Porti & ambiente — le notizie raccolte

Energos Infrastructure, a maritime infrastructure company owned by funds managed by Apollo, has joinedthe Gas Industry Advisory Committee (GIAC) of the East Mediterranean Gas Forum (EMGF), following approval by all EMGF member countries. Energos is set on contributing to regional dialogue around energy security, LNG infrastructure, and natural gas market development, after being approved as a member of the Gas Industry Advisory Committee of the East Mediterranean Gas Forum, which is an international organization established to support cooperation, dialogue, and the development of natural gas resources and infrastructure across the East Mediterranean region. Arthur Regan, CEO of Energos Infrastructure, commented:“The East Mediterranean continues to play an increasingly important role within the global natural gas sector, and we believe floating LNG infrastructure can make a meaningful contribution to strengthening energy security and market flexibility across the region.” While the Cairo-headquartered EMGF brings together governments, international organizations and industry participants to help advance regional energy security, infrastructure development and natural gas market integration, the GIAC serves as the industry engagement platform of the forum, connecting private sector energy companies and infrastructure providers with its broader strategic and technical activities. Commenting on the membership approval, Regan said:“Energos Infrastructure is honored to join the EMGF Gas Industry Advisory Committee and to contribute to the forum’s important work supporting regional energy cooperation and infrastructure development.” Energos Infrastructure is looking forward to participating in GIAC activities and engaging with EMGF member countries, industry stakeholders and regional partners on the future development of LNG and natural gas infrastructure throughout the East Mediterranean region. Last year, Egyptwelcomedits second floating storage and regasification unit (FSRU), owned by Energos Infrastructure, shortly after the firmwon a long-term assignmentfor LNG services, enabling its FSRU to work in the Dominican Republic. 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 wave energy technology developer Seaturns has embarked on a full‑scale offshore trial of its wave energy demonstrator off the Gironde estuary on the French Atlantic coast, which will be supervised througha collaboration with ESB, an Irish energy company. This project is expected to boost Europe’s wave energy capacity. Seaturns has shed light on the deployment of its full-scale demonstrator on the French Atlantic coast, said to be a first in France, which marks the start of an offshore trial campaign of a minimum of 12 months. The program is perceived to represent a critical de-risking milestone on the company’s path to commercial deployment and technology certification by 2027. According to the European wave energy player, the trial period will be monitored by Ireland’s ESB under an industrial innovation collaboration, providing the French firm with an industry perspective from one of Europe’s energy utilities. Vincent Tournerie, Founder and Chairman of Seaturns, commented:“The installation of this first full-scale demonstrator marks the culmination of more than ten years of research and development by the Seaturns team. From the outset, we have followed a rigorous, step-by-step technology validation program, progressing successively through testing at scales of 1/30, 1/10, and 1/4 in collaboration with European universities and Ifremer, before reaching full scale today. “Each phase has validated the performance and reliability of the technology under increasingly representative operational conditions. In a relatively short timeframe and with well-managed resources, we have successfully deployed our first full-scale demonstrator at sea. This milestone demonstrates the relevance of our technological approach, founded on simplicity, robustness, and industrial competitiveness, and marks a pivotal step towards commercialization.” The deployment of the Seaturns full-scale wave energy demonstrator S1 is deemed to be a landmark moment for the wave energy sector in Europe. The trials are being conducted 27.5 kilometers away from Port of Le Verdon in Nouvelle-Aquitaine, within the jurisdiction of the Grand Port Maritime de Bordeaux (GPMB). The location was selected for the quality and representativeness of its wave conditions relative to real offshore operating environments, whilst offering logistical access for marine operations. The demonstrator operates off-grid, and energy produced is dissipated. This content is available after accepting the cookies. Seaturns moves forward in wave energy trials However, full turbine output data and floater behavior monitoring data will be collected throughout, forming the evidentiary basis for technology certification. An environmental impact monitoring program will run for the full duration of the trials. Seaturns claims to benefit from the institutional and technical support of the Grand Port Maritime de Bordeaux throughout this phase. The primary objectives of the trial campaign are to validate the dynamic behavior of the floater under real sea conditions, develop and refine offshore operations and maintenance procedures, confirm the reliability and performance of the power take-off (PTO) system, and collect the data required for technology certification and industrialization. The sea trial results are expected to support technology certification by mid-2027, with data directly informing the industrialization roadmap and the commercial development of Seaturns’ first 2 MWpilot project in Mauritius, described as a world first for the wave energy sector, with a pathway to a 10 MW commercial project. Arthur Chauliac, Trials Manager at Seaturns, underlined:“The deployment of our full-scale wave energy demonstrator is a key milestone for Seaturns, and a first in France. The floater is fully instrumented and subject to comprehensive operational monitoring covering the principal performance criteria for marine energy technologies. Installation was carried out in two stages — the laying of the mooring line, followed by connection of the floater, which is now fully operational. “We monitor its performance in real time using onboard data, correlated with wave conditions measured by a wave buoy. Over an 18-month period, these trials will enable us to demonstrate the performance, reliability and viability of our technology, whilst progressing towards certification and commercialization.” This content is available after accepting the cookies. ‘World-first’ pre-commercial offshore wave energy project launches in Mauritius ESB will monitor the key stages of the deployment and offshore trials of Seaturn’s full-scale demonstrator, with access to technical data and live performance results under real operational conditions. The French firm sees this partnership as a significant commercial signal, reflecting growing institutional appetite for wave energy as a bankable, scalable renewable technology, and reinforcing the potential investment case ahead of the company’s planned fundraising round in early 2027. Cahir O’Neill, Emerging Technology Specialist at ESB, stated:“ESB are actively monitoring wave energy demonstrations progressing across a number of technologies in several European countries. “The leading projects, including Seaturns, are addressing some of the fundamental challenges to make wave energy a mainstream energy source including storm survivability and structural efficiency. These challenges are critical to unlocking significant energy potential on the Atlantic coast of Ireland and Europe.” Seaturns elaborates that Ireland holds one of the largest exploitable wave energy resources in Europe, with potential up to 19 GW according to the Evolve project. The SEAI Offshore Renewable Energy Technology Roadmap (2024) significant wave energy scenario has 4 GW (14 TWh per year) deployed by 2050. Both companies view this collaboration as an opportunity to accelerate the development and adoption of wave energy as a competitive and viable renewable energy source, and to lay the groundwork for future commercial deployment, particularly in the Irish market. ESB has been systematically monitoring the wave energy technology landscape for years as part of its net zero by 2040 strategy. Seaturns is targeting a fundraising round in early 2027 to finance its progression from TRL 6 to TRL 8, support the industrialization of its equipment and advance the project development toward commercialization. The French wave energy technology developer underscored:“Europe leads global wave energy technology development, with an estimated resource of over 400 TWh per year. “With a validated full-scale demonstrator now operational at sea, Seaturns is positioned to become one of the first wave energy companies globally to achieve technology certification and move into commercial deployment, representing a significant value inflection point for the company.” 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!

“Limitata partecipazione degli operatori ai bandi”, cui si è sommato un “significativo numero di successive rinunce” che ha portato a “un’allocazione solo parziale delle risorse disponibili”. Nonché – per chi ha invece effettivamente preso parte alle procedure e ottenuto i contributi – “una carenza di cassa che ha comportato la parziale mancata liquidazione” per attività già concluse, la quale sta disincentivando la partecipazione a iniziative simili, oltre a essere foriera “di potenziali contenziosi”. Non è tenero il bilancio che la Corte dei Conti ha fatto delle misure varate dal Mit a favore della decarbonizzazione delle flotte navali (e dell’avvio di progetti per la filiera del Gnl), nell’ambito del fondo complementare al Pnrr, in particolare con la misura ‘Rinnovo delle flotte di bus, treni e navi verdi – Navi’. Valutazioni di questo tono per la verità erano emerse già in parte negli anni scorsi, sia in alcuni resoconti offerti dagli stessi magistrati contabili, sia nei riscontri forniti dagli stessi interessati (ultimo in senso cronologico quello dell’Ad di Liberty Lines Carlo Cotella, che poche settimane fa ha riferito di essere tuttora in attesa dei sostegni per tre delle unità veloci fatte realizzare in Spagna). L’ultima relazione della Corte dei Conti (dal titolo: ‘La transizione ecologica nel settore marittimo’), pubblicata nei giorni scorsi, oltre però a fornire un bilancio più aggiornato delle misure mostra anche come si stiano reindirizzando i piani di decarbonizzazione di alcuni operatori. Cominciando con il discusso decreto Rinnovo Flotte, il suo bilancio finale è di una allocazione di risorse per solo il 9,4%, per circa 47,15 milioni di euro sui 500 milioni del finanziamento iniziale (su 89 domande presentate, il bando ha registrato 56 successive rinunce), con interventi di retrofit conclusi su 20 unità, mentre ad oggi sono 13 sono quelle di nuova costruzione che risultano ultimate. Le novità più interessanti si riscontrano però per quel che riguarda il sub investimento dedicato al rinnovo della flotta in servizio sullo Stretto – ovvero per ibridizzazione di traghetti e acquisto di nuovi mezzi veloci – per il quale era stato disposto un investimento complessivo da 80 milioni di euro, dei quali saranno utilizzati però solo 6,8 milioni, l’8,5% del finanziamento originariamente assentito. Completata l’ibridizzazione dell’Iginia (con spesa di 6,8 milioni di euro, inferiore ai 7 messi a disposizione), Rfi – si apprende ora – ha deciso di stralciare l’analoga attività (del valore di 3 milioni) da effettuare sul Messina preferendo, in considerazione “dell’entrata in vigore delle norme europee relative alla riduzione delle emissioni inquinanti”, una modifica “più sostanziale” che doterà la nave di “un sistema di propulsione elettrico tale da consentire il normale esercizio nello Stretto in modalità zero emissioni”. Un intervento quindi diverso e al momento non precisato, del valore stimato di 15 milioni (“su fondi Stato/Mef”), per il quale la società del gruppo Fs sta già elaborando la documentazione di gara e che dovrebbe vedere il Messina debuttare nella sua nuova veste nel 2027. Stralciati, come però già noto, anche l’intervento (9 milioni) per l’ibridizzazione di una nave di nuova costruzione, nonché quello (1 mln) per la realizzazione del cold ironing, che avrebbe avuto lo scopo soddisfare la richiesta di elettricità della nave e di “eventuali futuri treni con alimentazione autonoma a batteria”. Al riguardo Rfi, che ha quindi rinunciato al finanziamento del fondo, per la quale il progetto esecutivo prevede una durata di cinque mesi e quindi con la conclusione dei lavori “prevista nel primo semestre del 2027”. Ancora più interessante però rilevare come sia stato modificato quanto previsto sul fronte dei mezzi per i collegamenti veloci. Preso atto del fallimento della gara avviata nel 2023 per tre mezzi Hsc, Rfi ha infatti comunicato l’intenzione di indire una nuova gara, per una unità diesel/elettrica (in luogo della precedente Gnl/elettrica). Un acquisto che, spiega, sarà finanziato “per 23 milioni sulle risorse statali disponibili sul più ampio intervento A1008 del Contratto di programma – Investimenti 2022-2026 tra Mit e Rfi”, si legge nella relazione. F.M. 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

Luni (La Spezia) – “Intendiamo comprare delle navi un po’ particolari, di nicchia, che ci possono aiutare nel nostro lavoro, per cui sicuramente lo faremo. Uno dei settori dove secondo me ci sarà molta necessità di stiva sarà quello delle navi project, diciamo per carichi generali; ci saranno sicuramente tanti nuovi impianti e raffinerie che verranno costruite e avranno bisogno di tutti i pezzi speciali. Quello è sicuramente un settore dove ci sarà da investire”. Parola di Augusto Cosulich, amministratore delegato del gruppo Fratelli Cosulich, che, intervenendo fra i panelist del Business Meeting ‘Industria, Logistica e Metalli’ organizzato da SHIPPING ITALY e SUPPLY CHAIN ITALY, ha offerto il suo punto di vista sul rapporto fra domanda e offerta di trasporti e logistica nell’industria dei metalli e della siderurgia. Durante il suo intervento l’esperto imprenditore e armatore ha incoraggiato la platea dicendo: “Ci sono molti altri settori su cui investire, ragazzi ci sono le opportunità, bisogna andare a cercarle, bisogna partire con la valigetta, andare in giro e venire a questi eventi, perché a questi eventi si percepisce anche la necessità del mercato. Poi serve la voglia di spendere soldi e di non tenerseli in tasca o in banca”. Il suo gruppo ha scommesso, volendo essere innovatore, nella costruzione di naviglio al servizio dei nuovi carburanti ma, ad oggi, la risposta dal mercato è stata ancora poco soddisfacente. “Sono stato un po’ deluso da tutti i nostri investimenti che abbiamo fatto per quanto riguarda la transizione energetica. Abbiamo comprato varie bettoline, per il Gnl e così via, ma sono un po’ deluso nel senso che mi aspettavo molto di più. Vedo che questa transizione energetica non parte ed e inutile che continuiamo a parlare di metanolo verde, di idrogeno, di nucleare e così via” ha affermato Cosulich. “Metanolo verde non ce n’è e se non c’è è ovvio che gli armatori poi utilizzino il vecchio fuel pagando le multe; l’idrogeno è un sogno, il nucleare altrettanto, siamo fermi alla mancanza di prodotto”. Durante il suo intervento ha proseguito dicendo che “i proventi dell’Ets dovrebbero andare a creare nuove fabbriche per la cui costruzione servono molti soldi. Poi anche il prodotto, una volta ottenuto, avrà un prezzo che sarà superiore, molto superiore, agli altri carburanti; dunque è una problematica quella della transizione energetica. Non perdiamo soldi in quel settore ma prevedevo di farne molti, molti di più. Il mondo green è una bellissima cosa, i giovani lo adorano, però per essere green bisogna anche attrezzarsi e questo ci manca nel campo marittimo”. Fratelli Cosulich ha altre tre bettoline nuove in consegna in Cina ma quella in arrivo entro fine luglio ancora non ha un impiego sul mercato a conferma del fatto che la domanda da parte del mercato ancora stenta. A proposito del tema relativo alla logistica al servizio dell’industria siderurgica, Cosulich ha ricordato quando, “dopo lo scoppio della guerra in Ucraina, la gran parte dei produttori di bramme e di lamiere si rifornivano da Azovstal, che era l’unico fornitore ed era praticamente sparito improvvisamente. È stato uno shock, eppure tutte le acciaierie si sono riorganizzate in qualche modo, hanno trovato bramme da altre parti, magari anche bramme di migliore qualità e dei prezzi minori. Abbiamo subito già degli shock come quello del Golfo Persico e sono sicuro che la situazione non è così tragica come si può pensare, ci sono opportunità, anzi in questo momento noi imprenditori dobbiamo trovare queste opportunità, bisogna avere il coraggio di investire, di cercare di tirare fuori i soldi dal portafoglio” ha proseguito uno degli ospiti d’onore del Business Meeting “Industria, Logistica e Metalli”. Un richiamo è stato fatto anche all’imminente progetto di realizzare a Piombino un’infrastruttura logistica per la nuova acciaieria: “Un progetto importantissimo, fatto al 25% da Danieli e al 75% da Metinvest, sarà una acciaieria super green, fatta veramente ad opera d’arte, che sarà un esempio per tutto il mondo di quello che è capace di fare Danieli. Noi ci occuperemo di tutta la parte logistica della banchina, dell’organizzazione e daremo il nostro contributo come operatori logistici per cercare di minimizzare i costi di imbarco e di sbarco, di essere innovativi anche nell’operazione portuale”. Questo avverrà insieme all’operazione d’acquisto che Trasteel (partecipata del gruppo Fratelli Cosulich) porterà a termine nei confronti di Magona: “È un’azienda che fa principalmente zincatura, che si trova a circa 500 metri da Piombino e questo ovviamente, anche dal punto di vista logistico, porterà dei grandissimi vantaggi e potremo fare veramente delle cose belle. Entrambe queste iniziative andranno avanti, so che ci sono stati alcuni guru della siderurgia che si lamentano perché questo secondo loro potrebbe portare a una riduzione del rottame di ferro disponibile, io invece sono convintissimo che lo scrap c’è. Questa acciaieria di Piombino ovviamente verrà alimentata principalmente con rottame, anche con Dri, e non influirà assolutamente in futuro sulla disponibilità del rottame e sui prezzi”. 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

