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The Blueair Mini Restful is one of the most interesting air purifiers I've tested. Not because it does purification differently, but because it combines it with a sunrise alarm clock and wake-up light in a single compact device that sits neatly on a bedside table. The purification is strong and whisper-quiet on the lower settings, and the wake-up light is impressively bright for its size. The alarm's light graduation could be smoother, the app can be laggy at times, and it's not as compact as I'd like, but it offers something highly original and genuinely useful and is worth the higher price. Powerful purification airflow Compact, attractive design Impressively bright wake-up light Quiet on lower settings Built in USB-C charger Sunrise graduation not always smooth App is obligatory but can be slow to respond No voice assistant support Why you can trust TechRadarWe spend hours testing every product or service we review, so you can be sure you're buying the best.Find out more about how we test. The Blueair Mini Restful Sunrise Clock Air Purifier is a three-in-one device — technically a four-in-one if you include the built-in USB charger — that combines an air purifier, a sunrise alarm clock and a wake-up light in a single unit. It launched as part of Blueair's Sleep collection with a clear USP: rather than cluttering your nightstand with separate devices, one appliance handles the air quality, the light and the alarm. If you've been browsing thebest compact air purifiersfor a bedroom, the Mini Restful sits in a category of its own. The purification uses Blueair's HEPASilent technology, which captures 99.97% of particles down to 0.1 microns — finer than a standard HEPA filter — and my hayfever symptoms were noticeably more manageable on mornings after I'd had the Mini Restful running. It runs across three fan speeds plus a Night mode, covers rooms up to 33m² / 355 sq ft, and is QuietMark certified. The brand claims noise levels of 21dB on its lowest setting whereas my own tests averaged 32dB, much of which was ambient. In reality, it's whisper quiet and I could easily run it through the night without disturbing my sleep. I even forgot to switch it off a lot of the time because it's so quiet, I didn't realize it was still running. What makes it stand out most from other purifiers I've tested is the wake-up light: a circular ring below the touchscreen display that brightens gradually over 15–30 minutes before your alarm time. This is designed to mimic natural sunrise, and you can also choose from multiple alarm sounds via the app, including birdsong, soft tones, and rainfall. This wake-up light is impressively bright for its size and the whole appliance's design is attractive enough for you to actually want on your bedside table. I tested the Blueair Mini Restful in summer so while it helped rouse me gently, it's hard to judge exactly how effective it would be in the depths of winter, say, when a more gentle wake-up is most needed. At 11.8in / 30cm tall and just 2.36lbs / 1.07kg, it sits comfortably on a standard nightstand, and the USB-C port at the back means it can charge your phone too, saving you even more space by eliminating the need for a separate charger. Sign up for breaking news, reviews, opinion, top tech deals, and more. My biggest complaint about the Mini Restful is the Blueair app, which doesn't quite live up to the rest of the device's performance. When it works, it's great — intuitive and clean. Yet there's no way to track air quality levels, and during my review period there was often a lag between adjusting settings and the device responding. This became frustrating quickly. The connectivity dropped completely three times during the four weeks of tests and I had to fully reconnect to my Wi-Fi and phone. For anyone who suffers from allergies and has been meaning to try a sunrise alarm, the Mini Restful makes a compelling case that one device can do all of it well. But even if you already own one of thebest air purifierson the market and a separate sunrise alarm, the Mini Restful makes a strong argument for consolidating. It will definitely feel like an upgrade. The Blueair Mini Restful is available directly fromBlueair USandBlueair UK, as well as fromAmazon US,Amazon UK,WalmartandJohn Lewis. It has a list price of $199.99 / £169, which converts to about AU$280, but at the time of writing it's not available in Australia. On purification alone, it's easy to find cheaper options. Blueair's own £79Blue Pure Mini Max, the £59.99GoveeLife Smart Air Purifier Liteand the £149.99Levoit Core 300Sare all strong compact options that cost less and if all you want is cleaner air in a bedroom, any of those will do the job well. However, none of them has a sunrise alarm or wake-up light. Nor do they charge your phone. In fact, there is no direct equivalent on the market — no other purifier currently combines HEPASilent filtration with a built-in sunrise alarm and wake-up light in a single bedside device. This means the real question isn't how it compares to other purifiers, but whether it's cheaper and better than buying two separate devices. On that measure, it mostly wins. TheHatch Restore 3($169.99 / £220) is widely considered the best standalone sunrise alarm clock you can buy, while a compact bedroom purifier like theLevoit Core 300Sadds another $99 / £90 on top. That's $260 / £240 for two devices that take up more space, require two separate apps and two separate power outlets. The Mini Restful does both jobs for $199.99 / £169 in a single unit that sits comfortably on a bedside table. The trade-off is that neither function quite matches what a dedicated device delivers. The sunrise graduation isn't as smooth as the Hatch Restore 3, and the purification coverage is limited to spaces up to 33m² / 355 sq ft. If you need serious room coverage or a flawless sunrise simulation, you'd be better served buying separately. But for a standard bedroom and anyone who wants to simplify their nightstand, the value case is very strong. Replacement filterscost $29.99 / £24 and need changing every nine months — a running cost worth budgeting for, even though it's in line with most other comparable purifiers. List price $199.99 / £169 (about AU$280) Fan speeds 4 Oscillation 360 degrees Filtration 99.97% of particles to 0.1 microns Filters Particle & Carbon (HEPASilent) Control Touchscreen display, Blueair app Wake-up light brightness 3 levels via touchscreen, slider control via app Noise levels 32dB Height 11.8 inches / 30cm Base diameter 6.7 inches / 17cm Weight 2.36lbs / 1.07kg The Mini Restful is one of the better-looking air purifiers I've had in my bedroom, which matters more than it might sound. Most purifiers are designed for corners and shelves where nobody has to look at them. They're functional, but they largely earn their keep by blending in. The Mini Restful is instead designed to stand out, and Blueair has clearly put effort into the aesthetic. The woven fabric exterior, which is available in Coastal Beige or Midnight and can be removed and cleaned, feels closer to an Alexa speaker than a home appliance. For comparison, the Levoit Core 300S — a purifier I rate highly for performance — is a plain white cylinder that would look out of place on my nightstand. At 11.8 inches / 30cm tall and 6.7 inches / 17cm across, it has a similar footprint to a bedside lamp, albeit slightly more imposing. It's taller than I had expected for something described as a bedside device and it's not as compact as I'd like (the Blueair Blue Pure Mini Max, for instance, is shorter and lighter) but it does fit comfortably. I could fit the purifier and my phone charger on my nightstand without it feeling cluttered. At 2.36lbs / 1.07kg, it's also light enough to pick up and move without any effort. The cord runs neatly through the base and plugs into a standard outlet, and at the back there's a USB-C port for charging your phone overnight. This is easy to reach without having to move the unit, and it's one of those small additions that makes a real difference to how the product fits into a bedside routine. All of the controls sit on the top of the device, arranged around a circular touchscreen display. The display shows the time, current fan speed and filter status at a glance, and is the main interface for adjusting settings manually. It's responsive and readable in low light and the icons are intuitive — power, fan speed, display lock and purification mode are all clearly differentiated. I found I could adjust settings without turning the main light on after the first few days of use. The display can also be locked via the app if you want to prevent accidental changes overnight. Just below the display is the light ring — a circular band that serves as both the wake-up light and a soft night light. It's a smaller lit area than you'd find on a dedicated sunrise alarm like the Hatch Restore 3, which uses its entire face as a light source, and I was skeptical that such a narrow ring could produce enough light to actually wake me. It did, and it looked elegant doing so. Setup is straightforward. The Mini Restful arrives in a simple box with the device, a cord and a plug — thread the cord through the base, attach the plug, remove the plastic cover from the filter inside and you're done, in under two minutes. From there you download the free Blueair app, create an account, and connect the device to your home Wi-Fi. The whole process took me around five minutes, and the app walks you through each step clearly. It's here that you'll set your alarm times, choose your wake sounds, adjust the sunrise duration, and create purification schedules. The one ergonomic issue I found is that having everything on top means you need to lean over to adjust anything manually when the unit is at table height. It's a minor inconvenience rather than a dealbreaker, and in practice I used the app for most adjustments after the first week, but it's not ideal. Overall, this is a product that has been designed with the bedroom specifically in mind, and it shows in almost every decision Blueair has made. The Mini Restful has two jobs to do — clean the air and wake you up gently — and it approaches both with more conviction than I expected from a device of this size. I tested it over four weeks as my primary bedroom purifier and alarm clock, running it every night and monitoring air quality via the Blueair app each morning. I also measured noise levels at each fan speed using a decibel meter, and ran the sunrise alarm as my sole alarm throughout the review period rather than keeping a backup. Starting with the purification. The HEPASilent filtration captures 99.97% of airborne particles down to 0.1 microns, which is finer than a standard HEPA filter, and covers dust, pollen, pet dander and most common allergens with ease. I suffer from hayfever and the review period coincided with peak pollen season, which gave me a useful real-world test. On mornings after running the Mini Restful through the night on speed 1 or 2, I noticed a genuine difference: less of the throat tightness and eye irritation I'd normally get. To test the purification speed specifically, I sprayed deodorant directly at the unit for five seconds on both the lowest and highest settings, then timed how long it took for the air quality reading in the app to return to normal. On the lowest setting it took around 45 minutes to fully clear. On the highest setting it took just 12 minutes — a significant difference. The app's air quality history chart, which shows readings over the past 24 hours and 30 days, is useful for tracking these changes and gave me a clear picture of how conditions shifted. On noise, the Mini Restful is super quiet. Blueair claims 21dB on the lowest speed; my measurements put it at around 32dB. This sounds like a huge difference but the purifier is almost inaudible, even in a quiet room. Speed 2 registers around 35dB, which produces a gentle white noise that actually helped me sleep rather than disturbing me. Speed 3 is noticeably louder at around 48dB — not unpleasant, but enough that I wouldn't choose to run it while trying to fall asleep. The Night mode handles the transition well though, stepping the fan down to its quietest setting automatically, and I left it on this mode for the majority of the review period. Blueair says the Mini Restful works best in rooms between 14–33m² / 151–355 sq ft, which will cover most standard bedrooms. I tested it in a medium-sized room and found it kept up well, with the air quality sensor registering improvements within 20–30 minutes of switching on after a day with the windows open. It won't cope with large open-plan spaces — for that you'd need something with considerably more power, like theDyson HushJet Compact— but for a bedroom it's more than adequate. The wake-up light is the more interesting part of the performance story. The light ring is small relative to a dedicated sunrise alarm but on its highest brightness setting it lit the room enough to wake me without the alarm sound triggering at all on several mornings. The three manual brightness levels via the touchscreen are useful, and the app's slider control allows finer adjustment if you want to dial it in precisely. The issue is with the graduation. The light is supposed to brighten gradually over 15–30 minutes before your alarm time, mimicking a natural sunrise. For the most part it does, and on the mornings it worked as intended the experience was gentler than waking to a conventional alarm. But on several occasions — I counted at least six across the four-week review period — the light jumped to full brightness abruptly rather than easing up to it, which is jarring. It doesn't ruin the experience entirely but it stops the Mini Restful from matching the consistently smooth graduation of a dedicated wake-up light. If the sunrise simulation is the primary reason you're considering this, that inconsistency is worth noting. Elsewhere, the alarm sounds themselves are pleasant and varied — birdsong, soft tones, rainfall — and the volume is adjustable via the app. Despite a small number of flaws, I can barely fault the hardware of the Blueair Mini Restful. The same can't be said for the app though, sadly. Firstly, the Blueair app isn't optional. You can use the touchscreen to turn the device on and off and cycle through fan speeds, but doing anything of note, such as setting alarms, choosing wake sounds, adjusting the sunrise duration, creating purification schedules and checking air quality history, all require the app. This is great when it works. The interface is clean and logically laid out, with the device status and filter life all visible without having to dig through menus. Setting a sunrise alarm takes seconds: you pick a time, choose a sound, set the brightness duration between and you're done. The filter replacement reminder is useful; the display lock feature is a sensible addition for overnight use; and the scheduling tools are flexible enough to set different purification levels for different times of day. However, knowing how to view live air quality readings isn't obvious, and I ended up having toGooglefor help. Even then, you can only see the current outdoor air reading (via the Outdoor air section on the homepage) and not a live, room-by-room chart. Then there's the problem with lag. There was a consistent, frustrating delay between adjusting a setting in the app and the device responding throughout almost the entire review period. This could be anything from a few seconds to almost 30 seconds on occasion. Switching fan speeds via the app often took longer than just tapping the top of the unit, which defeats part of the point of having remote control in the first place. What's more, during my four-week review period the connection dropped completely three times, requiring a full reconnection through the app each time. I'd find myself checking the app before bed to make sure the alarm was still set and the connection was still live, which is exactly the kind of friction a product like this should be eliminating. The absence of any smart home integration is also a real gap. There's no HomeKit support, Alexa skill or Google Home compatibility, which means the Mini Restful exists entirely within its own ecosystem. For anyone who controls their bedroom environment through a smart home setup — lights, heating, other devices — the Mini Restful sits outside all of that. It's not a dealbreaker, but it's a limitation that feels out of step with both the price and what other, similar connected bedroom devices offer. Blueair has clearly invested in the app's design and the range of features it offers, and the bones are good but the execution needs a lot of work. Attribute Notes Score Value Pricier than a standalone purifier, but replaces two devices at a lower combined cost. 4/5 Design Attractive, compact and genuinely bedroom-appropriate, with a few ergonomic niggles. 4.5/5 Performance Strong purification and a capable wake-up light, let down slightly by occasional abrupt sunrise graduation. 4.5/5 App Clean interface with useful features, but lag and connectivity drops are a real problem. 3/5 You suffer from allergies or hayfever The HEPASilent filtration captures particles down to 0.1 microns and is quiet enough to run through the night without disturbing your sleep. You want to simplify your nightstand The Mini Restful replaces a purifier, a wake-up light and a phone charger in a single device. You want a gentler start to the morning Waking to a gradually brightening light is a meaningfully better experience than a conventional alarm. You want seamless sunrise simulation The light graduation is inconsistent and a dedicated wake-up light like the Hatch Restore 3 will do it more reliably. You rely heavily on smart home integration There's no HomeKit, Alexa or Google Home support. The Mini Restful operates entirely within its own app ecosystem. You need to purify a large room Its 33m² / 355 sq ft upper limit makes it a bedroom device only. For larger spaces you'd be better served by something like the Blueair Blue Max 3250i or the Dyson HushJet Compact. If you're not sure whether the Blueair Mini Restful is the right air purifier for you, here are two other options to consider: Goveelife Smart Air Purifier Lite A portable air purifier that makes a noticeable difference to air quality, and unlike the Blueair Mini Restful, has smart home connectivity. We weren't very impressed by its aromatherapy feature, though. Read our fullGoveelife Smart Air Purifier Lite review Blueair Blue Pure Mini Max A very affordable, efficient little air purifier, the Mini Max isn't as feature-packed as the Mini Restful, but far exceeded our expectations during testing. Read our fullBlueair Blue Pure Mini Max review I used the Blueair Mini Restful as my main bedroom purifier and alarm clock for four weeks, running it every night and monitoring the air quality readings in the app each morning. To test purification speed, I sprayed deodorant directly at the unit for five seconds on both the lowest and highest fan settings, then timed how long it took for the air quality reading in the app to return to normal. I measured noise levels at each fan speed using a mobile phone decibel meter and ran the sunrise alarm as my sole morning alarm throughout the review. I also tested the app's scheduling tools, the USB-C charging port and the manual touchscreen controls. Read more abouthow we test. First reviewed May 2026 Victoria Woollaston is a freelance science and technology journalist with more than a decade’s experience writing for Wired UK, Alphr, Expert Reviews, TechRadar, Shortlist and the Sunday Times. She has a keen interest in next-generation technology and its potential to revolutionise how we live and work. You must confirm your public display name before commenting Please logout and then login again, you will then be prompted to enter your display name.

Frank Del Rio, ex presidente e amministratore delegato di Norwegian Cruise Line Holdings, ha intentato causa contro la società e quattro ex membri del consiglio di amministrazione per mancati compensi di consulenza. Del Rio sostiene di essere stato indotto ad andare in pensione anticipata, in parte per risparmiare sulle spese di compensazione, e che gli amministratori non abbiano mai avuto intenzione di rispettare un accordo verbale per 4 anni e mezzo di consulenza retribuita. Accusa di frode, violazione del contratto e di cospirazione per nascondere il fatto che non avrebbe ricevuto alcun compenso oltre i primi 2 anni e mezzo. Con la denuncia Del Rio chiede milioni di dollari di risarcimento per danni subiti. La stampa statunitense ha riportato come Nclh abbia rifiutato di commentare. Tra gli altri imputati figurano gli ex amministratori Russell Galbut, che ha lasciato l’incarico nell’agosto del 2024, e Harry Curtis, Mary Landry e Stella David, che si sono dimessi a marzo nell’ambito di un rimpasto del consiglio di amministrazione sollecitato dall’azionista Elliott Investment. Alla fine del 2022, Del Rio ha negoziato un accordo di pensionamento anticipato per dimettersi nel giugno 2023 e lavorare come consulente. Poiché lasciare l’incarico a metà anno gli sarebbe costato molti milioni di dollari in mancati compensi, è stato concordato – secondo la sua denuncia – che avrebbe ricevuto come consulente 1 milione di dollari a trimestre per 4 anni e mezzo, da luglio 2023 fino alla fine del 2027. Quando Del Rio ricevette l’accordo scritto da firmare, invece di 4 anni e mezzo e 18 milioni di dollari, i termini prevedevano 2 anni e mezzo e 10 milioni di dollari. Gli fu detto che Nclh non poteva presentare ai suoi azionisti l’accordo di consulenza di 4 anni e mezzo e 18 milioni di dollari a causa di recenti mancate approvazioni del voto consultivo sulla remunerazione dei dirigenti tra il 2020 e il 2023, periodo in cui l’azienda si stava riprendendo dalla pandemia di Covid. Tali mancate approvazioni avrebbero potuto mettere a rischio la rielezione degli amministratori. Del Rio ha però affermato di essere stato informato che, firmando l’accordo di due anni e mezzo, Nclh avrebbe rispettato la promessa verbale di ulteriori due anni, modificando l’accordo scritto prima della sua scadenza. Dopo il 2025, tuttavia, non avrebbe ricevuto il pagamento per i due anni aggiuntivi previsti. Del Rio ha stimato che il suo compenso per il 2023, se non si fosse dimesso da Ceo, sarebbe stato compreso tra 22 e 32 milioni di dollari. Il suo precedente contratto di lavoro includeva una clausola di non concorrenza della durata di un anno e il contratto di consulenza ha esteso tale clausola. La denuncia di Del Rio sostiene inoltre che gli amministratori abbiano tratto in inganno gli azionisti riguardo ai suoi servizi di consulenza, affermando in una ‘delega di voto’ che egli rappresentava una risorsa preziosa per il consiglio di amministrazione in materia di cantieristica navale, finanziamento del credito all’esportazione, decarbonizzazione, attività di lobbying nel settore e altre questioni. In realtà, però, sebbene Del Rio fosse “pronto, disponibile e in grado di consigliare e consultare Nclh su qualsiasi questione rilevante”, la società non avrebbe mai richiesto il suo parere o la sua consulenza su alcuna questione, rendendo, a suo dire, la delega fornita agli azionisti come richiesto dalla SEC “falsa, ingannevole e fuorviante”. 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

Tata Steel UK on Friday (local time) shared an update regarding the incident at the Pickle Line on 3 June, stating that work is now underway to carry out a full assessment of the affected area. According to the release, the Hot Strip Mill was temporarily taken offline during the incident. Additionally, it said that teams are working towards a planned restart in the middle of the coming week. It further noted that the supply chain teams were actively implementing mitigation plans, including alternative processing at the Llanwern Cold Mill and Pickle Line. On Wednesday, afirebroke out at the UK plant, which is undergoing a transition to a low-carbon steel-making process, according to a company statement released on Thursday. "All personnel were accounted for and evacuated from the area safely,"Tata SteelUK said. The company said that Mid and West Wales Fire Service attended the Port Talbot site on 3 June at around 8 pm (UK time) to deal with a fire at one of the site's processing lines. Theemergency serviceswere working with local teams to completely extinguish the fire, Tata Steel UK said, adding that further updates will be shared as information becomes available. In October 2024, Tata Steel stopped iron-making at itsPort Talbotsite and temporarily paused steel manufacturing, pending the construction of a 3.2 MTPA electric arc furnace. As emergency fire crews continued to battle the blaze at the plant in south Wales, a workers' union said it had caused "substantial damage". The company noted that emergency services continued to be on site and were working with local teams to completely extinguish the fire. The statement added, "The incident is not related to the safe and successful demolition of the empty, redundant Gas Holder earlier yesterday (Wednesday) evening." Unite workers' union General Secretary Sharon Graham confirmed that no one was injured in the fire after workers were evacuated safely. Graham added, "The fire did cause substantial damage to a vital production line. Measures must now be put in place to protect jobs both at Tata and down the supply chain during any period of disruption." She said, "Meanwhile, we are asking Tata and the government to ensure that operations are rebuilt as swiftly as possible." Peter Hughes, Unite's Wales secretary, noted that the union is committed to working with the company to "ensure the long-term future of Port Talbot and the entire Tata operation in the UK". Residents living near the steelworks, one of the world's largest, have been advised to keep their windows and doors shut, though air quality is not believed to have been severely impacted. "Large plumes of smoke are visible in the area. Residents are advised to keep windows and doors closed. Please avoid the area and use alternative routes where possible," South Wales Police said. Tata Steel stated that the cause of the fire remains under investigation and emphasized that the incident was unrelated to the earlier demolition of an old gas holder, which the company described as having been completed safely and successfully on Wednesday evening. (with agency inputs) Catch all theBusiness News,Corporate news,Breaking NewsEvents andLatest NewsUpdates on Live Mint. Download TheMint News Appto get Daily Market Updates. Log in to our website to save your bookmarks. It'll just take a moment. Oops! Looks like you have exceeded the limit to bookmark the image. Remove some to bookmark this image.

