Porti & ambiente — le notizie raccolte

“I dati scientifici sono ormai inequivocabili: l’inquinamento atmosferico contribuisce allo sviluppo e all’aggravamento di patologie cardiovascolari, respiratorie, metaboliche e oncologiche - spiega ancora Romizi - e colpisce in modo particolare bambini, anziani e persone con patologie croniche. Ridurre rapidamente le concentrazioni degli inquinanti non è quindi soltanto un obiettivo ambientale, ma una delle più importanti azioni di prevenzione sanitaria che possiamo mettere in campo”. Il progetto Cambiamo aria “Con il progetto Cambiamo aria - chiude il presidente Isde - stiamo seguendo concretamente ciò che accade nelle città italiane e i dati mostrano quanto lavoro resti ancora da fare. Per questo chiediamo al Governo di recepire pienamente la direttiva europea, senza deroghe, e di accompagnarla con politiche coerenti e risorse adeguate. Ogni anno guadagnato nel miglioramento della qualità dell’aria significa malattie e morti premature evitate”. Va detto che, per le organizzazioni firmatarie, il recepimento della nuova direttiva europea non deve essere considerato soltanto un adempimento normativo o ambientale: migliorare la qualità dell’aria significa prevenire malattie e morti evitabili e tutelare concretamente la salute della popolazione.

Nasce al parco Natura Viva l'unico baby ippopotamo d'Italia dal 2021 1 settembre 2026 Bussolengo (Vr), 1 set. (askanews) - All'età record di quasi 55 anni, da ippopotama più anziana d'Europa, Camilla ha dato alla luce il suo 15esimo figlio al parco Natura Viva. di Bussolengo. A rischio di estinzione secondo la Lista Rossa IUCN, il piccolo è l'unico nato in Italia negli ultimi 5 anni. A dieci giorni di vita, trascorre il suo tempo allattando sott'acqua e cimentandosi nei primi incerti passi fuori dal laghetto, per seguire la madre. I due, circa 2.500 chili lei e 50 lui, vivono con la propria famiglia e con un gruppo di antilopi nyala, che ospita anch'esso due nuovi nati. Tuttavia, a nessuno è permesso avvicinarsi al nuovo arrivato, né in acqua né fuori, e sarà così ancora per le prossime settimane. "Camilla è arrivata al Parco Natura Viva nel 1976, appena 3 anni dopo l'apertura del primo safari", ricorda Camillo Sandri, direttore zoologico del Parco Natura Viva. "È con noi da cinquant'anni, ha seguito tutta l'evoluzione del parco dai primi anni della sua apertura ai giorni nostri e l'abbiamo vista allevare già 14 piccoli, con una dedizione impeccabile. Ma a questa età, che è già oltre l'aspettativa di vita di un ippopotamo, nessuno avrebbe mai pensato che fosse addirittura ancora in grado di riprodursi". Eppure, la biologia sa stupire. "Dopo 8 mesi di gravidanza, Camilla ha partorito autonomamente in acqua. Non si è mossa dal laghetto per i primi 3 giorni di vita del piccolo e ha iniziato a uscire per mangiare solo quando lui è stato in grado di seguirla, nonostante l'andatura incerta e lo sforzo dei primi giorni di vita. È l'acqua, infatti, l'ambiente d'elezione dell'ippopotamo, che in natura è più sicuro della terraferma. E quando il piccolo è stanco, Camilla si immobilizza offrendogli il muso come appoggio, in modo che lui possa tenersi a galla senza fatica risparmiando preziose energie. Così, mentre a un occhio inesperto possono sembrare un unico grande sasso che affiora dall'acqua, i due restano immobili per molte ore, per proteggersi anche dal sole, rinfrescandosi. Ed è proprio dalla disponibilità di acqua che dipende la sopravvivenza di questa specie anche in natura", conclude Sandri. Nei 39 Paesi africani in cui è ancora presente, l'ippopotamo continua a perdere terreno sotto la pressione dell'uomo: alla riduzione e frammentazione degli habitat d'acqua dolce si aggiungono l'inquinamento, le attività estrattive e la caccia per l'avorio dei grandi canini e incisivi. Un commercio, quest'ultimo, che ha acquistato ulteriore valore con le restrizioni imposte all'avorio di elefante, facendo dei denti dell'ippopotamo una delle principali alternative presenti sui mercati internazionali. Tra il 2009 e il 2018, il commercio internazionale registrato dalla CITES ha riguardato parti e derivati riconducibili a circa 13.900 ippopotami.