Norway’s floating production solutions provider BW Offshore has revealed a new operational achievement for a floating production storage and offloading (FPSO) vessel, which is deployed at a Santos-operated giant gas project off the coast of Australia. BW Offshore has disclosed the completion of the interim performance test (IPT) for theFPSO BW Opal, as part of the commissioning program for Santos’Barossa LNGproject offshore northern Australia. The Barossa project is a joint venture between Santos (50%), PRISM Energy International Australia – formerly SK E&S – (37.5%), and JERA (12.5%). The company claims that the completion of IPT constitutes an“important”operational milestone for the FPSO, confirming that key production, processing and utility systems on the vessel are operating in an integrated manner and are capable of delivering stable performance under production conditions. Following therestart of productionin early May 2026, the FPSO BW Opal has continued gas production and export. BW Offshore explains that production is being managed in close coordination with the operator of theBarossa fieldduring this phase of the ramp-up and commissioning program. The company emphasizes that it remains focused on safe and stable operations, the completion of the remaining commissioning activities, and progress toward practical completion, which will mark the commencement of the long-term firm contract period for the vessel. This FPSO, which is situated at the Barossa gas field, approximately 285 kilometers offshore Darwin in the Northern Territory of Australia, is expected to feed the Darwin LNG plant for the next two decades. 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!

Dal business meeting di SHIPPING ITALY e SUPPLY CHAIN ITALY le aziende chiedono contratti a lungo termine, soluzioni innovative e condivise per superare il rischio di disruption Luni (La Spezia) – Il rilancio dell’industria pesante europea non passa dalle scommesse sui noli a breve termine, ma da un radicale cambio di paradigma basato su investimenti strutturali, digitalizzazione e, soprattutto, su un nuovo patto operativo tra committenza e vettori. È questo il messaggio emerso dal business meeting “Industria, Logistica e Metalli” svoltosi allo Spazio Made a Luni, organizzato da SHIPPING ITALY e SUPPLY CHAIN ITALY in collaborazione con l’Autorità di Sistema Portuale del Mar Ligure Orientale. Il presidente dell’Adsp Bruno Pisano ha aperto i lavori inquadrando la forte vocazione siderurgica del cluster della Spezia e Marina di Carrara, forte di un tessuto logistico retroportuale integrato capace di rispondere a 360° alle complesse esigenze dei traffici di metalli. Con una quota di traffico intermodale su ferro che alla Spezia tocca l’eccellenza nazionale del 34% e il retroporto di Santo Stefano Magra che gestisce flussi da oltre 500.000 tonnellate di merce e 10.000 container l’anno, lo scalo si candida a hub di riferimento per il comparto. In questo contesto, ha evidenziato Pisano, il ruolo dei magazzini di temporanea custodia doganale diventa cruciale come valvola di sfogo per stoccare i prodotti siderurgici d’importazione sottoposti ai vincoli dei contingenti tariffari, in attesa del via libera allo sdoganamento. Un sistema retroportuale e di banchina destinato a cambiare marcia grazie ai macro-investimenti infrastrutturali già pianificati sui due scali del sistema. La necessità di queste tutele doganali e infrastrutturali ha trovato immediato riscontro nell’analisi dello scenario macroeconomico globale esposto da Enrico Paglia (Banchero Costa) e Stefano Ferrari (Siderweb). Se da un lato lo shipping marittimo dry bulk registra una prima parte dell’anno positiva (+4% di volumi nei primi cinque mesi guidato dal record asiatico di maggio da 25 milioni di tonnellate di acciaio esportate), dall’altro il mercato sconta la profonda fragilità geopolitica ed energetica del momento. Il differenziale tra consumo e produzione globale di petrolio (8,5 milioni di barili al giorno) scarica i costi direttamente sui noli con l’impennata del bunker, imponendo una riduzione della velocità media delle flotte. A soffocare i produttori europei è però il picco dell’import di acciaio cinese pari a un +70% nei primi cinque mesi del 2026. Una pressione innescata dalla crisi immobiliare di Pechino, che costringe i colossi cinesi a svendere le eccedenze di acciaio sui mercati esteri e crea uno squilibrio strutturale che si traduce in un ritorno obbligato al protezionismo commerciale. Come spiegato da Stefano Ferrari (Siderweb), l’introduzione dei contingenti trimestrali di salvaguardia europea e i meccanismi del Cbam stanno imponendo ai flussi d’importazione un andamento nervoso, simile a un ‘battito cardiaco’ grafico. Questa volatilità normativa eccezionale sui prezzi dei prodotti piani (coils) impedisce una programmazione fluida e costringe la filiera logistica a gestire picchi di domanda e improvvise frenate nel brevissimo termine. Uno stress operativo, ha spiegato l’analista, destinato ad acuirsi con la scadenza della decarbonizzazione al 2050, che sposterà la produzione verso i forni elettrici accentuando la competizione globale sull’approvvigionamento del rottame ferroso. A scuotere la platea con una dichiarazione controcorrente è stato Augusto Cosulich, presidente di Trasteel, ridisegnando radicalmente la percezione del rischio industriale: “Siamo imprenditori resilienti, abbiamo superato lo shock della perdita totale delle bramme di Azovstal riciclandoci sul mercato in poche settimane”. Il numero uno di Trasteel ha invitato i colleghi industriali a vincere l’immobilismo finanziario, sbloccando la liquidità ferma sui conti correnti per reinvestirla direttamente nell’economia reale, nella tutela del territorio e del Paese. Trasteel, coerentemente con questa filosofia, sta finalizzando l’acquisizione dello stabilimento Magona a Piombino tramite la controllata Steam e gestirà in prima persona l’intera logistica di banchina del nuovo polo siderurgico industriale ‘super green’ di Metinvest e Danieli. Sul fronte dello shipping, invece, Cosulich non ha nascosto il proprio disincanto sulla transizione energetica, definendola una totale ‘delusione’ per la mancanza strutturale di carburanti alternativi sul mercato: delle tre bettoline a Gnl acquistate dal Gruppo, la prima arriverà a fine mese ma non sarà impiegata perché il mercato non è pronto. La necessità di una programmazione avanzata unisce la grande cantieristica alle grandi produzioni d’acciaio digitali. Se Fincantieri deve gestire una catena che si sviluppa su un portafoglio ordini lungo dieci anni, muovendo 4.000 fornitori attivi e 90.000 ingressi annui nei soli siti italiani (di cui il 20% di acciaio per scafi), la sfida dei volumi è speculare a quella di Abs Acciai. Il gruppo friulano, dopo aver chiuso l’esercizio fiscale sfalsato 2024/2025 con un fatturato di 1.052,2 milioni di euro e 1,3 milioni di tonnellate mosse, ha infatti in corso un investimento da 500 milioni di euro per una nuova acciaieria digitale che incrementerà i flussi del sito di un terzo. In questo senso, gli interventi di Rossella Moramarco e Federico Buiatti hanno tracciato una rotta comune: la risposta a questa forte pressione industriale non si trova nei servizi spot “al bisogno”, ma in una proattività logistica supportata da sistemi Tms evoluti per il forecasting e il tracciamento dei dati in tempo reale lungo la filiera, unita a progetti trasversali comuni capaci di azzerare i micro-sprechi economici. Per entrambe le realtà, il mercato deve esprimere partner – grandi o piccoli che siano, purché strutturati, competenti e disposti a legarsi a piani di integrazione di lungo periodo per comprimere e mettere sotto controllo la catena del valore. Questa architettura industriale programmata sul lungo termine si scontra però quotidianamente con le criticità della logistica terrestre, dove i colli di bottiglia infrastrutturali costringono le aziende a trovare costantemente alternative operative. In questo senso è emblematico il grido d’allarme di Paolo La Bruna (Acciaieria Arvedi) sui paradossi dei cantieri del Pnrr, laddove i lavori simultanei sulle reti ferroviarie stanno paralizzando i traffici anziché agevolarli. La Bruna ha evidenziato un corto circuito strutturale: l’industria siderurgica investe pesantemente per efficientare i propri flussi e raccordi privati, arrivando a programmare treni pesanti da 2.200 tonnellate lorde e 26 carri, ma nel momento in cui il vettore privato deve immettersi sulla rete pubblica, l’efficienza privata si scontra con una rete nazionale cronicamente congestionata – come ha dimostrato la cartina ufficiale delle tratte proiettata durante il panel – e senza garanzie operative. Come ha spiegato il manager, il blocco estivo dello snodo ferroviario di Bologna (dal 22 giugno al 26 luglio) costringerà Arvedi a deviazioni che dimezzeranno la capacità di carico e raddoppieranno i costi. Per salvaguardare l’alimentazione continua dei forni e garantire la puntualità di prodotti ad alto valore tecnologico – come l’acciaio a zero emissioni Arvzero – la committenza è costretta a reagire. È proprio su questo tema che la tesi di Arvedi si aggancia alla strategia di Vincenzo Romeo (Nova Marine Carriers) evidenziando che l’integrazione verticale degli asset nasce dalla richiesta di affidabilità della committenza. Per controllare capillarmente i costi e blindare il servizio door-to-door, l’armatore nel tempo ha affiancato alle navi investimenti diretti in gru, banchine e magazzini protetti, come il terminal “all-weather” di Amsterdam per Tata Steel. Entrambi gli operatori sottolineano che l’efficienza si decide nell’ultimo miglio, ed in questo senso la tenuta del comparto è legata alla capacità dei vettori di cambiare repentinamente programmi e soluzioni logistiche per assecondare le fluttuazioni dei mercati di sbocco , considerato che – come emerso dai dati del forum – il 97-98% degli utenti finali è privo di raccordo ferroviario. Il messaggio complessivo emerso dal primo panel del forum appare dunque questo: l’industria pesante ha i progetti, i capitali e i volumi per continuare a investire ed espandersi, ma la logistica deve saper tenere il passo. Agli operatori e ai vettori viene chiesto di cambiare metodo, perché il mercato globale impone nuovi meccanismi: contratti a lungo termine, studio di soluzioni infrastrutturali innovative e condivisione dei rischi operativi per costruire una supply chain resiliente e competitiva. 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

Venezia – Tra i temi che hanno caratterizzato l’ultima edizione del Salone Nautico di Venezia, la decarbonizzazione della navigazione e lo sviluppo di nuove tecnologie propulsive hanno occupato un ruolo di primo piano. In questo scenario si è inserita la partecipazione di Vulkan Italia, presente all’Arsenale con LaboBoat, una piattaforma sperimentale galleggiante sviluppata per testare e validare soluzioni di propulsione ibrida ed elettrica in condizioni operative reali. L’iniziativa rappresenta uno dei progetti più significativi portati avanti dall’azienda nel campo dell’innovazione applicata al settore marittimo. LaboBoat nasce infatti dalla trasformazione di una tradizionale imbarcazione veneziana in un laboratorio navigante destinato alla raccolta di dati e alla verifica delle prestazioni di differenti configurazioni propulsive. La piattaforma consente di installare e sostituire rapidamente componenti e sistemi, permettendo di confrontare diverse soluzioni tecnologiche e valutarne il comportamento durante l’esercizio. La presenza di LaboBoat al Salone ha offerto agli operatori del comparto un esempio concreto di come la ricerca applicata possa contribuire ad accelerare il percorso verso una mobilità marittima a minore impatto ambientale. Pur essendo sviluppata in ambito lagunare, la piattaforma è infatti pensata per generare dati e conoscenze utilizzabili in una gamma molto più ampia di applicazioni, dalle unità da lavoro ai servizi portuali, fino al trasporto pubblico passeggeri. Proprio quest’ultimo segmento è stato al centro di un altro progetto presentato da Vulkan durante la manifestazione veneziana. L’azienda ha infatti collaborato con Avm/Actv alla conversione del primo vaporetto ibrido destinato al servizio pubblico nella laguna. L’intervento rappresenta un caso concreto di retrofit tecnologico applicato a un’unità già in esercizio, dimostrando come la riduzione delle emissioni possa essere perseguita non soltanto attraverso nuove costruzioni, ma anche mediante l’ammodernamento delle flotte esistenti. La crescente pressione normativa sul fronte ambientale e la necessità di contenere consumi ed emissioni stanno spingendo armatori e operatori a valutare soluzioni alternative ai sistemi propulsivi tradizionali. In questo contesto, attività di sperimentazione come quelle sviluppate attraverso LaboBoat consentono di raccogliere dati operativi utili a ridurre i rischi legati all’introduzione di nuove tecnologie. La partecipazione di Vulkan al Salone Nautico di Venezia ha quindi evidenziato un approccio orientato alla sperimentazione pratica e al trasferimento delle innovazioni verso applicazioni commerciali e professionali. Un percorso che trova nella laguna veneziana un laboratorio naturale particolarmente adatto per sviluppare e validare le soluzioni che potrebbero contribuire alla trasformazione energetica del trasporto marittimo nei prossimi anni e che ha visto la partecipazione di numerosi addetti ai lavori nell’evento organizzato a bordo dell’unità laboratorio. 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