Sempra Infrastructure, a subsidiary of North America’s energy infrastructure company Sempra, and its joint venture partner, France’s energy giant TotalEnergies, have expanded liquefied natural gas (LNG) output in Mexico by achieving the first LNG production at their project in Ensenada. Sempra Infrastructure and TotalEnergies have brought theECA LNG Phase 1liquefaction project online in Ensenada, with first LNG production now achieved as part of the commissioning process toward commercial operations. This project consists of a single liquefaction train with a nameplate capacity of 3.25 million tonnes per annum (mtpa) of LNG. A second phase is also under development at the same site. Justin Bird, CEO of Sempra Infrastructure, commented:“This achievement reflects the dedication of the entire ECA LNG Phase 1 team and their unwavering commitment to the highest standards of successful project development. “The production of first LNG marks a significant milestone on the path to full operations expected in the coming months, enabling the delivery of reliable and secure energy from North America’s Pacific Coast to global markets.” Located on Mexico’s Pacific Coast, the ECA LNG facility is expected to enable the supply of U.S. natural gas to Asia and other Pacific Basin markets via the shortest shipping route, reducing transit times and transportation costs and thus providing customers with greater access to competitively priced U.S. natural gas. Supported by long-term offtake deals with TotalEnergies and Mitsui & Co, ECA LNG Phase 1 is expected to reach substantial completion in the summer of 2026, with sales under long-term sale and purchase agreements commencing shortly thereafter, when the facility begins commercial operations. Sempra Infrastructure describes Phase 1 as a cornerstone of its dual-coast LNG portfolio. With projects along the U.S. Gulf Coast and Mexico’s Pacific Coast, the company claims to offer its customers the flexibility and reliability needed to meet growing demand. The firm is set on expanding its LNG arsenal and existing portfolio of assets, as illustrated last year by itsfinal investment decisionto advance the development, construction, and operation of thePort Arthur LNG Phase 2project in Texas. The development encompasses the addition of two natural gas liquefaction trains, one LNG storage tank, and associated facilities with a nameplate capacity of approximately 13 million tonnes per annum. 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!

AI once again dominated the conversation atComputex, but it also pushed the industry’s biggest players to bring their A-game to Taipei. The result was one of the most compelling hardware shows in years. Some companies took especially bold swings. Dell’s new lower-cost XPS 13 all but challenged Apple’s MacBook Neo to a duel, bringing the premium XPS experience to a dramatically lower price point. Even more significant was Nvidia’s long-awaited entry into the PC processor market withRTX Spark, a powerful new Arm-powered system-on-a-chip designed for advanced local AI development, gaming, and content creation. Both announcements have the potential toreshape the PC industry, albeit in very different ways. We sent some of our best to cover Computex live from the ground in Taipei, sorting through dozens of announcements, demos, and product launches. After seeing the latest laptops, desktops, monitors, and components firsthand, we’ve narrowed the field to those that impressed us most. These 15 products are the best of Computex 2026.—Joe Osborne Apple'sMacBook Neodeclared war on thebudget laptopmarket, and Dell has proved to be the tip of the spear for the PC world's response. It has overhauled its13-inch XPS 13, turning its premium laptop more affordable. Dell somehow anticipated nearly all of the Neo's shortcomings, meeting each with a better alternative. Too heavy for you? The XPS 13 is half a pound lighter than the Neo. Want a bigger screen, and with touch controls? The XPS 13 has both. Bummed by the Neo's lack of a backlit keyboard? Dell says, "Step right up." That's quite a list of advantages for just another $100 in list price, at $699.99 for the base model. Of course, we still need to know whether Intel's“Wildcat Lake” Core Series 3 chipcan keep up with Apple's retrofitted A18 Pro iPhone chip in testing. Expect to see the XPS 13 online and in stores before the end of June. —J.O. Acer'sTravelMate P6 14 AIstands out as an exceptionalwork laptop, combining elite processing power with a feathery design. Weighing just 2.1 pounds, thanks to its carbon-fiber and magnesium-aluminum chassis—noticeably lighter than even the Lenovo ThinkPad X1 Carbon—it still feels substantial in your hand. This Copilot+ PC features Intel "Panther Lake" processing and an impressively rigid flex-free build. It also presents professional-grade display options, including a 3K OLED or a glare-reducing IPS screen with excellent sunlight readability. It also has unique hardware security that alerts IT if someone opens the chassis. Complete with a 71-watt-hour battery promising a 30-hour lifespan, it’s set up to be a top-tier choice for mobile professionals. Acer has yet to reveal price or availability for this one.—Brian Westover Microsoft'sSurface Laptop Ultrabridges the gap between thin ultraportables and heavy workstations, delivering a powerhouse system tailored for local AI processing, along with media and visual content creation. As a flagship of theNvidia RTX Sparkfamily, it features a "Grace Blackwell" chip that unites a 20-core Arm processor, up to 128GB of unified memory, and (so Nvidia claims) GeForce RTX 5070-level graphics firepower. This hardware advances Windows on Arm compatibility through enhanced Prism emulation for legacy apps and expanded gaming support. The laptop's centerpiece is a stunning 15-inch mini-LED PixelSense Ultra touch screen with a 3:2 aspect ratio, 2,000 nits of peak brightness, and professional color coverage. The laptop's rounded out by essential creator touches like an SD card slot and high-performance cooling. We’ll learn about pricing closer to its fall 2026 debut.—B.W. Acer'sSwift Spin 14 AImerges the lightweight portability of the Swift series with the versatile 360-degree folding design of Acer's Spin range. It presents two distinct high-performance AI configurations: a silver-white model equipped with Intel Core Ultra Series 3 (Panther Lake) silicon, and a cobalt-blue model powered by Snapdragon X2 Elite or Plus processors that have massive 80 TOPS NPUs. This zero-compromise hybrid caters heavily to creative workflows, featuring a smooth 14-inch 1200p IPS touch screen with a 120Hz refresh rate. A bundled stylus enables easy sketching, and the adaptable form factor is perfect for note-taking and on-the-go productivity. It's due out in August; Acer has yet to share pricing.—B.W. The most excitinggaming laptopof the show is undoubtedly the Asus ROG Strix Scar 18 (G815). Asus equipped this big-screen bad boy with Nvidia's GeForce RTX 5080, running at its maximum 175 watts, and paired it with one of Intel's brand-new“Arrow Lake Refresh” mobile processors. But this laptop isn't all mega-muscle, it looks super-slick, with a 240Hz, 1600p, mini-LED display that will put those graphics to work. A nice touch: Extreme Low Motion Blur (ELMB), uses backlighting zones to make text more legible. We're really taken with the band of RGB LEDs wrapping the bottom of the laptop's chassis. Their light bounces off whatever the laptop is sitting on, creating aThe Fast and the Furious: Tokyo Driftaesthetic. The Scar 18 also features toolless upgrade access to the memory and storage slots, making good on its extreme size. We don't know how much this one will cost or when to expect it, but let's just say: Start saving now. —J.O. Intel has a new chip, the Arc G3 Extreme, specifically forPC gaming handhelds, and MSI’s new Claw revision, the Claw 8 EX AI+, looks like its best initial implementation. Inour hands-on time,the 2026 Claw impressed us more than competing handhelds from Acer and Asus that also launched at Computex. That's thanks in part to the new processor, which should propel it far ahead of earlier alternatives. Acer's Predator Atlas 8 also runs the G3 Extreme, but MSI's redesign sets it apart. The Claw chassis is now more comfortable to hold, with smaller grips, and the sticks, triggers, and buttons have been reworked for more satisfying feedback. This model won’t be cheap, but it might be the best of its kind to date. It’s due out before the end of June. —J.O. The topgaming desktopof the show was an easy pick, because MSI not only created an ace gaming tower but enhanced it with AI in ways that are genuinely interesting. MSI notes that theMEG Vision X2 AIwill have Core Ultra processors and up to an RTX 5090, but the real draw: A holographic AI “LuckyClaw” agent (powered byOpenClaw) is built into the case and responds to voice commands. We’re already excited. Using voice interaction, LuckyClaw will allow for hands-free access to performance profiles, monitor settings (on MSI monitors), and RGB lighting controls. MSI will update LuckyClaw with new skills over time, so it should only grow more useful for years of ownership. Will it cost a fortune? Probably, but you already knew that. MSI has yet to share a release date for this one. —J.O. For a sweet, little AI-ready desktop, we really like the plucky ASRock Mars 340, amini PCoutfitted with the laptop-grade AMD Ryzen AI 5 340 processor. Built on the "Zen 5" architecture and XDNA 2, it's a zippy little guy, with 50 TOPS of NPU performance for using Copilot+ tools. And it's roughly the size of a paperback book, small enough to tuck out of sight or just keep the clutter off your desk. You can configure it with up to 128GB of memory and two SSDs, along with an M.2 slot designated for a Wi-Fi/Bluetooth module. More than that, the port selection is awesome for what ASRock has managed to cram onto the front and back of this tiny 0.7-liter chassis. You get a generous eight USB ports (highlighted by a front-facingUSB4), a full-size SD card reader, gigabit Ethernet, and an ultra-versatile display setup that somehow pairs a legacy VGA D-Sub right alongside an 8K-capable HDMI 2.1 port. Oh, and did we mention it can run on just USB-C power? —B.W. Alienware has never been one to shy away from bold moves, and sure enough, it arrived at Computex withthe world’s first 39-inch 5K OLEDgaming monitor, and boy, does it look great. That's thanks in part to a panel featuring RGB stripe technology and tandem OLED, allowing the display to reach higher brightness levels without sacrificing color accuracy or OLED-typical deep blacks. RGB stripe does this by stacking independent layers of red, green, and blue, potentially delivering up to 1,300 nits of peak brightness. The bleeding-edge tech adds up to one eye-catchinggaming monitor, with VESA DisplayHDR True Black 500 support, Dolby Vision certification, and a “dual mode” setting that displays a full 5K (5,120-by-2,880-pixel) resolution at 165Hz and an FHD (1,920-by-1,080-pixel) resolution at 330Hz. We expect this massive monitor to arrive sometime this fall. —Zackery Cuevas TheRTX Sparkis a powerful integrated chip that's equipped with 20 Arm-based Nvidia "Grace" CPU cores and a 6,144-CUDA-core Nvidia "Blackwell" RTX GPU. This chip targets AI software developers seeking to run large AI models locally. (As an aside, gaming and creative work look to be additional strengths of this AI-first platform.) It’s an impressive piece of silicon that stands to shake up much of the PC industry once it lands this fall, though we don’t know the price of any of theRTX Spark laptopsyet. —Michael Justin Allen Sexton Thisgraphics cardis among the most tricked-out we’ve ever seen. Asus’ 20th-anniversary GPU is absolutely massive, filling four PCI Express card positions on your rear I/O panel. An exceedingly thick heatsink takes up most of this space, with four fans that work to cool theRTX 5090graphics chip and its supporting circuitry. In addition to the common 12VHPWR power connection, the card also has a BTF power adapter for use with Asus rear-connector Back to the Future motherboards. Both can simultaneously deliver up to 900 watts of power to the graphics card, leaving plenty of room for overclocking. A stylish curved OLED panel on the corner of the card makes it even more appealing and customizable. Price and release information aren’t available, but start saving now. —M.J.A.S. Asus’ ROG Crosshairmotherboardline is officially 20 years old this year, and the company is celebrating with a new motherboard inspired by the original 2006 Crosshair. High-end gaming motherboards in 2006 typically used a lot of exposed copper to cool various components and give the board a premium metal aesthetic. Asus has taken that design language and combined it with the latest trends to create a motherboard that delivers the best of both worlds. You get that distinctive copper aesthetic, which we'd love to see a return to, but it also has modern easy-release PCI Express slots and a customizable OLED panel. The motherboard supports the latest AMD AM5 processors, and the board’s X870E chipset provides extensive overclocking support. No price or release date just yet. —M.J.A.S. Thermaltake’s innovative Capo X case makes it possible for you to build two full PCs inside a singledesktop case. The case can hold two motherboards up to MicroATX, enabling you to build two PCs into this chassis. Thermaltake made room for two power supplies, one for each system, as well as plenty of room for large coolers and graphics cards. While this may seem unconventional, for people who share an office or a game room, or a couple, this could make a lot of sense and save space. Streamers might also thrill to the idea of one PC for gaming, and one for streaming. —M.J.A.S. Noctua is one of the most revered names in the PC cooling business, but up until now, it has stuck to producing fans and air coolers. At Computex, the company finally launched its first-ever liquid CPU cooler, the NL-LC1. The radiator is lined with Noctua’s usual high-quality fans, and the water block has been specially designed with three layers of soundproofing to create an exceedingly quiet pump mechanism. The cooler also supports an optional 80mm auxiliary fan to cool components around the CPU socket. Noctua has created 240mm, 360mm, and 420mm versions of this cooler to support the most popular form factors. —M.J.A.S. Gigabyte looked to the stars for inspiration for its X870E Aorus Infinity Next motherboard. With extensive 3D-printed metal cooling modules on its key components, the hardware is definitely unique-looking, with its honeycomb and "gyroid" patterns. Plus, the board is massively overbuilt, with 64 power phases and a rigid, super-weighty feel. The top-tier thermal design and high-end power hardware will thrill wealthy overclockers who look to push AMD’s AM5 processors to their limits. No pricing yet, but Gigabyte says the board may cost as much as $3,000 to manufacture alone. Gulp. —M.J.A.S.

As he noted, the mission of the Eugenides Foundation has remained unchanged for the past 70 years. “In cooperation with all relevant stakeholders, particularly maritime academies and the shipping industry, and through continuous monitoring of developments at both the European and global levels—primarily through the International Maritime Organization (IMO)—we strive to enhance knowledge, strengthen skills and improve the training of Greek shipping professionals,” he said. At a time when industry requirements are increasing due to climate change, the United Nations’ 2050 decarbonization objectives and broader global challenges, “there is a pressing need to develop highly qualified professionals who embrace a mindset of lifelong learning and continuous adaptation to evolving industry developments.” He noted that the Foundation seeks to remain ahead of emerging trends, observing that institutional frameworks and systems often struggle to keep pace with the speed of technological change. Asked how the maritime sector can transform today’s challenges—ranging from geopolitical uncertainty and decarbonization to technological transition—into future opportunities, Dimitriadis-Eugenides stressed that every possible effort is being made to achieve this objective. He expressed confidence that, provided Greek shipping continues to operate with the qualities that have historically defined its success—foresight, hard work and innovation—it will remain at the forefront of industry developments. He also underlined that Greek shipping maintains a technology-neutral approach and is not in a position to dictate which technologies will ultimately prevail in the decarbonization process. According to Dimitriadis-Eugenides, a key priority is the identification and development of competitive fuels that are widely available across global markets and ultimately benefit consumers. He stressed that it is impossible at this stage to determine which technology or fuel pathway will emerge as the dominant solution. The same principle, he noted, applies to geopolitical developments. “Shipping has consistently demonstrated its ability to operate as a highly dynamic industry. Greek shipping, while maintaining a neutral stance toward these developments, possesses both the resilience and the adaptability required to respond effectively to changing competitive conditions,” he said. Concluding his remarks, he observed that Greek shipping functions collectively as an ecosystem. While individual market participants may experience differing outcomes, the sector as a whole will continue to endure, evolve and create value. “By remaining faithful to its fundamental principles while continuously focusing on the future, societal needs and technological progress, shipping can, through vision and effective leadership, help address a significant gap that is emerging internationally. In doing so, it will continue to serve as the vital link that ensures the efficient movement of goods, supporting economic cohesion and delivering benefits to both society and the planet.” Για να εμφανίζονται περισσότερα άρθρα τηςΝαυτεμπορικήςστις αναζητήσεις σας εύκολα και γρήγορα, πρέπει να προσθέσετε το site στις προτιμώμενες πηγές σας. Μπορείτε να το κάνετε πηγαίνονταςεδώ.

Maritime asset ownership and management firm Seaspan Corporation and German container shipping major Hapag-Lloyd have completed the first of five vessel conversions under their methanol retrofit program. Following the delivery of Seaspan Yangtze, the remaining vessels planned for retrofit are Seaspan Amazon, Seaspan Ganges, Seaspan Thames, and Seaspan Zambezi. Each retrofit is expected to reduce CO2e emissions by approximately 30,000 to 50,000 metric tons per vessel annually when operating on low-carbon methanol, while also extending vessel lifespan and enhancing fuel flexibility, Seaspan reported. “The successful conversion of the Seaspan Yangtze together with the planned retrofit of its four sister vessels is another important step on our ambitious path towards net-zero fleet operations by 2045,”saidSilke Lehmköster, Managing Director, Fleet, Hapag-Lloyd.“Together with Seaspan, we are demonstrating that retrofitting existing vessels for low-carbon methanol can be a practical way to reduce emissions in shipping.” The retrofit program is being performed under Seaspan’s SAVER program, aimed at improving vessel efficiency, and the CleanBlue initiative, which enables low and zero-carbon fuel technologies. “Decarbonization is not just about building the fleet of tomorrow, it is also about unlocking the full potential of the fleet we have today. Retrofitting and upgrades on existing fleets play a practical, immediate, and economical role in accelerating shipping’s decarbonization journey,”saidBing Chen, Chairman, President and CEO of Seaspan. “Project SAVER CleanBlue highlights Seaspan’s strong customer partnerships, deep technical expertise, and unique platform with integrated with JV partners, such as WattSpan Maritime Technology, in executing complex and large scale retrofit projects.” 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!

South Korea’s Samsung Heavy Industries (SHI) has held a launching ceremony for a floating liquefied natural gas (FLNG) unit destined for deployment in the traditional territory of the Haisla Nation, on Canada’s West Coast. Samsung Heavy Industries’ Geoje shipyard has confirmed the launching ceremony for the $4-billionCedar LNG project’s FLNG Megúgu, which will be deployed off the coast of Kitimat, British Columbia, Canada. The South Korean shipyard intends to undertake topside module fabrication and installation, alongside an LNG cargo tank scope to complete commissioning and deliver the facility in the first half of 2028. With a hull that is 2.5 times the size of a soccer field and a weight of approximately 50,000 tons, the Cedar FLNG is a coastal facility that will liquefy, store, and offload natural gas supplied from land. The unit willrun on cleanhydroelectricity from B.C.’s grid and produce ultra-low-carbon LNG that has the potential to displace higher-emitting energy forms in Asia. The Cedar LNG project, which is majority-owned by the Haisla Nation, in partnership with Pembina Pipeline Corporation, will be powered by renewable electricity, making it one of the lowest carbon intensity LNG facilities in the world. Exmar was recentlytaskedwith providing its marine and operational expertise for the FLNG Megúgu, deemed to be the world’s first Indigenous majority-owned LNG facility in Kitimat, within the traditional territory of the Haisla Nation. Samsung Heavy Industries’ Geoje shipyard is currently constructing three large FLNG units: Cedar FLNG for Canada, Petronas’ Malaysia-bound ZLNG, and Eni’s Coral North FLNG. Lee Dong-hyun, Vice President and Head of Offshore Business Division at Samsung Heavy Industries, commented:“The successful launch of the Cedar FLNG and the world’s first simultaneous construction of three FLNG units are the result of Samsung Heavy Industries’ smart shipyard innovation. “We will respond to the era of mass production in FLNG by advancing our future-oriented smart shipyard.” The South Korean player alsosecured an additional orderfor Delfin Midstream’sFLNG, destined for deployment offshore Louisiana, United States. 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!

