts as confirmation that its fleet remains competitive and easily deployable in an environment of heightened volatility. At the same time, the market picture shows increased demand for available capacity, but without the commitment of long-term contracts. This creates a model in which flexibility has greater value than stability. The Hatzipateras move that changes Dorian LPG’s storyJohn Hatzipateras’ decision to appoint former ABS chairman and CEO Christopher J. Wiernicki to the board of directors of U.S.-listed Dorian LPG was interpreted not so much as a corporate addition of experience, but as a message. On Wall Street, people are discussing that the company is not merely strengthening its governance. It is building an image. Wiernicki carries strong credentials from the American Bureau of Shipping and in matters of safety, risk, and energy transition, and therefore acts as certification that Dorian is moving deeper into decarbonization and technological upgrading. John Hatzipateras’ positioning around clean energy and technology indicates the direction. The company wants to connect its fleet of 28 VLGCs, especially its dual-fuel ECO vessels, with a more “green” investment narrative. In essence, nothing changes immediately in the fundamentals. But what changes is how the company wants the market to view it: not merely as a cyclical LPG player, but as a more institutionally acceptable investment vehicle in the energy transition. Eliza Prokopiou enters suezmax shipbuildingBeacon Tankers’ latest move is not simply another Greek order at a Chinese shipyard. It is another chapter in the evolving “multi-corporate geography” of the Prokopiou family, where each subsidiary operates as a separate investment vehicle with its own strategy and risk profile. Eliza Prokopiou’s involvement, through Beacon Tankers, in the construction of suezmax tankers at Hengli Heavy Industry with deliveries scheduled for 2029 clearly shows that the game is no longer only about dry bulk cargo, but about an aggressive entry into crude tankers. At the same time, the central role of Nikos Chrysakis in the contract-signing process serves as an indication that these corporate structures are not simple company labels, but family-orchestrated platforms with distinct roles. The Greek secondhand tsunami in tankers and the container boomGreek-owned shipping this week moved first and foremost in the shipbuilding segment, with intense activity in containerships and an overall strategic depth that points to long-term planning. On a 12-month basis, the overall picture of Greek shipping activity is equally intense: 239 newbuildings in total (dry bulk, tankers, containers, gas), 233 secondhand acquisitions, and 321 secondhand sales. The figures show a Greek shipping industry that starts with an aggressive shipbuilding strategy in containers, continues with high-value tanker acquisitions, and ends up with a fleet that is constantly renewed through intense sale-and-purchase activity. In containerships, the picture is clearly investment-driven. Costamare ordered 12 vessels of 9,200 TEU, with a total value of approximately $1.3 billion, for delivery in the 2028–2030 period, marking one of the largest moves by the Greek side in the segment. At the same time, Euroseas proceeded with an order for 2 vessels of 1,800 TEU for delivery in 2028, while M Maritime also closed a deal for 2 vessels of 2,800 TEU at HD Hyundai shipyards in South Korea. In total, 16 new ships are recorded in the container segment alone, indicating that Greek shipping is aggressively building the next generation of fleet. This points to continuous fleet rebalancing, with high mobility both in acquisitions and divestments. In the secondhand segment, the week focused mainly on tankers. In the Suezmax category, Greek interests acquired two vessels: ADVANTAGE SUMMIT (158,000 dwt, 2026, Samsung HI) for $108.5 million and BHANU 1 (157,564 dwt, 2026, Samsung HI) for $108.5 million. Both are described as prompt resale and scrubber-fitted, confirming the shift toward modern and high-value tonnage. In MR tankers, WONDER MIMOSA (37,620 dwt, 2006, Hyundai Mipo Dockyard) was acquired for $12 million, with epoxy phenolic coating, DPP, and Ice Class 1A. Viohalco without brakesViohalco’s stock has become unstoppable, having been “released” after reports of a possible end to the U.S.–Iran war, which in turn led to a significant drop in oil prices. The day before yesterday it recorded a jump of 10.9%; yesterday it continued with a rise of 3.5%; and over the last four trading sessions it has posted cumulative gains of 21.8%, climbing from €14.7 to €17.9, thereby continuously extending its historic high. Analysts stress that the stock’s strong rise is directly linked to the de-escalation of geopolitical uncertainty, which acts as a catalyst for major industrial groups with strong international exposure. The outperformance of Cenergy Holdings and ElvalHalcor adds further value to the parent company, while analysts also point out that the current valuation still incorporates a significant discount relative to the true value of its holdings. For its part, Cenergy has now recorded 9 consecutive positive trading sessions and reached €25.1, also a historic record. Meanwhile, ELHA has strengthened by more than 15% over the last four trading sessions and has risen to €4.6 from €3.98 previously. Bank of Cyprus within touching distance of €10Bank of Cyprus recorded a new historic high yesterday, having not seen negative territory for seven consecutive sessions. It closed at €9.955 and reached as high as €9.975 intraday, with €10 representing the next major target. The outperformance of the banking stock is fueled by high expectations within the investment community ahead of the announcement of first-quarter 2026 financial results, scheduled for Monday, May 11. Analysts are focusing on strong profitability and a healthy capital base, while interest also remains intense regarding the annual general meeting on May 15, where approval of the dividend distribution is expected (with an ex-dividend date of May 25). Bank of Cyprus’ valuation now exceeds €4.3 billion. TITAN and the secrets of geographyAn enthusiastic stock market pushed TITAN’s market capitalization above €4 billion, before it ultimately closed at €3.9 billion (€50.9, +2.7%). It was not only the net profits of €64.1 million (+29%), nor the profit margin that widened by 250 basis points and exceeded 21%. The “secret weapon” of the quarter was Egypt. This market, traditionally considered “high risk” because of currency instability, is now positively surprising investors. In the Eastern Mediterranean, targeted price increases were implemented at the beginning of the year, and demand for cement surged, possibly strengthened as well by shifts in construction flows caused by geopolitical turmoil in the Middle East. At the same time, in Greece, the strong recovery recorded in March, despite adverse weather conditions during the first two months, highlighted a consistently positive dynamic with sales better than expected. Weakness came from where no one expected trouble: the U.S. market. Not because the market is declining — comparable sales increased across all geographical regions — but because the impact of exchange rates “ate up” around €50 million from reported revenues. The strong euro against the dollar turned genuine operational successes into lower numbers in the European books. Geographic diversification is a profitability engine for TITAN. The parallel universe of the marketsKepler Cheuvreux is a well-known European equity research house, headquartered in Paris and present in 14 cities (London, Frankfurt, Milan, Stockholm, New York, etc.). It specializes in European equity coverage as well as “cross-asset strategy,” serving exclusively institutional investors. It is not aimed at the broad investing public. Yesterday, it published a 20-page analysis on the state of the markets. “If you only looked at Wall Street indices, you would think the global economy is thriving,” say Kepler’s analysts. The reality they present is different. First, they describe the energy shock that we all know about. Then they document the footprint of that shock on macroeconomic indicators. In the Eurozone, they confirm a combination of slowing growth and accelerating inflation. Classic stagflation. The labor market is showing signs of fatigue for the first time since the pandemic. In the U.S., first-quarter consumption was essentially financed by savings that are being exhausted. The household savings rate is at its lowest level since 2009, while real disposable incomes are already heading toward zero. And yet Wall Street is rising. The rally is being driven by a small group of large-cap technology stocks, with the S&P 500 far outperforming an equal-weight index. The sector’s hyperscalers (Microsoft, Alphabet, Meta, Amazon) have committed to investments exceeding $650 billion in 2026, with investments in Artificial Intelligence infrastructure surpassing $500 billion. It is a self-feeding cycle. The hyperscalers’ capital finances demand for chips, demand for chips fuels infrastructure buildouts, and analysts continuously raise their estimates. The critical question posed by Kepler Cheuvreux is how long the “AI boom” can remain disconnected from the grim reality facing consumers and the broader economy. UBS: Markets are based on blind faith, not analysisPaul Donovan is Chief Economist at UBS Global Wealth Management, which manages assets exceeding $3 trillion. He is very well known for his daily morning audio commentary — always brief, precise, and often sarcastic, with British dry humor directed at markets and politics. In yesterday’s commentary, he began with a phrase repeated like a mantra in the markets in recent weeks: “The U.S. and Iran are nearing a deal.” Axios first published it on April 15. It repeated it on April 17. It said it again on the 26th. It wrote it again the day before yesterday. The markets celebrate every time. Every time, reality confronts them with the same conclusion. Iran is negotiating the end of the war, not the nuclear issue, which it wants to discuss later. Trump threatens “even more intense” bombings if Iran does not accept the terms, while he himself admits that a deal remains “a big deal.” Donovan explains that investors have no real access to Tehran’s decision-making process. Market pricing is based on blind faith, not analysis. The same applies to the productivity narrative. Prospective Fed chair Kevin Warsh wants strong first-quarter productivity numbers because they imply disinflation, therefore lower interest rates, therefore a happy Trump. But Donovan himself describes these figures, using a characteristically British understated word, as “dodgy.” In British slang, “dodgy” means suspicious, unreliable, untrustworthy. Optimism about Artificial Intelligence’s impact on productivity should be received with “significant caution.” War, energy prices, and the Fed are all in a state of flux. Markets are betting on favorable outcomes in all of them simultaneously. History shows that this rarely happens. After Australia, Norway also raised interest rates. The ECB’s turn is comingThe first central bank in Europe to raise interest rates, after 67 days of war in the Middle East, was Norges Bank, which yesterday lifted the cost of money to 4.25%, just days after the Reserve Bank of Australia. Norway’s central bank governor, Ida Wolden Bache, left no room for misinterpretation. “Inflation is too high and remains above target for a prolonged period.” Norges Bank’s move was not expected by the markets, which is why it is important. It sends another message to Frankfurt. Lagarde managed to keep rates unchanged at 2% at the April 30 meeting, while inflation in the Eurozone surged to 3% in April, the highest level since July 2024. ECB analysts revised upward their inflation forecasts to 2.7% for 2026 (an increase of nearly one percentage point), while downgrading growth to 1%. Slovak central banker and ECB Governing Council member Peter Kazimir now describes a June rate hike as “almost certain.” By striking first, Norges Bank makes life harder for Frankfurt’s “doves” and provides arguments to the “hawks.” In an environment where energy prices are rising, inflation persists, and wages are exerting pressure, waiting has a cost — and Norway simply reminded everyone of that. Explore related questions