Spirit of Mobile e le due sorelle entreranno in servizio, gestie da Louis Dreyfus, fra 2026 e 2027 Mentre l’attenzione dell’industria aeronautica è concentrata sugli aerei che escono dalle linee di assemblaggio, una parte essenziale della catena produttiva di Airbus si gioca in mare. Il gruppo europeo ha infatti avviato il rinnovo della propria flotta dedicata al trasporto transatlantico di componenti aeronautici, puntando su tre nuove navi ro-ro a basse emissioni che entreranno progressivamente in servizio tra il 2026 e il 2027. La più recente tappa del programma è stata il varo della Spirit of Mobile presso il cantiere Wuchang Shipbuilding Industry Group di Wuhan, in Cina. L’unità è la seconda di tre navi commissionate dall’armatore francese Louis Dreyfus Armateurs, dopo la Spirit of Toulouse e prima della Spirit of Mirabel. Le tre unità collegheranno Saint-Nazaire, in Francia, con Mobile, in Alabama, trasportando ali, sezioni di fusoliera, impennaggi e altri componenti destinati all’assemblaggio finale degli aeromobili della famiglia A320. Il progetto nasce da una decisione assunta da Airbus nel 2023, quando il costruttore aeronautico ha affidato a Lda il rinnovo completo della flotta impiegata sulla rotta atlantica. L’obiettivo è duplice: sostenere l’aumento della produzione degli A320 e ridurre sensibilmente l’impronta ambientale della logistica marittima. Secondo le stime del gruppo, le emissioni annuali di CO2 associate ai collegamenti transatlantici dovrebbero scendere da circa 68.000 tonnellate registrate nel 2023 a 33.000 tonnellate entro il 2030, pari a una riduzione di circa il 50%. Le nuove navi rappresentano un deciso salto tecnologico rispetto alla flotta attuale. Pur mantenendo una capacità equivalente a sei set completi di componenti aeronautici per viaggio, potranno trasportare anche circa 70 container da 40 piedi, migliorando l’efficienza complessiva della traversata. L’elemento più visibile del progetto è costituito dai sei rotori Flettner installati su ciascuna nave. Alti 35 metri e forniti dalla finlandese Norsepower, sfruttano l’effetto Magnus per generare una spinta aggiuntiva grazie al vento, consentendo di ridurre il consumo di carburante dei motori principali. In condizioni operative tipiche dell’Atlantico settentrionale, il contributo della propulsione eolica potrebbe coprire tra il 15% e il 20% del fabbisogno energetico della nave. La propulsione sarà affidata inoltre a motori dual fuel predisposti per l’impiego sia di gasolio marino sia di metanolo. In una prima fase le navi utilizzeranno prevalentemente combustibili convenzionali, in attesa che si sviluppi una filiera adeguata per l’e-metanolo, prodotto mediante energia rinnovabile e cattura della CO2. È proprio la disponibilità futura di questo carburante a rappresentare uno degli elementi chiave per il raggiungimento degli obiettivi ambientali dichiarati dal progetto. A completare il pacchetto tecnologico contribuiscono sistemi di recupero del calore dai gas di scarico, eliche ad alta efficienza, rivestimenti a basso attrito per lo scafo e software di routing basati sull’intelligenza artificiale, capaci di ottimizzare velocità, rotta e utilizzo dei rotori in funzione delle condizioni meteorologiche e marine. Per Airbus e Louis Dreyfus Armateurs il programma rappresenta molto più di un semplice rinnovo di flotta. Si tratta infatti di un banco di prova su scala industriale per verificare se la combinazione di propulsione assistita dal vento, carburanti alternativi e strumenti digitali possa garantire una riduzione sostanziale delle emissioni senza compromettere l’affidabilità di una supply chain particolarmente complessa e strategica. I risultati saranno osservati con attenzione non solo dal settore marittimo, ma anche dall’intera industria manifatturiera internazionale. 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

Japan’s power generation major JERA has taken delivery of its first liquefied natural gas (LNG) cargo from a giant gas project off the coast of Australia’s Northern Territory. JERA has confirmed the arrival of its first LNG cargo at theFuttsu LNG terminalin Japan from theBarossa gas projectin Australia, marking the start of LNG deliveries from the project to the company in support of the Asian country’s stable supply. After theSantos-operated Barossacameonline in late 2025, gas produced from the offshore gas field is processed at the Darwin LNG plant and shipped globally. The project’s annual LNG production capacity is approximately 3.4 million tonnes. JERA, participating through its Australian subsidiary, will offtake approximately 425,000 tonnes of LNG per year in line with its equity share. The firm received its first cargo via the LNG carrierSohshu Maruat its Futtsu LNG terminal on June 12th. This content is available after accepting the cookies. ‘Major milestone’ for Australian project: Santos unveils first gas from BW Offshore FPSO Irtiza Sayyed, Chief Operating Officer of JERA’s LCF Business, commented:“Participation in the Barossa Gas Project allows us to meet Japan’s energy security needs from a strategically important region, and contribute to broader energy stability across the Asia-Pacific region. “Securing stable and competitive LNG supply for Japan, in a highly volatile market, remains JERA’s utmost priority. A diversified global LNG supply allows us to decrease the impact of supply shocks.” The company claims that Australian LNG continues to be an important component of itsincreasingly diversified global procurement portfolio, with the Barossa project being one of its biggest investments in Australia, in addition toWheatstone LNGand theScarboroughproject, which is expected to start production later this year. The Japanese player highlighted:“JERA will continue to build resilience across its strong and diversified LNG portfolio, by balancing supply from the Asia‑Pacific region, the Middle East, the United States, and other sources. “It would also leverage integrated value‑chain capabilities spanning the company’s upstream developments to procurement, transportation, and power generation.” This content is available after accepting the cookies. 20-year LNG deal between Petronas and JERA strengthens Japan’s energy security 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!

In conclusione del Business Meeting “Industria, Logistica e Metalli” organizzato a La Spezia da SHIPPING ITALY in collaborazione con l’Autorità di sistema portuale del Mar Ligure orientale, il presidente di Duferco e di Federacciai, Antonio Gozzi, ha offerto con questa video intervista le proprie riflessioni sulle complessità e sulle opportunità attese sul comparto siderurgico e sulla logistica collegata dal contesto economico e geopolitico attuale. Medio Oriente, nuove rotte, extra-costi, progetti di pipe-line, porti italiani e integrazioni verticali nei trasporti sono alcuni degli argomenti affrontati. Presidente Gozzi l’attualità costringe a partire dallo scenario in Golfo Persico e in Iran dove sta avvenendo qualcosa che genera degli impatti diretti sia sul mondo della produzione siderurgica e sia sull’indotto logistico e dei trasporti. Quali? “Constatiamo quanto sia difficile arrivare a un accordo che comprenda non solo Hormuz, la riapertura, il tema del nucleare iraniano, il tema di Hezbollah in Libano. Purtroppo la previsione che possiamo fare su Hormuz è di una crisi che si prolungherà e quindi dobbiamo incominciare a pensare a un new normal. Così come in qualche modo la chiusura di Bab el Mandeb ha fatto sì che ci siano stati traffici dirottati per circumnavigare l’Africa. La diversion è diventata strutturale, io penso che si debba ragionare così anche per quanto riguarda Hormuz. L’impatto pesante sui prezzi dell’energia deve ancora arrivare e quindi potremo avere mesi difficili dal punto di vista del costo dell’energia. Dall’altra parte si svilupperanno, si stanno già sviluppando, tutta una serie di corridoi, rotte alternative, nuove ferrovie che eliminano la stretta e per esempio trasferiranno molto del petrolio della penisola arabica, degli Emirati, del Kuwait etc. verso il Mediterraneo. Questo apre delle prospettive.” Guardando all’indotto generato sul mondo della logistica e dello shipping dal settore siderurgico, cosa secondo lei potremo vedere nel prossimo futuro? “Negli ultimi tempi ciò che è successo di importante è stata la chiusura del Mar Nero, c’erano una serie di importazioni importantissime per il siderurgico, sia di semilavorati che di prodotti finiti, che di ferroleghe, che di Dri (direct reduced iron, ndr), dalla Russia e dall’Ucraina che via Mariupol e quindi Azov e poi Mar Nero venivano verso l’Europa; quei flussi si sono completamente interrotti. L’altro elemento che impatterà sui flussi di commercio internazionale di acciaio sono il combinato disposto delle due misure prese dall’Europa, la misura della nuova salvaguardia, che è una misura importante perché l’anno scorso si sono importati 25 milioni di tonnellate di acciaio in Europa, con un po’ di quote, ma sostanzialmente con free trade. Oggi la misura prevede free trade fino a 18 milioni di tonnellate di importazioni e poi un dazio del 50%, quindi questa è una misura che in qualche modo avrà impatto sul commercio internazionale di acciaio. Poi la Cbam, che è una tassa ambientale sostanzialmente: le importazioni di prodotti finiti e di semilavorati d’acciaio scontano per quei paesi che non aderiscono al sistema delle quote CO2 e dell’Ets, scontano un dazio ambientale di entrata pari al livello delle CO2 europee e questo di nuovo provocherà due effetti. Uno in termini probabilmente di rarefazione o di maggior costo delle importazioni e dall’altra parte anche delle ritorsioni da parte dei paesi colpiti da quella misura che certamente reagiranno in qualche modo. Questo di nuovo avrà effetto sul commercio internazionale, quindi lo scenario è complicato.” In questo scenario vede opportunità per l’Italia e per il Mediterraneo? “Un rilancio del Mediterraneo attraverso le nuove rotte, nuovi corridoi che cercano di eliminare la strettoia di Hormuz e vengono verso il Mediterraneo, il famoso progetto che parte dall’India, passa attraverso l’Arabia Saudita e sbocca ad Haifa (un progetto di un assetto geopolitico di quell’area diverso dall’attuale). Credo si apra un’opportunità nel Mediterraneo, per esempio con la costruzione di enormi pipeline che portano via terra il petrolio fino ai porti del Mediterraneo. La Siria ritorna essere assolutamente centrale perché ha lo sbocco sul Mediterraneo, così come Haifa; per noi sono due cose importanti. Siamo una potenza del Mediterraneo come Italia, con i nostri porti, con la nostra logistica. Ricordo che il treno lamiere e il tubificio di Taranto nacquero per essere pronti a fornire grandi tubi alle pipeline siberiane, quindi l’Italia ha una capacità produttiva dormiente a Taranto per la realizzazione di grandi tubi che potrebbero essere utilizzati nelle pipeline mediorientali. Naturalmente rispetto ad allora ci sarà una concorrenza cinese, una concorrenza indonesiana, una concorrenza indiana che forse allora non c’erano, però l’Italia quella capacità produttiva lì ce l’ha e potrebbe partecipare a pieno titolo alla realizzazione di quelle pipeline.” Guardando alle condizioni infrastrutturali e ai servizi di trasporto per il mondo siderurgico esistenti in Italia, quali sono le priorità da affrontare? “Noi abbiamo la fortuna di avere una struttura portuale diffusa, i siderurgici usano diversi porti, primo fra tutti Marghera che è il vero hub della siderurgia italiana in ingresso e in uscita, poi Genova per una quota parte di attività sia pure ridotta rispetto a Marghera c’è, i porti del sud per le siderurgie meridionali, da Salerno a Napoli. Poi c’è la straordinaria capacità logistica di Taranto, 6 moli con un draft dai 18 ai 24 metri; esistono solo tre porti al mondo dove possono arrivare grandi navi da 350 mila tonnellate e rappresentano un’opportunità logistica straordinaria. Devo dire che il servizio ferroviario in Italia diventa sempre più efficiente, bisogna dare atto alle Ferrovie dello Stato di continuare a migliorare questo servizio, ci potrebbe essere un tema di maggiore sfruttamento del cabotaggio marittimo, delle cosiddette autostrade del mare, che, data la diffusione della portualità, consentirebbero anche di alleggerire un po’ il traffico via gomma che resta un elemento eccessivo sul carico autostradale, anche se molto efficiente e molto flessibile. Oggi ancora una parte importante del traffico, anche del siderurgico, si muove via camion.” Il 2027 però potrebbe stravolgere questo scenario? “Bisognerà vedere cosa succede l’anno prossimo con l’Ets, perché come ventilato dagli ‘scienziati’ di Bruxelles ci sarà un attacco anche sull’Ets dei trasporti su gomma. Facendo l’analisi di cosa è successo negli ultimi mesi, noi (come Duferco, ndr) stiamo pagando i trasporti il 20-25% di più di quello che pagavamo prima di Hormuz e l’impatto sul traffico via mare è enorme, perché prima si pagava il bunker 750-800 dollari alla tonnellata, oggi il bunker vale 1.500 dollari a tonnellata. I noli sono aumentati anche se non hanno recuperato completamente questo incremento del bunker, ma l’immagine che si ha di questa situazione è di una situazione inflazionistica sui costi di trasporto che naturalmente incideranno sulla competitività delle imprese.” A questo proposito cosa significa per Duferco essere presente direttamente nella logistica con una società armatrice come Nova Marine Carriers e con terminal portuali come quello di Milazzo? “L’allargarsi allo shipping è stato fatto insieme alla famiglia Romeo, perché sono loro i protagonisti della gestione di Nova Marine Carriers, noi siamo associati al 50%, è una joint venture che dura da una vita, quindi c’è un rapporto ormai di famiglia, il rapporto tra noi e il Romeo è un rapporto familiare, sono stati bravissimi a costruire questa realtà e noi li abbiamo aiutati. Assomiglia un po’ al tema dell’energia: occuparsi di acciaio significa occuparsi di trasporti marittimi e di energia e la traiettoria di diversificazione della Duferco è stata proprio nell’energia e nei trasporti marittimi. È molto interessante per noi perché Nova Marine intanto è un periscopio, un osservatorio sul commercio mondiale straordinario. L’azienda è attiva nel bulk shipping con navi da 10 mila tonnellate fino ormai alle Panamax, quindi su tutte le dimensioni di navi, dalle Handy alle Supramax, etc., sempre carichi secchi. Siamo la prima flotta mondiale con le cementiere, abbiamo fatto un accordo concluso qualche mese fa con D.P. World che è uno dei grandi fondi emiratini, sono diventati partner di Nova Marine Cement Carrier e naturalmente essere presenti sul cemento significa capire che cosa succede ad esempio nell’area del Golfo, del Medio Oriente. Pensate alle esigenze di ricostruzione che ci saranno dopo un’auspicabile fine della guerra, o a tutti i grandi fondi emiratini e a tutti i grandi progetti di sviluppo che riguardano l’Arabia Saudita, gli Emirati etc. Ciò spiega anche questo loro interesse verso le navi cementiere e verso i terminal. Ciò che emerge sempre di più è l’integrazione verticale tra mare, terminal, quello che chiamavamo una volta il door to door, oggi è diventato il must della competitività della logistica dei trasporti e quindi l’investimento da parte di Nova Marine e di Duferco nei terminal ha questo significato di integrazione verticale. Noi l’abbiamo fatto a Giammoro perché avevamo questa opportunità di una piattaforma logistica straordinaria perché ci arriva l’autostrada, c’è la ferrovia, c’è un pontile a cui attraccano navi da 35 mila tonnellate. Vicino potrebbe sorgere il cantiere per la costruzione del ponte (sullo Stretto, ndr), non devo aggiungere altro. La cosa importante è che abbiamo avviato un traffico che è servito anche a riconvertire operai nostri che, con la realizzazione dell’investimento di Brescia, erano rimasti senza lavoro nel laminatoio vecchio di Milazzo. Si stanno avviando i primi traffici, arrivano le prime navi container, per noi è da una parte una soddisfazione e dall’altra è una grande curiosità di vedere cosa si può fare di più e di meglio su quel terminal.” 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