Imprese, cresce la spinta verso digitale e decarbonizzazione 1 settembre 2026 ROMA (ITALPRESS) - Tra il 2026 e il 2028, il 76% delle medie imprese investirà in digitale e il 73% in green. Ma tre imprese su quattro si scontrano con almeno un ostacolo nel portare avanti gli investimenti in digitalizzazione e sostenibilità ambientale. A frenare sono soprattutto gli elevati costi iniziali da sostenere, indicati dal 41,2% delle medie imprese. Seguono l’incertezza normativa e la necessità di destinare risorse ad altre priorità aziendali. Lo rileva Unioncamere segnalando che a pesare significativamente sui piani di investimento in digitale e green è pure la carenza di competenze interne e manageriali adeguate, segnalata da oltre un quarto delle medie imprese. Anche per questo, per supportare il proprio percorso di innovazione, il 74% si avvale di imprese di consulenza o consulenti privati, oltre la metà coinvolge fornitori e clienti, mentre il 16% si affida alle istituzioni territoriali, come le Camere di commercio e le associazioni di categoria, per sostenere gli investimenti in digitale e sostenibilità ambientale. In particolare, è crescente l’interesse delle medie imprese verso le tecnologie che assicurano emissioni nette pari a zero. Nel triennio 2026-2028, il 41% di queste realtà investirà in tecnologie per la transizione verde e la decarbonizzazione. mrc/azn

Geodis has promoted Veronique Dameme to chief commercial officer for its global freight forwarding business, effective today. Ms Dameme brings more than 30 years’ experience in the logistics sector, including 17 years in the US, with expertise spanning international business development, customer strategy and global supply chains. She has particular experience in the healthcare and life sciences sector, having joined Geodis in October 2025 as sales director for healthcare and life sciences within its global freight forwarding division. Prior to joining Geodis, Ms Dameme spent five years at DB Schenker as head of global vertical market healthcare. She previously held a range of roles at Kuehne+Nagel for almost 10 years, following an eight-year career at DHL. In her new role, Ms Dameme will oversee Geodis’ global commercial strategy, with responsibility for accelerating business growth, strengthening customer relationships and improving commercial performance across its international freight forwarding operations. In a LinkedIn announcement, Geodis said Ms Dameme’s international experience and healthcare expertise would support its efforts to expand its global freight forwarding business. “We are very pleased to see Veronique take on this new role and wish her every success,” the company said. This article is © The Loadstar. Reproduction, rewriting, or derivative use requires a license. Contact[email protected]for licensing enquiries.

"L'insularità e la condizione costiera non sono uno svantaggio congiunturale e vanno riconosciute come criterio autonomo di allocazione. La Commissione europea propone di garantire un effettivo diritto a restare, e lega quel diritto a sanità, istruzione, alloggi, connettività e sviluppo. "C'è poi" inoltre "la questione dell'Ets marittimo: non ha senso investire in coesione con una mano e aumentare il costo dell'insularità con l'altra". Lo afferma la vicepresidente del Parlamento europeo ed eurodeputata di Fratelli d'Italia Antonella Sberna, intervenendo oggi in commissione Sviluppo regionale all'Eurocamera in merito al rapporto 'Rafforzare la politica di coesione per le isole e le aree costiere' di cui è relatrice ombra per il Gruppo Ecr.Per quanto riguarda l'Ets "per le merci non è prevista alcuna deroga, e per passeggeri e traghetti la deroga si ferma a 200mila abitanti e scade nel 2030, lasciando fuori Sardegna e Sicilia", evidenzia l'esponente di FdI, per poi ringraziare "il vicepresidente Fitto per essersi impegnato a presentato questa strategia" per le coste e isole "attesa da anni e per averla proposta al Parlamento."Chiudo con una raccomandazione che raccolgo dal mondo della pesca. Diversificare non deve voler dire sostituire. Se orientiamo tutte le risorse verso il turismo, comunità che vivono di pesca perdono identità, patrimonio e sicurezza alimentare", conclude Sberna. Riproduzione riservata © Copyright ANSA Da non perdere Condividi

NatPower Marine and Wah Kwong have launched Asia’s first large-scale shore power and port electrification venture to cut shipping emissions across Hong Kong and beyond.