PORTOFERRAIO. Conto alla rovescia per il cold ironing in due dei tre porti guidati dall’Adsp del Mar Tirreno Settentrionale. Entro il prossimo mese di giugno, infatti, sia il porto di Piombino che quello di Portoferraio saranno attrezzati per l’alimentazione elettrica delle navi in sosta. I lavori, iniziati nel 2024, sono ormai in fase di conclusione nel pieno rispetto del cronoprogramma e rappresentano un ulteriore passo in avanti nell’impegno dell’Autorità di Sistema Portuale per assicurare ai propri porti uno sviluppo sostenibile. La riduzione dell’inquinamento atmosferico prodotto dagli scali portuali è oggi diventata un’esigenza imprescindibile per il Sistema Portuale Nazionale e gli interventi di cold ironing rappresentano una delle priorità contenute nei Documenti di Pianificazione Energetico Ambientale redatti dagli enti portuali italiani. «In questi mesi – spiega l’ingegner Sandra Muccetti, a capo della Direzione Infrastrutture Piombino ed Elba dell’Adsp – sia nello scalo marittimo di Piombino che in quello di Portoferraio, sono stati realizzati complessivamente oltre 3 chilometri di tracciati per ospitare i cavi che collegano la rete nazionale di trasmissione sino ai porti. È stata poi realizzata una cabina di trasformazione in ciascuno dei due porti, il cui scopo è quello di ricevere la media tensione dalla rete nazionale e convertirla nelle caratteristiche richieste dalle navi. Lungo le banchine sono poi state installate le junction box (o cassette di derivazione), che rappresentano il punto di interfaccia fisica e di sicurezza tra l’infrastruttura elettrica portuale e la nave». Il costo complessivo per la realizzazione del sistema di cold ironing nel porto di Piombino e Portoferraio ammonta a circa 26 milioni di euro. Il progetto è stato finanziato attraverso le risorse del Pnrr (Piano Nazionale di Ripresa e Resilienza). «Una volta operativo – conclude – il sistema permetterà alle navi ormeggiate di spegnere i motori termici e alimentarsi tramite la rete elettrica di terra, eliminando emissioni di fumi e inquinamento acustico in prossimità del centro abitato».

The CMHI shipyard in Shenzhen, China, has begun the construction of two methanol-ready dual-fuel multipurpose subsea vessels for Norway’s Olympic Subsea. Olympic Subsea reported that earlier in April the keel laying for the first vessel and the first steel cutting for the second vessel took place at the CMHI Shenzhen shipyard. The vessels will be ready to run on methanol and will feature battery hybrid technology, with delivery on track for the summer of 2027. They will operate in both the renewable energy and oil & gas sectors, featuring advanced technologies that are said to exceed the Paris Agreement requirements. The duo has been designed by Kongsberg Maritime in accordance with the UT7623 sustainable energy vessel (SEV) design,under a contract announced in March 2025. Described as the most energy-efficient in their category, the extensive package of integrated technology will encapsulate rim-drive electric azimuth propulsion, retractable azimuth bow thrusters, switchboards, and thruster drives, hybrid battery power, an integrated bridge system, automation and control systems, a dynamic positioning system, tank sounding, mooring winches, and an overhead ROV launch and recovery system (LARS). 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!