Fincantieri e Tui Cruises, joint venture tra Tui AG e Royal Caribbean Cruises, hanno celebrato presso il cantiere di Monfalcone la consegna di “Mein Schiff Flow”, seconda di due navi da crociera della classe InTuition di nuova concezione dual-fuel (Gas Naturale Liquefatto – Lng e Marine Gas Oil – Mgo). Alla cerimonia di consegna hanno partecipato il Prefetto di Gorizia, Ester Fedullo, il Sindaco di Monfalcone, Luca Fasan, le autorità civili e militari del territorio, Wybcke Meier, Ceo di Tui Cruises, Biagio Mazzotta, Presidente di Fincantieri, Pierroberto Folgiero, Amministratore Delegato e Direttore Generale Fincantieri, Luigi Matarazzo, Direttore Generale della Divisione Navi Mercantili di Fincantieri, Cristiano Bazzara, Direttore dello stabilimento di Monfalcone. Con una stazza lorda di circa 160.000 tonnellate, e una capacità di circa 4.000 passeggeri, “Mein Schiff Flow” è basata su un progetto di nuova generazione sviluppato da Fincantieri per coniugare innovazione e sostenibilità, che pone al centro l’efficienza energetica con l’obiettivo di ridurre i consumi operativi e minimizzare l’impatto ambientale, nel pieno rispetto degli standard normativi più recenti. Progettata per utilizzare la propulsione a Lng, “Mein Schiff Flow” è inoltre predisposta all’utilizzo di combustibili alternativi a basse emissioni, come bio-Lng o e-Lng. La nave sarà dotata di convertitori catalitici (conformi allo standard Euro 6) e di una turbina a vapore che sfrutta il calore residuo dei generatori diesel, oltre a un sistema di connessione elettrica alla banchina. Tutto ciò garantirà un funzionamento pressoché privo di emissioni durante la sosta in porto (circa il 40% del tempo operativo). A bordo è inoltre presente un innovativo ed efficiente sistema di trattamento dei rifiuti capace di trasformare le sostanze organiche in componenti riciclabili attraverso un processo termico. “Con la consegna di Mein Schiff Flow celebriamo un nuovo traguardo nella collaborazione con Tui Cruises e confermiamo il ruolo strategico del cantiere di Monfalcone come centro di eccellenza della cantieristica mondiale” ha dichiarato Pierroberto Folgiero, Amministratore Delegato e Direttore Generale di Fincantieri. “Qui innovazione, sostenibilità e competenze industriali si trasformano ogni giorno in capacità produttiva e competitività internazionale. Questo risultato testimonia la forza di un ecosistema che continua a evolvere, investendo nelle tecnologie del futuro e valorizzando il saper fare industriale italiano. Desidero ringraziare tutte le persone che, con professionalità, passione e impegno, hanno contribuito a rendere possibile questo importante traguardo.” La consegna di “Mein Schiff Flow” conferma una partnership tra Fincantieri e Tui Cruises fondata su fiducia reciproca e una solida collaborazione industriale. In questo contesto si inserisce il contratto firmato lo scorso settembre per la costruzione di due nuove unità della classe InTuition, gemelle di “Mein Schiff Relax” e “Mein Schiff Flow”, che saranno consegnate rispettivamente nel 2031 e nel 2032. Le navi saranno realizzate secondo i più avanzati standard ambientali, rafforzando ulteriormente il rapporto con Tui Cruises e Royal Caribbean e confermando la capacità di Fincantieri di supportare la crescita dei principali operatori crocieristici mondiali. La consegna consolida, inoltre, la centralità di Monfalcone nella costruzione di navi da crociera di ultima generazione e principale stabilimento del Gruppo. Nel cantiere sono state realizzate oltre 45 navi da crociera e operano quotidianamente circa 6.500 persone. Il cantiere rappresenta un motore industriale e occupazionale di riferimento per il territorio e un asset centrale per l’innovazione e l’evoluzione della cantieristica navale. 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

Venture Global, an American producer of liquefied natural gas (LNG) sourced from North American basins, has revealed a twofold LNG supply increase in its two-decade-long arrangement with Greece’s Atlantic-SEE LNG Trade, a newly formed joint venture between Greek companies AKTOR Group and DEPA Commercial, to fortify Central and Eastern European energy security. Venture Global and Atlantic-SEE LNG Trade have confirmed an expansion of their existing sales and purchase agreement (SPA) for the acquisition of U.S. LNG for 20 years starting in 2030, doubling the Greek firm’s existing contract from a minimum of 0.5 million tonnes per annum (mtpa) to 1 million tonnes per annum. Alexandros Exarchou, CEO of Atlantic SEE LNG Trade, underlined:“The expansion of our commercial agreement with Venture Global reflects the ambition and solid ground of our long-term strategic plan on LNG and the potential of the vertical corridor, which can provide alternatives and energy security across Central and Eastern Europe. “It also highlights the growing importance of the transatlantic energy cooperation between Greece and the United States that will benefit the entire region. The geopolitical development has offered us the historic opportunity to operate as an energy hub between continents, and we aspire to build on this momentum and offer our customers long-term, sustainable, and predictable energy safety.” The expanded supply agreement follows the American LNG producer’s previously announced investment in regasification capacity at theAlexandroupolis LNG import terminalin Greece, which currently accounts for approximately 25% of the terminal’s total capacity. This content is available after accepting the cookies. Venture Global boosting Greece’s energy security with long-term LNG supply The Alexandroupolis LNG FSRU receiving terminal and South-North ‘Vertical Corridor’ are expected to be essential to enhancing Central and Eastern Europeanenergy securityby providing a new route to bring affordable and reliable U.S. natural gas into the region. Mike Sabel, Venture Global’s CEO, commented:“The Vertical Corridor has emerged as a vital energy hub for the region, and our continued investment in infrastructure such as the Alexandroupolis terminal is helping create new pathways for secure, reliable energy supply across Central and Eastern Europe. “We are grateful for the leadership of President Trump, Secretary Burgum, Secretary Wright, Ambassador Guilfoyle, and officials across both sides of the Atlantic whose support continues to strengthen transatlantic energy cooperation and expand access to U.S. LNG around the world.” With over 100 mtpa of capacity in production, construction, or development, Venture Global began producing LNG from its first facility in 2022. The company’s vertically integrated business entails assets across the LNG supply chain, including LNG production, natural gas transport, shipping and regasification. The firm’s first three projects,Calcasieu Pass,Plaquemines LNG, andCP2 LNG, are located in Louisiana along the Gulf of America (U.S. Gulf of Mexico). The U.S. player is developing carbon capture and sequestration (CCS) projects at each of its LNG facilities. This content is available after accepting the cookies. Path clear for Worley to advance second segment of LNG project on US Gulf Coast Konstantinos Xifaras, Chairman of Atlantic SEE LNG Trade, emphasized:“Today’s agreement marks the successful transition from vision to action. By doubling the volumes secured under this agreement, we are creating a stronger foundation for reliable and predictable LNG supplies across the region, while translating strategic planning into concrete commercial outcomes. “This agreement reflects the value of long-term partnerships and reinforces the growing role of transatlantic energy cooperation in supporting regional energy security and resilience.” 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!

Oltre la metà delle navi da crociera — 166 unità, pari al 58% della flotta — è già oggi predisposta per collegarsi alla rete elettrica di terra e spegnere i motori una volta ormeggiata in banchina; entro il 2028, con 239 navi, la quota supererà il 75%. “Una trasformazione che le compagnie stanno anticipando rispetto agli obblighi normativi e a cui anche i porti si stanno progressivamente adeguando” ha spiegato una nota di Clia – Cruise Lines International Association,a valle dell’incontro dedicato allo stato di attuazione dell’elettrificazione delle banchine nei porti italiani, organizzato a Roma dall’associazione alla presenza del Direttore generale per i Porti del Ministero delle Infrastrutture e dei Trasporti, Donato Liguori, del Vicepresidente Port & Terminal di Costa Crociere, Roberto Ferrarini, del Senior Vice President e Responsabile della Transizione Energetica di Msc Cruises, Michele Francioni, e del Partner di McKinsey & Company e Responsabile Blue Economy per il Med Office, Filippo Gozzi. L’allaccio elettrico è già operativo in 51 scali europei per complessivi 309 MW (tra crociere e traghetti), mentre in Italia i porti, sostenuti da 800 milioni di fondi europei, dovrebbero vedere una rapida accelerazione e passare, entro fine 2027, a 52 allacci per un totale di 700 MW (sempre tra crociere e traghetti). “Per valorizzare appieno questa opportunità di decarbonizzazione, diventa fondamentale affrontare in modo coordinato alcuni nodi chiave, promuovendo una collaborazione efficace tra compagnie, autorità portuali, istituzioni, fornitori di energia e terminalisti. Accanto allo sviluppo delle infrastrutture, assume centralità una chiara definizione di ruoli e responsabilità, insieme all’individuazione dei soggetti gestori, di criteri operativi condivisi e di modelli di gara omogenei. Risulta inoltre strategico stabilire criteri di priorità nell’accesso alle connessioni, in particolare nei contesti in cui i punti di allaccio risultano inferiori rispetto al numero di navi in sosta, così come definire un quadro tariffario sostenibile e una gestione efficiente degli eventuali oneri aggiuntivi rispetto al costo dell’energia, assicurando competitività rispetto all’autoproduzione a bordo. Parallelamente, la definizione delle specifiche tecniche contribuisce a garantire efficienza, continuità e sicurezza del sistema, insieme alla piena compatibilità tra navi e infrastrutture di banchina” ha commentato Clia. Come affermato da Liguori, “l’Italia, anche grazie ai Fondi europei del Pnrr, sta anticipando la scadenza del 2030 accelerando sulla transizione energetica nei porti: oltre 800 milioni di euro tra Pnrr e Pnc per lo sviluppo del cold ironing, con 52 interventi già finanziati e oltre 740 MW di potenza installata. Sono inoltre fiero di aggiungere che accanto agli investimenti, il Mit si è fortemente impegnato da ultimo nella definizione di linee guida nazionali condivise, frutto di un lavoro sinergico con gli stakeholder del cluster marittimo e dei tavoli di consultazione già avviati. Grazie al lavoro svolto, l’Italia si prepara a compiere un salto di qualità: presto la grande maggioranza dei porti sarà in grado di collegare le navi ai propri impianti di cold ironing, con 28 impianti dedicati alle navi da crociera ed ai Supply Vessel, rendendo concreta la transizione energetica del sistema portuale, un passo decisivo verso porti più sostenibili, competitivi.” “Le compagnie da crociera sono all’avanguardia dell’innovazione e della sostenibilità nel settore marittimo, ma non possono agire da sole. Per questo siamo molto soddisfatti del lavoro svolto con il Ministero, che ha impresso una notevole accelerazione alla realizzazione degli impianti Ops che per la definizione delle dei criteri e delle regole. Ad oggi ci sono in rampa di lancio numerosi progetti che, grazie ad un lavoro di sistema tra tutti gli operatori, possono portare l’Italia a diventare tra i Paesi più virtuosi d’Europa” ha aggiunto Francesco Galietti, Direttore di Clia Italia. 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