French technological containment specialist Gaztransport & Technigaz (GTT) has been hired by South Korea’s Hanwha Ocean shipyard to design a tank for a new liquefied natural gas (LNG) carrier (LNGC). GTT received an order from Hanwha Ocean in the second quarter of 2026 for the tank design of one new LNG carrier on behalf of an undisclosed European shipowner. The French player will design the cryogenic tanks of the vessel, offering a total capacity of 174,000 cubic meters (cbm). The tanks will be fitted with the firm’s NO96 Super+ membrane containment system. The delivery of the vessel is scheduled for the third quarter of 2029. This tank design job comes shortly after GTTsecured tank design jobsfor multiple LNG carriers with HD Korea Shipbuilding & Offshore Engineering (HD KSOE) and Hanwha Ocean. 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!

Sanlorenzo, tra i principali costruttori mondiali di yacht, invita i principali player politici europei e i porti ad accelerare gli investimenti nei carburanti alternativi, sottolineando come l’adozione di yacht sostenibili di nuova generazione sarà determinata dalla disponibilità delle infrastrutture energetiche, e non dal ritmo dell’innovazione tecnologica. Intervenendo alla Venice Climate Week, Massimo Perotti, Executive Chairman di Sanlorenzo, presenta la “Venice Call for Maritime Action”, un’iniziativa formalizzata attraverso una lettera aperta indirizzata a Jessica Roswall, commissaria per l’Ambiente, la Resilienza Idrica e un’Economia Circolare Competitiva, e per conoscenza a Ursula von der Leyen, presidente della Commissione europea. L’iniziativa ha già ottenuto il sostegno di numerosi attori dell'ecosistema marittimo, tra cui SYBAss, che rappresenta il comparto dei Superyacht a livello mondiale, il professor Flavio Manenti del Politecnico di Milano, uno dei massimi esperti in materia di processi industriali sostenibili, nonché i firmatari provenienti da organizzazioni attive nei settori della tecnologia marina, dell'energia e della sostenibilità. Nella lettera, Massimo Perotti definisce con chiarezza la propria posizione, scrivendo: “La tecnologia è pronta. La sfida ora è garantire che infrastrutture e disponibilità di carburanti evolvano in parallelo, affinché queste innovazioni possano essere pienamente realizzate. Senza le infrastrutture necessarie, nei porti, nelle marine e lungo la supply chain, la diffusione non può crescere”. Come uno dei principali costruttori mondiali di yacht oltre i 24 metri, Sanlorenzo ha investito fin da subito nelle tecnologie di propulsione innovativa come parte della propria strategia “Road to 2030”, posizionando l’azienda all’avanguardia dell’innovazione nel settore. Sanlorenzo è founding partner della Venice Climate Week, e il suo hub culturale, Casa Sanlorenzo, è una delle sedi ospitanti dell’evento. Il tema 2026, “Planet Aqua, Planet Peace”, amplia il ruolo dell’acqua da risorsa naturale a infrastruttura determinante del XXI secolo, capace di influenzare resilienza climatica, sistemi urbani e stabilità globale. Il gruppo partecipa direttamente al momento centrale della settimana, il Planet Aqua – World Blue Community Forum, che riunisce sindaci di città costiere e lagunari, governi, scienziati e leader industriali per sviluppare strategie concrete per il futuro delle regioni costiere. In questo contesto, l’azienda ha invitato i sindaci e i leader cittadini presenti a sostenere lo sviluppo di infrastrutture per il metanolo verde nelle principali destinazioni marittime. Sanlorenzo ha compiuto progressi significativi nello sviluppo della tecnologia bi-fuel a metanolo. Tuttavia, il ritmo di adozione dipenderà dalla disponibilità di infrastrutture di elettrificazione e nuovi carburanti nelle principali destinazioni marittime e dello yachting, in particolare nel Mediterraneo, dove l’offerta resta limitata e in gran parte assente nelle principali marine. Questo riflette un cambiamento più ampio nel settore. Attualmente, meno dell’1% della produzione globale di metanolo deriva da fonti rinnovabili, con una disponibilità concentrata principalmente in grandi hub industriali come il porto di Rotterdam e il porto di Anversa-Bruges, e non ancora accessibile nell’ecosistema mediterraneo dello yachting. Durante il suo intervento, Massimo Perotti presenta il “Venice Call for Maritime Action”. La lettera invita a un allineamento tra industria, infrastrutture e politiche pubbliche, riconoscendo che, sebbene le tecnologie di propulsione stiano avanzando, la loro diffusione dipende da progressi coordinati tra fornitori di energia, porti e autorità competenti. Inoltre, la lettera stabilisce un dialogo continuativo, con un aggiornamento dei progressi previsto ogni sei mesi e una riconvocazione alla prossima edizione della Venice Climate Week per valutare l’evoluzione della disponibilità di carburanti e infrastrutture. “Stiamo entrando in una nuova fase della transizione verso una mobilità sostenibile in mare - afferma Perotti – L’innovazione sta avanzando rapidamente. La priorità ora è garantire che infrastrutture e disponibilità di carburanti evolvano in parallelo, affinché queste tecnologie possano essere pienamente realizzate. La nautica ha l’opportunità di guidare il cambiamento rendendo la sostenibilità al tempo stesso praticabile e desiderabile, ma questo richiede un allineamento dell’intero sistema”. Casa Sanlorenzo rappresenta, inoltre, una piattaforma per il dialogo intersettoriale, riunendo leader nei campi della tecnologia, del design e delle politiche pubbliche durante la Venice Climate Week attraverso il programma dei Sanlorenzo Talks. Sanlorenzo prosegue nell’attuazione della propria roadmap al 2030, basata sull’integrazione di nuove tecnologie di propulsione ed energetiche nella propria gamma di yacht. Tra queste, lo sviluppo di sistemi di propulsione bi-fuel a metanolo a seguito del lancio del 50Steel Almax nel 2024, il primo superyacht al mondo dotato di un sistema Reformer Fuel Cell a metanolo, segnando un importante passo avanti nell’evoluzione della gamma superyacht dell’azienda. Bluegame, brand di Sanlorenzo, ha inoltre sviluppato il BGH-HSV (Hydrogen Support Vessel), un multiscafo foiling di 10 metri alimentato a idrogeno, capace di raggiungere i 50 nodi, utilizzato come imbarcazione di supporto per la 37ª America’s Cup, che naviga a zero emissioni.

Speaking at the Capital Link Maritime Leaders Summit, the head of the Organization emphasized that he remains optimistic about reaching common ground on the strategy for reducing greenhouse gas emissions. As he stated, “my optimism remains intact,” adding that he does not share the prevailing atmosphere of negativity surrounding the Net-Zero Framework. He also noted that the resumption of diplomatic negotiations is, in itself, a positive development and a meaningful step forward in the effort to achieve consensus on the industry’s decarbonization pathway. Για να εμφανίζονται περισσότερα άρθρα τηςΝαυτεμπορικήςστις αναζητήσεις σας εύκολα και γρήγορα, πρέπει να προσθέσετε το site στις προτιμώμενες πηγές σας. Μπορείτε να το κάνετε πηγαίνονταςεδώ.

Embalse de Sierra Brava en Extremadura. Australia instala placas solares flotantes en embalses para generar electricidad y reducir la evaporación de agua. Estos sistemas pueden disminuir la evaporación entre un 42% y un 64% al cubrir del 30% al 50% de la superficie de los depósitos. El proyecto en Brierly Basin, Victoria, generará más de 600.000 kWh de electricidad renovable al año y evitará la emisión de 600 toneladas de CO2. La iniciativa, apoyada por fondos públicos y privados, también se prueba en balsas agrícolas para sectores como algodón, arroz y caña de azúcar. Australiaha empezado a mirar sus embalses como algo más que reservas de agua. En un país golpeado por sequías, calor extremo y agricultura de regadío,lasplacas solaresflotantes aparecen como una solución doble: producir electricidad y reducir evaporación. La idea es sencilla, pero poderosa. En lugar de ocupar suelo agrícola con grandes parques solares, los panelesse instalan sobre balsas, presas o depósitos. Así generan energía renovable y dan sombra al agua que perdería volumen por calor y viento. El problema no es menor. Investigadores de la Universidad de Deakin estiman quecada año se evaporan unos 1.400 gigalitros de agua de presas y embalsesaustralianos, suficiente para llenar tres veces el puerto de Sídney. Por eso las empresas de agua australianasestán probando sistemas fotovoltaicos flotantes en lagos y depósitos. La lógica es casi de sentido común climático: si el sol evapora el agua, una parte de esa radiación puede capturarse antes como electricidad. Uno de los ejemplos más recientes está en Brierly Basin, en Warrnambool, Victoria.Wannon Water ha instalado allí una de las mayores plantas solares flotantes del país, con un sistema de 500 kW sobre una balsa de agua. El proyectogenerará más de 600.000 kilovatios hora de electricidad renovable al añoy reducirá las emisiones en más de 600 toneladas anuales. La energía compensará parte del coste de bombear agua hasta la planta potabilizadora de Warrnambool. A diferencia de los módulos convencionales,captan luz por la cara superior y también aprovechan parte del reflejo sobre el agua, lo que mejora el rendimiento del sistema. El ahorro de agua es la otra mitad de la ecuación.Las placas actúan como una cubierta parcial: reducen radiación directa, limitan el calentamiento superficial y disminuyen el efecto del viento, uno de los factores que aceleran la evaporación. Los estudios internacionales van en la misma dirección. Una investigación publicada enEnergiescalculó quelos sistemas flotantes pueden reducir la evaporación entre un 42% y un 64% cuando cubren entre el 30% y el 50%de la superficie del embalse. Australia también está llevando la idea al campo. El proyecto NEESTI probará paneles solares flotantes en balsas de riego, con participación desectores como algodón, caña de azúcar, arroz, pecanas y jengibre. La iniciativacuenta con 13 millones de dólares australianos y 6 millones procedentes del Future Drought Fund, dentro del programa Resilient Landscapes. Su objetivo es estudiar viabilidad técnica, económica, legal y ambiental antes de una implantación a gran escala. El reto agrícola es muy concreto. La Cotton Research and Development Corporation señala quecasi la mitad del volumen almacenado en algunas balsas agrícolas puede perderse cada año por evaporación, justo cuando la sequía vuelve más valiosa cada gota. Los cálculos del sector dan dimensión al potencial. Trasladar solo la mitad de los 16,6 GW de paneles solares instalados en tierra a almacenamientos de aguapodría ahorrar 296 gigalitros anuales, más de 118.000 piscinas olímpicas. La comparación con España es inevitable.Aquí también se debate cómo aprovechar embalses, canales y balsas sin ocupar más territorio, especialmente en zonas tensionadas por sequías, agricultura intensiva y conflictos por el uso del suelo. La solución no es mágica ni sirve para cualquier embalse.Exige estudiar biodiversidad, calidad del agua, corrosión, mantenimiento, viento, usos recreativos, conexión eléctrica y porcentaje de cobertura para no alterar demasiado el ecosistema. Australia no está cubriendo sus embalses solo para producir energía barata. Está ensayando una forma de proteger el agua antes de que desaparezca.

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Per leggerne altri, ricevere le newsletter e avere libero accesso ai contenuti scelti dalla redazione Registrati Una gestione integrata del rischio ambientale, che punti sulla prevenzione; un’integrazione e armonizzazione delle politiche climatiche; una fiscalità energetica faccia sia che almeno una parte di quelle tasse sia utilizzata per finanziare nuovi impianti di produzione di energia rinnovabile e che questo sia chiaro al consumatore; l’assegnazione di un valore economico alla biodiversità e, infine, una visione finalmente sistemica dei servizi idrici, troppo frammentati: sono cinque le riforme proposte, in occasione della Giornata dell’Ambiente oggi 5 giugno, dalla professoressa Valeria Costantini – Ordinaria di Politica Economica, Direttrice del Dipartimento di Economia dell’Università degli Studi Roma Tre, già presidente dell’Associazione Italiana degli Economisti dell’Ambiente (IAERE) e attuale vicepresidente della Società Italiana di Economia (SIE) – e contenute anche nel libro da lei curato “L’economia italiana e la transizione ecologica”, edito da Carocci e reso possibile grazie alle due associazioni (IAERE e SIE). Partiamo dalle catastrofi ambientali e dal rischio ambientale. La gestione integrata del rischio ha che fare con il fatto che ci sia una capacità da parte di tutte le istituzioni preposte alla salvaguardia del territorio, su scala nazionale, regionale, locale, di mettere a sistema un insieme di tecniche e tecnologie, oltre che di politiche, che in qualche modo riescano a convergere verso l’obiettivo della prevenzione. Rispetto al disastro ambientale, infatti, non serve solo una macchina organizzativa e amministrativa che, come nel caso dell’Emilia Romagna, sia in grado di arrivare immediatamente a portare soccorso; ma occorre anche mettere in piedi un sistema di “early warning”, allarme preventivo, anche grazie alla tecnologie e alla gestione integrata dei dati. Mettere a sistema informazioni che arrivano dai satelliti e farne dei modelli matematici o dei modelli di simulazione che possano anticipare il rischio ed effettuare interventi, come ad esempio l’evacuazione preventiva. Venendo alle politiche climatiche. Tra Green Deal, PNIEC, PNACC, PNRR, Fondo Clima le leggi non mancano. Eppure siamo indietro su emissioni e rinnovabili. Questa frammentazione del policy mix all’interno della strategia climatica ed energetica rappresenta un elemento critico non solo per l’Italia. Oggi c’è una stratificazione di leggi e decreti attuativi che riguardano diversi ambiti e che rendono complicato capire qual è l’efficacia delle politiche, sia sul fronte rinnovabili, che sull’efficienza energetica. Il tema è quello della cosiddetta “regolazione sovrapposta”: ci sono diverse leggi che toccano lo stesso ambito e vanno a confliggere negli obiettivi o nelle modalità di ottenimento degli obiettivi. Un esempio: lo stato dà dei sussidi per il consumo e la produzione di fonti fossili però al tempo stesso abbiamo le aziende che pagano il prezzo delle emissioni di carbonio (ETS), quindi ci sono due politiche chiaramente confliggenti. E sul fronte fondamentale della finanza verde? Il problema principale è che, nell’attuale sistema di gestione, abbiamo un sistema di contabilità nazionale che registra le entrate e le uscite che sono associate alle questioni ambientali, ma nella maggior parte dei casi non abbiamo una fiscalità dedicata. Bisognerebbe pensare a una specifica funzione delle entrate che derivano dalla tassazione energetica; ad esempio, imporre un’accisa sull’acquisto di benzina alla pompa e dirottare questa entrata per aumentare la quota di rinnovabili nel mix energetico italiano. La fiscalità energetica deve essere percepita anche dal consumatore come una fiscalità pro ambiente, in modo che sia consapevole che almeno una parte di quelle tasse sia utilizzata per finanziare nuovi impianti. In Italia invece gran parte della fiscalità ambientale confluisce nel bilancio dello stato senza una finalità specifica di protezione ambientale. Nel libro raccontate anche il declino della biodiversità. E lanciate una proposta che vada oltre la conservazione. A mio avviso la biodiversità dovrebbe essere riconosciuta dal punto di vista economico, e andrebbero riconosciuti i benefici che la collettività ottiene. Si può mettere in campo un sistema di prezzi che faccia pagare agli agenti economici il costo che stanno imponendo alla collettività, riducendo il valore della biodiversità, conteggiando appunto i benefici e i danni della mancata protezione. È quello che nel mondo anglosassone viene definito come Payment for Environmental Services, concetto che oggi sempre più viene richiesto come elemento da integrare nelle valutazioni di impatto ambientale dei grandi progetti infrastrutturali. Infine, un punto importante del libro riguarda la gestione frammentata delle risorse idriche. Ritengo che la gestione delle risorse idriche andrebbe completamente riformulata. Pensiamo alla gestione dei bacini: per ciascun fiume abbiamo un ente bacino che si occupa della gestione della risorsa specifica e questo va a confliggere con il sistema amministrativo che noi abbiamo della gestione del sistema Italia, perché, appunto, la gestione del singolo bacino si deve confrontare con decisioni su scala nazionale e regionale. Ci vorrebbe a mio avviso un tavolo di lavoro aperto, ad esempio a livello regionale, per arrivare a una visione sistemica dei servizi idrici, anche per la prevenzione dei disastri naturali causati da una mancata gestione appropriata dei bacini idrici. Anche per l’acqua potabile alcune cose sono state fatte col Pnrr, ma ci vorrebbe maggiore integrazione dei diversi livelli di competenza.

Dr Oma Ofodile Credit: Climagraphy Kindly share this story: As global leaders prepare to converge on Mombasa, Kenya, for the 11th Our Ocean Conference scheduled for June 16 to June 18, the Nigerian Maritime Administration and Safety Agency says stronger collaboration, reliable emissions data, technology transfer, and climate finance will be critical to achieving net-zero emissions in the maritime sector.NIMASA added that developing countries, particularly in Africa, cannot successfully navigate the global transition to cleaner shipping without coordinated international support and strategic partnerships.Speaking in an exclusive interview with The PUNCH, the Director of Marine Environment Management at NIMASA, Dr Oma Ofodile, said Nigeria would use the conference to reinforce the need for an inclusive and equitable approach to maritime decarbonisation.According to her, the future of green shipping will depend not only on environmental commitments but also on the ability of countries to access technology, build capacity, generate reliable emissions data, and mobilise adequate funding.Ofodile said one of the major lessons from Nigeria’s engagement at recent climate conferences was that no country could achieve maritime decarbonisation in isolation.She recalled that at COP28 in Dubai, NIMASA championed the idea of an African coalition to support the implementation of the International Maritime Organisation’s greenhouse gas reduction strategy.The initiative, she explained, was driven by the recognition that African countries face similar challenges in the transition to low-carbon shipping and would benefit from collective action.“We recognised early that collaboration would be essential. No single country can successfully navigate this transition alone. African countries need to work together, share experiences, attract investments, and build common positions on key issues,” she said.The NIMASA official noted that one of the strongest outcomes of those discussions was the growing consensus that reliable emissions data must form the foundation of any meaningful decarbonisation strategy.According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. NIMASA added that developing countries, particularly in Africa, cannot successfully navigate the global transition to cleaner shipping without coordinated international support and strategic partnerships.Speaking in an exclusive interview with The PUNCH, the Director of Marine Environment Management at NIMASA, Dr Oma Ofodile, said Nigeria would use the conference to reinforce the need for an inclusive and equitable approach to maritime decarbonisation.According to her, the future of green shipping will depend not only on environmental commitments but also on the ability of countries to access technology, build capacity, generate reliable emissions data, and mobilise adequate funding.Ofodile said one of the major lessons from Nigeria’s engagement at recent climate conferences was that no country could achieve maritime decarbonisation in isolation.She recalled that at COP28 in Dubai, NIMASA championed the idea of an African coalition to support the implementation of the International Maritime Organisation’s greenhouse gas reduction strategy.The initiative, she explained, was driven by the recognition that African countries face similar challenges in the transition to low-carbon shipping and would benefit from collective action.“We recognised early that collaboration would be essential. No single country can successfully navigate this transition alone. African countries need to work together, share experiences, attract investments, and build common positions on key issues,” she said.The NIMASA official noted that one of the strongest outcomes of those discussions was the growing consensus that reliable emissions data must form the foundation of any meaningful decarbonisation strategy.According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. Speaking in an exclusive interview with The PUNCH, the Director of Marine Environment Management at NIMASA, Dr Oma Ofodile, said Nigeria would use the conference to reinforce the need for an inclusive and equitable approach to maritime decarbonisation.According to her, the future of green shipping will depend not only on environmental commitments but also on the ability of countries to access technology, build capacity, generate reliable emissions data, and mobilise adequate funding.Ofodile said one of the major lessons from Nigeria’s engagement at recent climate conferences was that no country could achieve maritime decarbonisation in isolation.She recalled that at COP28 in Dubai, NIMASA championed the idea of an African coalition to support the implementation of the International Maritime Organisation’s greenhouse gas reduction strategy.The initiative, she explained, was driven by the recognition that African countries face similar challenges in the transition to low-carbon shipping and would benefit from collective action.“We recognised early that collaboration would be essential. No single country can successfully navigate this transition alone. African countries need to work together, share experiences, attract investments, and build common positions on key issues,” she said.The NIMASA official noted that one of the strongest outcomes of those discussions was the growing consensus that reliable emissions data must form the foundation of any meaningful decarbonisation strategy.According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. According to her, the future of green shipping will depend not only on environmental commitments but also on the ability of countries to access technology, build capacity, generate reliable emissions data, and mobilise adequate funding.Ofodile said one of the major lessons from Nigeria’s engagement at recent climate conferences was that no country could achieve maritime decarbonisation in isolation.She recalled that at COP28 in Dubai, NIMASA championed the idea of an African coalition to support the implementation of the International Maritime Organisation’s greenhouse gas reduction strategy.The initiative, she explained, was driven by the recognition that African countries face similar challenges in the transition to low-carbon shipping and would benefit from collective action.“We recognised early that collaboration would be essential. No single country can successfully navigate this transition alone. African countries need to work together, share experiences, attract investments, and build common positions on key issues,” she said.The NIMASA official noted that one of the strongest outcomes of those discussions was the growing consensus that reliable emissions data must form the foundation of any meaningful decarbonisation strategy.According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. Ofodile said one of the major lessons from Nigeria’s engagement at recent climate conferences was that no country could achieve maritime decarbonisation in isolation.She recalled that at COP28 in Dubai, NIMASA championed the idea of an African coalition to support the implementation of the International Maritime Organisation’s greenhouse gas reduction strategy.The initiative, she explained, was driven by the recognition that African countries face similar challenges in the transition to low-carbon shipping and would benefit from collective action.“We recognised early that collaboration would be essential. No single country can successfully navigate this transition alone. African countries need to work together, share experiences, attract investments, and build common positions on key issues,” she said.The NIMASA official noted that one of the strongest outcomes of those discussions was the growing consensus that reliable emissions data must form the foundation of any meaningful decarbonisation strategy.According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. She recalled that at COP28 in Dubai, NIMASA championed the idea of an African coalition to support the implementation of the International Maritime Organisation’s greenhouse gas reduction strategy.The initiative, she explained, was driven by the recognition that African countries face similar challenges in the transition to low-carbon shipping and would benefit from collective action.“We recognised early that collaboration would be essential. No single country can successfully navigate this transition alone. African countries need to work together, share experiences, attract investments, and build common positions on key issues,” she said.The NIMASA official noted that one of the strongest outcomes of those discussions was the growing consensus that reliable emissions data must form the foundation of any meaningful decarbonisation strategy.According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. The initiative, she explained, was driven by the recognition that African countries face similar challenges in the transition to low-carbon shipping and would benefit from collective action.“We recognised early that collaboration would be essential. No single country can successfully navigate this transition alone. African countries need to work together, share experiences, attract investments, and build common positions on key issues,” she said.The NIMASA official noted that one of the strongest outcomes of those discussions was the growing consensus that reliable emissions data must form the foundation of any meaningful decarbonisation strategy.According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. “We recognised early that collaboration would be essential. No single country can successfully navigate this transition alone. African countries need to work together, share experiences, attract investments, and build common positions on key issues,” she said.The NIMASA official noted that one of the strongest outcomes of those discussions was the growing consensus that reliable emissions data must form the foundation of any meaningful decarbonisation strategy.According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. The NIMASA official noted that one of the strongest outcomes of those discussions was the growing consensus that reliable emissions data must form the foundation of any meaningful decarbonisation strategy.According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. “You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. She stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. “Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. “Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. “The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. Kindly share this story: All rights reserved. This material, and other digital content on this website, may not be reproduced, published, broadcast, rewritten or redistributed in whole or in part without prior express written permission from PUNCH. Contact:[email protected] Stay informed and ahead of the curve! Follow The Punch Newspaper on WhatsApp for real-time updates, breaking news, and exclusive content. Don't miss a headline – join now! Stay in the know—fast. Get instant alerts, breaking headlines, and exclusive stories with thePunch News App.Download nowand never miss a beat.