Nello stretto di Hormuz ci sono centinaia di navi in attesa. Non sono solo petroliere. A bordo ci sono fertilizzanti, zolfo, ammoniaca, cereali. Se restano ferme si inceppa la catena che permette all’agricoltura globale di funzionare. Se lo stretto di Hormuz si blocca, il problema non riguarda soltanto il petrolio. Una parte decisiva dell’agricoltura mondiale dipende infatti da questa rotta: dai fertilizzanti prodotti con il gas naturale ai carichi di zolfo usati per i fosfati, fino ai cereali redistribuiti attraverso gli hub logistici degli Emirati Arabi Uniti. È questo il cuore dell’inchiesta del Financial Times, ripubblicata da Internazionale, che mostra come il Golfo Persico sia diventato un nodo decisivo non solo per il petrolio, ma per la produzione mondiale di cibo. La “rivoluzione verde” ha aumentato le rese agricole grazie soprattutto ai fertilizzanti chimici, legando però in modo strutturale i campi ai combustibili fossili. Le varietà di cereali e non solo ad alta resa funzionano solo con apporti continui di fertilizzanti industriali, in particolare quelli azotati prodotti a partire dal gas naturale. Ammoniaca, urea, zolfo Il primo anello della catena è l’ammoniaca. Secondo l’Agenzia internazionale dell’energia, citata nell’articolo, circa il 70% dell’ammoniaca mondiale viene usato per produrre fertilizzanti. E quasi il 30% delle esportazioni globali arriva dal Medio Oriente. Nel 2024 Arabia Saudita, Oman e Qatar hanno fornito insieme oltre tre quarti delle importazioni di ammoniaca dell’India e il 30% di quelle del Marocco. Il secondo elemento è l’urea, il fertilizzante azotato più diffuso. I paesi del Golfo rappresentano il 35% del commercio globale di urea; nel 2024 l’Arabia Saudita era il primo esportatore mondiale e l’Oman il terzo. Senza questi flussi, interi sistemi agricoli – dal Sud Asia al Nord Africa – si troverebbero improvvisamente senza input essenziali. Il terzo ingrediente è lo zolfo, meno noto ma altrettanto strategico. Serve per produrre acido solforico, indispensabile per i fertilizzanti fosfatici. Circa metà dello zolfo trasportato via mare nel mondo passa da Hormuz. Il Marocco, primo produttore globale di fosfati, dipende in larga parte da queste forniture: nel 2024 tre quarti delle sue importazioni di zolfo provenivano dal Golfo. Stretto di Hormuz, cuore della logistica globale Ma il punto più sottovalutato dell’inchiesta riguarda la logistica. Hormuz non è solo una rotta di passaggio: è l’accesso a uno dei più importanti sistemi di smistamento del commercio globale. Gli Emirati Arabi Uniti, e in particolare Dubai, funzionano come un gigantesco hub. Il porto di Jebel Ali, il più grande porto artificiale del mondo, collega oltre 150 porti con più di 80 rotte settimanali. Qui non arrivano solo merci: arrivano flussi globali che vengono riorganizzati. I cereali, per esempio, raramente viaggiano direttamente dal Paese produttore al Paese importatore. Le grandi navi cariche di grano o riso attraccano in hub come Dubai, dove il carico viene stoccato, suddiviso, talvolta rimescolato e poi redistribuito verso destinazioni più piccole, soprattutto in Africa e in Asia. Molti porti africani non possono accogliere navi di grande capacità, e i sistemi logistici locali sono limitati: senza hub intermedi, gran parte di questo commercio semplicemente non funzionerebbe. C’è anche un motivo commerciale: negli hub si decide dove indirizzare le merci in base ai prezzi e alla domanda. Gli Emirati non sono solo un punto di transito, ma un centro di trading globale. È da qui che partono flussi di cereali diretti verso Somalia, Ghana, Mozambico o Zimbabwe, e – secondo quanto riportato nell’articolo – una quota significativa del commercio tra Cina, Africa ed Europa. Un ingranaggio inceppato Se questo sistema si blocca, non si fermano solo le navi. Si interrompe la distribuzione dei fertilizzanti, rallenta quella dei cereali, si inceppa la logistica degli aiuti alimentari. Le conseguenze sono già visibili nei prezzi. A marzo, secondo i dati citati dal Financial Times, l’indice dei prezzi energetici della Banca mondiale è salito del 41,6%, il gas europeo del 59,4%, il petrolio Brent del 45,8%. Nello stesso periodo i fertilizzanti sono aumentati del 26,2% e gli alimenti del 2,7%. La Fao avverte che, se la crisi continuerà, i fertilizzanti potrebbero rincarare di un ulteriore 15-20% nel 2026. A pagare il prezzo più alto saranno i Paesi più fragili. Nel 2024 il Sudan ha importato dal Golfo il 54% dei fertilizzanti, lo Sri Lanka il 36%, la Tanzania il 31%, la Somalia il 30%. Il Programma alimentare mondiale stima che fino a 45 milioni di persone potrebbero essere spinte verso la fame. La nave ferma nello stretto di Hormuz, quindi, non è solo un episodio di tensione geopolitica. È il simbolo di un sistema alimentare globale che dipende da pochi passaggi obbligati, da pochi porti e da tre sostanze – ammoniaca, urea e zolfo – senza le quali l’agricoltura moderna non è in grado di produrre abbastanza cibo. © Riproduzione riservata Foto: Fotolia, Depositphotos

Superyacht La decarbonizzazione dello yachting non è più una prospettiva lontana, ma una traiettoria già tracciata da normative, pressioni di mercato e trasformazioni geopolitiche dell’energia. Se fino a pochi anni fa il settore poteva considerarsi relativamente ai margini del dibattito climatico, oggi si trova al centro di una convergenza regolatoria che unisce strategia internazionale e iniziativa europea, imponendo nuovi parametri di misurazione, responsabilità e innovazione. In tale scenario, lo yachting si confronta con una sfida particolarmente complessa: coniugare la propria natura altamente customizzata e longeva con un sistema normativo pensato, in origine, per il trasporto commerciale. Il risultato è un contesto in cui l’efficienza energetica rappresenta solo il primo passo, mentre il vero cambiamento richiede una revisione più profonda dei modelli industriali, delle filiere energetiche e delle logiche di progettazione. Non si tratta, quindi, di una semplice transizione tecnologica, ma di un cambio di paradigma: dalla performance individuale dell’imbarcazione a una visione sistemica che coinvolge combustibili, infrastrutture, metriche condivise e governance globale. Abbiamo approfondito l’argomento con l’Ing. Lorenzo Pollicardo, direttore tecnico e delle politiche ambientali di SYBAss (Superyacht Builders Association). PressMare – Negli ultimi anni il quadro normativo internazionale sembra aver subito un’accelerazione significativa. Quali sono gli elementi principali di questa trasformazione? Lorenzo Pollicardo – Negli ultimi anni il settore marittimo — e sempre più anche lo yachting — è entrato in una fase di trasformazione regolatoria senza precedenti. Il quadro è multilivello: da una parte abbiamo l’IMO, dall’altra l’Unione Europea che ha accelerato in modo significativo. La IMO 2023 Revised Strategy on Reduction of GHG Emissions from Ships ha fissato un obiettivo chiaro: raggiungere il net zero “by or around 2050”. Parallelamente, l’Europa ha introdotto il pacchetto Fit for 55, rendendo operative una serie di misure vincolanti per il settore marittimo. Tra queste, l’EU ETS Maritime, attivo dal 2024, estende il sistema di scambio delle emissioni al trasporto marittimo introducendo un costo diretto sulla CO₂. Il FuelEU Maritime, in applicazione dal 1° gennaio 2025, impone invece una riduzione progressiva dell’intensità di gas serra dei combustibili fino all’80% entro il 2050, adottando un approccio well-to-wake, quindi sull’intero ciclo di vita del combustibile. A questo si aggiunge l’Onshore Power Supply, che obbligherà progressivamente le navi a utilizzare energia elettrica da terra nei porti europei entro il 2030. Si tratta di un passaggio fondamentale: non si guarda più solo alle emissioni in esercizio, ma all’intero sistema energetico. In parallelo, l’IMO sta lavorando al Net-Zero Framework, approvato nel 2025 e atteso in adozione entro il 2027, che introdurrà per la prima volta un sistema globale combinato di limiti di intensità emissiva e meccanismi di pricing della CO₂. Questo rafforza la convergenza tra regolazione europea e internazionale. PM – Quali sono i principali effetti di questo scenario per lo yachting rispetto ad altri segmenti del trasporto marittimo? LP – Per lo yachting, queste evoluzioni hanno implicazioni specifiche e più complesse rispetto al segmento cargo. Parliamo di unità con vita media molto lunga, difficili da “retrofittare”, con infrastrutture per combustibili alternativi ancora limitate. Inoltre, nei superyacht il consumo legato agli “hotel load” è spesso più rilevante della propulsione. In questo contesto, l’efficienza energetica rappresenta la leva più immediata: ottimizzazione dei sistemi di bordo, riduzione dei consumi HVAC, miglioramento delle carene e utilizzo di materiali più efficienti. Tuttavia, anche le migliori strategie di efficienza possono portare a riduzioni nell’ordine del 30%, un risultato importante ma non sufficiente rispetto agli obiettivi di neutralità climatica. PM – Quali sono quindi le direttrici di sviluppo previste? LP – Per questo motivo l’attenzione si sta progressivamente spostando verso le misure di medio termine, dove entrano in gioco combustibili alternativi come biofuel avanzati, metanolo e idrogeno, sempre più valutati attraverso criteri di Life Cycle Assessment. Il punto centrale è che non si tratta solo di una sfida tecnologica, ma di una trasformazione sistemica. La disponibilità dei combustibili, le infrastrutture portuali, il pricing del carbonio e la coerenza geopolitica, diventano fattori determinanti quanto la tecnologia stessa. Lo yachting, infatti, non è un sistema isolato: la sua decarbonizzazione dipende dall’evoluzione dell’intera industria marittima globale. Allo stesso tempo, proprio per la sua capacità di innovazione, lo yachting può giocare un ruolo attivo e diventare un laboratorio avanzato per l’intero settore. PM – In tale contesto, quali strumenti e iniziative stanno contribuendo a definire standard comuni? LP – In questo senso, un riferimento chiave è la Water Revolution Foundation. Si tratta di un’organizzazione internazionale senza scopo di lucro che riunisce i principali stakeholder dell’industria dei superyacht — cantieri, designer e fornitori — con l’obiettivo di guidare la sostenibilità attraverso ricerca collaborativa e strumenti basati su dati scientifici. La Fondazione ha sviluppato la Roadmap 2050, un piano condiviso per raggiungere emissioni zero entro il 2050, e ha promosso YETI (Yacht Environmental Transparency Index), uno strumento che consente di misurare e confrontare l’impatto ambientale dei superyacht in modo trasparente. Grazie a questo lavoro e al contributo dell’intero settore, oggi esiste anche una specifica tecnica internazionale, la ISO/TS 23099, che permette di valutare e confrontare in modo armonizzato le prestazioni ambientali dei grandi yacht. Questa base apre due direttrici fondamentali: da un lato lo sviluppo di un metodo scientifico unificato per misurare l’impatto ambientale reale, focalizzato sulle prestazioni operative; dall’altro il rafforzamento del dialogo con l’IMO, con l’obiettivo di arrivare a norme internazionali specifiche per lo yachting. PM – Possiamo quindi parlare di un cambio di fase per il settore? LP – Sì, il settore sta effettivamente entrando in una nuova fase: da ambito relativamente autonomo a parte integrante di un sistema globale regolato, in cui la sfida non è solo ridurre le emissioni, ma farlo in modo coerente, misurabile e allineato con le dinamiche energetiche globali. Filippo Ceragioli ©PressMare - riproduzione riservata