Australian energy giant Woodside has moved to increase its interest in an offshore development project, which is described as Australia’s largest untapped conventional gas resource, by exercising its pre-emption right to block the divestment of stakes to Japan’s exploration and production (E&P) company, Inpex. Woodside has given notice exercising its right to pre-empt thesale of a 10.67% participating interestthat PetroChina International Investment (Australia) (CNPC) holds in theBrowse joint venture(BJV), including titles covering theBrecknock,Calliance, andTorosagas fields offshore Western Australia, to a subsidiary of Inpex. The terms of the Australian giant’s acquisition will reflect those of the CNPC/Inpex transaction, including a payment to the Chinese player of $225 million plus reimbursement of its BJV cash call contributions made between June 30, 2025, and the completion date; and the contingent payment of $175 million upon the BJV taking a final investment decision (FID) for the development of all fields on or before June 30, 2032. The operator claims that its combined interest in the upstream Browse resource and the North West Shelf (NWS) onshore infrastructure provides the basis for an integrated development concept that it expects could deliver strong returns to shareholders across the value chain and deliver long-term economic benefits for Western Australia and the nation. While the Browse resource is deemed to be Australia’s largest undeveloped conventional gas resource with potential production of 11.4 million tonnes per annum (mtpa) of LNG, LPG and domestic gas, the project’s location off the west coast of Australia is said to create the opportunity for a major development to supply energy to contribute towards expected LNG demand in the Asia Pacific region and provide a significant new source of domestic gas for Western Australia. Woodside’s acquisition remains subject to customary conditions precedent, including regulatory approvals. The company’s equity interest in the BJV after completion of the acquisition will increase to 41.27%, assuming no other joint venture participant pre-empts.Liz Westcott, Woodside’s CEO, emphasized that the current levels of interest in Browse, reflected in both the CNPC/Inpex transaction and BP’s announced transaction with GS Energy, reinforce the quality and scale of the resource. Discovered between 1971 and 2000, the Browse fields are estimated to contain a combined contingent resource of about 13.9 trillion cubic feet of dry gas and approximately 390 million barrels of condensate. Aneconomic impact assessmentby Deloitte Access Economics estimates that the Browse to North West Shelf project could contribute a long-term uplift of around A$147 billion ($102.9 billion) in gross state product for Western Australia and more than A$141 billion ($98.7 billion) in gross domestic product (GDP) nationally. This content is available after accepting the cookies. $30 billion mega gas project set to enrich Australia’s countrywide GDP by $98.7 billion Westcott underlined:“Woodside’s decision to pre-empt reflects our commitment to continue progressing the proposed Browse to North West Shelf development. We see this as a pathway to maximise long-term shareholder value. Browse to the North West Shelf remains an important growth option for Woodside. This acquisition is a disciplined and capital efficient way to align integrated value in these assets for a development with long-term cash flow potential. “We will continue working with the Browse Joint Venture to fully evaluate development opportunities. This includes advancing technical definition, commercial arrangements and regulatory approvals. Any investment decision will be made in accordance with Woodside’s capital allocation framework.” 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!

Switzerland-based electrification and automation technology provider ABB has been hired to upgrade the automation and control systems on an offshore platform, which operates approximately 100 kilometers northeast of Aberdeen at one of the UK’s largest North Sea oil fields. ABB has been awarded a contract to modernize the automation and control systems on theBuzzardplatformby CNOOC Petroleum Europe, a subsidiary of China’s CNOOC. This upgrade is expected to help ensure the continued safe and reliable operations of the platform, which is deployed at the CNOOC-operatedBuzzard field, described as one of the UK’s highest-producing fields. The first oil was achieved in 2007. Nicolas Alonso, Head of ABB’s Energy Industries division for the UK, Ireland and Azerbaijan, commented:“This project reflects our longstanding partnership with CNOOC’s UK business and our shared commitment to safe and reliable operations.By modernizing the existing automation systems, we are able to help support UK energy security at a time of increasing demand.” As the Swiss player will deliver a targeted modernization of its installed ABB Ability System 800xA distributed control system and Safeguard 400 safety system, the phased upgrade will allow essential updates to be introduced, while the platform remains operational, limiting shutdown time and reducing project risk. The work will be managed by the company’s engineering team in Aberdeen, which also supports the Buzzard platform through an onshore reference system used for testing and evaluation. By verifying upgrades onshore before deployment offshore, the firm believes it can help reduce risk, minimize disruption and maintain continuity of production. ABB recently completed many jobs, including apropulsion systems upgradeacross a fleet of liquefied natural gas (LNG) carriers (LNGCs) owned and operated by Cool Company (CoolCo). 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!

Royal Caribbean ha ufficialmente preso in consegna la nuova Legend of the Seas, terza unità della classe Icon costruita dal cantiere finlandese Meyer Turku. La consegna è stata celebrata a Turku con una cerimonia che ha riunito oltre 1.200 dipendenti, partner industriali e rappresentanti del gruppo armatoriale, sancendo il passaggio di proprietà della nave dopo quasi due anni di costruzione. Con circa 250.800 tonnellate di stazza lorda, 365 metri di lunghezza e una capacità superiore a 5.600 passeggeri in occupazione standard, la nave rappresenta uno dei più grandi e avanzati cruise ship mai realizzati. Alimentata a Gnl, integra inoltre sistemi di recupero del calore, connessione elettrica da banchina (cold ironing) e altre tecnologie ambientali che rientrano nel percorso di decarbonizzazione di Royal Caribbean. Particolare rilevanza avrà l’Italia nella stagione inaugurale della nave. Dopo il completamento degli ultimi allestimenti a Cadice, in Spagna, la Legend of the Seas entrerà in servizio il 4 luglio 2026 nel Mediterraneo occidentale con crociere settimanali che avranno come porti d’imbarco principali Barcellona e Roma-Civitavecchia. Il mercato italiano sarà infatti uno dei principali riferimenti commerciali della nuova unità durante il suo debutto europeo. Oltre a Civitavecchia, gli itinerari mediterranei prevedono numerosi scali in porti italiani, consolidando il ruolo dell’Italia come uno dei mercati chiave per la compagnia statunitense. La presenza regolare della nave a Civitavecchia consentirà inoltre a Royal Caribbean di promuovere la Legend come nuova ammiraglia per il pubblico europeo. Tra gli appuntamenti più attesi figura il battesimo ufficiale della nave, che secondo i programmi della compagnia si svolgerà proprio nell’area di Roma-Civitavecchia, una scelta che conferma il peso strategico dello scalo laziale all’interno della programmazione inaugurale dell’unità. L’evento rappresenterà uno dei momenti simbolici più importanti del lancio commerciale della nave in Europa. La Legend of the Seas è la terza nave della serie Icon, dopo Icon of the Seas e Star of the Seas, e fa parte di un più ampio programma industriale che vedrà Meyer Turku costruire ulteriori unità della classe fino al 2030 nell’ambito dell’accordo a lungo termine siglato con Royal Caribbean Group. Dopo la stagione estiva nel Mediterraneo, la nave lascerà l’Europa nell’autunno 2026 per trasferirsi a Fort Lauderdale, da dove opererà crociere nei Caraibi a partire da novembre. 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

NEW YORK,June 11, 2026/PRNewswire/ -- The New Terminal One at JFK, the company delivering the new, world-class international terminal at John F. Kennedy International Airport, recently announced the release of its inaugural Environmental, Social and Governance (ESG) report,From the Ground Up,with support fromSE Advisory Services, Schneider Electric's global consulting practice. The report underscores the New Terminal One's continued progress in building climate-resilient infrastructure, expanding energy efficiency initiatives, and investing in innovative technologies to support long-term sustainable airport operations. The ESG report highlights key milestones across environmental stewardship, social responsibility, and governance as the New Terminal One advances construction toward its first phase opening in 2026. Central to these efforts is an innovative microgrid energy system – among the largest in the New York City area – and one of the largest solar arrays installed on any U.S. airport terminal. The energy infrastructure, designed and being delivered by AlphaStruxure and featuringSchneider Electricequipment, will enhance resiliency, reduce environmental impact, and support reliable operations amid regional grid disruptions and extreme weather events. The ESG report highlights key milestones across environmental stewardship, social responsibility, and governance as the New Terminal One advances construction toward its first phase opening in 2026. Central to these efforts is an innovative microgrid energy system – among the largest in the New York City area – and one of the largest solar arrays installed on any U.S. airport terminal. The energy infrastructure, designed and being delivered by AlphaStruxure and featuringSchneider Electricequipment, will enhance resiliency, reduce environmental impact, and support reliable operations amid regional grid disruptions and extreme weather events. "As we build a transformational international travel experience in the United States, sustainability and resilience are not add-ons; they are foundational," said Uzoamaka N. Okoye, Chief of Staff, The New Terminal One at JFK. "This ESG report also showcases our commitment to integrating innovation, energy efficiency and responsible development into every phase of the project, from construction through future operations." Designed to serve up to 23 million passengers annually upon full completion, the new terminal will span 2.6 million square feet across a 134-acre footprint at completion and represents a $9.5 billion investment. The New Terminal One is a key component of the Port Authority of New York and New Jersey's $19 billion transformation of JFK Airport into a world-class gateway, with two new terminals, two expanded and modernized terminals, a new ground transportation center and an entirely new, simplified roadway network. Once complete, the New Terminal One will feature 23 gates and support more than 10,000 jobs, including over 6,000 union construction positions throughout the life of the project. Environmental progress detailed in the report includes: The New Terminal One has partnered withTCR, a global leader in ground support equipment (GSE) solutions, to provide an all-electric GSE fleet at the new world-class international gateway. The New Terminal One is the first airport terminal in the world to commit to a centralized fleet of all-electric ground support equipment. Operating a fully electric GSE fleet through an innovative pooling model is a key part of the New Terminal One's sustainability strategy, which supports the Port Authority's goal to achieve net zero greenhouse gas emissions across the agency's airports and facilities by 2050. The ESG report also outlines the New Terminal One's role in supporting the local economy and community, including a $1.72 million investment in outreach programs focused on business development, education, workforce development, and environmental stewardship. Additionally, the organization has issued more than $3.9 billion in green bonds across 2024 and 2025 to finance sustainable infrastructure, supported by third-party verification to ensure transparency and accountability. Schneider Electric has played a key role in enabling the New Terminal One's energy and digital infrastructure strategy, helping embed digitalization across critical terminal systems – from passenger-facing technologies to operational and energy management platforms. "JFK New Terminal One is setting a new benchmark for sustainable, future-ready airport infrastructure," said Chris Collins, Senior Vice President, Digital Buildings, Schneider Electric. "Through innovation, electrification and resilient energy systems, New Terminal One shows how advancing energy technologies can help large-scale infrastructure reduce environmental impact and enhance operational reliability." With construction advancing and major systems coming online, the ESG report marks an important milestone on the New Terminal One's roadmap to opening and ongoing operations. The full report offers a comprehensive snapshot of progress to date and outlines how each initiative supports the terminal's broader climate and resilience goals. The full ESG report is available online at:https://online.flippingbook.com/view/999668634 About JFK New Terminal One The New Terminal One at John F. Kennedy International Airport is a bold and exciting project to develop a best-in-class international terminal that will serve as an anchor terminal in the Port Authority's $19 billion transformation of JFK into a global gateway to the New York metropolitan area and the United States. The New Terminal One will set a new standard for design and service, aspiring to obtain a top 5-star Skytrax rating. The New Terminal One is being built on sites now occupied by Terminal 1 and the former Terminal 2 and Terminal 3, where it will anchor JFK's south side. Construction is taking place in phases. The first phase, including the new arrivals and departures halls and first set of 14 new gates, is expected to open in 2026. At completion, the New Terminal One, with a total of 23 gates, will be 2.6 million square feet, making it the largest terminal at JFK and nearly the same size as LaGuardia Airport's two new terminals combined. The New Terminal One consortium of labor, operating, and financial partners is led by Ferrovial, JLC Infrastructure, Ullico, and Carlyle. The New Terminal One is being built by union labor and is committed to local inclusion and labor participation. To learn more about the New Terminal One at JFK International Airport, visithttps://portauthoritybuilds.com/redevelopment/us/en/jfk/planned-projects/terminal-1.html About Schneider Electric Schneider Electric is a global energy technology leader, driving efficiency and sustainability by electrifying, automating, and digitalizing industries, businesses, and homes. Its technologies enable buildings, data centers, factories, infrastructure, and grids to operate as open, interconnected ecosystems, enhancing performance, resilience, and sustainability. The portfolio includes intelligent devices, software-defined architectures, AI-powered systems, digital services, and expert advisory. With 160,000 employees and 1 million partners in over 100 countries, Schneider Electric is consistently ranked among the world's most sustainable companies. www.se.com Follow us on:Twitter|Facebook|LinkedIn|YouTube|Instagram|Blog Discover the newest perspectives on energy technology onSchneider ElectricInsights. Hashtags:#AdvancingEnergyTech #ESG #EnergyResilience #Sustainability #FutureOfAirports SOURCE Schneider Electric USA, Inc.