A flurry of corporate announcements marked the day, led by Ola Electric’s successful QIP, TVS Supply Chain’s aerospace venture, Inox Clean Energy’s ₹6,000-crore acquisition, and fresh investments in manufacturing, defence, healthcare and renewable energy. Ola Electric Mobilityhas raised Rs 780 crore through a qualified institutional placement (QIP) that was oversubscribed 56 per cent, driven by strong participation from domestic and global institutional investors, stock exchange data showed on Thursday. The issue received bids worth about Rs 780 crore, with demand from long-only investors, including global names such as Goldman Sachs and BNP Climate Fund, alongside Indian mutual funds such as Motilal Oswal Mutual Fund, Mirae Asset Mutual Fund, Kotak Mahindra Mutual Fund, JM Financial Mutual Fund, and Baroda BNP Paribas Mutual Fund, among others. TVS Supply Chain Solutions and Italy’s ALA Group have partnered to build an aerospace & defence supply chain platform in India. In the JV, the Chennai-based TVS SCS will hold a 51 per cent stake, with the remaining 49 per cent held by the Italian company, and will start with an investment of €2 million, said R Dinesh, Executive Chairman, TVS SCS. The proposed investment of around ₹10 crore in TVS Packaging is intended to support business expansion initiatives and execution of definitive agreements with A.L.A Corporation for collaboration and development of opportunities in India’s aerospace and defence sectors, says a stock exchange filing. In other industry news,Aurobindo Pharmahas received a final approval from the US Food & Drug Administration (USFDA) to manufacture and market Tofacitinib Tablets, 5 mg and 10 mg, which is bioequivalent and therapeutically equivalent to the reference listed drug (RLD), Xeljanz Tablets, 5 mg and 10 mg, of PF Prism C.V. APL Healthcare Unit IV, a wholly owned subsidiary of the company, will produce the product. Maruti SuzukiIndia on Thursday launched India’s first flex-fuel passenger vehicle, introducing a version of its Wagon R Flex Fuel capable of running on ethanol-petrol blends ranging from E20 to E100, as the country seeks to reduce crude oil imports and lower carbon emissions. India has been promoting ethanol-blended petrol as part of its strategy to reduce dependence on imported crude oil, one of the biggest contributors to its current account deficit. The country has already rolled out E20 fuel, containing 20 per cent ethanol and 80 per cent petrol, and is now exploring higher ethanol blends made from biofuels produced from feedstocks such as sugarcane, maize and surplus rice. CG Power & Industrial Solutions has commissioned an extra-high-voltage (EHV) switchgear manufacturing facility, S3 Unit-II, in Pimpalgaon Garudeshwar, Nashik, Maharashtra. This is in addition to the S3 Unit-I manufacturing facility at Ambad, Nashik, which manufactures EHV circuit breakers in the 33kV to 800kV. The new facility will manufacture EHV Circuit Breakers in the 33 kV to 245 kV range, expanding CG’s EHV circuit breaker manufacturing capacity by 80%. Equipped with advanced manufacturing and testing infrastructure, including 500 kV and 350 kV high-voltage testing laboratories, the Facility has been designed to meet the growing demand for reliable power transmission equipment across domestic and international markets. ABB has secured an order from Cochin Shipyard to supply power and propulsion systems for two upcoming electric tugs at Jawaharlal Nehru Port Authority. A tug is a vessel used to push and escort large cargo ships into and out of the port area. Inox Clean Energy Ltd, the renewable energy platform of the INOXGFL Group, has signed a definitive agreement to acquire the 6 GW India renewable energy portfolio of Singapore-based Vena Energy, valued at almost ₹6,000 crore. The portfolio comprises 1.2 GW of operational renewable energy assets, 1.8 GW of projects at an advanced stage of development and nearing commissioning, and an additional 3 GW of development-stage projects spread across six States — Gujarat, Maharashtra, Madhya Pradesh, Karnataka, Andhra Pradesh, and Telangana, a company spokesperson told the businessline. HDFC Asset Management Company, one of the largest mutual fund houses, has imposed temporary restrictions on large lump-sum investments in its gold exchange-traded fund and gold ETF Fund of Funds (FoF) from June 5. In an addendum issued on Thursday, HDFC AMC said that, in light of broader economic and market conditions, it has decided to temporarily restrict lump-sum subscriptions to HDFC Gold ETF and HDFC Gold ETF Fund of Funds until further notice. Bharat Gears has invested Rs 1.27 crore in Hexa Energy HR5 by acquiring 13,134 shares at Rs 970 each, equivalent to 29.55% of the latter’s paid-up share capital. The said investment has been made in accordance with the requirements under the applicable Electricity Laws for the time being in force upon the purchase of Solar Power by the company for the Faridabad and Mumbra Units of the company, it said. Global financial services firm Goldman Sachs on Thursday bought more than 1.13 crore shares of Billionbrains Garage Ventures, the parent company of Groww, at Rs 185.50 per share from venture capital firm Friale, for Rs 210 crore, in an open-market transaction. Nephrocare Health Care Services, Philippines Inc., a step-down wholly owned subsidiary of Nephrocare Health Services, has entered into an Asset Transfer Agreement (ATA) with Inocentes Dialysis Clinic on June 4. The agreement is for the acquisition of identified assets relating to a dialysis centre located at Duyan-Duyan, Project 3, Quezon City, Philippines, for a total consideration of 30.00 million Pesos, subject to the terms and conditions set out therein. Afcons Infrastructure has issued Commercial Papers (CPs) of Rs 25 crore on a private placement basis. The CPs have a tenure of 182 days, with a maturity date of December 03, 2026. The interest rate is 8.05%, paid upfront. The said Commercial Papers are proposed to be listed on the National Stock Exchange of India. Published on June 5, 2026 Terms & conditions|Institutional Subscriber