Lusaka Airport is attracting dedicated freighter capacity from two very different airlines, raising questions over whether a previously overlooked air cargo market is beginning to change. Emirates recently added a weekly B777F service, while TAAG Angola Airlines has introduced a weekly B737-800F operation – moves that have attracted relatively little attention individually, but together suggest carriers are seeing something new in the Zambian market. The development is particularly intriguing, given that an industry source recently suggested there was “insufficient demand for a dedicated freighter service” between Zambia and Angola. TAAG has launched the Lusaka operation as part of its north-south logistics corridor, the first service carrying 12.8 tonnes of cargo from Amsterdam, a shipment that included machine parts, IT equipment, personal effects, and other high-value goods. Subsequent operations are scheduled with loads of 14 and 16 tonnes. The service would create a new gateway for cargo originating in several European countries, as well as China and Brazil, while expanding distribution opportunities across Africa. Meanwhile, Emirates is approaching the market from a different starting point. The carrier said growing demand for time-critical imports had pushed beyond the capacity available in passenger aircraft belly space serving Zambia and Zimbabwe. Khalid Mohd Al Hinai, VP cargo commercial, UAE, GME, & Africa at Emirates SkyCargo, toldThe Loadstar: “Zambia’s landlocked geography makes air freight particularly valuable for urgent, time-sensitive, and high-value cargo, with shipments reaching the market rapidly, without longer transit times associated with other modes.” He said demand for time-critical imports like pharmaceuticals had continued to grow, prompting Emirates to supplement its belly capacity with a dedicated freighter. Indeed, the carrier identified pharmaceuticals, medical supplies, electronics, industrial spare parts, high-value equipment, and express courier shipments among the key cargo segments. Mr Al Hinai also pointed to growing consumer demand and import requirements from major sourcing markets like China, the UAE, India, and Turkey. Notably, rather than relying primarily on traditional bulk movements, the emerging opportunity appears centred on cargo for which speed, reliability, and connectivity are particularly important. TAAG’s initial shipment broadly fits that description, while the airline said the route could also support exports such as beef, poultry, and horticultural products. For forwarders, the Emirates freighter could potentially add another routing for cargo that typically goes through established regional gateways, such as Nairobi, Johannesburg, and Addis Ababa. Mr Al Hinai said the service provided “a direct and reliable alternative” for time-sensitive and high-value cargo entering Zambia and the surrounding region, while Dubai’s position as a global logistics and trade hub offered connections into Asia, the Middle East and other manufacturing centres. The bigger proposition, however, may be regional rather than purely Zambian. Emirates said it saw potential for Lusaka to develop into a regional air cargo gateway and distribution centre serving neighbouring markets, particularly Zimbabwe and Malawi, as well as selected areas of Botswana. TAAG is making a similar regional argument, its north-south logistics corridor links the Zambian market with its wider African network. The airline also said the route would facilitate access to the Angolan market and create new trade opportunities between Angola and Zambia. That leaves a more interesting question than whether Zambia simply needs additional cargo capacity: what has changed sufficiently for two carriers to see Lusaka as worth dedicating freighter capacity? For Emirates, the answer appears to be growing demand for urgent and high-value imports that can no longer be accommodated entirely in the belly hold. For TAAG, the opportunity appears broader, promoting regional economic integration and strengthening supply chains that connect Angola with key African and international markets. The early loads reported by TAAG provide some evidence of demand, but whether that can develop into a sustained market remains to be seen. What is increasingly clear, however, is that Lusaka is attracting attention from carriers with very different networks and aircraft strategies. The simultaneous arrival of a 777F from Dubai and a 737-800F from Luanda suggests the opportunity may no longer be as easy to dismiss as it once was.