Delray Beach, FL, June 11, 2026 (GLOBE NEWSWIRE) -- The globalFuel Cell Industrysize is projected to reach USD 18.16 billion by 2030 from USD 5.66 billion in 2025, at a CAGR of 26.3% during the forecasted period, as per the recent study by MarketsandMarkets™.The industry growth trajectory driven by the increasing trend of switching to low-emission and sustainable energy solutions for transportation, power generation, and industrial uses. The current supportive broader political environment, decarbonization targets, and hydrogen infrastructure are enabling expansion in the level of adoption. Fuel cell technology is advancing, leading to improved efficiencies, the development of new materials, and reduced costs. This progress will allow it to expand beyond industrialized nations into other regions. As demand rises, major organizations are increasing their global presence through manufacturing, partnerships, and more comprehensive service options. Fuel cell infrastructure development activity is ongoing both regionally and globally due to strong government support, funding programs, and collaborative public–private ventures across key regions, as well as policies and incentives with similar objectives around decarbonization, the use of hydrogen, and clean energy resources. Collectively, these factors are driving a continuous growth trajectory for the fuel cell market and embedding fuel cell technologies as key enablers of a global energy transition to achieve net-zero and clean power objectives worldwide. Fuel Cell Industry Size & Forecast: Download PDF Brochure @https://www.marketsandmarkets.com/pdfdownloadNew.asp?id=348 The Fuel Cell Industry is expanding due to increased global fuel cell installations. Additionally, the renewed effort toward rapid decarbonization suggests that fuel cells are the foundation of a systematic, low-emission energy solution. Overall, the investment increase in manufacturing facilities and supply-chain networks has allowed the US, Europe, and Asia Pacific to become key players for fuel cell manufacturing and hydrogen transport. The geopolitical landscape favors hydrogen technologies due to energy independence and the call for diversification, leading to energy security. The US Inflation Reduction Act and Europe’s Hydrogen Strategy are two examples of policies pushing toward rapid deployment and displacing fossil fuel power sources. All of these factors are accelerating the development and deployment of fuel cell systems as key components of resilient, clean energy portfolios worldwide. Based on Component A fuel cell stack is the core component of a fuel cell system, where electrochemical reactions occur to generate electricity. It is composed of several critical parts that work in unison to ensure efficient performance. The most fundamental elements of the stack are the individual cells, which consist of an anode, a cathode, and an electrolyte membrane. Each cell generates a small amount of voltage, and multiple cells are stacked together to achieve the desired power output. Interconnects are placed between the cells to electrically connect them in series while also distributing fuel and oxidant gases evenly. Thesmall-scale Fuel Cell Market (up to 200 kW)continues to dominate, by size, driven by a growing demand for flexible and decentralized clean energy solutions. This segment has gained significant momentum through various applications, including stationary, portable, and mobility uses. In 2023, many small-sized systems were installed worldwide, particularly in residential, backup power, and light-commercial applications across the Asia Pacific region, Europe, and North America. These systems are characterized by their ability to generate energy on-site, reducing dependence on grid power and producing lower emissions. This makes them particularly attractive for urban, remote, or off-grid environments. The small-scale segment is experiencing remarkable growth due to key features such as modularity, ease of integration, and the ability to meet specific energy demands. Advancements in technology, including hybrid integration with renewables, smart controls, and cloud diagnostics systems, enhance these energy systems' operational efficiency and reliability. Unique advantages such as flexibility, scalability, and competitive costs position these electricity generators as key components of distributed energy strategies and broader decarbonization efforts. Request Sample Pages @https://www.marketsandmarkets.com/requestsampleNew.asp?id=348 List of Key Players in Fuel Cell Industry: North America: Second-largest Fuel Cell Industry The United States leads in deployment and research and development investments. Companies such as Plug Power and Bloom Energy are increasing their production capacity and working with other industries to expand fuel cell use in data centers, logistics, and mass transport. Federal initiatives such as the Inflation Reduction Act, along with state programs in California and New York, offer incentives for hydrogen production and fuel cell integration. Canada is also advancing its hydrogen infrastructure and fuel cell vehicle technology, supported by national decarbonization efforts. With growing investment interest and an evolving supply chain, North America is set to play an important role in promoting the global use of fuel cells and the shift to clean energy. Key Findings of the Study: March 2025:Doosan Fuel Cell Co., Ltd., in collaboration with Korea Hydro & Nuclear Power (KHNP), Airrane, and KECC, developed and demonstrated Korea’s first carbon capture technology specifically for hydrogen fuel cells, aiming to make hydrogen power generation more environmentally friendly. This project involved redesigning hydrogen fuel cells, integrating membrane capture systems, and installing these technologies at the Maritime Industry Cluster Harbor in Yeosu Gwangyang Port, with pilot operations completed by January 2025. December 2024:Bloom Energy partnered with HPS Investment Partners and Industrial Development Funding to fund clean energy projects. Through this partnership, they secured around USD 125 million to support the deployment of Bloom’s Energy Servers and microgrid solutions. The goal is to provide reliable, low-emission power to customers through Power Purchase Agreements (PPAs), allowing them to access energy without upfront costs. This collaboration helps Bloom grow its project pipeline while giving HPS and IDF new opportunities to invest in clean energy solutions. October 2024:SFC Energy AG completed the acquisition of Ballard Power Systems Europe A/S’s small stationary hydrogen fuel cell business, including intellectual property, customer contracts, and service agreements. This strategic move enhances SFC's portfolio with 1.7 kW and 5 kW PEM fuel cell solutions, expanding its presence in Northern Europe. The acquisition adds approximately 400 installed systems across Denmark, Norway, Sweden, and Finland, providing a solid foundation for market expansion. Inquiry Before Buying @https://www.marketsandmarkets.com/Enquiry_Before_BuyingNew.asp?id=348 Browse Related Reports: Hydrogen Market– Global Forecast to 2030 Hydrogen Generation Market- Global Forecast to 2030 Solid Oxide Fuel Cell Market- Global Forecast to 2030

A Suezmax tanker loaded with crude, sliding through the Phillips Channel south of Singapore at around eight knots, displaces close to 150,000 tonnes of water. The channel’s navigable depth is limited, and the largest Very Large Crude Carriers (VLCCs) that pass through here operate with minimal under-keel clearance when fully laden. The Strait of Malacca and the Singapore Strait, the two-stage maritime corridor that links the Indian Ocean to the South China Sea, carries roughlya quarter of all seaborne oiland a third of global trade. And it does so over a seabed that, in stretches, the largest ships clear by only a few metres. This is not an engineering quirk. It is the central physical fact of the busiest shipping lane on Earth. The strait narrows in stages as a ship moves east from the Andaman Sea. North of Sumatra it is broad and forgiving, more than 200 nautical miles across. By the time a vessel reaches the One Fathom Bank off Port Klang, the navigable width has collapsed to a few miles of dredged water flanked by shoals. By the Phillips Channel, just southwest of Singapore, the usable shipping lane is narrow and the controlling depth limited at chart datum. A fully laden VLCC has substantial draft requirements, and the arithmetic is tight. The rules governing the straits require deep-draught vessels and the largest tankers to keepat least three and a half metres of clearancebeneath the keel at all times. Pilots time transits to high tide, watch swell forecasts obsessively, and accept that for several hours of a voyage worth hundreds of millions of dollars the ship is gliding over the bottom on a cushion of water about as deep as a one-storey room is tall. The strait is so shallow, and so commercially essential, that the global tanker industry built a ship class around it. “Malaccamax” is the largest size of vessel that can transit the strait fully loaded. Anything larger — the ultra-large crude carriers of the 1970s — has to go the long way around, south of Sumatra and through the Lombok or Sunda Straits, adding significant distance and days of steaming. The economics of that detour are brutal. A Malaccamax burning substantial fuel oil daily pays for the convenience of the shortcut many times over. So shipowners design to the strait’s controlling depth, and the strait, in turn, shapes the global oil fleet. About 90,000 vessels transit the Strait of Malacca each year, according to data cited by analysts atThe Conversation. That is one ship roughly every six minutes, around the clock, every day. On a clear morning from the observation deck of Marina Bay Sands in Singapore, the anchorage off the southern coast looks like a parking lot of steel — bulk carriers, container ships, LNG tankers, crude carriers, all queueing for berths, bunkers, or the next slot through the traffic separation scheme. The Singapore Strait operates a one-way traffic system run jointly by Singapore, Malaysia and Indonesia, with eastbound and westbound lanes separated by a buffer zone and policed by VTIS, the Vessel Traffic Information Service. Pilots speak to controllers in clipped English. A deviation of a few hundred metres can put a laden VLCC on a reef. The numbers behind what moves through here are difficult to picture. Around16 million barrels of oil a daypass through the strait, along with most of the liquefied natural gas bound for Japan, South Korea, and China. A substantial portion of China’s crude oil imports cross the strait at some point in their journey. For Beijing, this is the basis of what has been called the “Malacca dilemma” — the strategic vulnerability of having the nation’s energy lifeline pinched into a corridor a few kilometres wide. A new analysis from the International Institute for Strategic Studies, summarised byTradeWinds, argues that China’s energy supply is in fact more exposed at the Strait of Hormuz than at Malacca, because crude that has already cleared Hormuz has many possible routes east. The Malacca route is the cheapest. It is also the shallowest. When a large ship moves through shallow water, it sinks. The phenomenon is called squat: water accelerating under the hull drops in pressure, the stern settles, and a VLCC at speed in shallow water can squat significantly. Pilots compensate by reducing speed, which reduces squat but increases transit time and fuel burn. They watch the tide tables for the extra clearance a spring tide gives them. They watch the wake of the ship ahead, because a passing vessel can lower the water level behind it by tens of centimetres. A long swell rolling up from the Indian Ocean, combined with squat, can eat into that required margin — which is why the regulations cap speed at 12 knots through the tightest stretches and pilots routinely run well below it. The combination of draft, squat and swell is exactly the variable a transit is planned around, hour by hour, so that the three-and-a-half-metre minimum is preserved even when conditions conspire against it. The Malacca Strait sits on the Sunda Shelf, a drowned continental platform that, during the last glacial maximum some 20,000 years ago, was dry land. Sumatra, the Malay Peninsula, Borneo and Java were joined into a single landmass called Sundaland. As sea levels rose roughly 120 metres after the last ice age, the lowlands flooded but the underlying geology remained: a broad, shallow shelf rather than a deep marine channel. Sediment from the great rivers of Sumatra and the Malay Peninsula continues to fill the strait. Without continuous dredging of the main channels and the Phillips Channel approaches, depths would shoal further. The three littoral states — Indonesia, Malaysia and Singapore — coordinate hydrographic surveys and channel maintenance under longstanding arrangements. Strategists in Washington, Beijing and New Delhi keep returning to the same map. A blockade or major incident in the strait — a collision, a grounding, a deliberate act — would ripple through global energy markets within hours. Writing inForeign Affairs, analysts have drawn the comparison to the 1984 “tanker war” in the Persian Gulf, when Iran laid mines in the Strait of Hormuz but the chokepoint nonetheless remained in use because alternatives were so costly. Alternatives to Malacca exist but they are slower, deeper, and harder to police. The Sunda Strait between Java and Sumatra is shorter for some routes but treacherous, with active volcanism around Anak Krakatau. The Lombok Strait, between Bali and Lombok, is deep enough for ultra-large crude carriers but adds days to a voyage. Proposals for a canal across the Kra Isthmus in Thailand have circulated for centuries and never been built. Pipelines across the Malay Peninsula have been discussed and shelved. Southeast Asian governments have begun openly discussing whether the strait should be tolled, particularly after disruptions elsewhere. The Council on Foreign Relations notes that the conversation has shifted from “freedom of navigation” purism toward serious consideration of user fees to fund safety, anti-piracy and environmental work. Piracy in the strait, once one of the world’s worst hotspots, has fallen sharply after coordinated patrols by the littoral states.Reporting on the declinecredits the Malacca Strait Patrol, a joint sea and air operation, with much of the change. Collisions remain the bigger risk. Most incidents involve smaller craft cutting across the traffic separation lanes — fishing boats, sand barges, ferries. A laden VLCC at speed needs significant distance to stop. The pilots know it. So does the VTIS controller in Singapore who sees a fishing skiff drift across a tanker’s track on radar and has perhaps 90 seconds to do something about it. Singapore, which sits at the strait’s eastern hinge, has built its economy on this geography. The Port of Singapore handled around 39 million TEU of containers in 2023 and remains the world’s largest bunkering port, refuelling the ships that move global trade. The city-state is now positioning itself to supplygreen methanoland ammonia to the next generation of tankers, betting that whatever fuel ships burn in 2050, they will still come through this channel to take it on board. Indonesia, on the southern shore, has pushed in a different direction, courting Chinese investment for ports and industrial corridors along the Sumatran and Riau coasts. Some of those projects havecollided with local communitiesbeing asked to make way for the wharves and refineries the new traffic will demand. At any given moment, somewhere in the Phillips Channel, a tanker pilot is staring at an echo sounder display. The number on the screen shows the gap between the bottom of the ship and the bottom of the sea. In the worst minutes of a transit, with squat and swell working against the pilot, it can press down toward the three-and-a-half-metre floor the rules will not let it cross — a thin band of water under a hull that can run the length of three football pitches. Above the pilot’s head, on the bridge wing, a quarter of the world’s oil moves past Singapore’s skyline at the speed of a brisk jog. Below, mud and shells. The space between them is the margin the modern economy lives on. Written by The Space Daily Editorial Team produces content across our two editorial pillars: space industry news and Mind & Meaning. We cover launches, missions, satellites, defense, and the technology of getting humans to space, alongside the psychology of ambition, isolation, and meaning under extremes. Articles reflect our team's collective editorial process, source verification, drafting, technical review, and editing, rather than a single writer's work. Space Daily takes editorial responsibility for content under this byline. For more on how we work, see oureditorial policy.

During Posidonia 2026, ABS awarded Approval in Principle (AiP) to HD KSOE and HD HHI for the electrical analysis and system design of the proposed vessel following an assessment against class requirements. ABS Vice President of Global Engineering Solutions Joshua Divin described the approval as another significant milestone in the collaboration among the three parties to advance hybrid-electric technologies for large commercial ships. HD KSOE said the development supports progress toward the International Maritime Organization’s decarbonization targets, highlighting the role of environmentally friendly and high-efficiency technologies in the future of shipping. 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.