Nigerian Ports Authority Kindly share this story: Maritime stakeholders have stressed the need for targeted training of dockworkers and workforce development to prepare workers for emerging technologies and sustainable port operations.Stakeholders also stated that dockworkers are an integral part of Nigeria’s transition to greener ports. This formed the thrust of discussions on Thursday in Lagos during the 2026 Dockworkers Day organised by the Shipping Correspondents Association of Nigeria.The event was themed “Green Ports: Sustainable Practices for Dockworkers”. In his keynote address, the President of the Nigerian Chamber of Shipping, Aminu Umar, said the success of green and smart ports depends largely on the readiness of the workforce.Umar, who was represented at the event by the Chamber’s Director-General, Mrs Vivian Chimezie-Azubuike, emphasised the importance of a comprehensive needs assessment to determine the number of dockworkers requiring training and the specific skills needed to improve productivity and adapt to technological changes.“We don’t have the data. We need real data to know how many people are actually in need of training and to conduct a proper needs assessment that will identify who requires what kind of training that adds value to their jobs,” Umar said.According to him, investments in automation, digital systems and environmentally friendly technologies must be matched by investments in human capital to ensure workers benefit from the industry’s transformation.Also speaking, the Minister of Marine and Blue Economy, Dr Adegboyega Oyetola, described dockworkers as “indispensable to port operations and the growth of the marine and blue economy.”Oyetola, who was represented at the event by the Managing Director of the Nigerian Ports Authority, Dr Abubakar Dantsoho, reaffirmed the Federal Government’s commitment to workers’ welfare, safety and dignity, warning employers against neglecting labour standards.“The Federal Government will not tolerate any employer of dock labour who fails to place the welfare, safety and wellbeing of workers at the centre of their operations,” he said.Oyetola added that sustainable port operations can only be achieved when workers are protected, respected and empowered.Committee renews call for Nigerian Coast Guard to boost maritime securityClimate change threatens food, national security — FGClimate change threatens food, national security — FGThe President of the National Association of Stevedoring Operators, Mr Bolaji Sunmola, said operational efficiency remains Nigeria’s most practical route to greener ports.Sunmola maintained that reducing cargo dwell time, vessel waiting periods and truck congestion around port corridors would deliver immediate environmental benefits by cutting fuel consumption and emissions. “The carbon that is never emitted is the greenest of all,” Sunmola stated.He called for the integration of measurable environmental performance standards into Nigeria’s ongoing port modernisation programme, including emissions reduction targets, equipment upgrades, waste management systems and cargo dwell-time benchmarks.Earlier, Deputy National President of the Nigeria Labour Congress, Adewale Adeyanju, warned that the global shift toward green ports must not result in job losses or worker exclusion.He noted that automation, renewable energy systems, digital logistics platforms and cleaner cargo-handling technologies are rapidly changing port operations worldwide.“Any conversation about green ports must place workers at the heart of policy formulation and implementation,” he said, stressing that workers should be equipped with the skills needed to thrive in the changing maritime environment.In his welcome remarks, the President of SCAN, Mr Moses Ebosele, said investment in human capital development remains critical to the success of Nigeria’s port modernisation efforts.He noted that while the maritime industry is embracing cleaner and more sustainable practices, dockworkers remain central to efficient cargo movement, trade facilitation and economic growth.“The proposed modernisation of our ports will not achieve its desired objectives without sustained investment in human capital development, continuous training and improved welfare packages for workers,” Ebosele said. Stakeholders also stated that dockworkers are an integral part of Nigeria’s transition to greener ports. This formed the thrust of discussions on Thursday in Lagos during the 2026 Dockworkers Day organised by the Shipping Correspondents Association of Nigeria.The event was themed “Green Ports: Sustainable Practices for Dockworkers”. In his keynote address, the President of the Nigerian Chamber of Shipping, Aminu Umar, said the success of green and smart ports depends largely on the readiness of the workforce.Umar, who was represented at the event by the Chamber’s Director-General, Mrs Vivian Chimezie-Azubuike, emphasised the importance of a comprehensive needs assessment to determine the number of dockworkers requiring training and the specific skills needed to improve productivity and adapt to technological changes.“We don’t have the data. We need real data to know how many people are actually in need of training and to conduct a proper needs assessment that will identify who requires what kind of training that adds value to their jobs,” Umar said.According to him, investments in automation, digital systems and environmentally friendly technologies must be matched by investments in human capital to ensure workers benefit from the industry’s transformation.Also speaking, the Minister of Marine and Blue Economy, Dr Adegboyega Oyetola, described dockworkers as “indispensable to port operations and the growth of the marine and blue economy.”Oyetola, who was represented at the event by the Managing Director of the Nigerian Ports Authority, Dr Abubakar Dantsoho, reaffirmed the Federal Government’s commitment to workers’ welfare, safety and dignity, warning employers against neglecting labour standards.“The Federal Government will not tolerate any employer of dock labour who fails to place the welfare, safety and wellbeing of workers at the centre of their operations,” he said.Oyetola added that sustainable port operations can only be achieved when workers are protected, respected and empowered.Committee renews call for Nigerian Coast Guard to boost maritime securityClimate change threatens food, national security — FGClimate change threatens food, national security — FGThe President of the National Association of Stevedoring Operators, Mr Bolaji Sunmola, said operational efficiency remains Nigeria’s most practical route to greener ports.Sunmola maintained that reducing cargo dwell time, vessel waiting periods and truck congestion around port corridors would deliver immediate environmental benefits by cutting fuel consumption and emissions. “The carbon that is never emitted is the greenest of all,” Sunmola stated.He called for the integration of measurable environmental performance standards into Nigeria’s ongoing port modernisation programme, including emissions reduction targets, equipment upgrades, waste management systems and cargo dwell-time benchmarks.Earlier, Deputy National President of the Nigeria Labour Congress, Adewale Adeyanju, warned that the global shift toward green ports must not result in job losses or worker exclusion.He noted that automation, renewable energy systems, digital logistics platforms and cleaner cargo-handling technologies are rapidly changing port operations worldwide.“Any conversation about green ports must place workers at the heart of policy formulation and implementation,” he said, stressing that workers should be equipped with the skills needed to thrive in the changing maritime environment.In his welcome remarks, the President of SCAN, Mr Moses Ebosele, said investment in human capital development remains critical to the success of Nigeria’s port modernisation efforts.He noted that while the maritime industry is embracing cleaner and more sustainable practices, dockworkers remain central to efficient cargo movement, trade facilitation and economic growth.“The proposed modernisation of our ports will not achieve its desired objectives without sustained investment in human capital development, continuous training and improved welfare packages for workers,” Ebosele said. The event was themed “Green Ports: Sustainable Practices for Dockworkers”. In his keynote address, the President of the Nigerian Chamber of Shipping, Aminu Umar, said the success of green and smart ports depends largely on the readiness of the workforce.Umar, who was represented at the event by the Chamber’s Director-General, Mrs Vivian Chimezie-Azubuike, emphasised the importance of a comprehensive needs assessment to determine the number of dockworkers requiring training and the specific skills needed to improve productivity and adapt to technological changes.“We don’t have the data. We need real data to know how many people are actually in need of training and to conduct a proper needs assessment that will identify who requires what kind of training that adds value to their jobs,” Umar said.According to him, investments in automation, digital systems and environmentally friendly technologies must be matched by investments in human capital to ensure workers benefit from the industry’s transformation.Also speaking, the Minister of Marine and Blue Economy, Dr Adegboyega Oyetola, described dockworkers as “indispensable to port operations and the growth of the marine and blue economy.”Oyetola, who was represented at the event by the Managing Director of the Nigerian Ports Authority, Dr Abubakar Dantsoho, reaffirmed the Federal Government’s commitment to workers’ welfare, safety and dignity, warning employers against neglecting labour standards.“The Federal Government will not tolerate any employer of dock labour who fails to place the welfare, safety and wellbeing of workers at the centre of their operations,” he said.Oyetola added that sustainable port operations can only be achieved when workers are protected, respected and empowered.Committee renews call for Nigerian Coast Guard to boost maritime securityClimate change threatens food, national security — FGClimate change threatens food, national security — FGThe President of the National Association of Stevedoring Operators, Mr Bolaji Sunmola, said operational efficiency remains Nigeria’s most practical route to greener ports.Sunmola maintained that reducing cargo dwell time, vessel waiting periods and truck congestion around port corridors would deliver immediate environmental benefits by cutting fuel consumption and emissions. “The carbon that is never emitted is the greenest of all,” Sunmola stated.He called for the integration of measurable environmental performance standards into Nigeria’s ongoing port modernisation programme, including emissions reduction targets, equipment upgrades, waste management systems and cargo dwell-time benchmarks.Earlier, Deputy National President of the Nigeria Labour Congress, Adewale Adeyanju, warned that the global shift toward green ports must not result in job losses or worker exclusion.He noted that automation, renewable energy systems, digital logistics platforms and cleaner cargo-handling technologies are rapidly changing port operations worldwide.“Any conversation about green ports must place workers at the heart of policy formulation and implementation,” he said, stressing that workers should be equipped with the skills needed to thrive in the changing maritime environment.In his welcome remarks, the President of SCAN, Mr Moses Ebosele, said investment in human capital development remains critical to the success of Nigeria’s port modernisation efforts.He noted that while the maritime industry is embracing cleaner and more sustainable practices, dockworkers remain central to efficient cargo movement, trade facilitation and economic growth.“The proposed modernisation of our ports will not achieve its desired objectives without sustained investment in human capital development, continuous training and improved welfare packages for workers,” Ebosele said. Umar, who was represented at the event by the Chamber’s Director-General, Mrs Vivian Chimezie-Azubuike, emphasised the importance of a comprehensive needs assessment to determine the number of dockworkers requiring training and the specific skills needed to improve productivity and adapt to technological changes.“We don’t have the data. We need real data to know how many people are actually in need of training and to conduct a proper needs assessment that will identify who requires what kind of training that adds value to their jobs,” Umar said.According to him, investments in automation, digital systems and environmentally friendly technologies must be matched by investments in human capital to ensure workers benefit from the industry’s transformation.Also speaking, the Minister of Marine and Blue Economy, Dr Adegboyega Oyetola, described dockworkers as “indispensable to port operations and the growth of the marine and blue economy.”Oyetola, who was represented at the event by the Managing Director of the Nigerian Ports Authority, Dr Abubakar Dantsoho, reaffirmed the Federal Government’s commitment to workers’ welfare, safety and dignity, warning employers against neglecting labour standards.“The Federal Government will not tolerate any employer of dock labour who fails to place the welfare, safety and wellbeing of workers at the centre of their operations,” he said.Oyetola added that sustainable port operations can only be achieved when workers are protected, respected and empowered.Committee renews call for Nigerian Coast Guard to boost maritime securityClimate change threatens food, national security — FGClimate change threatens food, national security — FGThe President of the National Association of Stevedoring Operators, Mr Bolaji Sunmola, said operational efficiency remains Nigeria’s most practical route to greener ports.Sunmola maintained that reducing cargo dwell time, vessel waiting periods and truck congestion around port corridors would deliver immediate environmental benefits by cutting fuel consumption and emissions. “The carbon that is never emitted is the greenest of all,” Sunmola stated.He called for the integration of measurable environmental performance standards into Nigeria’s ongoing port modernisation programme, including emissions reduction targets, equipment upgrades, waste management systems and cargo dwell-time benchmarks.Earlier, Deputy National President of the Nigeria Labour Congress, Adewale Adeyanju, warned that the global shift toward green ports must not result in job losses or worker exclusion.He noted that automation, renewable energy systems, digital logistics platforms and cleaner cargo-handling technologies are rapidly changing port operations worldwide.“Any conversation about green ports must place workers at the heart of policy formulation and implementation,” he said, stressing that workers should be equipped with the skills needed to thrive in the changing maritime environment.In his welcome remarks, the President of SCAN, Mr Moses Ebosele, said investment in human capital development remains critical to the success of Nigeria’s port modernisation efforts.He noted that while the maritime industry is embracing cleaner and more sustainable practices, dockworkers remain central to efficient cargo movement, trade facilitation and economic growth.“The proposed modernisation of our ports will not achieve its desired objectives without sustained investment in human capital development, continuous training and improved welfare packages for workers,” Ebosele said. “We don’t have the data. We need real data to know how many people are actually in need of training and to conduct a proper needs assessment that will identify who requires what kind of training that adds value to their jobs,” Umar said.According to him, investments in automation, digital systems and environmentally friendly technologies must be matched by investments in human capital to ensure workers benefit from the industry’s transformation.Also speaking, the Minister of Marine and Blue Economy, Dr Adegboyega Oyetola, described dockworkers as “indispensable to port operations and the growth of the marine and blue economy.”Oyetola, who was represented at the event by the Managing Director of the Nigerian Ports Authority, Dr Abubakar Dantsoho, reaffirmed the Federal Government’s commitment to workers’ welfare, safety and dignity, warning employers against neglecting labour standards.“The Federal Government will not tolerate any employer of dock labour who fails to place the welfare, safety and wellbeing of workers at the centre of their operations,” he said.Oyetola added that sustainable port operations can only be achieved when workers are protected, respected and empowered.Committee renews call for Nigerian Coast Guard to boost maritime securityClimate change threatens food, national security — FGClimate change threatens food, national security — FGThe President of the National Association of Stevedoring Operators, Mr Bolaji Sunmola, said operational efficiency remains Nigeria’s most practical route to greener ports.Sunmola maintained that reducing cargo dwell time, vessel waiting periods and truck congestion around port corridors would deliver immediate environmental benefits by cutting fuel consumption and emissions. “The carbon that is never emitted is the greenest of all,” Sunmola stated.He called for the integration of measurable environmental performance standards into Nigeria’s ongoing port modernisation programme, including emissions reduction targets, equipment upgrades, waste management systems and cargo dwell-time benchmarks.Earlier, Deputy National President of the Nigeria Labour Congress, Adewale Adeyanju, warned that the global shift toward green ports must not result in job losses or worker exclusion.He noted that automation, renewable energy systems, digital logistics platforms and cleaner cargo-handling technologies are rapidly changing port operations worldwide.“Any conversation about green ports must place workers at the heart of policy formulation and implementation,” he said, stressing that workers should be equipped with the skills needed to thrive in the changing maritime environment.In his welcome remarks, the President of SCAN, Mr Moses Ebosele, said investment in human capital development remains critical to the success of Nigeria’s port modernisation efforts.He noted that while the maritime industry is embracing cleaner and more sustainable practices, dockworkers remain central to efficient cargo movement, trade facilitation and economic growth.“The proposed modernisation of our ports will not achieve its desired objectives without sustained investment in human capital development, continuous training and improved welfare packages for workers,” Ebosele said. According to him, investments in automation, digital systems and environmentally friendly technologies must be matched by investments in human capital to ensure workers benefit from the industry’s transformation.Also speaking, the Minister of Marine and Blue Economy, Dr Adegboyega Oyetola, described dockworkers as “indispensable to port operations and the growth of the marine and blue economy.”Oyetola, who was represented at the event by the Managing Director of the Nigerian Ports Authority, Dr Abubakar Dantsoho, reaffirmed the Federal Government’s commitment to workers’ welfare, safety and dignity, warning employers against neglecting labour standards.“The Federal Government will not tolerate any employer of dock labour who fails to place the welfare, safety and wellbeing of workers at the centre of their operations,” he said.Oyetola added that sustainable port operations can only be achieved when workers are protected, respected and empowered.Committee renews call for Nigerian Coast Guard to boost maritime securityClimate change threatens food, national security — FGClimate change threatens food, national security — FGThe President of the National Association of Stevedoring Operators, Mr Bolaji Sunmola, said operational efficiency remains Nigeria’s most practical route to greener ports.Sunmola maintained that reducing cargo dwell time, vessel waiting periods and truck congestion around port corridors would deliver immediate environmental benefits by cutting fuel consumption and emissions. “The carbon that is never emitted is the greenest of all,” Sunmola stated.He called for the integration of measurable environmental performance standards into Nigeria’s ongoing port modernisation programme, including emissions reduction targets, equipment upgrades, waste management systems and cargo dwell-time benchmarks.Earlier, Deputy National President of the Nigeria Labour Congress, Adewale Adeyanju, warned that the global shift toward green ports must not result in job losses or worker exclusion.He noted that automation, renewable energy systems, digital logistics platforms and cleaner cargo-handling technologies are rapidly changing port operations worldwide.“Any conversation about green ports must place workers at the heart of policy formulation and implementation,” he said, stressing that workers should be equipped with the skills needed to thrive in the changing maritime environment.In his welcome remarks, the President of SCAN, Mr Moses Ebosele, said investment in human capital development remains critical to the success of Nigeria’s port modernisation efforts.He noted that while the maritime industry is embracing cleaner and more sustainable practices, dockworkers remain central to efficient cargo movement, trade facilitation and economic growth.“The proposed modernisation of our ports will not achieve its desired objectives without sustained investment in human capital development, continuous training and improved welfare packages for workers,” Ebosele said. Also speaking, the Minister of Marine and Blue Economy, Dr Adegboyega Oyetola, described dockworkers as “indispensable to port operations and the growth of the marine and blue economy.”Oyetola, who was represented at the event by the Managing Director of the Nigerian Ports Authority, Dr Abubakar Dantsoho, reaffirmed the Federal Government’s commitment to workers’ welfare, safety and dignity, warning employers against neglecting labour standards.“The Federal Government will not tolerate any employer of dock labour who fails to place the welfare, safety and wellbeing of workers at the centre of their operations,” he said.Oyetola added that sustainable port operations can only be achieved when workers are protected, respected and empowered.Committee renews call for Nigerian Coast Guard to boost maritime securityClimate change threatens food, national security — FGClimate change threatens food, national security — FGThe President of the National Association of Stevedoring Operators, Mr Bolaji Sunmola, said operational efficiency remains Nigeria’s most practical route to greener ports.Sunmola maintained that reducing cargo dwell time, vessel waiting periods and truck congestion around port corridors would deliver immediate environmental benefits by cutting fuel consumption and emissions. “The carbon that is never emitted is the greenest of all,” Sunmola stated.He called for the integration of measurable environmental performance standards into Nigeria’s ongoing port modernisation programme, including emissions reduction targets, equipment upgrades, waste management systems and cargo dwell-time benchmarks.Earlier, Deputy National President of the Nigeria Labour Congress, Adewale Adeyanju, warned that the global shift toward green ports must not result in job losses or worker exclusion.He noted that automation, renewable energy systems, digital logistics platforms and cleaner cargo-handling technologies are rapidly changing port operations worldwide.“Any conversation about green ports must place workers at the heart of policy formulation and implementation,” he said, stressing that workers should be equipped with the skills needed to thrive in the changing maritime environment.In his welcome remarks, the President of SCAN, Mr Moses Ebosele, said investment in human capital development remains critical to the success of Nigeria’s port modernisation efforts.He noted that while the maritime industry is embracing cleaner and more sustainable practices, dockworkers remain central to efficient cargo movement, trade facilitation and economic growth.“The proposed modernisation of our ports will not achieve its desired objectives without sustained investment in human capital development, continuous training and improved welfare packages for workers,” Ebosele said. Oyetola, who was represented at the event by the Managing Director of the Nigerian Ports Authority, Dr Abubakar Dantsoho, reaffirmed the Federal Government’s commitment to workers’ welfare, safety and dignity, warning employers against neglecting labour standards.“The Federal Government will not tolerate any employer of dock labour who fails to place the welfare, safety and wellbeing of workers at the centre of their operations,” he said.Oyetola added that sustainable port operations can only be achieved when workers are protected, respected and empowered.Committee renews call for Nigerian Coast Guard to boost maritime securityClimate change threatens food, national security — FGClimate change threatens food, national security — FGThe President of the National Association of Stevedoring Operators, Mr Bolaji Sunmola, said operational efficiency remains Nigeria’s most practical route to greener ports.Sunmola maintained that reducing cargo dwell time, vessel waiting periods and truck congestion around port corridors would deliver immediate environmental benefits by cutting fuel consumption and emissions. “The carbon that is never emitted is the greenest of all,” Sunmola stated.He called for the integration of measurable environmental performance standards into Nigeria’s ongoing port modernisation programme, including emissions reduction targets, equipment upgrades, waste management systems and cargo dwell-time benchmarks.Earlier, Deputy National President of the Nigeria Labour Congress, Adewale Adeyanju, warned that the global shift toward green ports must not result in job losses or worker exclusion.He noted that automation, renewable energy systems, digital logistics platforms and cleaner cargo-handling technologies are rapidly changing port operations worldwide.“Any conversation about green ports must place workers at the heart of policy formulation and implementation,” he said, stressing that workers should be equipped with the skills needed to thrive in the changing maritime environment.In his welcome remarks, the President of SCAN, Mr Moses Ebosele, said investment in human capital development remains critical to the success of Nigeria’s port modernisation efforts.He noted that while the maritime industry is embracing cleaner and more sustainable practices, dockworkers remain central to efficient cargo movement, trade facilitation and economic growth.“The proposed modernisation of our ports will not achieve its desired objectives without sustained investment in human capital development, continuous training and improved welfare packages for workers,” Ebosele said. “The Federal Government will not tolerate any employer of dock labour who fails to place the welfare, safety and wellbeing of workers at the centre of their operations,” he said.Oyetola added that sustainable port operations can only be achieved when workers are protected, respected and empowered.Committee renews call for Nigerian Coast Guard to boost maritime securityClimate change threatens food, national security — FGClimate change threatens food, national security — FGThe President of the National Association of Stevedoring Operators, Mr Bolaji Sunmola, said operational efficiency remains Nigeria’s most practical route to greener ports.Sunmola maintained that reducing cargo dwell time, vessel waiting periods and truck congestion around port corridors would deliver immediate environmental benefits by cutting fuel consumption and emissions. “The carbon that is never emitted is the greenest of all,” Sunmola stated.He called for the integration of measurable environmental performance standards into Nigeria’s ongoing port modernisation programme, including emissions reduction targets, equipment upgrades, waste management systems and cargo dwell-time benchmarks.Earlier, Deputy National President of the Nigeria Labour Congress, Adewale Adeyanju, warned that the global shift toward green ports must not result in job losses or worker exclusion.He noted that automation, renewable energy systems, digital logistics platforms and cleaner cargo-handling technologies are rapidly changing port operations worldwide.“Any conversation about green ports must place workers at the heart of policy formulation and implementation,” he said, stressing that workers should be equipped with the skills needed to thrive in the changing maritime environment.In his welcome remarks, the President of SCAN, Mr Moses Ebosele, said investment in human capital development remains critical to the success of Nigeria’s port modernisation efforts.He noted that while the maritime industry is embracing cleaner and more sustainable practices, dockworkers remain central to efficient cargo movement, trade facilitation and economic growth.“The proposed modernisation of our ports will not achieve its desired objectives without sustained investment in human capital development, continuous training and improved welfare packages for workers,” Ebosele said. Oyetola added that sustainable port operations can only be achieved when workers are protected, respected and empowered.Committee renews call for Nigerian Coast Guard to boost maritime securityClimate change threatens food, national security — FGClimate change threatens food, national security — FGThe President of the National Association of Stevedoring Operators, Mr Bolaji Sunmola, said operational efficiency remains Nigeria’s most practical route to greener ports.Sunmola maintained that reducing cargo dwell time, vessel waiting periods and truck congestion around port corridors would deliver immediate environmental benefits by cutting fuel consumption and emissions. “The carbon that is never emitted is the greenest of all,” Sunmola stated.He called for the integration of measurable environmental performance standards into Nigeria’s ongoing port modernisation programme, including emissions reduction targets, equipment upgrades, waste management systems and cargo dwell-time benchmarks.Earlier, Deputy National President of the Nigeria Labour Congress, Adewale Adeyanju, warned that the global shift toward green ports must not result in job losses or worker exclusion.He noted that automation, renewable energy systems, digital logistics platforms and cleaner cargo-handling technologies are rapidly changing port operations worldwide.“Any conversation about green ports must place workers at the heart of policy formulation and implementation,” he said, stressing that workers should be equipped with the skills needed to thrive in the changing maritime environment.In his welcome remarks, the President of SCAN, Mr Moses Ebosele, said investment in human capital development remains critical to the success of Nigeria’s port modernisation efforts.He noted that while the maritime industry is embracing cleaner and more sustainable practices, dockworkers remain central to efficient cargo movement, trade facilitation and economic growth.“The proposed modernisation of our ports will not achieve its desired objectives without sustained investment in human capital development, continuous training and improved welfare packages for workers,” Ebosele said. The President of the National Association of Stevedoring Operators, Mr Bolaji Sunmola, said operational efficiency remains Nigeria’s most practical route to greener ports.Sunmola maintained that reducing cargo dwell time, vessel waiting periods and truck congestion around port corridors would deliver immediate environmental benefits by cutting fuel consumption and emissions. “The carbon that is never emitted is the greenest of all,” Sunmola stated.He called for the integration of measurable environmental performance standards into Nigeria’s ongoing port modernisation programme, including emissions reduction targets, equipment upgrades, waste management systems and cargo dwell-time benchmarks.Earlier, Deputy National President of the Nigeria Labour Congress, Adewale Adeyanju, warned that the global shift toward green ports must not result in job losses or worker exclusion.He noted that automation, renewable energy systems, digital logistics platforms and cleaner cargo-handling technologies are rapidly changing port operations worldwide.“Any conversation about green ports must place workers at the heart of policy formulation and implementation,” he said, stressing that workers should be equipped with the skills needed to thrive in the changing maritime environment.In his welcome remarks, the President of SCAN, Mr Moses Ebosele, said investment in human capital development remains critical to the success of Nigeria’s port modernisation efforts.He noted that while the maritime industry is embracing cleaner and more sustainable practices, dockworkers remain central to efficient cargo movement, trade facilitation and economic growth.“The proposed modernisation of our ports will not achieve its desired objectives without sustained investment in human capital development, continuous training and improved welfare packages for workers,” Ebosele said. Sunmola maintained that reducing cargo dwell time, vessel waiting periods and truck congestion around port corridors would deliver immediate environmental benefits by cutting fuel consumption and emissions. “The carbon that is never emitted is the greenest of all,” Sunmola stated.He called for the integration of measurable environmental performance standards into Nigeria’s ongoing port modernisation programme, including emissions reduction targets, equipment upgrades, waste management systems and cargo dwell-time benchmarks.Earlier, Deputy National President of the Nigeria Labour Congress, Adewale Adeyanju, warned that the global shift toward green ports must not result in job losses or worker exclusion.He noted that automation, renewable energy systems, digital logistics platforms and cleaner cargo-handling technologies are rapidly changing port operations worldwide.“Any conversation about green ports must place workers at the heart of policy formulation and implementation,” he said, stressing that workers should be equipped with the skills needed to thrive in the changing maritime environment.In his welcome remarks, the President of SCAN, Mr Moses Ebosele, said investment in human capital development remains critical to the success of Nigeria’s port modernisation efforts.He noted that while the maritime industry is embracing cleaner and more sustainable practices, dockworkers remain central to efficient cargo movement, trade facilitation and economic growth.“The proposed modernisation of our ports will not achieve its desired objectives without sustained investment in human capital development, continuous training and improved welfare packages for workers,” Ebosele said. He called for the integration of measurable environmental performance standards into Nigeria’s ongoing port modernisation programme, including emissions reduction targets, equipment upgrades, waste management systems and cargo dwell-time benchmarks.Earlier, Deputy National President of the Nigeria Labour Congress, Adewale Adeyanju, warned that the global shift toward green ports must not result in job losses or worker exclusion.He noted that automation, renewable energy systems, digital logistics platforms and cleaner cargo-handling technologies are rapidly changing port operations worldwide.“Any conversation about green ports must place workers at the heart of policy formulation and implementation,” he said, stressing that workers should be equipped with the skills needed to thrive in the changing maritime environment.In his welcome remarks, the President of SCAN, Mr Moses Ebosele, said investment in human capital development remains critical to the success of Nigeria’s port modernisation efforts.He noted that while the maritime industry is embracing cleaner and more sustainable practices, dockworkers remain central to efficient cargo movement, trade facilitation and economic growth.“The proposed modernisation of our ports will not achieve its desired objectives without sustained investment in human capital development, continuous training and improved welfare packages for workers,” Ebosele said. Earlier, Deputy National President of the Nigeria Labour Congress, Adewale Adeyanju, warned that the global shift toward green ports must not result in job losses or worker exclusion.He noted that automation, renewable energy systems, digital logistics platforms and cleaner cargo-handling technologies are rapidly changing port operations worldwide.“Any conversation about green ports must place workers at the heart of policy formulation and implementation,” he said, stressing that workers should be equipped with the skills needed to thrive in the changing maritime environment.In his welcome remarks, the President of SCAN, Mr Moses Ebosele, said investment in human capital development remains critical to the success of Nigeria’s port modernisation efforts.He noted that while the maritime industry is embracing cleaner and more sustainable practices, dockworkers remain central to efficient cargo movement, trade facilitation and economic growth.“The proposed modernisation of our ports will not achieve its desired objectives without sustained investment in human capital development, continuous training and improved welfare packages for workers,” Ebosele said. He noted that automation, renewable energy systems, digital logistics platforms and cleaner cargo-handling technologies are rapidly changing port operations worldwide.“Any conversation about green ports must place workers at the heart of policy formulation and implementation,” he said, stressing that workers should be equipped with the skills needed to thrive in the changing maritime environment.In his welcome remarks, the President of SCAN, Mr Moses Ebosele, said investment in human capital development remains critical to the success of Nigeria’s port modernisation efforts.He noted that while the maritime industry is embracing cleaner and more sustainable practices, dockworkers remain central to efficient cargo movement, trade facilitation and economic growth.“The proposed modernisation of our ports will not achieve its desired objectives without sustained investment in human capital development, continuous training and improved welfare packages for workers,” Ebosele said. “Any conversation about green ports must place workers at the heart of policy formulation and implementation,” he said, stressing that workers should be equipped with the skills needed to thrive in the changing maritime environment.In his welcome remarks, the President of SCAN, Mr Moses Ebosele, said investment in human capital development remains critical to the success of Nigeria’s port modernisation efforts.He noted that while the maritime industry is embracing cleaner and more sustainable practices, dockworkers remain central to efficient cargo movement, trade facilitation and economic growth.“The proposed modernisation of our ports will not achieve its desired objectives without sustained investment in human capital development, continuous training and improved welfare packages for workers,” Ebosele said. In his welcome remarks, the President of SCAN, Mr Moses Ebosele, said investment in human capital development remains critical to the success of Nigeria’s port modernisation efforts.He noted that while the maritime industry is embracing cleaner and more sustainable practices, dockworkers remain central to efficient cargo movement, trade facilitation and economic growth.“The proposed modernisation of our ports will not achieve its desired objectives without sustained investment in human capital development, continuous training and improved welfare packages for workers,” Ebosele said. He noted that while the maritime industry is embracing cleaner and more sustainable practices, dockworkers remain central to efficient cargo movement, trade facilitation and economic growth.“The proposed modernisation of our ports will not achieve its desired objectives without sustained investment in human capital development, continuous training and improved welfare packages for workers,” Ebosele said. “The proposed modernisation of our ports will not achieve its desired objectives without sustained investment in human capital development, continuous training and improved welfare packages for workers,” Ebosele said. Anozie is a Chief Correspondent at Punch Newspapers with over 13 years of experience covering entertainment, maritime, and transport sectors. He specializes in producing insightful, engaging stories that provide clarity and depth across his beats. Anozie’s work reflects substantial newsroom experience and a strong commitment to accurate and compelling journalism. Kindly share this story: All rights reserved. This material, and other digital content on this website, may not be reproduced, published, broadcast, rewritten or redistributed in whole or in part without prior express written permission from PUNCH. Contact:[email protected] Stay informed and ahead of the curve! Follow The Punch Newspaper on WhatsApp for real-time updates, breaking news, and exclusive content. Don't miss a headline – join now! Stay in the know—fast. Get instant alerts, breaking headlines, and exclusive stories with thePunch News App.Download nowand never miss a beat.