Brazilian forwarders appear optimistic about the way trade opportunities are shaping up in Africa, and it seems there is certainly an appetite on the other side of the Atlantic to foster stronger relations. However, desire notwithstanding, this has yet to translate into hard volumes. Latest data from Container Trades Statistics (CTS) indicates that after a strong start to 2026, volumes headed from Latin America to Sub-Saharan Africa have proved less consistent, with June figures down 4.6% year on year. Asked if they were concerned by the numbers, forwarders toldThe LoadstarBrazil painted a far better picture, one noting they shipped “more than 3,000 containers a month” of sugar on the routing. “This is an ongoing deal and we are moving that amount every month for the entire year. The problem we’re having is that space is always a challenge due to being over-weight, but it is a firm business.” The June blip follows a May in which LatAm-Africa volumes climbed 8.6%, year on year, which in turn followed a 10.2% April downturn. “Part of it is the war in Middle East and all the uncertainty,” a source explained. In the other direction, June’s Sub-Saharan Africa-LatAm volumes may have jumped 4%, but from a far lower base, hitting 2,700 teu, compared with the 37,500 teu that moved Latam-Africa in the period. “We don’t really see much coming back,” said a LatAm-based forwarder. Given its economic heft, sources said it was interesting to note that South Africa “still” had a “massive trade deficit” with Brazil, but one pointed out that efforts were being made to reduce this as part of the two countries’ efforts to foster greater trade between them. And there are improving connections, with Latam Airlines having started a thrice-weekly Cape Town-São Paulo service, offering additional capacity for those looking to ship between the two countries.

Regione Lombardia investe 150.000 euro sull'educazione ambientale e alla sostenibilità e rinnova, per la sesta edizione, il bando dedicato ai progetti realizzati sul territorio regionale. La misura sostiene iniziative "capaci di promuovere consapevolezza, cultura ecologica e partecipazione", coinvolgendo scuole, giovani, comunità e persone in condizioni di fragilità.Sono previsti contributi fino a 8.000 euro per ciascun progetto ammesso. L'iniziativa è promossa dalla Direzione generale Ambiente e Clima della Regione Lombardia in collaborazione con Fondazione Lombardia per l'Ambiente (Fla).Possono presentare progetti gli istituti scolastici statali, paritari e privati di ogni ordine e grado, gli enti del Terzo settore, le associazioni, fondazioni e organizzazioni, gli enti di ricerca che non svolgono attività economica con finalità di lucro e gli enti della pubblica amministrazione non economici, purché abbiano almeno una sede operativa in Lombardia."Investire nell'educazione ambientale, come abbiamo fatto in questi anni - ha commentato l'assessore all'Ambiente e Clima Giorgio Maione - significa investire nel futuro della Lombardia.La sostenibilità è un valore che deve tradursi in comportamenti concreti e quotidiani". Riproduzione riservata © Copyright ANSA Da non perdere Condividi

The number of vessels and carriers transiting the Bab el Mandeb is increasing slowly according to the latest figures from Linerlytica September 1, 2026 Congestion caused by climate disruptions such as El Niño and major storms are limiting offered capacity and are behind some carriers’ decisions to return to the shorter route to Europe via theSuez Canal. According to Linerlytica data port congestion in Asia is now higher, at 4.3 million teu, than during the Covid pandemic peak, which saw 4.0 million teu ‘stranded’. By taking the much shorter route via the Bab el Mandeb strait, the Red Sea and Suez vessel operators are taking a risk with hostilities in the Middle East periodically increasing with the Iran backed Houthi Movement still a threat to passing ships off the coast of Yemen. However, with the Cape of Good Hope diversions absorbing between 5% and 7% of global capacity, 1.7 million to 2.4 million teu, the need to release capacity is becoming hard to resist. “Maersk, in particular, [is] still scrambling for additional tonnage,” said Linerlytica in its weekly market report, “This has been one of the main drivers behind Maersk’s decision to risk an early return to the Red Sea even though the majority of carriers are still reluctant to do so, including its Gemini Cooperation partnerHapag-Lloyd. Related:Soaring tanker rates, Arctic Silk Route - Maritime in Minutes August in Review The Danish carrier is by no means the only liner shipping company to test the waters withCMA CGMleading the way, and Wan Hai Lines,Cosco Shippingand most recentlyMSCall taking the plunge. French operator CMA CGM made 15 transits through the Suez route to Maersk’s 11 and these two lines, along with MSC have operated vessels in both north and southbound directions. Wan Hai and Cosco have, so far, made only northbound transits. Even with the capacity squeeze through burgeoning delays freight rates on the Asia to Europe routes have failed to recover with even the alternative North Sea Route receiving a “Lukewarm response” from shippers, said the consultant. 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. Subscribe and get the latest industry news, analysis and more straight to your inbox.