TAIPEI, Taiwan, June 11, 2026 (GLOBE NEWSWIRE) -- XING Mobility, the Taiwanese pioneer in immersion cooling battery technologies, today announced the global launch of IMMERSIO™ Matrix, a purpose-built marine battery system engineered to directly enable vessel electrification. The system will make its official debut at the Electric & Hybrid Marine Expo in Amsterdam this June, offering European shipowners a certified, drop-in battery system solution to accelerate their zero-emission transition. In partnership with Nordic Booster AS, its long-standing Scandinavian distribution partner, XING is bringing to market a marine battery system that leads on the three measures that matter most to shipowners: continuous power, energy density, and fire safety. The IMMERSIO™ CTP battery system: built for marine electrification with twice the energy density, continuous 3C discharge, and active fire safety. Power, Space and Safety: XING’s Answer to the Three Constraints of Marine Electrification European shipowners are under mounting pressure from the EU Emissions Trading System (ETS) and FuelEU Maritime regulations. Battery-electric propulsion is the clearest path forward, but only if the battery system can handle the duty cycles of real marine operation, fit the tight spaces aboard a vessel, and meet the highest safety expectations at sea. IMMERSIO™ Matrix delivers on all three. 1. Continuous 3C power: outperforming mainstream marine batteries XING’s solution delivers 3C of continuous power. Surpass mainstream marine-certified battery system on the market today. For fast ferries, port service vessels and any duty cycle built around hard acceleration and rapid charging between trips, this is the performance level that finally makes battery-electric propulsion a true replacement for diesel. 2. Twice the energy density: for vessels where every cubic meter counts Space and weight are the constant constraints of vessel design. XING delivers twice the energy density of conventional marine batteries, offering more usable energy per kilogram and significantly more per cubic meter. For shipowners, this translates directly into more range and more power within the same engine-room footprint, or the same energy in a dramatically smaller package, freeing valuable space for cargo, passengers and auxiliary systems. For repowering projects in particular, where the existing hull defines what is possible, this advantage is decisive. 3. Immersion cooling: a step change in fire safety, unmatched by any other lithium battery system Fire safety is the single biggest concern when bringing lithium batteries on board a vessel. XING solves this at the architecture level: every cell is fully submerged in a dielectric coolant that absorbs heat directly at the source. The coolant inherently suppresses thermal runaway, eliminates cell-to-cell propagation, and removes the ignition pathways that exist in air-cooled and cold-plate-cooled designs. IMMERSIO™ Matrix sets a new benchmark for fire safety in the marine market, and immersion cooling is poised to become the new standard at sea. Partnership with Nordic Booster To bring this technology to European shipowners with the local engineering and service support they need, XING Mobility is deepening its strategic partnership with Nordic Booster AS, its exclusive Scandinavian distributor. With more than two decades of engineering leadership in the Norwegian maritime industry, Nordic Booster ensures that every XING battery installation across Europe is backed by hands-on expertise and rapid-response service. Trond Skaufel, CEO of Nordic Booster: “We chose XING because their immersion-cooled architecture is, simply put, the safest and most power-dense battery system available for marine use today. That is exactly what European shipowners have been waiting for.” Jannik Stanger, CTO of Nordic Booster: “On continuous power, on energy density, on fire safety — XING immersion cooled batteries sets a new standard. There is no other lithium battery system on the market that combines all three at this level. Still at a low price and high quality. We have used XING batteries in our products for 5 years and are impressed about the performance and thermal stability “ Royce Hong, Founder and CEO of XING Mobility: " Our mission has always been to bring disruptive battery solutions to the most extreme environments. Maritime electrification faces dual challenges in safety and space; our battery architecture ensures shipowners never have to compromise performance for safety. Together with Nordic Booster, we are proud to set a new technological benchmark for the European market." Proven in real-world vessels Xing IMMERSIO™ battery systems are already powering vessels on the water. The zero-emission Porrima P111 was launched in Taiwan equipped with XING’s battery system and has demonstrated reliable performance in open-ocean conditions. The IMMERSIO™ system has also been integrated into the latest vessel from Austrian electric-boating innovator Smart IQ, with successful launch and system-integration testing completed in late April 2026. XING batteries is offered in scalable configurations from 60 kWh to 400 kWh and is currently undergoing DNV certification. The system makes its official European debut at the Electric & Hybrid Marine Expo in Amsterdam this June. Advanced Maritime Technology ExpoDate: June 16–18, 2026Location: RAI Amsterdam, NetherlandsBooth No.: Hall 8, D1 About XING Mobility XING Mobility is a global leader in immersion-cooled high-voltage battery systems. Starting with the development of Taiwan’s first electric supercar, MISS R, the company has built core capabilities in peak instantaneous power output, high-frequency dynamic load stability, and precision power control under extreme conditions. In 2024, XING Mobility established the world’s first mass-production facility for immersion-cooled battery systems, and introduced IMMERSIO™ Matrix — a Unified Immersion Battery Architecture in which cooling, structure, safety, and control are designed as a single integrated system. The platform has since been extended across commercial vehicles, agricultural machinery, marine applications, energy storage, and AI data center infrastructure. About Nordic Booster A leading Norwegian system integration company within electrification, battery solution, charging solutions and energy management systems. Through intelligent energy solutions, they secure high financial income for the clients. They deliver remote monitoring service for all solutions with service and operation department to secure maximum running time. A photo accompanying this announcement is available athttps://www.globenewswire.com/NewsRoom/AttachmentNg/6b12d2c7-d748-44d5-a236-8d3538791c25