La crisi iraniana non ha impattato sui tempi di transito ma su volumi e congestione per il differente atteggiamento delle compagnie Il confronto fra l’impatto della crisi di Suez (attacchi Houthi in Mar Rosso) e quello di Hormuz sull’operatività delle shipping company attive nel trasporto container ha mostrato un deciso cambio di approccio nel fronteggiare improvvisi blocchi di un choke point. Secondo la società di analisi Sea Intelligence, infatti, la crisi del Mar Rosso ha causato un rallentamento misurabile dell’affidabilità delle rotte a livello globale. Al contrario, l’interruzione dello Stretto di Hormuz non si è ancora registrata come un evento negativo globale; anzi, l’affidabilità delle rotte a livello globale nel marzo 2026 è migliorata di 3,9 punti percentuali, superando i normali valori di riferimento stagionali pre-pandemia, come mostra la figura in pagina. Questo tipo di effetto durante la crisi di Hormuz è dovuto secondo Sea Intelligence a un netto cambiamento di rotta a livello operativo. A differenza della crisi del Mar Rosso, che ha comportato una penalizzazione dei tempi di transito, il blocco di Hormuz ha creato un forte shock di volume. Di fronte a uno stretto impraticabile, le compagnie di navigazione non hanno tenuto le navi in ​​ancoraggio a tempo indeterminato. Al contrario, la stragrande maggioranza ha scelto di abbandonare completamente l’area bloccata, causando un collasso quasi totale degli arrivi di navi in ​​Medio Oriente. Tuttavia, questo abbandono forzato ha generato una grave crisi sul fronte terrestre, ma territorialmente circoscritta. Le compagnie di navigazione sono state costrette a scaricare improvvisamente il loro carico destinato al Medio Oriente negli hub più vicini e utilizzabili al di fuori della zona di blocco, come la costa occidentale dell’India e Colombo nello Sri Lanka. Poiché questi hub hanno ricevuto ingenti e inaspettati volumi di merci, s’è generato un collo di bottiglia a terra. L’enorme volume di questo carico ha saturato rapidamente lo spazio disponibile nei piazzali, causando problemi di affidabilità delle rotte commerciali non correlate che utilizzavano gli stessi hub di trasbordo. In definitiva, secondo Sea Intelligence i dati dimostrano che un blocco marittimo localizzato può rapidamente tradursi in una paralizzante crisi di congestione dei piazzali a terra. 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

Prorogato fino al 30 dicembre 2026, nell'ambito dei lavori di adeguamento del nodo di San Benigno condotti da Autostrade, il divieto di transito temporaneo su due corsie: una del ponte Elicoidale e l'altra della sopraelevata, con il conseguente restringimento della carreggiata in direzione del casello autostradale di Genova Ovest. Le due corsie oggetto dell'interdizione al traffico continueranno a essere: Di seguito, nel dettaglio, l'elenco completo delle disposizioni prorogate: "La proroga di queste misure di mobilità è indispensabile per completare il processo di riqualificazione del Nodo di San Benigno - spiega l'assessore alla Mobilità del Comune di Genova Emilio Robotti -: un progetto destinato a migliorare sensibilmente la fluidità dei flussi di traffico cittadini, con importanti benefici attesi anche dal punto di vista della sicurezza della circolazione". GenovaToday è anche su Mobile!Scarical’App per rimanere sempre aggiornato. © Riproduzione riservata

LA SPEZIA -compie un ulteriore e concreto passo nel proprio percorso di decarbonizzazione con l’introduzione delIl nuovo mezzo sarà impiegato daper le attività di navettaggio all’interno del terminal spezzino come un primo progetto pilota di valutazione della progressiva elettrificazione della flotta dei trattori di banchina, in ottica della riduzione delle emissioni dirette generate dalle operazioni in porto. L'elettrificazione dei trattori portuali si presta per l’applicazione in terminal: i mezzi, infatti, operano vicino alle stazioni di ricarica e gli avviamenti frequenti massimizzano i vantaggi della frenata rigenerativa. Questo modello di ralla elettrica a zero emissioni ottimizza inoltre i consumi nelle manovre di movimentazione container. La bassa rumorosità e le vibrazioni ridotte garantiscono condizioni di lavoro più sicure e conf...