IL CAIRO - L'Egitto ha completato i lavori di protezione costiera lungo 120 chilometri di litorale, nell'ambito di un più ampio sforzo per salvaguardare il settore turistico e l'economia del Paese dai cambiamenti climatici. Lo fa sapere il Centro stampa del governo citando stime della Banca Mondiale, secondo le quali le potenziali perdite legate al clima per il settore turistico potrebbero aggirarsi tra gli 82 e i 106 miliardi di sterline egiziane entro il 2060 (sul miliardo e mezzo di euro), motivo per cui lo Stato egiziano si è impegnato a proteggere i suoi 3.500 chilometri di costa, tra Mediterraneo e Mar Rosso. L'innalzamento del livello del mare e l'erosione costiera minacciano, inoltre, anche la pesca e le comunità del Delta.Un rapporto della Banca Mondiale sul clima, pubblicato a luglio, ha avvertito che dal 23 al 30% degli edifici di Alessandria rischia di essere spazzato dalle inondazioni costiere, mettendo a repentaglio il previsto aumento del 6% del Pil.Opere di protezione sono state realizzate ad Alessandria, Damietta, Matrouh, Beheira, Kafr El-Sheikh, Dakahlia e Port Said. Questo mese, il governatorato ha anche avviato le procedure per smantellare le strutture abusive sul lungomare e ampliare l'accesso pubblico alle spiagge, nell'ambito di un più ampio sforzo per la gestione del litorale.Altre iniziative hanno riguardato la costa sul Mar Rosso per salvaguardare le barriere coralline ed espandere l'ecoturismo comunitario, con il supporto del Programma delle Nazioni Unite per lo Sviluppo (Undp) e 15 milioni di dollari di finanziamenti statunitensi.L'Egitto avverte da anni della portata della minaccia dei cambiamenti climatici. Nell'ottobre 2021, l'allora ministro dell'Irrigazione Mohamed Abdelati aveva affermato che fino a un terzo del Delta del Nilo egiziano avrebbe potuto essere sommerso a causa dell'innalzamento del livello del Mar Mediterraneo e dell'intrusione di acqua salata, nonostante il Fondo verde per il clima avesse promesso 32 miliardi di dollari a sostegno degli sforzi del Paese per l'adattamento ai cambiamenti climatici. Riproduzione riservata © Copyright ANSA Da non perdere Condividi

A test commercial voyage of the system from Newlight on a Lomar Shipping bulker should significant savings September 1, 2026 The first long range commercial voyage using ahydrogen-hybrid energy system from Newlight on a bulk carrier reduced CO2 emissions by 28%. The test was carried out onboard 57,038 dwt Lomar Shipping bulker on an 8,500 nm voyage betweenSingaporeand Ghana. Over the course of the voyage fuel consumption was reduced by 24%,CO2 emissionsby 28%, and carbon monoxide emissions by 20%. The Newlight system injects small proportion of hydrogen into a ship’s existing combustion process. It is guided by an AI-driven combustion controller that Newlight said continuously optimizes hydrogen injection pressure and volume as engine load, speed, and operating conditions change. The company said the retrofitted system can be installed in one to two weeks on an existing vessel while it continues to operate, meaning there is no downtime or drydocking required. “We are building a new energy layer for the diesel engines already powering the global economy, making them materially more efficient and cleaner without requiring them to be replaced," said Haran Cohen Hillel, Co-Founder and CEO of Newlight. "The vessel didn't need to change how it operated. We simply gave its existing engine a way to do more, and it did so successfully across thousands of miles at sea.” Related:Brazil, Norway and Netherlands to develop green shipping corridor Based on the test voyage the system would save an estimated $500,000 in operating costs annually on a similar size 57,000 dwt vessel with claimed payback period of under 18 months. Newlight is part of lomarlabs Compass Programme and it also became an investor to test the system. Stylianos Papageorgiou, Managing Director at lomarlabs, said, “This voyage has demonstrated that hydrogen can safely be managed and used onboard, to enhance the combustion of HFO and reduce emissions. It therefore provides a new pathway for sustained compliance within the IMO 2050 framework for existing and aging vessels.” If hydrogen is not available the engine can continue to run diesel alone. The Newlight system has received regulatory approval from RINA Newlight said it is gaining traction for the retrofitted system and has signed commercial agreements covering 12 vessels across multiple shipping companies, with broader fleet rollouts planned for next year. Read more about: Marcus Hand Editor Marcus Hand is the editor of Seatrade Maritime News and a dedicated maritime journalist with over two decades of experience covering the shipping industry in Asia. Marcus is also an experienced industry commentator and has chaired many conferences and round tables. Before joining Seatrade at the beginning of 2010, Marcus worked for the shipping industry journal Lloyd's List for a decade and before that the Singapore Business Times covering shipping and aviation. In November 2022, Marcus was announced as a member of the Board of Advisors to the Singapore Journal of Maritime Talent and Technology (SJMTT) to help bring together thought leadership around the key areas of talent and technology. Marcus is the founder of theSeatrade Maritime Podcastthat delivers commentary, opinions and conversations on shipping's most important topics. Marcus Hand regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Wind-Assisted Propulsion: Are we ready? at Seatrade Maritime Crew Connect Global 2024 IMPA 2024 SingaporeMaritime Procurement and Sustainability Panel, November 2024 Goodbye Globalization? Red Sea Impacts Reviewed,EGN Singapore (Executives' Global Network)webinar, February 2024 Offshore Marine Breakfast Forum atSea Asia 2023 Sustainable Finance, Shipping & Technology at Hong Kong Maritime Week 2022 Building & Operating Dual-Fuel Vessels, February 2022 Shipping’s Decarbonisation Challenge – The Role of Technology and Digitalisation at Hong Kong Maritime Week 2021 The Challenge Faced by Ship Registries in a Digital and Post-Pandemic Era, October 2020 The Future of Transhipment Hubs Post-Pandemic, November 2020 Offshore Marine Breakfast Forum at Sea Asia 2019 Marcus Hand regularly guests on mainstream media talking about maritime and shipping news stories. Below you'll find a list of selected appearances KBS World Radio -Korea24,May 2026 BBC News -Hindi Service,April 2026 RNZ -First Up, April 2026 Subscribe and get the latest industry news, analysis and more straight to your inbox.