Hacer conjeturas sobre el momento en el que la movilidad eléctrica se consolidará en España siempre es complejo. Por un lado, las estadísticas apuntan a un crecimiento año tras año. Sin embargo, la sensación es que aún queda un largo camino por recorrer y que está lejos el día en el que estos vehículos serán la opción prioritaria del usuario medio. No obstante, un factor coyuntural externo puede terminar dando el impulso definitivo: los conflictos en Oriente Medio han encarecido el precio de los combustibles fósiles, lo que hace que sea más urgente la transición hacia un nuevo modelo. "La volatilidad de los mercados energéticos y la dependencia de combustibles fósiles importados, que suponen en torno a 50.000 millones de euros anuales que engordan el PIB de terceros países, evidencian la vulnerabilidad del modelo tradicional", argumenta Arturo Pérez de Lucia, director general de Asociación Empresarial de Movilidad Eléctrica (Aedive). "El vehículo eléctrico, combinado con energías renovables y almacenamiento energético, representa una oportunidad para ganar soberanía energética, estabilidad económica y competitividad industrial", añade. Isabell Büschel, directora de Transport & Environment (nombre oficial de la federación europea de transporte y medio ambiente), incide en el aspecto de la autonomía energética: "La Unión Europea (UE) importa el 96% de su petróleo, lo que supuso un gasto de 250.000 millones de euros en 2024". Por tanto, cada vehículo eléctrico que reemplaza a un coche de combustión "reduce directamente la exposición a crisis de suministro de petróleo, aumentos de precios y dependencia geopolÍtica". Desde Transport & Environment también insisten en el factor económico: "Aumentar la ambición del Paquete de Automoción impulsaría la adopción de vehículos eléctricos y reduciría las importaciones de petróleo en 45.000 millones de euros entre 2026 y 2035". EUROPA FRENTE A ASIA. La UE parece tener claro que el coche eléctrico puede ser una importante palanca de cambio hacia una economía más sostenible. De hecho, la distancia con la industria china, una de las que apostó con más fuerza desde el inicio, no es tanta como se podría pensar. Según los cálculos de Transport & Environment, se sitúa a sólo tres años en ventas y se pondrá al mismo nivel al finalizar esta década, superando el 55% de cuota de mercado. Hay que tener en cuenta, eso sí, que "el 35% de las exportaciones totales de automóviles proceden de China", tal como recuerda Büschel, quien reconoce que el gigante asiático "ocupa la posición como potencia exportadora de vehículos que antes tenía Alemania". En cuanto al mercado interior, al menos por el momento, la directiva matiza que "ocho de las diez marcas con mayores ventas de vehículos eléctricos en la UE son europeas". Viendo la evolución del mercado comunitario, llama aún más la atención el caso de España: el nivel de implantación está por debajo de la media de la UE (8,8% de matriculaciones en 2025, casi diez puntos menos). Es una industria que "está muerta", según Javier Goikoetxea, CEO de la empresa de soluciones de movilidad Next Mobility, quien lamenta que "no sabemos hacer coches ni baterías con la calidad y la durabilidad con las que las hacen los chinos y sus marcas están inundando el mercado nacional". Y añade: "Se está ofreciendo a las empresas chinas que aprovechen la infraestructura industrial que desaparece aquí. Sobre el papel no es mala idea, pero, en el largo plazo, ¿queremos depender de China o tener una industria propia? Debemos tomar una decisión". En este sentido, desde Transport & Environment consideran que España debe "aprovechar la oportunidad para convertirse en un hub de electromovilidad". Asimismo, Pérez de Lucia opina que se dan las condiciones para ello, gracias a "una sólida tradición industrial en automoción, capacidad exportadora, infraestructuras portuarias de primer nivel, una posición geográfica privilegiada y un enorme potencial en energías renovables". Esto, prosigue, está generando un "interés real de los inversores" que se ve reflejado en los proyectos que se están poniendo en marcha de fabricación de baterías y otros componentes. El principal lastre que arrastra España, según Pérez de Lucia, es la sobrerregulación: "El desarrollo de la movilidad eléctrica depende en gran medida de contar con un marco regulatorio claro, estable y ágil". Sin embargo, añade, "todavía hay barreras administrativas y regulatorias que dificultan desplegar infraestructura de recarga a gran escala". Otro aspecto a tener en cuenta son las ayudas. Países como Francia, Portugal o Bélgica apostaron inicialmente por incentivar la compra y ahora son líderes en Europa. En España, según Goikoetxea, el Plan Moves ha sido "una apuesta muy tímida". Álvaro Gutiérrez, country manager en nuestro país del operador de recarga Eranovum, que también desarrolla infraestructura de energía, conoce bien los mercados belga y francés, pues su compañía opera en ambos. En su opinión, tanto la fiscalidad como la regulación que hay en España "hacen que los proyectos se prolonguen más debido a la complejidad administrativa, impidiendo que haya un sistema de ayudas consolidado". Además, Gutiérrez observa una diferencia en la percepción social del vehículo eléctrico en España. En otros países europeos, explica, "está integrado en su cultura de movilidad". De hecho, según sus propias métricas, "un cargador en Bélgica multiplica por cinco el uso de uno en España". Según el directivo de Eranovum, esto es el resultado de cierta "desinformación". Por ejemplo, cree que se ha generado "un miedo innecesario e ilógico acerca de la autonomía", pese a que España tiene más de 55.000 puntos de recarga. Un miedo "se ha perdido en otros países" gracias al ahorro real del usuario: moverse en un vehículo eléctrico es entre un 55% y un 66% más barato que hacerlo en uno de combustión, según Transport & Environment. Los barcos reducen su huella y buscan combustibles más ecológicos En sólo unos meses, el transporte marítimo comenzará a cambiar irrevocablemente. A finales de 2026, se votará la adopción formal de una de las normas globales que la Organización Marítima Internacional (OMI) está impulsando para alcanzar la neutralidad climática en 2050. El llamado Marco Net-Zero, aprobado en el Comité de Protección del Medio Marino el pasado año, establece límites obligatorios de emisiones para buques, un sistema internacional de fijación de precios del carbono o el impulso de combustibles alternativos, entre otras medidas que transformarán los desplazamientos por mar. Ese marco no es la única medida ni será la última. A nivel europeo, el paquete legislativo Objetivo 55 tiene entre sus objetivos el desarrollo de una infraestructura de combustibles alternativos, además de fijar metas con incidencia directa en el sistema portuario. Entre ellas se incluye garantizar, antes de 2030, el suministro de electricidad en puertos a barcos atracados y contribuir a la evolución del Marco de Acción Nacional en cuanto al desarrollo de combustibles alternativos para el transporte marítimo. También implica un análisis de las necesidades de implantación de las infraestructuras de suministro correspondientes, al menos en GNL, hidrógeno, amoniaco y metanol. En España, esos objetivos de descarbonización y transición energética recogidos en el Marco Estratégico del sistema portuario de interés general, especifican las metas en materia de calidad del aire, agua, suelo y calidad acústica. A nivel de puertos, se están implementando soluciones en infraestructuras de operaciones y, además, los españoles han sido siempre nodos del sector energético. Según Puertos del Estado, "van a contribuir también de forma destacada al desarrollo de las nuevas energías mediante el impulso a la producción de combustibles alternativos en su entorno". En lo que afecta a los barcos, una compañía como Baleària apoya los pilares de su estrategia sostenible en el uso de combustibles limpios y la electrificación de sus buques, al tiempo que implementa medidas operativas y mejoras hidrodinámicas. Dispone ya de "12 barcos con motores duales a gas, que pueden operar con combustibles más limpios", según explica Javier Cervera, su director corporativo de Relaciones Institucionales y Transición Energética. Esta naviera usa propulsión a gas natural desde 2019, "un paso clave que ha dado frutos significativos en la reducción de su impacto ambiental". Además, el año pasado incorporó el biogás de manera regular en tres de sus buques. La electrificación es igualmente una gran apuesta de Baleària: cuenta con cuatro buques de propulsión eléctrica y espera dos catamaranes 100% eléctricos, que destinará al primer corredor verde entre Europa y África a partir de 2027. Todo esto lo complementa con "investigación activa en otros combustibles alternativos como el hidrógeno verde y los combustibles sintéticos". Tampoco olvida el estudio continuo de tecnologías que le permitan tomar decisiones sobre ahorro de combustible en pro de su eficiencia operativa ni la medición de su huella de carbono. La aviación avanza hacia el uso de combustibles más sostenibles pero aún escasos Apagar los motores fósiles a 10.000 metros de altura es el mayor desafío industrial del transporte. Con más de 4.700 millones de pasajeros al año, la aviación comercial representa entre el 2% y el 3% de las emisiones globales de CO2 (y cerca del 12% de las asociadas al transporte), lo que ha situado su impacto climático en el centro del debate internacional. El sector vive su mayor transformación desde el motor a reacción, obligado a romper su dependencia de los combustibles líquidos. En este escenario, los combustibles sostenibles de aviación (SAF, por sus siglas en inglés) son la principal alternativa tanto en el corto como en el medio plazo. Pero su implantación aún es muy limitada por la escasez de oferta: aunque la Unión Europea fijó un mandato del 2% en 2025, el SAF apenas representó el 0,6% del consumo mundial el año pasado, según la Asociación de Transporte Aéreo Internacional (IATA). Los SAF están diseñados para sustituir al queroseno convencional sin modificar motores ni infraestructuras. Sin embargo, el reto ya no es de laboratorio, sino de suministro. Javier Arnaldo, responsable de Sostenibilidad de Airbus en España, detalla que la multinacional ha intensificado su actuación en la cadena de valor terrestre, financiando plantas mediante el fondo SAFFA y promoviendo fórmulas comerciales globales. "El SAF es una oportunidad para que regiones sin petróleo desarrollen una economía basada en materias primas propias y rompan dependencias", destaca Arnaldo, apuntando al potencial de España. La paradoja es que los aviones ya están listos (Airbus opera con un 50% de SAF y aspira al 100% en 2030 ), pero la capacidad tecnológica choca con numerosos escollos: el producto disponible triplica el coste del queroseno, las materias primas sostenibles escasean y la fragmentación regulatoria internacional alimenta la incertidumbre inversora. En este contexto, el sector asume un baño de realidad, ya que Airbus reconoce que el avión impulsado directamente por hidrógeno llegará hasta después de la fecha prevista (2035), lo que desplaza el interés hacia otra vía: emplear ese hidrógeno verde para fabricar combustibles sintéticos compatibles con las flotas actuales. Ese movimiento hacia el surtidor inaugura la era de los e-fuels. En ese punto intermedio entre la producción de energía y la aviación se sitúa Reolum, una compañía centrada en el desarrollo de combustibles renovables a partir de hidrógeno verde. Su proyecto La Robla Green, en León, se orienta a la producción de e-metanol a partir de hidrógeno verde y CO2 biogénico capturado, una molécula que actúa como intermediario industrial para alimentar los futuros combustibles sintéticos de la aviación. "Los combustibles sintéticos van a ser imprescindibles, no accesorios", defiende Yann Dumont, CEO de Reolum. Tras una primera fase dominada por combustibles HEFA a partir de aceites y grasas usadas, la norma europea ReFuelEU Aviation activará en 2030 un submandato que exigirá un 0,7% de e-SAF, escalando progresivamente hasta 2050. El coste, añade Dumont, no debe interpretarse como un obstáculo estructural, sino como una consecuencia de la curva de aprendizaje de un sector emergente. Cuando estas tecnologías alcancen la madurez industrial, "los costes tenderán a bajar", como ha pasado en otras transiciones energéticas. LOS TRENES PROPULSADOS POR HIDRÓGENO APARECEN COMO UNA REALIDAD MUY LEJANA Un tren de hidrógeno o de pila de combustible lleva a bordo este elemento comprimido, que se convierte en electricidad para los motores. El único residuo que genera es el vapor de agua. Casi todos los modelos son híbridos, por lo que combinan pila y baterías. Muchos también son bimodales y toman corriente de la catenaria, usando hidrógeno cuando no hay luz. El objetivo original era conseguir un tren de cero emisiones sin tender catenaria, viéndose el hidrógeno como el gran futuro del ferrocarril. Sin embargo, la realidad hoy es otra. En 2018 comenzó a funcionar en el estado alemán de Baja Sajonia la primera línea del mundo impulsada al 100% por hidrógeno. El pasado verano, sólo cuatro de los 14 trenes que integraban esa línea seguían operativos por la falta de recambio de pilas de combustible, lo que llevó al operador a usar trenes diésel de reserva. También en Alemania, la experiencia ha sido radicalmente diferente tanto en la red bávara de Augsburgo como en la red Heidekrautbahn, en la región de Berlín-Brandeburgo. Allí circula el modelo Mireo Plus H, el tren de hidrógeno de Siemens, en una flota que acaba de superar el millón de kilómetros en servicio de pasajeros. "Esta tecnología funciona y, sólo en Berlín-Brandeburgo, estos trenes reducen las emisiones anuales de dióxido de carbono en unos tres millones de kilogramos y ahorran cerca de 1,1 millones de litros de diésel", indican desde la compañía. Recientemente, Siemens Mobility también ha sido adjudicataria de un contrato en Rumanía para entregar otras 12 unidades eléctricas. Además, los trenes de hidrógeno ya circulan por Italia, Francia o EEUU, con Europa como mayor mercado y el eje Asia-Pacífico como el de mayor crecimiento esperado. El tren ya es el transporte colectivo más limpio, al aportar únicamente el 1% de las emisiones globales, siendo uno de sus mayores retos la eliminación del diésel de las vías sin electrificar. Aquí, el hidrógeno se bate frente a las baterías y la electrificación selectiva. Algunos estudios apuntan que un tren de hidrógeno (HEMU) cuesta unos 14millones y que, a lo largo de un ciclo de vida de 30 años, las unidades de batería (BEMU) pueden ser hasta un 35% más baratas de comprar, operar y mantener que sus equivalentes de hidrógeno. Tan es así que la diferencia por flota puede ascender hasta los 59 millones de euros. Hay que tener en cuenta que el combustible es sólo una pequeña parte del gasto total, pues hasta el 80% de los costes corresponden a mantenimiento y sustitución de equipos, sobre todo de las pilas de combustible, que deben reemplazarse varias veces durante la vida útil del tren. España llega al debate cuando el viento europeo sopla hacia la batería y es probable que el hidrógeno quede reservado a líneas largas y aisladas muy concretas.

Delfin Midstream, a U.S.-based liquefied natural gas (LNG) export infrastructure development company, has signed off on a final investment decision (FID) for the first floating LNG (FLNG) vessel destined for an LNG project under development in Louisiana, United States. ​Delfin Midstream has taken a final investment decision for the first FLNG of theDelfin LNGproject under development in Louisiana and offshore in the Gulf of America (U.S. Gulf of Mexico). While explaining that Delfin FLNG 1 will be the first floating liquefaction facility in the United States, the developer emphasizes that this is also the largest FLNG project globally, with an expected export capacity of 4.4 million tonnes of LNG per year. Dudley Poston, Delfin’s CEO, commented:“Securing FID for our first FLNG vessel is a groundbreaking milestone not only for Delfin, but also for global energy security. We are excited by our ability to support U.S. energy and maritime dominance by bringing safe, reliable, low-cost LNG exports to market. “This monumental achievement is a testament to the strength of our partnerships, meaningful collaboration across all project stakeholders and the hard work of our dedicated team. We look forward to working closely with GIP, MOL and Vitol on delivering this first phase of the Delfin LNG project.” The FLNG project, which is backed by long-term LNG sales agreements with energy companies includingVitol,Expand Energy, Centrica, andGunvor, has secured all necessary permits and licenses to begin construction, with contracts for Delfin’s first FLNG vesselexecutedwith Samsung Heavy Industries and Black & Veatch. Ben Marshall, President & CEO of Vitol Americas, noted:“This is an important investment for Vitol in the United States. Delfin FLNG 1 will deliver reliable, cost-competitive American energy to global markets. We are proud to be a part of this first for American energy alongside Delfin, GIP and MOL.” With the first vessel scheduled to begin LNG production in 2030, the U.S. company claims to be diligently advancing toward securing FIDs for FLNG vessels two and three over the coming year. Delfin sees the positive FID as a significant milestone, as it works to deliver reliable, low-cost LNG exports from the United States to customers around the world. Jotaro Tamura, President and CEO of MOL, underlined:“MOL began its investment in Delfin in 2023 and since then has seen the Company’s FLNG project rapidly progress. “We are delighted to further our strategic partnership with Delfin while continuing to leverage our significant expertise in offshore floating facilities to support the company’s essential work and expand our business in the U.S. and across the gas value chain globally.” This content is available after accepting the cookies. U.S. LNG export project nears FID: Samsung Heavy Industries in charge of first FLNG with two more on the menu The project alreadyreceived a deepwater port licensefrom the Maritime Administration (MARAD) andapprovalfrom the Department of Energy for long-term LNG exports to countries that do not have a free trade agreement (FTA) with the United States. A group of investors led by Global Infrastructure Partners (GIP), a part of BlackRock, including existing Delfin investors Mitsui O.S.K. Lines (MOL), Vitol, and Diameter Capital Partners, have agreed to invest in the first phase of this energy infrastructure project. Mark Florian, Head of GIP Mid-Market Funds, highlighted:“We are excited to partner with Delfin, MOL and Vitol to support the construction of the first phase of Delfin FLNG, a landmark U.S. LNG infrastructure project designed to help meet growing global demand for reliable, secure energy. “Backed by an experienced management team, proven construction partners and long-term agreements with leading energy companies, Delfin FLNG 1 is well positioned to deliver cost-competitive U.S. LNG to global markets.” Delfin LNG is a brownfield deepwater port requiring minimal additional infrastructure investment to support up to three FLNG vessels producing up to 13.2 mtpa of LNG. The developer acquired the UTOS pipeline, the largest natural gas pipeline in the U.S. Gulf. Scott GoodwinandJon Lewinsohn, co-founders and Managing Partners of Diameter, said:“We are delighted to share in this milestone with Delfin after investing in the Company last year. We look forward to supporting Delfin as it develops additional U.S. energy infrastructure in the coming years.” 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!