The LR2 tanker,Monza, fitted with two 37.5-m WindWings®developed by BAR Technologies, has been delivered to Union Maritime, marking the third vessel in the company’s newbuild series to adopt wind-assisted propulsion. Together, the vessels form the world’s first dual-fuelled LR2 tanker series combining LNG propulsion with WindWings sail technology. Built by Jiangsu Province, Yangzijiang Shipbuilding, and equipped with WindWings manufactured by CMET, the vessel adds to a growing number of large tankers integrating rigid wind propulsion technology. Its delivery confirms that WindWings installation is moving beyond first-of-a-kind projects into repeatable, commercial deployment across a series of vessels. The milestone comes as debate at the International Maritime Organization (IMO) continues over the future of the Net Zero Framework and the role of market-based measures, with competing proposals offering varying levels of ambition and no clear consensus on carbon pricing. For shipowners, this uncertainty is increasing pressure to adopt solutions that deliver immediate, verifiable emissions reductions without relying on the availability or cost of future fuels. Wind propulsion is emerging as a critical solution for reducing emissions, offering a proven, fuel-agnostic pathway to meeting FuelEU Maritime and IMO targets today, without reliance on uncertain future fuel supply or infrastructure. By harnessing a free, zero-emission energy source, WindWings deliver measurable efficiency gains, with performance already demonstrated in commercial service on vessels includingPyxis OceanandBerge Olympus, as well as across Union Maritime’s LR2 newbuild series. Monzais expected to deliver meaningful reductions in fuel consumption and emissions, consistent with results achieved on earlier WindWings-equipped vessels, supporting compliance with global frameworks including FuelEU Maritime and IMO efficiency targets. This growing programme brings together designers, shipbuilders, class, and flag, reflecting increasing industry alignment, and a broader shift toward the adoption of wind propulsion on large commercial vessels. Zhou Kewei, Deputy General Manager of Yangzijiang Shipbuilding Group, said: “The successful delivery of Monza demonstrates how wind-assisted propulsion can be integrated efficiently across a series of vessels. Through close collaboration with BAR Technologies, we are accelerating the industrialisation of low-carbon ship solutions and supporting the industry’s transition to more sustainable operations.” Steve Windrim, Senior Client Relationship Manager, Account Lead for BAR Technologies, from Lloyd’s Register, added: “The delivery of Monza represents another important milestone in embedding wind-assisted propulsion within mainstream shipbuilding. Through rigorous classification processes and close collaboration with project partners, we are supporting the safe adoption of innovative technologies that will play a critical role in the maritime energy transition.” Simon Bonnett, Deputy Commissioner of Maritime Affairs, the Republic of the Marshall Islands Maritime Administrator, commented: “We are proud to support the deployment of technologies such as WindWings that contribute to improving vessel efficiency and reducing emissions from international shipping.Monzahighlights how innovative design, proven performance, and sound regulatory frameworks can deliver practical, forward-looking solutions while maintaining the highest standards of safety and compliance.” John Cooper, CEO of BAR Technologies, explained: “Monzais the third vessel in a series, and that matters. It shows wind-assisted propulsion is no longer a concept or a one-off installation; it is being delivered consistently on commercial ships. “At a time when regulatory direction remains uncertain, the industry cannot afford to wait. WindWings are commercially ready today, delivering measurable emissions reductions while maintaining future fuel flexibility. “This is about deployment at scale. That’s how shipping decarbonises.” WindWings, BAR Technologies' patented three-element rigid wing design, deliver up to 2.5 times the lift of conventional single-element systems and operates without additional energy input. The system is fully automated, adjusting in real time to optimise performance across varying wind conditions. Lauren Eatwell, Head of WindWings at BAR Technologies, concluded: “With each vessel, we’re seeing increasing confidence in how wind propulsion can be integrated at scale. This is no longer about proving the technology, it’s about delivering it consistently across fleets, with predictable performance and clear operational benefits.” Read the article online at: https://www.lngindustry.com/small-scale-lng/08052026/bar-technologies-delivers-dual-fuelled-tanker-to-union-maritime/ Embed article link:(copy the HTML code below): This article has been tagged under the following: LNG as fuel news

Ninety percent of global trade is conducted by giant ships that crisscross the globe, delivering containers of jet fuel, electronics, clothing, and many other goods every day of the week. Seafaring trade on this scale has brought the cost of many products down dramatically, but those ships have historically run on a very dirty fuel — essentially the sludge left over from refining crude oil — causing the shipping sector to contribute about 3 percent of total carbon emissions worldwide. Last year, the International Maritime Organization, or IMO, the United Nations agency overseeing global shipping, was poised to adopt a plan to bring that down to zero. But that was before the Trump administration stepped in, threatening countries with visa restrictions, tariffs, and port fees if they supported the effort. As a result, the ambitious plan to decarbonize global shipping has been on the rocks for months. Alternate proposals that dispense with the core function of the original Net-Zero Framework, or NZF — a per-ton fee on greenhouse gas emissions above a certain threshold — seemed to be gaining traction, threatening climate progress in the sector. But at a meeting of U.N. member countries last week, none of those watered-down proposals received much attention. Instead, a slim majority of countries expressed vocal support for the NZF, indicating that a narrow path to adopting the framework as originally intended still exists. “A genuine spirit of collaboration and optimism pervaded the negotiations,” said Em Fenton, a senior director at the U.K.-based climate group Opportunity Green, who attended the meeting in London. “There were people who did not want to see progress, but a vast majority of delegates in the room were working together.” Grist thanks its sponsors.Become one. To support our nonprofit environmental journalism, please considerdisabling your ad-blockerto allow ads on Grist.Here's How The Trump administration opposes the NZF on the grounds that it would burden American consumers and businesses. In public documents submitted to the IMO, the administration has drawn a hard line at penalizing carbon-intensive fuel types and the inclusion of an “economic element,” such as a tax or levy, in the framework. “The United States submits that the most appropriate path forward is to end consideration of the IMO Net-Zero Framework entirely,” it noted. But supporters of the weaker alternative proposals — which were submitted by Japan, Liberia, Argentina, Panama, and others — did not entirely derail the majority’s push to advance the original NZF. The path to adopting the net-zero plan is a long one — and there’s still time for talks to fall apart. Opponents of the frameworkcan tank it by gathering supportfrom one-third of member countries, or from a smaller group of countries if that group controls half of the world’s shipping tonnage, per IMO rules. Just four countries — Liberia, Panama, Bahamas, and the Marshall Islands — account for roughly half of the world’s registered ships. Ships can be owned by a company in one country, operated by another, and registered — or “flagged” — in a third, much like offshore banking for tax purposes. As a result, these so-called flag countries have extraordinary leverage during IMO negotiations. Since some of these flag states have already voiced their opposition to the NZF, Evelyne Williams, a research associate with the Center on Global Energy Policy at Columbia University, said that “you’re kind of already in that neighborhood of the 50 percent blocking threshold.” Grist thanks its sponsors.Become one. To support our nonprofit environmental journalism, please considerdisabling your ad-blockerto allow ads on Grist.Here's How However, “cautious optimism is reasonable” at this stage, she added. “[The NZF] hasn’t been abandoned, but it’s kind of sobering to look at the blocking arithmetic still available.” While key countries oppose the Net-Zero Framework, the shipping industry itself — the companies that actually own and operate the ships and make their profits from the delivery of goods — has largely backed the effort in the hopes that a single uniform global tax will put every company on the same footing, no matter where they operate. Shippers are already navigating European carbon regulations and want to avoid a patchwork of rules by different countries. “Our industry needs the IMO as our global regulator,” said David Loosley, CEO and secretary general of BIMCO, a trade organization representing shippers,on LinkedInafter the meeting last week ended. “To arrive at implementable regulations at a global level, we need the backing of all member states. Without consensus, global regulations will be ineffective and will fail to provide a level playing field for a truly global industry.” At the meeting last week, U.S.delegates distributed leafletslaying out their projections of the country-by-country economic effects of the Net-Zero Framework. One handout, summarizing the effects on Peru, led to nearly $800 million in compliance costs. But experts who examined the figures said the analysis was misleading and utilized outdated assumptions. “The data is a clear effort being made by a country acting in strong self-interest and using misinformation and exaggeration to the detriment of other countries’ interests,” said Fenton. A spokesperson for the U.S. State Department did not respond to Grist’s request for comment. Fenton expects countries to continue engaging in bilateral negotiations and technical discussions in the coming months. Several finer points — such as the distribution of funds collected as a result of the framework’s fee — are yet to be decided. After the U.S. intervention last year, a vote to adopt the framework was delayed by a year. As a result, the earliest countries can vote to adopt the framework is November. Talks are scheduled for that month to get the framework — or an alternate proposal — over the finish line. A message from Grist is the only award-winning newsroom focused on exploring equitable solutions to climate change. It’s vital reporting made entirely possible by loyal readers like you. At Grist, we don’t believe in paywalls. Instead, we rely on our readers to pitch in what they can so that we can continue bringing you our solution-based climate news. Donate today to keep our site free. All donations TRIPLED for a limited time. Grist is the only award-winning newsroom focused on exploring equitable solutions to climate change. It’s vital reporting made entirely possible by loyal readers like you. At Grist, we don’t believe in paywalls. Instead, we rely on our readers to pitch in what they can so that we can continue bringing you our solution-based climate news. All donations TRIPLED for a limited time. A message from Grist is the only award-winning newsroom focused on exploring equitable solutions to climate change. It’s vital reporting made entirely possible by loyal readers like you. At Grist, we don’t believe in paywalls. Instead, we rely on our readers to pitch in what they can so that we can continue bringing you our solution-based climate news. Donate today to keep our site free. All donations DOUBLED for a limited time. Grist thanks its sponsors.Become one. Grist thanks its sponsors.Become one. To support our nonprofit environmental journalism, please considerdisabling your ad-blockerto allow ads on Grist.Here's How