Ascolta la versione audio dell'articolo 2' di lettura English Version Translated by AI. For feedback, please contact english@ilsole24ore.com Due validazioni indipendenti hanno certificato i progressi di Ansaldo Energia nell’utilizzo di combustibili a ridotte emissioni di carbonio: Tüv Süd ha certificato la capacità di utilizzare idrogeno della Gt36, mentre Dnv ha validato, con successo, il funzionamento del sistema di combustione della Ae94.3A alimentato a olio vegetale idrotrattato (Hvo), un combustibile liquido prodotto da materie prime di origine biologica. Chiedilo al Sole Le domande sono suggerite automaticamente da 24Ore AI sulla base del contenuto visualizzato. Domande di approfondimento generate da 24Ore AI La certificazione Hydrogen readiness rilasciata da Tüv Süd, spiega una nota, «conferma il percorso della turbina Gt36 verso il funzionamento con concentrazioni progressivamente più elevate di idrogeno, rappresentando un passaggio significativo verso la capacità di operare con il 100% di idrogeno. La Gt36 è attualmente disponibile con una capacità di utilizzo di idrogeno fino al 70% in volume». Loading... Per quanto riguarda la turbina a gas Ae94.3A, prosegue la nota, «nel corso di una campagna di test condotta sotto la supervisione indipendente di Dnv presso il laboratorio Sesta lab di Radicondoli (Italia), Ansaldo Energia ha dimostrato, con successo, il funzionamento del sistema di combustione ibrido per combustibili liquidi alimentato a Hvo, in condizioni rappresentative dell’effettivo esercizio della turbina. La campagna ha confermato la stabilità della combustione lungo l’intero intervallo operativo, senza eventi di flashback né interruzioni dei test durante il funzionamento con Hvo puro». La fuel flexibility, sottolinea Federico Bonzani, chief technology officer di Ansaldo Energia, «è uno dei principali punti di forza del portafoglio di turbine dell’azienda. L’idrogeno e i combustibili a basse emissioni di carbonio offrono percorsi concreti per ridurre le emissioni di CO2, valorizzando gli impianti esistenti e preservando i servizi di stabilità elettrica garantiti dalle macchine rotanti. Le competenze che abbiamo sviluppato possono essere applicate sia alle nuove installazioni che al parco esistente, attraverso interventi di retrofit. In combinazione con i nostri pacchetti di upgrade e i servizi digitali, la fuel flexibility rappresenta un elemento chiave per la progressiva decarbonizzazione degli asset di generazione elettrica».