Δείτε περισσότερα άρθρα μας στα αποτελέσματα αναζήτησης Hello, I’ll start with a little behind-the-scenes story that was discussed and “read into” more than anything else the other night: the photo of Adonis at an event marking Masoutis’ 50th anniversary, sitting at the same table as Androulakis and little Zoe, who were clearly looking elsewhere, visibly frozen. First of all, how it happened: Minister Adonis was seated at a neighboring table with Karamanlis of Rafina, Stournaras, and Masoutis. At one point, he says to the “supermarket man,” “Watch this, just for fun… so that someone might actually notice your event online. I’m going to sit for five minutes at the next table with Takis (Theodorikakos), who’s sitting with Androulakis and Zoe. Just wait and see what happens when they spot me next to them.” And that’s exactly what happened, to the point that a flustered Nikos (no, now he’s not merely angry…) leaked a line to the media saying that “he wasn’t sitting next to Adonis”… as if someone had said he was sitting with Haris Doukas! The rest you know, you read it, and of course you understand what’s going on in poor little PASOK. If you’re wondering why so many politicians were at Masoutis’ event, I have the answer. Because of their size and the nature of their business, supermarkets hire hundreds of employees every year, seasonal workers and so on. As you can imagine, every politician wants a little favor, a little appointment, despite all the things we hear these days and naturally laugh about. Meanwhile, no matter how much goodwill people may have, and no matter how much bullying pollsters endure, at best poor Nikos comes out in third place ahead of President Maria, but that’s as far as it goes. Yesterday, one of those rumors that sweep through the political scene started circulating: that Kasselakis is going to PASOK. The older generation used to say that being insulted is good because it means people take you seriously; being mocked, however… Yesterday I learned (though how could I verify it?) that Nikos is holding consultations in general, and one of the people involved is Laliotis, who in any case practically lives at Charilaou Trikoupi (as if it were his own home), tucked away in some small office. Of course, I have no idea what he’s telling him, but whatever he’s telling him… In the midst of this wonderful atmosphere that is PASOK, the Political Council meets on Friday. Now, some people may be saying that Nikos is going to get rid of Haris, but however great the human temptation may be, I don’t think Nikos will take that step. His people say he will try to speak in a somewhat more “transcendent” way and refer to the party’s political plan that needs to be promoted. But if he hears Haris, in his own remarks, repeating what he said on Sunday on Mega, he’ll be waiting for him around the corner, and I can see the mayor not getting away unscathed—unless that’s exactly what he wants. Another problem for Haris is that his influence within the party organs has diminished since he fell out with Christodoulakis, who is trying to create his own political pole. As for the other “top figures,” no need for me to tell you: Geroulanos is completely disillusioned and sees no prospects for upward momentum, while Diamantopoulou is acting the most composed, though she does have a special fondness for Haris, because he takes every opportunity to look after her as well. K.M. has several trips ahead of him these days: today to Bulgaria, then Montenegro, and from there to Boston—which is why he will miss the baptism of the son of his former associate Elpidoforos Papanikolopoulos, whom he married to Evina Giakoumatou, on Saturday in Psychiko. I’m told, however, that he has personally taken charge of the issue of the party’s new secretary and that the names being discussed in the recent past are no longer in the picture. Now, he may send a message over the weekend from the United States and tell his sphinx-like associates, “We’re done, this is the one,” or he may tell them on Monday when he returns. In any case, the official announcement within the party will be made on Wednesday, when New Democracy’s Political Committee meets. I wrote yesterday that Tasos Hatzivasileiou, who unfairly left the government because of the OPEKEPE affair, is expected to return to the government lineup. The most likely position is the one Miltiadis Varvitsiotis held in the previous government: responsible for European Affairs, though logically as a deputy minister rather than an alternate minister. After all, preparations are needed for Greece’s upcoming EU Presidency in the second half of 2027, and there is work to be done. Amid reports that launching his own party is already a settled decision, Samaras is preparing to travel to Heraklion on Friday afternoon to speak at an event organized by the think tank “Noima-Crete,” which will take place at the Chamber of Commerce. The think tank is run by physician Grigoris Paspatis, a long-time New Democracy candidate and old friend of Samaras, though generally an institutional figure, and by Fragkiskos Lambrinos, who comes from the PASOK camp and is the son of former Heraklion mayor Vasilis Lambrinos. The speech will have a broad theme, and Samaras is the first former prime minister to accept the think tank’s invitation, obviously because he will also have the chance to speak in proud Crete, especially in Heraklion, where New Democracy has suffered a setback because of the OPEKEPE affair. Invitations were sent to all MPs from the prefecture, but I hear that all three “blue” MPs will be absent. Avgenakis does not have particularly warm relations with Samaras, while Kostas Kefalogiannis has another commitment, and Maximos Senetakis considered attending because of his friendship with Lambrinos, who is also his lawyer, but ultimately will not be present. It will, however, be interesting to see which New Democracy figures go to listen to the former prime minister, who yesterday at Tagaras’ funeral kept his distance from Mitsotakis. Kyriakos Pierrakakis’ presence yesterday at the Élysée Palace was primarily focused on a meeting with the new Secretary-General of the French Presidency, Pierre-André Imbert. However, attention was drawn by his brief conversation with Emmanuel Macron. It was not the first time the two had exchanged views, even briefly, and many recalled that during the recent French business mission to Athens, Macron publicly referred to the Greek minister twice. And since I mentioned the French president, it is worth noting that Pierrakakis’ visit to Paris confirmed something else as well: the relationships the Greek side has developed with Macron’s inner circle continue regardless of the individuals involved or the offices they hold. The day before yesterday, the Finance Minister and President of the Eurogroup was among the first to meet Emmanuel Moulin on his first day as Governor of the Bank of France. The relationship between the two men has been built over the recent period, when Moulin served as Secretary-General of the French Presidency and was one of Macron’s closest collaborators. And yesterday, as I already told you, Pierrakakis once again passed through the doors of the Élysée Palace for an extensive meeting with Moulin’s successor, Pierre-André Imbert. Thus, within just two days, he met both the man who left the most powerful office in the French Presidency and the one who succeeded him. Ahead of this year’s European Commission Rule of Law Report on Greece, Minister of State Akis Skertsos flew to Brussels, met with Commissioner McGrath, and listed the progress Greece has made—documented and measurable—on last year’s four recommendations from the European Commission. Without tiring you with details, I’ll simply say that 28 of the 39 reforms and investments related to the rule of law under the Recovery and Resilience Facility have been implemented. In fact, over the last four years Greece has improved its performance in similar important reports by other reputable, independent organizations assessing the state of the rule of law (OECD reports on anti-corruption, Transparency International, The Economist, and the Council of Europe). But Akis Skertsos also dismantled, with arguments, the claims made by Laura Kövesi in the letter she sent to the Commission. He cited three specific points to the responsible Commissioner: First, that the Greek state has consistently supported and responded positively to all requests from the European Public Prosecutor’s Office for institutional strengthening, including increasing the number of prosecutors from 7 to 13, introducing financial incentives, providing administrative support, tightening penalties through regulatory interventions, and so forth. Second, regarding the issue of renewing prosecutors’ terms, which Kövesi requested, Skertsos stated the obvious: it is a legal disagreement between the independent Greek judiciary and the European Public Prosecutor’s Office, into which the government cannot intervene while respecting judicial independence and self-governance. As for accelerating procedures involving political figures, there had been public agreement from the European Public Prosecutor’s Office itself, expressed by Ms. Kövesi when the proposal was presented to her, as well as agreement at the technical level from her associates regarding the final version of the legislation that was passed. In essence, the measure does not affect the powers of the European Public Prosecutor’s Office at all; it merely speeds up the handling of such cases and elevates the rank of the investigating judge reviewing the evidence to that of an appellate-level judge. And third, he referred to developments from the past week that led, on the one hand, to the closure of 2 out of 13 cases and, on the other hand, brought to light an expert report reducing by nine-tenths the estimated scope of the damage to the level of simple misdemeanors. This report, which was not submitted in a timely manner to the relevant parliamentary committee, raises questions regarding both the formal and substantive safeguarding of the fundamental right—and obligation—to a fair trial. An obligation from which, naturally, not even the European Public Prosecutor’s Office is exempt. In short: “the treasure turned out to be coal.” The next major deal with Greek—and not only Greek—flavor that is rapidly approaching (as a certain soul used to say about President Tsipras) is CVC’s sale of marina management company D-Marin. The process has been advanced by Goldman Sachs, and there is serious interest from major names, with sources speaking of a deal comparable in scale to CVC’s sale to Blackstone—the world’s largest alternative asset manager—of its stake in Skroutz, which valued Skroutz at €635 million. Blackstone’s Greek portfolio already includes Hotel Investment Partners, a stake in Fraport Greece, and more. In D-Marin’s case, sources speak of a valuation approaching €1 billion. The company, which generates annual profits of roughly €70 million, currently manages 26 marinas. In Greece, it manages the Zea Marina in Piraeus, the Lefkada Marina, and the Gouvia Marina in Corfu. Banks have been forced to change the dates for dividend ex-dates and distributions, as the Single Supervisory Mechanism (SSM) has not yet provided the formal approvals required for the payouts. In Eurobank’s case, the dividend ex-date is being moved from June 8 to June 10, while payment is postponed from June 12 to June 15. Since the adjustment is minor, the bank has received informal notification from the supervisor and is awaiting the official letter. The same applies to National Bank, as it appears that similar assurances have been received from the SSM. Accordingly, the ex-dividend date moves to June 10 from June 5, while payment shifts to June 15 from June 12. For Piraeus Bank, where the ex-date for the capital return had been scheduled for June 9 and payment for June 15, the new ex-date is August 3 and the payment date August 7. The change was necessary because the bank is carrying out a capital return, a process that requires 40 days following publication in the General Commercial Registry (GEMI). As for Alpha Bank, there is no issue because its annual general meeting will take place on June 26, when the dividends will be approved. This is the last year in which Greece’s systemic banks require SSM approval before proceeding with distributions. Tomorrow, June 5, marks the end of the public subscription period for Lamda Development’s corporate bond. According to the timetable, trading of the bonds will begin on June 10. The size of the issue is expected to reach between €330 million and €350 million. The company will use €320 million to repay a bond issued in 2020, with the remainder allocated to financing needs. According to the prospectus, the listed company’s main shareholders, Consolidated Lamda Holdings S.A. and Brevan Howard Capital Management, hold 44.76% and 8.6% of total shares respectively. At the same time, the prospectus revealed that the major agreement with the ION Group remains subject to the successful completion of due diligence by the investor and the finalization and signing of contractual documents, a process expected to conclude by the end of July. The deal concerns the acquisition of land for the development of an International Research & Innovation Center at Hellinikon, an investment exceeding €1.5 billion by the ION Group, with completion targeted for 2030. Lamda is expected to receive €450 million from the transaction. According to information, shipping company Seanergy, owned by Stamatis Tsantanis, is next in line to enter Euronext Athens through a bond issuance that will trade in the Main Fixed Income Securities Market. The company has established a strong presence in U.S. capital markets, remaining listed on Nasdaq since 2008. It focuses exclusively on Capesize vessels while simultaneously renewing its fleet. In recent years, it has made substantial investments, more than doubling its fleet size. Meanwhile, strong Capesize freight rates continue to create favorable conditions for further expansion. Private equity firm Partners Group has imposed withdrawal limits on its Global Value SICAV fund, which manages approximately AUD 8.6 billion. The fund now allows withdrawals of up to 5% of net assets per quarter because redemption requests increased to around 9.8% during the second quarter. This development follows broader nervousness across evergreen and semi-liquid private market funds, particularly in private credit, where other major asset managers have also restricted withdrawals. Partners Group acquired Pharmathen from BC Partners in July 2021. Pharmathen develops and manufactures generic pharmaceuticals and operates two production facilities approved by U.S. and European regulators, with headquarters in Greece. The transaction was valued at approximately €1.6 billion, making it one of the largest private equity deals ever completed involving a Greek company. Partners Group manages €170 billion in assets, of which €80 billion is in private equity. Thirty years after its listing on the Athens Stock Exchange, PROODEFTIKI S.A. is under surveillance status despite having neither negative equity nor overdue liabilities. The problem is simply that the current management has been unable to issue financial statements for the previous year despite the company’s insignificant economic size. On June 2, the Athens Single-Member Court of First Instance issued another ruling (Decision 3,623/2026) regarding an injunction application filed by Char. Koutounidis, holder of 1,741,372 registered shares (7.16%), ordering the convening of a General Assembly on July 2, 2026, with the sole agenda item being the election of a new Board of Directors. The current board, led by Chairman Georgios Kontolatis, refused to convene the assembly within the 20-day deadline following notification of the request (January 30, 2026) and also attempted to challenge the applicant’s shareholder status. The court explicitly rejected that claim as “substantively unfounded.” Clearly, there is extensive backstage maneuvering. National Financial Services LLC, acting as custodian, represents Koutounidis as the beneficial owner and is in open conflict with the current management over a financing agreement with LDA Capital. The General Assembly of April 21, 2026, had already recorded the majority shareholders’ disapproval of the management. The new July 2 meeting, now ordered by the court, appears likely to put a final period to the matter. The return of international oil prices to the $100-per-barrel range has created an extremely favorable environment for refinery stocks, as heightened geopolitical concerns and limited crude supply are boosting refining margins. This has been reflected on the Athens Stock Exchange, where both HELLENiQ ENERGY and Motor Oil have been breaking one record after another, each posting gains exceeding 26% since the beginning of the year. HELLENiQ ENERGY was the star performer of yesterday’s session, rising 2.3% to €10.54. These are price levels not seen since June 2008—an 18-year high. Breaking through the €10.50 threshold opens the way to new technical resistance levels. The next immediate target is €10.56, the closing price of June 13, 2008. If surpassed, the path toward €11 becomes open, a level not seen since January 2008. After a powerful rally fueled by its strategic moves in the circular economy, Motor Oil continued its upward trajectory, gaining another 0.5% to close at €39.58. This represents yet another all-time high, with the group’s market capitalization expanding further to nearly €4.4 billion. Motor Oil is now setting its sights on breaking through €40, a target considered only a matter of time given the strong news flow and robust cash generation supported by current conditions in the oil products market. This summer has brought a record for the Greek mutual fund market. Despite geopolitical tensions and interest-rate uncertainty, assets under management in Greek mutual funds have exceeded €32.1 billion. For the first time in more than two decades, the market has surpassed the €32 billion threshold and is now just €2.35 billion away from the all-time record set in 1999. From 2020 to today, mutual fund assets have nearly quadrupled—from €8.09 billion to €32.19 billion over six years. Since the start of 2026, assets have increased by more than €2.76 billion (+9.36%), with net inflows of €1.64 billion. In the past week alone, Greek investors purchased mutual fund units worth €58.43 million. During the first five months of 2026, total market net inflows reached €1.57 billion, down 42% compared with the same period last year. Banking sources describe this slowdown as normal after three years of average annual net inflows of around €4.5 billion. Others, less optimistic, see signs of household liquidity fatigue and uncertainty arising from global geopolitical disruptions. Greek equity mutual funds now represent just 13.20% of total assets, far below the 40.92% share recorded in 1999. At Posidonia, Maria Angelicoussis’ appearance at the Capital Link Leaders’ Summit, on a panel discussing the global energy market, did not go unnoticed. Not only because of the significance of the Angelicoussis Group today, but primarily because her remarks suggested she is looking beyond the current crisis. While many focused on tensions in the Middle East and the implications of a closure of the Strait of Hormuz, she chose to highlight the resilience of the global energy system. Maria Angelicoussis did not describe a system bending under the weight of geopolitical developments, but one that adapts, seeks alternative routes, and finds new balances. Calmly and without dramatic rhetoric, she explained why the energy market has managed to absorb the shock despite major disruptions in oil and LNG prices. Particularly noteworthy was her emphasis on the growing importance of the United States as an LNG exporter to Europe and Asia. At the opening of Posidonia 2026, Melina Travlou’s speech was delivered in a restrained tone but carried strategic depth and clear intended recipients. Officially, the message from the President of the Union of Greek Shipowners concerned the importance of shipping to the global economy and the need to protect freedom of navigation. Behind the scenes, however, her remarks were interpreted as a reminder that the sector does not accept being treated merely as a regulated industry but as a critical infrastructure of international power. References to maritime tensions in areas such as the Red Sea and the Middle East served as a clear message to governments and institutions that shipping now stands on the front line of geopolitical instability rather than at its margins. On the European front, her reference to shipping competitiveness was interpreted as a discreet but firm warning to Brussels that green transition policies cannot proceed without conditions ensuring a level playing field globally. Likewise, regarding decarbonization, the implication was unmistakable. The sector is investing, but it does not control the critical tools of the transition: fuels, technology, and infrastructure. This “control gap” has now become the industry’s primary pressure point toward governments and the energy market. With a Champions League flavor—albeit in a shipping-industry version—Giannis Xylas’ ARISTON continues to write its own golden history on the pitches of the Posidonia Football Tournament. The team of the well-known shipping company won the Posidonia 2026 championship, confirming its complete dominance of the competition. It was the fourth title in the last five tournaments. The customary closed-door meeting of government borrowers is taking place these days in distant, cloudy Riga, Latvia, away from media and cameras. It is the World Bank’s Government Borrowers Forum (GBF). The first notable piece of news is that next year the GBF will convene in Athens. Public debt managers from around the world are meeting this year under particularly tense conditions. The macroeconomic environment leaves little room for optimism. Governments and the private sector are expected to borrow $29 trillion from bond markets this year. The yield on the 10-year U.S. Treasury stands at 4.5%. Central banks have significantly reduced their holdings of government bonds, leaving markets increasingly dependent on price-sensitive investors—hedge funds, private investors, and institutions—with the accompanying risk of greater volatility. European Commissioner Valdis Dombrovskis, a Latvian, also addressed the gathering. One clear message emerges from Riga: volatility in bond markets is no longer viewed as a cyclical phenomenon but as a structural feature of the global economy. At this time next year, the GBF will be held in Athens to symbolize a major transformation. Greece, which spent a decade sitting in the seat of the bankrupt debtor, is returning to the core of the developed economies as host, with a clear agenda focused on deepening capital markets through the Savings and Investments Union and promoting the digital euro as a tool of Europe’s strategic autonomy. Suddenly, Greece is acquiring strategic importance within the European mining industry. The Association of Mining Enterprises (SME) celebrated its first century of presence in the Greek economy. At yesterday’s General Assembly, President Konstantinos Yazitzoglou described Europe’s dependence on Asian monopolies for rare earths and critical minerals, as well as a global struggle that is reshaping supply chains in real time. The market is changing. Hellas Gold (Eldorado Gold), through its Skouries project in Halkidiki, is entering the production phase, placing Greece on Europe’s copper production map. Greece is now positioned as Europe’s third-largest gold producer. Metlen is moving ahead with gallium production, a rare-earth-related critical material essential for semiconductors and defense technology. Before the end of 2026, Greece is expected to begin production of two critical and strategic minerals: copper and gallium. At the same time, a new legislative framework is taking shape in Europe, while the United States is implementing new critical-mineral security plans and accelerating the energy transition. All of this is generating demand that traditional suppliers can no longer reliably satisfy. The industry’s demands in Greece focus on the Mining Operations and Exploitation Code (KMLE), which is currently regarded as outdated, and on stronger spatial-planning legal certainty, which companies consider insufficient. At the same General Assembly of the Association of Mining Enterprises (SME), held yesterday at the Royal Olympic, the president of the Hellenic Federation of Enterprises (SEV), Spyros Theodoropoulos, spoke in particularly strong terms. He repeated a personal experience from a few years ago, when he met a European Commissioner who told him clearly that she was not concerned about the deindustrialization of Europe: “I do not want heavy industry in Europe.” Today, Europe is paying the consequences of that policy choice: deindustrialization, energy dependence, and loss of strategic autonomy. Europe is three to six times more expensive in energy than its major competitors. Member states apply different support models for businesses depending on their energy mix. While Europe is still debating, its competitors are accelerating. In a recent meeting of major European companies, it was found that only 6% of ongoing investments are located in Europe. Greece is at a disadvantage compared to countries with lower debt, as it has less fiscal space to subsidize industrial energy costs. It is not only a matter for Brussels, but also a matter of fiscal suffocation due to years of excessive debt. Theodoropoulos concluded with a strategic proposal that goes beyond the usual calls from industry: he urged mining companies to step outside their sector and speak to society, to build social legitimacy. “Tourism has done it,” he said. Industry, until now, has remained silently burdened by guilt. For many years, “smart money” aggressively bought cryptocurrencies, with Bitcoin as the undisputed leader. Yesterday, Bitcoin fell below $66,000, reaching a low of $65,710, losing more than 45% compared to its all-time high of $126,200 in October 2025. At the same time, Wall Street was hitting new records, led by Nvidia. Crypto is falling, Artificial Intelligence is winning. U.S. spot Bitcoin ETFs recorded a record eleven consecutive sessions of outflows, totaling around $3.45 billion—the longest streak in their history. Smart money appears to be searching for its next paradise, which currently seems to be Artificial Intelligence. Technical analysts say the crypto market moves with an 84% correlation to the Dow Jones index. Yesterday, forced liquidations reached $1.8 billion. The Fear & Greed Index dropped to the 20 level. For Bitcoin, the next technical threshold is $65,000, followed by a possible slide toward $60,000. Jensen Huang of Nvidia took the stage at Computex Taipei and said just five words: “The next trillion-dollar company.” Next to him stood Marvell Technology CEO Matt Murphy. Huang praised Murphy’s company as an essential pillar of the AI infrastructure era. Marvell’s stock surged 32.52% in a single session—the largest daily gain in its history. His argument was simple and compelling: every computational problem is distributed across thousands of chips that must communicate with each other. Connectivity is now essential. That is exactly where Marvell excels. Its networking and optical interconnect chips are the “hydraulic infrastructure” of large data centers—unseen, but indispensable. Nvidia had already committed a $2 billion investment in Marvell, integrating it into its NVLink Fusion alliance. Marvell itself had projected that custom chip development could exceed $10 billion in annual revenue by 2029. The stock has already gained 230% since the beginning of the year. Jensen Huang’s endorsement simply accelerated the trend. The AI revolution has now entered a new phase: demand is no longer focused on raw computing power, but on communication between chips. That is the new highway of wealth and dominance. Explore related questions

Kikilias underlined that Attica, from north to south and from east to west, has these days “been filled with people from the shipping industry who have come from every corner of the world to honour Posidonia,” which he described as a landmark event for global shipping. He stressed that “the entire maritime ecosystem is located in Piraeus: companies, traditional Greek shipping, shipowners, seafarers, and all those working in the most important sector of the Greek economy.” Together with tourism, services, and real estate, shipping constitutes one of the key pillars of Greece’s GDP, contributing approximately 200,000 well-paid jobs and accounting for around 7–8% of national GDP. The minister highlighted the global position of Greek-owned shipping, which represents approximately 20%–21% of global tonnage and 61% of the fleet controlled by European Union member states. As he noted, “this did not happen overnight. It is the result of tradition, hard work at sea, in ports, and in trade. It is a culture deeply intertwined with the Greek people, through which they have progressed and prospered.” He also made special reference to the importance of reconnecting the younger generation with maritime professions, stressing that shipping today is linked to the revival of shipbuilding, the upgrading of port infrastructure, and the creation of new professional opportunities across shipping, energy, and international trade. Kikilias also emphasised safety as the foremost priority, particularly for the port of Piraeus, from which nearly 11 million passengers depart annually for the Greek islands. “Safety is top priority,” he underlined, referring to Greek citizens, island residents, and the millions of tourists passing through the country’s largest port. He further stated that the cooperation between COSCO and the Greek administration at the Port of Piraeus represented a highly significant investment, undertaken at a time when the country was facing severe economic challenges and limited investment capacity. “Greece continues to move forward both in terms of Greek-owned vessels and the Greek flag fleet. The 5,800 ships are not a number that can go unnoticed. We are proud of our global first position, but this leadership comes with responsibility,” he said. Regarding the international environment, the Minister stressed that global trade must remain free, and that the ability of ships, seafarers, captains, engineers, and all maritime professionals to travel freely around the world is vital for the global economy. He noted that “the first concern of the political leadership of the Ministry is always the safety of seafarers in the Strait of Hormuz and the Persian Gulf,” underlining that the current situation once again highlights the critical importance of shipping and the sea for the shared global future. With respect to discussions at the IMO on carbon emissions, the Minister stressed that, given the global nature of shipping, a global agreement is required. As he stated, “every country and every major international stakeholder must make the maximum possible effort to achieve a realistic agreement this coming autumn, one that will work to the benefit of all.” Concluding his remarks, Kikilias thanked the Ambassador of the People’s Republic of China, Fang Qiu, for the cooperation and the invitation, and wished “fair winds” to all seafarers and maritime professionals. “Above all, I wish them safety and quality in their work. We are bound by tradition, and as Greeks, we will never cease to be people of the sea,” he concluded. Για να εμφανίζονται περισσότερα άρθρα τηςΝαυτεμπορικήςστις αναζητήσεις σας εύκολα και γρήγορα, πρέπει να προσθέσετε το site στις προτιμώμενες πηγές σας. Μπορείτε να το κάνετε πηγαίνονταςεδώ.