Il gruppo Contship Italia compie un nuovo passo nel percorso di decarbonizzazione delle attività portuali con l’introduzione del primo trattore elettrico a La Spezia Container Terminal. Il mezzo sarà impiegato da Hannibal per le operazioni di navettaggio interno al terminal e rappresenta un progetto pilota finalizzato alla progressiva elettrificazione della flotta di trattori di banchina, con l’obiettivo di ridurre le emissioni dirette (Scope 1) generate dalle attività portuali. La soluzione punta inoltre a migliorare l’efficienza operativa grazie a consumi ottimizzati nelle manovre di movimentazione container, minore rumorosità e vibrazioni ridotte per gli operatori. L’investimento è stato co-finanziato nell’ambito del progetto “Green Ports PNRR”, attraverso un bando promosso e gestito dall’Autorità di Sistema Portuale del Mar Ligure Orientale. L’iniziativa rientra nel programma “Porti verdi: interventi di energia rinnovabile ed efficienza energetica nei porti”, sostenuto dall’Unione Europea con risorse Next Generation EU che mira a ridurre le emissioni di CO2 e migliorare la qualità dell’aria nelle città portuali. “Il programma di transizione energetica che abbiamo messo in campo mira a decarbonizzare le attività portuali”, ha commentato Simone Pacciardi, responsabile del Servizio Rapporti con UE, Gestione Progetti Comunitari e Fondi PNRR dell’Autorità di Sistema Portuale del Mar Ligure Orientale. “L’Ente, in particolare, ha messo a disposizione degli operatori terminalisti il proprio know-how, relativamente alla gestione di finanziamenti PNRR, permettendo così di sfruttare le opportunità offerte dall’iniziativa Green Ports a beneficio del sistema portuale”. “Un tassello concreto della strategia di sostenibilità”, ha aggiunto Denise Sofia, Head of ESG di Contship. “Nel 2025 abbiamo lanciato l’ambiziosa strategia “Moves that Matter” definendo obiettivi chiari e misurabili, tra cui la decarbonizzazione delle attività del Gruppo in allineamento agli standard SBTi. Questo progetto dimostra come innovazione e sostenibilità, unite alla collaborazione pubblico-privato, possano generare iniziative capaci di creare valore nel medio periodo”. L’iniziativa si colloca in un più ampio piano di innovazione tecnologica intrapreso da Contship nel terminal spezzino, che include digitalizzazione dei processi, nuovi investimenti infrastrutturali e upgrade degli equipment per massimizzare l'efficienza operativa ad ogni livello.

Leaders from Southeast Asia were meeting in thePhilippineson Friday for an annual summit, which this year is focused on addressing thedamaging impacts of the war in the Middle East. TheUS-Israeli war with Iranand Iran's regional retaliation have caused major disruptions to energy markets and global oil supplies. Southeast Asian nations are particularly reliant on oil and LNG imports via theStrait of Hormuz, which has beenblockaded by both Iran and the US for weeks. The disruption has caused fuel and electricity prices to soar, while rising fertilizer costs are impacting food prices.Higher jet fuel costshave also made commercial air travel more expensive,reducing tourism demand in the region. The summit is being held on the central Philippines island of Cebu. In his opening remarks, Ferdinand "Bongbong" Marcos Jr., the Filipino president and the current chair of theAssociation of Southeast Asian Nations (ASEAN), said the group needed to demonstrate unity and resolve while remaining flexible to the unpredictable situation in the Middle East. "We must ensure regional energy security and resilience," Marcos Jr. said. "At a time of heightened volatility, ​ASEAN must strengthen coordination and reinforce preparedness, pursue practical collective measures to safeguard a stable energy supply and improve ​interconnectivity." The Philippines was one of the first countries to declare anenergy emergency in the wake of the war, and is pushing for an ASEAN-wide oil-sharing pact. In addition to emergency fuel sharing, a contingency plan outlined in a draft joint declaration calls for plans for a regional power grid, diversifying crude oil sources, boosting the use of electric vehicles and ofrenewables, includingcivilian nuclear energy. On the eve of the leaders' summit, ASEAN economic ministers on Thursday "identified practical, concrete response measures" to guarantee energy and food security, according to a statement, without providing details on what those measures would entail. Aside from the economic impacts of the Iran war, Southeast Asian leaders are also set to address how to evacuate their citizens from the Middle East, should hostilities in the region break out again. Over 1 million people from Southeast Asia live and work in the Gulf, and several Southeast Asians have been killed since the US and Israel launched the war on February 28. To view this video please enable JavaScript, and consider upgrading to a web browser thatsupports HTML5 video While the summit is focused on the conflict in the Middle East, ASEAN leaders are also addressing regional clashes, including territorialdisputes in the South China Sea, the five-year civil war in Myanmar and the border conflict betweenThailandandCambodia. ASEAN and China have been negotiating on a non-aggression pact for over a decade, amid increasingly frequent and tense clashes between Chinese and Philippine vessels. A separate leaders' statement on the regional maritime issues is expected to be released after the summit. In it, the leaders are set to pledge to "endeavour to conclude the negotiation of an effective and substantive Code of Conduct in the South China Sea." The Philippines, Brunei, Malaysia and Vietnam all have competing territorial claims with Beijing in the South China Sea. The other ASEAN members are Cambodia, East Timor, Indonesia, Laos, Myanmar, Singapore and Thailand. On the conflict between Thailand and Cambodia, the two neighbors' leaders have agreed to resume talks to shore up afragile ceasefireafter a call by Marcos Jr. ASEAN foreign ministers also agreed to meet virtually with their counterpart fromMyanmar, which is keen to restore relations with the regional organization. ASEAN banned Myanmar's leadership from participating in the group's summits following a 2021 coup and thesubsequent civil war. The Myanmar crisis has been a divisive issue within ASEAN. Some members, including Thailand, have sought renewed engagement with thenewly elected government led by coup leader and former junta chief Min Aung Hlaing. Others, such as Singapore, the Philippines and Malaysia, want the organization to more strongly condemn the overthrow of the democratically elected government led by Aung San Suu Kyi, who has been in prison since the coup. To view this video please enable JavaScript, and consider upgrading to a web browser thatsupports HTML5 video Edited by: Wesley Rahn