The opening conference at SMM covered security risks in the Middle East and uncertainty around IMO Net Zero Framework but steered clear of root causes. September 1, 2026 At the end of a discussion on security and protecting maritime assets, Emma Salisbury, senior fellow, Foreign Policy Research Institute & associate fellow, Royal Navy Strategic Studies Centre, replied with one word: “Trump.” Abruptly redirecting the conversation, moderator Andrea Thilo said: “Let’s not talk about Trump,” but the senior figures across the morning’s programme had already and would continue to discuss the repercussions of the US president’s policies, particularly the war in Iran andUSintervention at theIMO’sNZF vote in October last year. On security,ICSchairman John Denholm said the three main powers in the world have territorial ambitions, a point developed by Salisbury. Scraping Trump’s name from her argument, Salisbury said: “I think we are moving into a world where the great powers…don't recognise the value of rules-based order anymore, and they realise that they do get what they want through hard power, and they don't have to co-operate in the same way that they used to.” Related:Sinokor VLCC abandoned and listing in Strait of Hormuz Returning to a rules-based order would require convincing those same powers that it would be to their benefit, she argued. Without a clear upside, they would not participate, choosing to continue acting as they please. Denholm gave the Middle East as an example of the limitations of military action when it comes to achieving geopolitical goals, or bringing about a return to normal. “Unfortunately, the war in the Middle East has shown that even the might of the US Navy cannot protect a relatively narrow passage of water, and that's because of asymmetric warfare. I don't think military force will create stability. It's actually a peaceful endeavour and working together as nations that will restore security for the shipping industry,” he said. In the meantime, shipping will continue to reroute ships and avoid areas of conflict, delivering goods to the world, even if it is a little more expensive, said Denholm. The Strait of Hormuz remains effectively closed; ships that do risk transiting the waterway are frequently attacked by Iranian forces, while the US imposes its own blockade of Iran’s ports. IMO secretary general Arsenio Dominguez repeated his call for the industry to refrain from sending seafarers into such high-risk areas, and Denholm said that responsible shipowners did not send ships into danger. Standing alongside the secretary general, Denholm linked the geopolitical to the regulatory. “If we don't obey the rules of the seas, we'll have terrible access, and we don't want nation states interfering in the role of the IMO and undermining it. Regulation can't solve these problems. We just need countries to respect the rule of law and the way things work, and have a rules-based system. We need to get back to that, and it's quite broken.” Related:Sinokor VLCC struck three times in Strait of Hormuz The US delegation to the IMO was instrumental in derailing the IMO NZF last year, threatening member states with reprisals should they vote in favour of the green policy. Dominguez was keen to point out that while decarbonisation had not been making many headlines in shipping recently, the work at the IMO continued. An hour before that statement, The IMO Intersessional Working Group on Greenhouse Gas Emissions (ISWG-GHG 22) opened in London to continue negotiations on NZF. Dr. Uwe Lauber, CEO, Everllence put the stakes at IMO into context. “Without the regulatory framework, I will not invest any more in the development of a new engine type for alternative fuels,” he said. After “tremendous” investment in alternative fuel technologies, the main learning at Everllence was that rules and regulations on decarbonisation will need to be global, not just driven from Europe. “We can only pay the bill as a whole society, that means the global countries have to work together,” said Lauber. Related:Tanker attacked in Hormuz, US hits Iranian mine launchers Read more about: Gary Howard Middle East correspondent Gary Howard is the Middle East Correspondent for Seatrade Maritime News and has written for Seatrade Cruise, Seatrade Maritime Review and was News Editor at Lloyd’s List. Gary’s maritime career started after catching the shipping bug during a research assignment for the offshore industry. Working out of Seatrade's head office in the UK, he also produces and contributes to conference programmes for Seatrade events including CMA Shipping, Seatrade Maritime Logistics Middle East and Marintec. Gary’s favourite topics within the maritime industry are decarbonisation and wind-assisted propulsion; he particularly enjoys reporting from industry events. Gary Howard regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Ports of Refuge: Strengthening Maritime Resilience, at Seatrade Maritime Logistics Middle East 2025 Debunking LEO and Cloud for Maritime Industry, December 2022 (watch on-demand recording) Making Data Work for Shipping at Seatrade ShipTech Virtual 2021 Is the Zero-Carbon Future a Slow Shipping Future?at Seatrade ShipTech Virtual 2021 Is Ship Finance Transforming Faster than Shipping?at Seatrade ShipTech Virtual 2021 Subscribe and get the latest industry news, analysis and more straight to your inbox.