Speaking at the TradeWinds Shipowners Forum in Athens, Raptis stated that European shipowners are dissatisfied with the current framework and called on the European Commission to commit to withdrawing the EU Emissions Trading System (EU ETS) and FuelEU Maritime regulations should the International Maritime Organization (IMO) adopt a global net-zero emissions framework. As he stressed, the very least that must be ensured is the avoidance of double payments. However, the fundamental question remains where these revenues are ultimately being allocated, given that, to date, they have not been sufficiently reinvested in supporting the shipping sector’s energy transition and decarbonization efforts. Για να εμφανίζονται περισσότερα άρθρα τηςΝαυτεμπορικήςστις αναζητήσεις σας εύκολα και γρήγορα, πρέπει να προσθέσετε το site στις προτιμώμενες πηγές σας. Μπορείτε να το κάνετε πηγαίνονταςεδώ.

Mancano pochi giorni al 12 giugno e sono già oltre 150 gli addetti ai lavori accreditati per partecipare al Business Meeting “Industria, Logistica e Metalli” in programma presso Spazio Made a Luni (SP) e organizzato dai giornali online SHIPPING ITALY e di SUPPLY CHAIN ITALY in collaborazione con l’Autorità di sistema portuale del Mar Ligure orientale. Un nuovo appuntamento B2B concepito per riunire il mondo industriale e la filiera logistica per discutere dei trasporti marittimi e terrestri di acciaio, metalli, semilavorati e prodotti finiti. Il titolo dei lavori è “La supply chain dei materiali strategici tra sfide, opportunità e relazioni industriali”; si parlerà di logistica, trasporti, infrastrutture, porti, intermodalità, normative, digitalizzazione, tracciabilità e sicurezza. Questo il programma dei lavori: Ore 9:00 Welcome coffee e registrazione partecipanti Ore 9:30 Opening session Bruno Pisano (Adsp Mar Ligure Orientale) Stefano Ferrari (siderweb) Enrico Paglia (banchero costa) Ore 10:00 1° Panel – La domanda di logistica: esigenze produttive, flessibilità e continuità delle supply chain Rossella Moramarco (Fincantieri) Augusto Cosulich (F.lli Cosulich – Trasteel) Vincenzo Romeo (Nova Marine Carriers – Assarmatori) Paolo La Bruna (Acciaieria Arvedi) Federico Buiatti (ABS Acciai) Andrea Molteni (Marcegaglia Carbon Steel) * Ore 11:00 Coffee break Ore 11:30 2° Panel – L’offerta di servizi logistici e di trasporto: innovazione, specializzazione e capacità infrastrutturale Sandro Bucchioni (Associazione spedizionieri del porto di La Spezia) Simone Malaspina (Laghezza) Carlo Montaperto (Boriani) Carlo Freni (Fhp Carrara) Michele Giromini (Mdc Terminal – Gruppo Dario Perioli) Luca Abatello (Circle Group) Paolo Volpe (DB Cargo) Ore 12:45 Intervista conclusiva – “Logistica, shipping e siderurgia” Antonio Gozzi (Duferco – Federacciai) * (* Streaming video) L’ingresso è a pagamento (fino a esaurimento posti disponibili) Per info su modalità di partecipazione scrivere a segreteria@alocinmedia.it oppure chiamare il numero +39 010 9703071 Esperti e aziende analizzeranno trend e flussi della supply chain, proponendo soluzioni per efficienza, sostenibilità e competitività del comparto. L’evento offrirà un momento di approfondimento, networking e confronto su temi come innovazioni nell’handling, import/export, stoccaggio e trasporto di metalli diventando un punto d’incontro strategico tra imprese. Fra i main topics del Business Meeting ci sono: Evoluzione dei flussi di acciaio e metalli nel Mediterraneo: trend di import/export, nuovi corridoi logistici e ruolo dei porti italiani Porti e infrastrutture al servizio dell’industria metallurgica: investimenti, specializzazione dei terminal e capacità operativa Intermodalità ferro-gomma-mare: opportunità e colli di bottiglia: integrazione dei vettori per semilavorati e prodotti finiti Handling e stoccaggio dei metalli: innovazione e sicurezza, tecnologie, automazione e best practice operative Digitalizzazione della supply chain dei metalli: piattaforme digitali, documentazione elettronica e integrazione dei dati Trasporti containerizzati di acciaio e metalli: opportunità, limiti e nuovi modelli operativi, container vs break bulk, impatti su costi, sicurezza, flessibilità e intermodalità Normative, dogane e compliance nel trasporto dei metalli: quadro regolatorio, procedure doganali e impatti sulla logistica Sostenibilità e decarbonizzazione nella logistica metallurgica: riduzione delle emissioni e scelte modali più efficienti Resilienza della supply chain industriale: gestione dei rischi, sicurezza degli approvvigionamenti e continuità operativa Collaborazione tra industria e logistica per la competitività: partnership tra produttori, operatori logistici e sistema portuale RELATORI E PARTECIPANTI: Acciaierie | Armatori | Cantieri navali | Terminal portuali | Service provider | Trasportatori | Associazioni di categoria | Assicurazioni | Agenzie marittime | Broker navali | Trader | Imprese ferroviarie | Studi legali | End users 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 tecnologia per la propulsione navale è pienamente compatibile con il combustibile a zero emissioni e ha grande flessibilità operativa Un passo concreto verso la transizione energetica del comparto marittimo è stato presentato in occasione di Posidonia 2026 ad Atene – una delle principali vetrine internazionali dello shipping – con Rina e Baker Hughes che hanno annunciato il conferimento della certificazione di Type Approval per la turbina a gas NovaLT 16. Il riconoscimento convalida ufficialmente l’idoneità di questo impianto per le applicazioni di propulsione navale, certificando la sua capacità di operare sia con gas naturale che con miscele contenenti fino al 100% di idrogeno. L’accordo e i dettagli tecnici dell’operazione, come spiega una nota congiunta delle due realtà, rispondono a un’esigenza sempre più stringente per gli armatori globali. L’evoluzione del quadro normativo internazionale impone infatti soluzioni immediate ed efficaci per abbattere l’impronta di carbonio delle flotte commerciali. In questo scenario, le turbine a gas si stanno imponendo come un’alternativa molto interessante rispetto ai motori diesel tradizionali a due e quattro tempi, grazie a una superiore densità di potenza, alla versatilità e alla predisposizione naturale per l’integrazione in architetture propulsive di nuova generazione, incluse quelle ibride ed elettriche. Originariamente concepita per la generazione di energia in ambito industriale, la famiglia di turbine NovaLT ha subito un processo di ingegnerizzazione mirato a soddisfare i rigidi standard di sicurezza, installazione e funzionamento richiesti a bordo delle navi. Dal punto di vista delle prestazioni, il modello NovaLT 16 esprime una potenza che varia dai 12 ai 17 megawatt in ciclo semplice, potendo spingersi fino a 22 MW nelle configurazioni a ciclo combinato. Oltre all’efficienza energetica e alla compattezza del design, la tecnologia si distingue per i ridotti costi operativi, con intervalli di manutenzione estesi che possono raggiungere le 35.000 ore di esercizio. La validazione del sistema è il risultato di un percorso sinergico avviato sin dalle prime fasi di sviluppo tra l’ente di certificazione e il produttore. Giosuè Vezzuto, Marine Executive vice president di Rina, ha sottolineato proprio l’importanza di questo approccio collaborativo iniziale, fondamentale per introdurre innovazioni di rottura nel mercato garantendo al tempo stesso la massima conformità normativa e la sicurezza di equipaggi e imbarcazioni. Ahmed Eldemerdash, vice president Climate Technology Solutions di Baker Hughes, ha invece sottolineato come la sfida dello shipping globale risieda nel trovare soluzioni capaci di garantire alte performance nel presente e flessibilità per il futuro, senza scendere a compromessi sulla stabilità operativa. La nota conclude evidenziando come il traguardo raggiunto a Posidonia rappresenti un esempio concreto della strategia aziendale volta a reinterpretare tecnologie collaudate in chiave sostenibile, aiutando l’industria a bilanciare la sicurezza energetica con gli obiettivi globali di decarbonizzazione nel lungo termine. Nella foto in evidenza: da sinistra Giosuè Vezzuto, Rina, e Ahmed Eldemerdash, Baker Hughes 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

A chain of islands in the middle of the Pacific Ocean without domestic oil or gas reserves, the 50th US state has long relied on importedfossil fuelsto power its economy. Foreign petroleum fuels much of theenergygrid, and the sea and air transport that Hawaii relies on to move people and goods — and to deliver the near 10 million annual tourists to its shores. Hawaii began to reduce this fuel dependency in 2015 when it became the firstUSstate to commit to transitioning to 100%renewable electricityby 2045. The aim was to exploit homegrown solar, wind, bioenergy, hydroelectricity, and geothermal power contained in its volcanic landscape. That target was expanded out to the whole economy in 2018, with Hawaii adopting a pioneering "net-negative" carbon emissions goal for 2045 at the latest. And a world first youth-led climate case also forced the state to decarbonize the transport sector by the same year. Peter Sternlicht, a board member of renewable energy nonprofit, Sustainable Energy Hawaii, says such ambitious sustainable energy targets that "minimize, or wholly eliminate, dependence on imported energy" have been driven by a quest for energy self-reliance. To view this video please enable JavaScript, and consider upgrading to a web browser thatsupports HTML5 video As the latest oil shock caused by the US-Israel war on Iran resonates across global markets, the goal remains even more relevant. But how can a decarbonized, energy independent economy be achieved within 20 years? "The state needs many policies if it's going to hit its 2045 goal," said Paul Bernstein, an economic policy specialist at the University of Hawaii. Hawaii's chain of islands have diverse energy needs based on their population and geography. The island of Oahu, containing the state's largest city, Honolulu, will not be easy to decarbonize. "On Oahu, where population density and land constraints make the transition more challenging, the state is prioritizing grid modernization, more efficient generation, and major private-sector investment to support large-scale renewables and storage in the years ahead," said Mark B. Glick, chief energy officer of the Hawaii State Energy Office. Meanwhile on Maui, after a 2023 hurricane downed power lines that sparkedwildfiresclaiming 102 lives, the state energy office says it has been a challenge for Hawaiian Electric, the state's largest utility, to continue an affordable transition to renewable energy. Even where wind,solarand batteries are helping with the transition, and with around 50% of homes on Oahu having rooftop solar, Glick says geothermal energy needs to be a bigger part of the mix. On Hawaii Island, the state's largest, abundant geothermal energy had been harnessed to provide a peak of around 30% of its electricity in 2017. Output was subsequently reduced by avolcanic eruptionbut the authorities are planning a 20% capacity expansion by late 2026. A major challenge for Hawaii is decarbonizing shipping and air travel, exacerbated by a reliance on planes for tourism. "Basically all our goods are brought in from somewhere else," noted Paul Bernstein. He says sustainable aviation fuel and plane efficiency improvements will help reduce air emissions, but that flight electrification is a long way off. In 2022, the Hawaii state legislature passed an act calling for the state energy office to "analyze pathways" and to achieve the state's "economy-wide decarbonization goals." A report commissioned by the state legislature presented decarbonization scenarios in which Hawaii's energy sector could transition within decades. It would require solar, wind and storage to be "deployed at an unprecedented rate", combustion engine vehicles to be phased out in favor of zero emission EVs, and the retrofitting of buildings for better heating and cooling efficiency. In addition, increased quantities of sustainableaviation fuelwould have to replace standard jet fuel needed for air travel. But the report also notes that biodiesel, biomass, geothermal, and hydropower generation would have to play a "notable role" if all Hawaiian islands are to meet the 2045 net-zero target. A fossil fuel phase-out could also be accelerated with acarbon taxthat increases the prices of oil or gas to promote the transition to clean energy. Meanwhile, existing taxes on each barrel of imported fuel are already supporting decarbonization programs. A carbon tax could also be vital to developing geothermal energy , which remains the biggest hope for a transition to clean domestic energy. A relatively small-sized geothermal plant typically utilizes undergroundvolcanic heatto create steam that turns a turbine to generate zero carbon power. "The State is conducting resource characterization of geothermal potential to better understand where geothermal can be developed, consistent with cultural values and community interests," said Glick. While it was long assumed that the energy source was not viable on the most populous island of Oahu, more recent discussions indicate "that geothermal actually could be available where it's needed most," said Paul Bernstein. "If that were the case, then that would really change the game," he added. Although production costs are relatively low over a facility's lifetime, it can be costly to uncover geothermal resources and much more investment will be needed in the exploratory phase. Local consultation will also be vital due to pushback from native Hawaiian communities over tapping into sacred volcanoes. Since it will be difficult to sufficiently ramp up geothermal energy in the next 20 years to meet the 2045 transition goals, the Hawaii state government has recently contemplated lower emission "transition" fuels to maintain momentum away from high polluting energy. Hawaii is considering retiring inefficient oil-powered electricity generators and replacing them with one high-efficiency gas-fired generator fueled with imported liquefied natural gas (LNG). The state-of-the-art power plant would reduce greenhouse gas emissions by 20% over 20 years, and be 20% cheaper than oil-fired energy — Hawaii's electricity is the most expensive in the US. Mark Glick of the Hawaii State Energy Office, says the more technologically-advanced gas power plant is better able to "increase renewable integration" into the grid. But experts say that while LNG is cheaper than oil and has lower emissions, the cooling, shipping and regasification costs are also high. Ifrenewable energycontinues to expand along with battery storage, LNG plants could become expensive, underused assets. "Solar and battery systems are already competitive with fossil fuels and avoid the risks tied to global fuel markets," noted analysis by the University of Hawaiʻi Economic Research Organization. Edited by: Tamsin Walker To view this video please enable JavaScript, and consider upgrading to a web browser thatsupports HTML5 video

A chain of islands in the middle of the Pacific Ocean without domestic oil or gas reserves, the 50th US state has long relied on importedfossil fuelsto power its economy. Foreign petroleum fuels much of theenergygrid, and the sea and air transport that Hawaii relies on to move people and goods — and to deliver the near 10 million annual tourists to its shores. Hawaii began to reduce this fuel dependency in 2015 when it became the firstUSstate to commit to transitioning to 100%renewable electricityby 2045. The aim was to exploit homegrown solar, wind, bioenergy, hydroelectricity, and geothermal power contained in its volcanic landscape. That target was expanded out to the whole economy in 2018, with Hawaii adopting a pioneering "net-negative" carbon emissions goal for 2045 at the latest. And a world first youth-led climate case also forced the state to decarbonize the transport sector by the same year. Peter Sternlicht, a board member of renewable energy nonprofit, Sustainable Energy Hawaii, says such ambitious sustainable energy targets that "minimize, or wholly eliminate, dependence on imported energy" have been driven by a quest for energy self-reliance. To view this video please enable JavaScript, and consider upgrading to a web browser thatsupports HTML5 video As the latest oil shock caused by the US-Israel war on Iran resonates across global markets, the goal remains even more relevant. But how can a decarbonized, energy independent economy be achieved within 20 years? "The state needs many policies if it's going to hit its 2045 goal," said Paul Bernstein, an economic policy specialist at the University of Hawaii. Hawaii's chain of islands have diverse energy needs based on their population and geography. The island of Oahu, containing the state's largest city, Honolulu, will not be easy to decarbonize. "On Oahu, where population density and land constraints make the transition more challenging, the state is prioritizing grid modernization, more efficient generation, and major private-sector investment to support large-scale renewables and storage in the years ahead," said Mark B. Glick, chief energy officer of the Hawaii State Energy Office. Meanwhile on Maui, after a 2023 hurricane downed power lines that sparkedwildfiresclaiming 102 lives, the state energy office says it has been a challenge for Hawaiian Electric, the state's largest utility, to continue an affordable transition to renewable energy. Even where wind,solarand batteries are helping with the transition, and with around 50% of homes on Oahu having rooftop solar, Glick says geothermal energy needs to be a bigger part of the mix. On Hawaii Island, the state's largest, abundant geothermal energy had been harnessed to provide a peak of around 30% of its electricity in 2017. Output was subsequently reduced by avolcanic eruptionbut the authorities are planning a 20% capacity expansion by late 2026. A major challenge for Hawaii is decarbonizing shipping and air travel, exacerbated by a reliance on planes for tourism. "Basically all our goods are brought in from somewhere else," noted Paul Bernstein. He says sustainable aviation fuel and plane efficiency improvements will help reduce air emissions, but that flight electrification is a long way off. In 2022, the Hawaii state legislature passed an act calling for the state energy office to "analyze pathways" and to achieve the state's "economy-wide decarbonization goals." A report commissioned by the state legislature presented decarbonization scenarios in which Hawaii's energy sector could transition within decades. It would require solar, wind and storage to be "deployed at an unprecedented rate", combustion engine vehicles to be phased out in favor of zero emission EVs, and the retrofitting of buildings for better heating and cooling efficiency. In addition, increased quantities of sustainableaviation fuelwould have to replace standard jet fuel needed for air travel. But the report also notes that biodiesel, biomass, geothermal, and hydropower generation would have to play a "notable role" if all Hawaiian islands are to meet the 2045 net-zero target. A fossil fuel phase-out could also be accelerated with acarbon taxthat increases the prices of oil or gas to promote the transition to clean energy. Meanwhile, existing taxes on each barrel of imported fuel are already supporting decarbonization programs. A carbon tax could also be vital to developing geothermal energy , which remains the biggest hope for a transition to clean domestic energy. A relatively small-sized geothermal plant typically utilizes undergroundvolcanic heatto create steam that turns a turbine to generate zero carbon power. "The State is conducting resource characterization of geothermal potential to better understand where geothermal can be developed, consistent with cultural values and community interests," said Glick. While it was long assumed that the energy source was not viable on the most populous island of Oahu, more recent discussions indicate "that geothermal actually could be available where it's needed most," said Paul Bernstein. "If that were the case, then that would really change the game," he added. Although production costs are relatively low over a facility's lifetime, it can be costly to uncover geothermal resources and much more investment will be needed in the exploratory phase. Local consultation will also be vital due to pushback from native Hawaiian communities over tapping into sacred volcanoes. Since it will be difficult to sufficiently ramp up geothermal energy in the next 20 years to meet the 2045 transition goals, the Hawaii state government has recently contemplated lower emission "transition" fuels to maintain momentum away from high polluting energy. Hawaii is considering retiring inefficient oil-powered electricity generators and replacing them with one high-efficiency gas-fired generator fueled with imported liquefied natural gas (LNG). The state-of-the-art power plant would reduce greenhouse gas emissions by 20% over 20 years, and be 20% cheaper than oil-fired energy — Hawaii's electricity is the most expensive in the US. Mark Glick of the Hawaii State Energy Office, says the more technologically-advanced gas power plant is better able to "increase renewable integration" into the grid. But experts say that while LNG is cheaper than oil and has lower emissions, the cooling, shipping and regasification costs are also high. Ifrenewable energycontinues to expand along with battery storage, LNG plants could become expensive, underused assets. "Solar and battery systems are already competitive with fossil fuels and avoid the risks tied to global fuel markets," noted analysis by the University of Hawaiʻi Economic Research Organization. Edited by: Tamsin Walker To view this video please enable JavaScript, and consider upgrading to a web browser thatsupports HTML5 video