West Natuna Exploration Limited (WNEL), a majority-owned subsidiary of Singapore-headquartered natural gas exploration and development company Conrad Asia Energy, has awarded Indonesian Timas Suplindo with an engineering, procurement, construction, and installation (EPCI) contract for the subsea umbilical, flowline, and riser (SURF) scope at its natural gas field off the coast of Indonesia. WNEL, as the operator of the Duyung production sharing contract (PSC) with a 76.5% stake, and its partners, Empyrean Energy (8.5%) and Coro Energy (15%), secureda final investment decision (FID)in March for the Mako gas project in the Natuna Sea. The project will initially comprise six development wells tied back to a leased mobile offshore production unit (MOPU), with a design capacity of 172 mmscfd. The sales gas will be transported via an approximately 59-kilometer, 18-inch pipeline to the KF platform in the adjoining Kakap PSC, then through the WNTS pipeline for delivery to the Indonesian domestic market. Timas has been put in charge of the verification of front-end engineering and design (FEED) and execution of detailed engineering design for the SURF system, including flowlines, export pipeline, risers, subsea structures, umbilical, and installation engineering, as well as procurement of all contractor furnished materials and management, storage, and integration of line pipes, umbilical, SPCS, and subsea valves. Furthermore, the company shall fabricate, assemble, coat, inspect and test subsea structures and associated SURF components, load out, transport and install flowlines, export pipeline, subsea structures, risers, umbilical, and tie-ins offshore, and finally perform pre-commissioning activities, including cleaning, gauging, hydrotesting, dewatering, and leak testing, and provide support to WNEL during commissioning and start-up. Conrad’s Managing Director and Chief Executive Officer,Miltos Xynogalas, said:“Securing this agreement is a major milestone for the Mako project and underscores our continued progress into the execution phase. We are very pleased to be working with Timas on this key element of the development.” 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!

Norway’s state-owned energy giant Equinor has secured a drilling permit for operations in the North Sea on the Norwegian Continental Shelf (NCS), which will be conducted with a semi-submersible rig owned byCOSL Drilling Europe, an offshore drilling contractor. The Norwegian Offshore Directorate has granted Equinor a drilling permit for the wellbore 34/10-56 S inproduction licence 050 HS, which is valid from April 11, 2012, up to September 10, 2031. The drilling operations are scheduled to begin in June 2026. Equinor, as the operator of the license, owns a 70% interest, while its partner, Petoro, holds the remaining 30% stake. The permit comes shortly after the Norwegian Ocean Industry Authority (Havtil) granted the companyconsent for exploration drillingin block 34/10 in the North Sea. The well will be spud with COSL Drilling Europe’sCOSL Innovatordrilling rig, which Equinorbookedin August 2023 for a two-year contract starting in the second quarter of 2025. The rig deal entails extension options for three additional years. The 2012-built COSL Innovator semi-submersible rig is designed to operate in water depths of up to 750 meters. Equinor is actively increasing its oil and gas output, as demonstrated by thestart-up of productionfrom a subsea tie-back development in the Norwegian North Sea. 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!

I risultati trimestrali pubblicati da Maersk, come riportati da maritime-executive.com, spiegano lo stato di salute attuale del commercio globale di cui sono considerati un indicatore fondamentale. I dati del primo trimestre 2026 della più grande compagnia di navigazione e logistica quotata in borsa confermano la tendenza negativa del segmento Ocean (ovvero del trasporto marittimo puro) dell’ultimo trimestre 2025 passando da una perdita di 153 milioni di dollari ad una perdita di 192 milioni di dollari. Il Gruppo Maersk nel suo complesso è comunque riuscito a restare a galla, chiudendo con un utile ante imposte (Ebit) di 340 milioni di dollari su un fatturato di 6,7 miliardi. Il risultato, spiegato dall’amministratore delegato Vincent Clerc, è dipeso da una strategia di diversificazione avviata negli anni scorsi: mentre le navi perdono denaro a causa del crollo delle tariffe, i terminal gestiti da Apm e i servizi di logistica hanno compensato il deficit dei dati del settore navigazione. I numeri più pesanti riportati da Clerc riguardano l’impatto indiretto delle tensioni geopolitiche sui costi operativi: non si tratta solo di rotte allungate, ma del prezzo del carburante che è arrivato a toccare i 1.000 dollari a tonnellata, aumentando quindi di quasi due terzi il prezzo rispetto ai livelli standard. Questa impennata costa a Maersk circa 500 milioni di dollari extra ogni mese e sottopone l’azienda a una pressione finanziaria che non può essere più assorbita internamente – ha spiegato l’amministratore delegato – informando che, di conseguenza, questi costi saranno trasferiti sui clienti definendo questa come una mossa necessaria. Apparentemente in contraddizione sembra il dato della crescita dei volumi trasportati, aumentati del 9%: contrariamente alle previsioni precedenti che parlavano di un calo della domanda post-Capodanno Cinese, le esportazioni dalla Cina hanno invece subito un’accelerazione, ma il problema reale risiede nelle tariffe crollate di un ulteriore 14% in questo trimestre. Clerc ha indicato nella sovraccapacità la causa principale di questa riduzione tariffaria: l’ingresso sul mercato di un numero record di nuove navi sta creando un eccesso di offerta che schiaccia i prezzi verso il basso. La contromossa della compagnia è stata quella di spingere al massimo sull’efficienza operativa, riducendo i costi unitari del 7% e mantenendo un utilizzo della flotta vicinissimo alla saturazione (96%). Nonostante le incertezze, Maersk, in una visione a lungo termine, ha ordinato otto nuove navi da 18.600 Teu che sono previste per il 2029-2030 proseguendo nel rinnovo della sua flotta con mezzi più efficienti e meno inquinanti. La compagnia ha anche confermato che sei navi sono attualmente bloccate nel Golfo Persico. Per quanto riguarda le previsioni per il resto del 2026, la crescita globale del mercato container viene stimata tra il 2% e il 4%, con l’incertezza comunque perdurante. Anche nell’ipotesi di una riapertura rapida del Canale di Suez, Maersk avverte che l’onda d’urto sui prezzi del carburante e sulla volatilità dei mercati si farà sentire ancora per molti mesi. 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

È partito questa mattina dal cantiere Piomboni di Marina di Ravenna il modulo offshore del progetto Bouri Gas Recovery, diretto verso la Libia. Il colosso da 5.200 tonnellate, costruito da Rosetti Marino per Saipem, servirà a recuperare gas oggi disperso durante le attività estrattive offshore Il gigante d’acciaio del progetto Bouri Gas Recovery ha lasciato questa mattina il cantiere Piomboni di Marina di Ravenna e ha preso il largo verso la Libia. Trainato su una chiatta lungo il canale portuale, il modulo offshore da oltre 5.200 tonnellate è uscito dal porto ravennate davanti agli sguardi di tecnici, lavoratori e cittadini, segnando la conclusione simbolica di uno dei progetti industriali più importanti degli ultimi anni per Rosetti Marino. La partenza del manufatto, rinviata di un giorno per il maltempo e le condizioni del mare, rappresenta un momento chiave per il comparto offshore ravennate. Il colosso d’acciaio, costruito in circa tre anni di lavoro, è destinato al campo petrolifero di Bouri, al largo della Libia, dove contribuirà al recupero del gas oggi disperso durante le attività estrattive. Un intervento considerato strategico sia sul piano industriale sia su quello ambientale. Il modulo raggiungerà la Libia dopo circa cinque giorni di navigazione, con uno scalo tecnico a Malta dove incontrerà la nave gru Saipem 7000, incaricata dell’installazione in mare. Il progetto è stato realizzato da Rosetti Marino per conto di Saipem, general contractor dell’intervento destinato al campo petrolifero di Bouri, a circa 170 chilometri dalla costa libica. Il modulo opererà nel sistema offshore collegato alla piattaforma di Sabratha, con l’obiettivo di recuperare il gas oggi disperso o bruciato in torcia durante le attività estrattive. Una volta trattato e compresso, il gas verrà convogliato attraverso infrastrutture già esistenti fino al terminale di Mellitah, per poi essere destinato in parte alla Libia e in parte all’Italia. L’opera rappresenta uno dei più rilevanti interventi di ottimizzazione energetica e riduzione delle emissioni nel Mediterraneo offshore. Costruita in circa tre anni, ha richiesto 2,4 milioni di ore di lavoro, con punte di 500 persone contemporaneamente impegnate nel cantiere ravennate. La struttura si sviluppa su sette piani, è alta 45 metri e misura circa 32 metri per 45 alla base. Al suo interno trovano spazio 750 tonnellate di tubazioni, 830 tonnellate di macchinari e circa 190 chilometri di cavi. L’investimento complessivo del progetto ammonta a 1,3 miliardi di dollari, di cui circa un terzo destinato alla realizzazione affidata a Rosetti Marino. Un risultato che consolida il ruolo internazionale dell’azienda ravennate e rafforza il rapporto industriale con Saipem in un’area strategica come quella del Mediterraneo. Il traino della chiatta Rainbarge I su cui è stato posizionato il modulo è stato affidato alla Tidewater Offshore, che vi sta provvedendo a mezzo del rimorchiatore d’altura Pacific Discovery. 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

La cosiddetta "nave dei veleni", che giace in fondo al mare al largo di Cetraro, (calabria) in realtà è una nave passeggeri affondata durante le Prima guerra mondiale, nel 1917. Lo ha annunciato il ministro italiano dell'ambiene Stefania Prestigiacomo in una conferenza stampa congiunta con il procuratore nazionale antimafia Piero Grasso. Fino a 300 metri di profondità e per un raggio di 7 chilometri sono da "escludere tracce di contaminazione radioattiva", ha dichiarato lo stesso Grasso a proposito dei rilievi fatti sul relitto affondato. "si possono dare le prime rassicurazioni sugli esiti degli accertamenti attorno al relitto a largo di Cetraro, ma certo queste rassicurazioni non possono bastare per rassicurare la popolazione calabrese, quella italiana, e i turisti che così numerosi vengono in questa regione", ha aggiunto. "Il caso del relitto di Cetraro è chiuso ma quello dell'inquinamento, in generale, della Calabria é sempre aperto", ha detto ancora il procuratore nazionale antimafia. ATS © Ticinonews.ch - Riproduzione riservata

VMware Private AI Foundation with NVIDIA is the enterprise platform for running generative AI workloads on your own infrastructure. But what about your local development environment? What if you want to experiment with models, test prompts, or build familiarity with private AI concepts before deploying the full stack? That is exactly where llama.cpp comes in. llama.cpp is an open-source inference engine written in C++ by Georgi Gerganov. It was originally built to run Meta's LLaMA models locally, but has since grown into one of the most versatile and widely used inference runtimes available. It supports dozens of model families in GGUF format, runs on CPU, NVIDIA CUDA, AMD ROCm, and Apple Metal — and it is fast. On Apple Silicon, llama.cpp is particularly well-suited. The unified memory architecture of the M-series chips means that the CPU and GPU share the same memory pool. On a MacBook Pro M2 Max with 64 GB of unified memory, you can comfortably run quantized 70B parameter models locally — something that would require a high-end discrete GPU on any other platform. The core idea behind VMware Private AI Foundation with NVIDIA is that your data stays inside your own infrastructure. No public cloud, no external API calls, no data leaving your environment. llama.cpp brings that same principle to your local machine. This makes it an ideal companion for anyone working with Private AI Foundation: The easiest way to get started. Homebrew automatically compiles llama.cpp with Metal GPU acceleration enabled for Apple Silicon. If you want the latest features or full control over the build: llama.cpp uses the GGUF model format. Models in this format are available on Hugging Face. Install the Hugging Face CLI first: Then download a model. A good starting point: The Q4_K_M suffix refers to the quantization level — a good balance between model quality and memory footprint. llama.cpp includes a built-in server with an OpenAI-compatible REST API. This means any tool that works with the OpenAI API will work with your local llama.cpp instance — no code changes needed. The--n-gpu-layers 99flag offloads all layers to the Metal GPU. On an M2 Max this makes a significant difference in inference speed compared to CPU-only mode. Once the server is running, test it with a simple curl request: You now have a fully local, OpenAI-compatible inference endpoint running on your own hardware. For a proper chat interface, Open WebUI is the go-to option. It runs in Docker and connects directly to your llama.cpp server. Open your browser athttp://localhost:3000, add your llama.cpp endpoint (http://host.docker.internal:8080) as a custom OpenAI-compatible connection, and you have a full ChatGPT-like interface running entirely on your local machine — no internet connection required. llama.cpp and Open WebUI give you a lightweight, fully local private AI stack that you can run anywhere — on your MacBook, in a lab VM, or even in an air-gapped environment. It is not a replacement for VMware Private AI Foundation with NVIDIA in production, but it is an excellent way to build familiarity with models, experiment with RAG pipelines, and develop the intuition you need to design production-grade private AI platforms on VCF 9. For anyone working on VMware Private AI Foundation deployments, having this kind of local stack running is simply good practice.

Somec S.p.A. ha annunciato di aver acquisito, tramite la propria divisione Horizons — specializzata in sistemi ingegnerizzati di architetture navali e facciate civili — un’importante commessa del valore di 38 milioni di euro. L’ordine prevede la fornitura e l’installazione di sistemi vetrati per cinque navi da crociera di nuova costruzione. Il cliente è un primario gruppo cantieristico francese e le unità sono destinate a due importanti compagnie crocieristiche internazionali. L’intervento comprende i serramenti tradizionali di cabine e suite, oltre ai sistemi automatici a scorrimento verticale (Avsw – Automatic Vertical Sliding Windows). Quest’ultima tecnologia, progettata e brevettata interamente da Somec, trasforma il serramento in un ‘balcone infinito’, ampliando lo spazio vivibile e aprendo completamente la vista sul mare. Le attività operative prenderanno il via nel terzo trimestre del 2026 e si concluderanno nel 2031. Gli effetti economici della commessa saranno distribuiti sull’intero arco temporale, garantendo al Gruppo stabilità e un’importante visibilità sui ricavi a lungo termine. Il presidente di Somec, Oscar Marchetto, ha sottolineato come l’aggiudicazione di un pacchetto di cinque navi in un’unica trattativa sia un forte segnale di fiducia. Secondo Marchetto, l’operazione conferma inoltre la salute del settore crocieristico globale, che continua a registrare una domanda sostenuta e portafogli ordini dei cantieri ai massimi storici. 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