Russia and China are constructing a parallel energy system that bypasses the dollar and Western control.The Power of Siberia 2 pipeline could displace a third of China’s LNG imports and undermine U.S. suppliers.China received sanctioned LNG from Russia’s Arctic LNG 2 project, testing Western sanctions without U.S. retaliation.The pipeline provides Moscow a lifeline after losing European markets and secures Beijing’s long-term energy growth.Overland Russian pipelines offer price and security advantages as global maritime disruptions and fuel costs rise. The Power of Siberia 2 pipeline could displace a third of China’s LNG imports and undermine U.S. suppliers.China received sanctioned LNG from Russia’s Arctic LNG 2 project, testing Western sanctions without U.S. retaliation.The pipeline provides Moscow a lifeline after losing European markets and secures Beijing’s long-term energy growth.Overland Russian pipelines offer price and security advantages as global maritime disruptions and fuel costs rise. China received sanctioned LNG from Russia’s Arctic LNG 2 project, testing Western sanctions without U.S. retaliation.The pipeline provides Moscow a lifeline after losing European markets and secures Beijing’s long-term energy growth.Overland Russian pipelines offer price and security advantages as global maritime disruptions and fuel costs rise. The pipeline provides Moscow a lifeline after losing European markets and secures Beijing’s long-term energy growth.Overland Russian pipelines offer price and security advantages as global maritime disruptions and fuel costs rise. Overland Russian pipelines offer price and security advantages as global maritime disruptions and fuel costs rise. The global energy chessboard is undergoing a seismic shift, with Russia and China constructing a parallel power supply system that deliberately sidesteps the dollar and Western control. At the heart of this realignment is the proposed Power of Siberia 2 pipeline, a project that threatens to redraw international energy trade and squeeze American exporters out of the world's fastest-growing market.A system built on defianceEnergy economist Dr. Kazi Sohag, speaking toSputnik, outlined the grand strategy. According to Sohag, Russia and China work in tandem to create a system that provides energy to willing buyers with minimal reliance on Western-controlled payment systems, shipping and insurance. While the U.S. attempts to disrupt global oil and gas flows, Russia steps forward as a reliable supplier of "hydrocarbons, nuclear technology, and energy-security diplomacy." China plays the complementary role, emerging as "the dominant source of clean-energy technology, energy infrastructure, and industrial decarbonization equipment." Together, they are building an alternative global architecture deliberately linked to de-dollarization.The pipeline that changes everythingThe Power of Siberia 2 pipeline is designed to deliver 50 billion cubic meters of natural gas annually from Russia's Yamal fields through Mongolia into northern China. Analysts cited by theSouth China Morning Postproject it could displace roughly one-third of China's current LNG imports, directly undermining the competitiveness of more expensive U.S. LNG. For Beijing, it secures long-term energy growth for its industrial base and broader economy without relying on American supplies. For Moscow, it is a lifeline after losing the European market, a direct consequence of the Kremlin's political decisions following the 2022 invasion of Ukraine.Testing the limits of sanctionsThe partnership has moved into the realm of direct confrontation. China recently accepted its first shipment from Russia's Arctic LNG 2 project, a facility under active U.S. sanctions. The vessel, the LNG carrierArctic Mulan, is itself a sanctioned asset. In late August 2025, the cargo was unloaded at China's Beihai terminal. According to analysis by the Centre for Eastern Studies (OSW), the move is widely seen as a deliberate test of the Trump administration's resolve — a notable shift from the Biden era, when the U.S. Treasury actively penalized tankers transporting cargo from the facility. Washington did not respond with new measures, raising the possibility that a "corridor" for sanctioned LNG outside the Western financial system is now emerging.A turning point for global marketsThe mere announcement of Power of Siberia 2 has already affected the global gas market, with potential new LNG projects aimed at China being reconsidered. If operational, the pipeline would likely enable Chinese firms to redirect LNG volumes from existing contracts to other markets, competing directly with U.S. suppliers. Meanwhile, according to Dr. Sohag, Western economies are struggling with soaring fuel prices while sanctions prove unable to "fully control global energy flows." Growing concerns over maritime disruptions — from the Suez Canal to the Red Sea — only make overland Russian pipelines more attractive. China's gas from the existing Power of Siberia 1 pipeline is already its cheapest import option of all.The Russia-China energy axis is real, aggressive, and deliberately aimed at severing the Western grip on global finance. For citizens concerned about energy costs and supply chain security, the stakes are direct: the same geopolitical forces reshaping pipelines and sanctions will impact prices at the pump and the reliability of home power. While Washington dithers and Europe reels from self-inflicted energy wounds, Beijing and Moscow are building an infrastructure of defiance. The price of power — both literal and figurative — is about to go up for everyone.Sources for this article include:SputnikGlobe.comBloomberg.comBusiness-Standard.comKinaCentrum.se A system built on defianceEnergy economist Dr. Kazi Sohag, speaking toSputnik, outlined the grand strategy. According to Sohag, Russia and China work in tandem to create a system that provides energy to willing buyers with minimal reliance on Western-controlled payment systems, shipping and insurance. While the U.S. attempts to disrupt global oil and gas flows, Russia steps forward as a reliable supplier of "hydrocarbons, nuclear technology, and energy-security diplomacy." China plays the complementary role, emerging as "the dominant source of clean-energy technology, energy infrastructure, and industrial decarbonization equipment." Together, they are building an alternative global architecture deliberately linked to de-dollarization.The pipeline that changes everythingThe Power of Siberia 2 pipeline is designed to deliver 50 billion cubic meters of natural gas annually from Russia's Yamal fields through Mongolia into northern China. Analysts cited by theSouth China Morning Postproject it could displace roughly one-third of China's current LNG imports, directly undermining the competitiveness of more expensive U.S. LNG. For Beijing, it secures long-term energy growth for its industrial base and broader economy without relying on American supplies. For Moscow, it is a lifeline after losing the European market, a direct consequence of the Kremlin's political decisions following the 2022 invasion of Ukraine.Testing the limits of sanctionsThe partnership has moved into the realm of direct confrontation. China recently accepted its first shipment from Russia's Arctic LNG 2 project, a facility under active U.S. sanctions. The vessel, the LNG carrierArctic Mulan, is itself a sanctioned asset. In late August 2025, the cargo was unloaded at China's Beihai terminal. According to analysis by the Centre for Eastern Studies (OSW), the move is widely seen as a deliberate test of the Trump administration's resolve — a notable shift from the Biden era, when the U.S. Treasury actively penalized tankers transporting cargo from the facility. Washington did not respond with new measures, raising the possibility that a "corridor" for sanctioned LNG outside the Western financial system is now emerging.A turning point for global marketsThe mere announcement of Power of Siberia 2 has already affected the global gas market, with potential new LNG projects aimed at China being reconsidered. If operational, the pipeline would likely enable Chinese firms to redirect LNG volumes from existing contracts to other markets, competing directly with U.S. suppliers. Meanwhile, according to Dr. Sohag, Western economies are struggling with soaring fuel prices while sanctions prove unable to "fully control global energy flows." Growing concerns over maritime disruptions — from the Suez Canal to the Red Sea — only make overland Russian pipelines more attractive. China's gas from the existing Power of Siberia 1 pipeline is already its cheapest import option of all.The Russia-China energy axis is real, aggressive, and deliberately aimed at severing the Western grip on global finance. For citizens concerned about energy costs and supply chain security, the stakes are direct: the same geopolitical forces reshaping pipelines and sanctions will impact prices at the pump and the reliability of home power. While Washington dithers and Europe reels from self-inflicted energy wounds, Beijing and Moscow are building an infrastructure of defiance. The price of power — both literal and figurative — is about to go up for everyone.Sources for this article include:SputnikGlobe.comBloomberg.comBusiness-Standard.comKinaCentrum.se Energy economist Dr. Kazi Sohag, speaking toSputnik, outlined the grand strategy. According to Sohag, Russia and China work in tandem to create a system that provides energy to willing buyers with minimal reliance on Western-controlled payment systems, shipping and insurance. While the U.S. attempts to disrupt global oil and gas flows, Russia steps forward as a reliable supplier of "hydrocarbons, nuclear technology, and energy-security diplomacy." China plays the complementary role, emerging as "the dominant source of clean-energy technology, energy infrastructure, and industrial decarbonization equipment." Together, they are building an alternative global architecture deliberately linked to de-dollarization.The pipeline that changes everythingThe Power of Siberia 2 pipeline is designed to deliver 50 billion cubic meters of natural gas annually from Russia's Yamal fields through Mongolia into northern China. Analysts cited by theSouth China Morning Postproject it could displace roughly one-third of China's current LNG imports, directly undermining the competitiveness of more expensive U.S. LNG. For Beijing, it secures long-term energy growth for its industrial base and broader economy without relying on American supplies. For Moscow, it is a lifeline after losing the European market, a direct consequence of the Kremlin's political decisions following the 2022 invasion of Ukraine.Testing the limits of sanctionsThe partnership has moved into the realm of direct confrontation. China recently accepted its first shipment from Russia's Arctic LNG 2 project, a facility under active U.S. sanctions. The vessel, the LNG carrierArctic Mulan, is itself a sanctioned asset. In late August 2025, the cargo was unloaded at China's Beihai terminal. According to analysis by the Centre for Eastern Studies (OSW), the move is widely seen as a deliberate test of the Trump administration's resolve — a notable shift from the Biden era, when the U.S. Treasury actively penalized tankers transporting cargo from the facility. Washington did not respond with new measures, raising the possibility that a "corridor" for sanctioned LNG outside the Western financial system is now emerging.A turning point for global marketsThe mere announcement of Power of Siberia 2 has already affected the global gas market, with potential new LNG projects aimed at China being reconsidered. If operational, the pipeline would likely enable Chinese firms to redirect LNG volumes from existing contracts to other markets, competing directly with U.S. suppliers. Meanwhile, according to Dr. Sohag, Western economies are struggling with soaring fuel prices while sanctions prove unable to "fully control global energy flows." Growing concerns over maritime disruptions — from the Suez Canal to the Red Sea — only make overland Russian pipelines more attractive. China's gas from the existing Power of Siberia 1 pipeline is already its cheapest import option of all.The Russia-China energy axis is real, aggressive, and deliberately aimed at severing the Western grip on global finance. For citizens concerned about energy costs and supply chain security, the stakes are direct: the same geopolitical forces reshaping pipelines and sanctions will impact prices at the pump and the reliability of home power. While Washington dithers and Europe reels from self-inflicted energy wounds, Beijing and Moscow are building an infrastructure of defiance. The price of power — both literal and figurative — is about to go up for everyone.Sources for this article include:SputnikGlobe.comBloomberg.comBusiness-Standard.comKinaCentrum.se The pipeline that changes everythingThe Power of Siberia 2 pipeline is designed to deliver 50 billion cubic meters of natural gas annually from Russia's Yamal fields through Mongolia into northern China. Analysts cited by theSouth China Morning Postproject it could displace roughly one-third of China's current LNG imports, directly undermining the competitiveness of more expensive U.S. LNG. For Beijing, it secures long-term energy growth for its industrial base and broader economy without relying on American supplies. For Moscow, it is a lifeline after losing the European market, a direct consequence of the Kremlin's political decisions following the 2022 invasion of Ukraine.Testing the limits of sanctionsThe partnership has moved into the realm of direct confrontation. China recently accepted its first shipment from Russia's Arctic LNG 2 project, a facility under active U.S. sanctions. The vessel, the LNG carrierArctic Mulan, is itself a sanctioned asset. In late August 2025, the cargo was unloaded at China's Beihai terminal. According to analysis by the Centre for Eastern Studies (OSW), the move is widely seen as a deliberate test of the Trump administration's resolve — a notable shift from the Biden era, when the U.S. Treasury actively penalized tankers transporting cargo from the facility. Washington did not respond with new measures, raising the possibility that a "corridor" for sanctioned LNG outside the Western financial system is now emerging.A turning point for global marketsThe mere announcement of Power of Siberia 2 has already affected the global gas market, with potential new LNG projects aimed at China being reconsidered. If operational, the pipeline would likely enable Chinese firms to redirect LNG volumes from existing contracts to other markets, competing directly with U.S. suppliers. Meanwhile, according to Dr. Sohag, Western economies are struggling with soaring fuel prices while sanctions prove unable to "fully control global energy flows." Growing concerns over maritime disruptions — from the Suez Canal to the Red Sea — only make overland Russian pipelines more attractive. China's gas from the existing Power of Siberia 1 pipeline is already its cheapest import option of all.The Russia-China energy axis is real, aggressive, and deliberately aimed at severing the Western grip on global finance. For citizens concerned about energy costs and supply chain security, the stakes are direct: the same geopolitical forces reshaping pipelines and sanctions will impact prices at the pump and the reliability of home power. While Washington dithers and Europe reels from self-inflicted energy wounds, Beijing and Moscow are building an infrastructure of defiance. The price of power — both literal and figurative — is about to go up for everyone.Sources for this article include:SputnikGlobe.comBloomberg.comBusiness-Standard.comKinaCentrum.se The Power of Siberia 2 pipeline is designed to deliver 50 billion cubic meters of natural gas annually from Russia's Yamal fields through Mongolia into northern China. Analysts cited by theSouth China Morning Postproject it could displace roughly one-third of China's current LNG imports, directly undermining the competitiveness of more expensive U.S. LNG. For Beijing, it secures long-term energy growth for its industrial base and broader economy without relying on American supplies. For Moscow, it is a lifeline after losing the European market, a direct consequence of the Kremlin's political decisions following the 2022 invasion of Ukraine.Testing the limits of sanctionsThe partnership has moved into the realm of direct confrontation. China recently accepted its first shipment from Russia's Arctic LNG 2 project, a facility under active U.S. sanctions. The vessel, the LNG carrierArctic Mulan, is itself a sanctioned asset. In late August 2025, the cargo was unloaded at China's Beihai terminal. According to analysis by the Centre for Eastern Studies (OSW), the move is widely seen as a deliberate test of the Trump administration's resolve — a notable shift from the Biden era, when the U.S. Treasury actively penalized tankers transporting cargo from the facility. Washington did not respond with new measures, raising the possibility that a "corridor" for sanctioned LNG outside the Western financial system is now emerging.A turning point for global marketsThe mere announcement of Power of Siberia 2 has already affected the global gas market, with potential new LNG projects aimed at China being reconsidered. If operational, the pipeline would likely enable Chinese firms to redirect LNG volumes from existing contracts to other markets, competing directly with U.S. suppliers. Meanwhile, according to Dr. Sohag, Western economies are struggling with soaring fuel prices while sanctions prove unable to "fully control global energy flows." Growing concerns over maritime disruptions — from the Suez Canal to the Red Sea — only make overland Russian pipelines more attractive. China's gas from the existing Power of Siberia 1 pipeline is already its cheapest import option of all.The Russia-China energy axis is real, aggressive, and deliberately aimed at severing the Western grip on global finance. For citizens concerned about energy costs and supply chain security, the stakes are direct: the same geopolitical forces reshaping pipelines and sanctions will impact prices at the pump and the reliability of home power. While Washington dithers and Europe reels from self-inflicted energy wounds, Beijing and Moscow are building an infrastructure of defiance. The price of power — both literal and figurative — is about to go up for everyone.Sources for this article include:SputnikGlobe.comBloomberg.comBusiness-Standard.comKinaCentrum.se Testing the limits of sanctionsThe partnership has moved into the realm of direct confrontation. China recently accepted its first shipment from Russia's Arctic LNG 2 project, a facility under active U.S. sanctions. The vessel, the LNG carrierArctic Mulan, is itself a sanctioned asset. In late August 2025, the cargo was unloaded at China's Beihai terminal. According to analysis by the Centre for Eastern Studies (OSW), the move is widely seen as a deliberate test of the Trump administration's resolve — a notable shift from the Biden era, when the U.S. Treasury actively penalized tankers transporting cargo from the facility. Washington did not respond with new measures, raising the possibility that a "corridor" for sanctioned LNG outside the Western financial system is now emerging.A turning point for global marketsThe mere announcement of Power of Siberia 2 has already affected the global gas market, with potential new LNG projects aimed at China being reconsidered. If operational, the pipeline would likely enable Chinese firms to redirect LNG volumes from existing contracts to other markets, competing directly with U.S. suppliers. Meanwhile, according to Dr. Sohag, Western economies are struggling with soaring fuel prices while sanctions prove unable to "fully control global energy flows." Growing concerns over maritime disruptions — from the Suez Canal to the Red Sea — only make overland Russian pipelines more attractive. China's gas from the existing Power of Siberia 1 pipeline is already its cheapest import option of all.The Russia-China energy axis is real, aggressive, and deliberately aimed at severing the Western grip on global finance. For citizens concerned about energy costs and supply chain security, the stakes are direct: the same geopolitical forces reshaping pipelines and sanctions will impact prices at the pump and the reliability of home power. While Washington dithers and Europe reels from self-inflicted energy wounds, Beijing and Moscow are building an infrastructure of defiance. The price of power — both literal and figurative — is about to go up for everyone.Sources for this article include:SputnikGlobe.comBloomberg.comBusiness-Standard.comKinaCentrum.se The partnership has moved into the realm of direct confrontation. China recently accepted its first shipment from Russia's Arctic LNG 2 project, a facility under active U.S. sanctions. The vessel, the LNG carrierArctic Mulan, is itself a sanctioned asset. In late August 2025, the cargo was unloaded at China's Beihai terminal. According to analysis by the Centre for Eastern Studies (OSW), the move is widely seen as a deliberate test of the Trump administration's resolve — a notable shift from the Biden era, when the U.S. Treasury actively penalized tankers transporting cargo from the facility. Washington did not respond with new measures, raising the possibility that a "corridor" for sanctioned LNG outside the Western financial system is now emerging.A turning point for global marketsThe mere announcement of Power of Siberia 2 has already affected the global gas market, with potential new LNG projects aimed at China being reconsidered. If operational, the pipeline would likely enable Chinese firms to redirect LNG volumes from existing contracts to other markets, competing directly with U.S. suppliers. Meanwhile, according to Dr. Sohag, Western economies are struggling with soaring fuel prices while sanctions prove unable to "fully control global energy flows." Growing concerns over maritime disruptions — from the Suez Canal to the Red Sea — only make overland Russian pipelines more attractive. China's gas from the existing Power of Siberia 1 pipeline is already its cheapest import option of all.The Russia-China energy axis is real, aggressive, and deliberately aimed at severing the Western grip on global finance. For citizens concerned about energy costs and supply chain security, the stakes are direct: the same geopolitical forces reshaping pipelines and sanctions will impact prices at the pump and the reliability of home power. While Washington dithers and Europe reels from self-inflicted energy wounds, Beijing and Moscow are building an infrastructure of defiance. The price of power — both literal and figurative — is about to go up for everyone.Sources for this article include:SputnikGlobe.comBloomberg.comBusiness-Standard.comKinaCentrum.se A turning point for global marketsThe mere announcement of Power of Siberia 2 has already affected the global gas market, with potential new LNG projects aimed at China being reconsidered. If operational, the pipeline would likely enable Chinese firms to redirect LNG volumes from existing contracts to other markets, competing directly with U.S. suppliers. Meanwhile, according to Dr. Sohag, Western economies are struggling with soaring fuel prices while sanctions prove unable to "fully control global energy flows." Growing concerns over maritime disruptions — from the Suez Canal to the Red Sea — only make overland Russian pipelines more attractive. China's gas from the existing Power of Siberia 1 pipeline is already its cheapest import option of all.The Russia-China energy axis is real, aggressive, and deliberately aimed at severing the Western grip on global finance. For citizens concerned about energy costs and supply chain security, the stakes are direct: the same geopolitical forces reshaping pipelines and sanctions will impact prices at the pump and the reliability of home power. While Washington dithers and Europe reels from self-inflicted energy wounds, Beijing and Moscow are building an infrastructure of defiance. The price of power — both literal and figurative — is about to go up for everyone.Sources for this article include:SputnikGlobe.comBloomberg.comBusiness-Standard.comKinaCentrum.se The mere announcement of Power of Siberia 2 has already affected the global gas market, with potential new LNG projects aimed at China being reconsidered. If operational, the pipeline would likely enable Chinese firms to redirect LNG volumes from existing contracts to other markets, competing directly with U.S. suppliers. Meanwhile, according to Dr. Sohag, Western economies are struggling with soaring fuel prices while sanctions prove unable to "fully control global energy flows." Growing concerns over maritime disruptions — from the Suez Canal to the Red Sea — only make overland Russian pipelines more attractive. China's gas from the existing Power of Siberia 1 pipeline is already its cheapest import option of all.The Russia-China energy axis is real, aggressive, and deliberately aimed at severing the Western grip on global finance. For citizens concerned about energy costs and supply chain security, the stakes are direct: the same geopolitical forces reshaping pipelines and sanctions will impact prices at the pump and the reliability of home power. While Washington dithers and Europe reels from self-inflicted energy wounds, Beijing and Moscow are building an infrastructure of defiance. The price of power — both literal and figurative — is about to go up for everyone.Sources for this article include:SputnikGlobe.comBloomberg.comBusiness-Standard.comKinaCentrum.se The Russia-China energy axis is real, aggressive, and deliberately aimed at severing the Western grip on global finance. For citizens concerned about energy costs and supply chain security, the stakes are direct: the same geopolitical forces reshaping pipelines and sanctions will impact prices at the pump and the reliability of home power. While Washington dithers and Europe reels from self-inflicted energy wounds, Beijing and Moscow are building an infrastructure of defiance. The price of power — both literal and figurative — is about to go up for everyone.Sources for this article include:SputnikGlobe.comBloomberg.comBusiness-Standard.comKinaCentrum.se The Russia-China energy axis is real, aggressive, and deliberately aimed at severing the Western grip on global finance. For citizens concerned about energy costs and supply chain security, the stakes are direct: the same geopolitical forces reshaping pipelines and sanctions will impact prices at the pump and the reliability of home power. While Washington dithers and Europe reels from self-inflicted energy wounds, Beijing and Moscow are building an infrastructure of defiance. The price of power — both literal and figurative — is about to go up for everyone.Sources for this article include:SputnikGlobe.comBloomberg.comBusiness-Standard.comKinaCentrum.se Sources for this article include:SputnikGlobe.comBloomberg.comBusiness-Standard.comKinaCentrum.se Sources for this article include:SputnikGlobe.comBloomberg.comBusiness-Standard.comKinaCentrum.se SputnikGlobe.comBloomberg.comBusiness-Standard.comKinaCentrum.se SputnikGlobe.comBloomberg.comBusiness-Standard.comKinaCentrum.se Bloomberg.comBusiness-Standard.comKinaCentrum.se Bloomberg.comBusiness-Standard.comKinaCentrum.se Business-Standard.comKinaCentrum.se Business-Standard.comKinaCentrum.se KinaCentrum.se KinaCentrum.se This site is part of the Natural News Network © 2022 All Rights Reserved.Privacy|TermsAll content posted on this site is commentary or opinion and is protected under Free Speech. Truth Publishing International, LTD. is not responsible for content written by contributing authors. 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Enter a term in the search box to find its definition. Use the controls in the far right panel to increase or decrease the number of terms automatically displayed (or to completely turn that feature off). Archives Emergence of Uncompensable Heat Stress During Monsoon Season in India, Chuphal et al.,AGU Advances Uncompensable heat stress (UHS), characterized by the loss of homeostasis due to excessive environmental thermal loading, causes substantial heat-related health risks in India. However, the spatial and seasonal heterogeneity, as well as temporal changes of UHS in India remain poorly understood. Using observations, reanalysis data, and climate model projections, we highlight the surge of UHS during the monsoon season (July–October) as the climate warms. In the observed period (1979–2021), the frequency and area affected by UHS have increased significantly across India. The observed UHS is more prevalent in summer (March–June) and affects 8% of India, whereas only 1% of the country is affected in the monsoon season. The summer UHS is also more strongly associated with annual heat-related mortality (R2 = 0.38). However, the monsoon season (July-October) UHS, predominantly characterized by hot-humid conditions, is projected to increase rapidly with climate warming and affect nearly equivalent areas of the country as the summer season (60% in summer and 53% in the monsoon season) under 2°C warming relative to the preindustrial period. This will create long-lasting UHS across both seasons, posing critical challenges to public health, labor productivity, and climate resilience in densely populated and vulnerable regions. Brief communication: Sea-level projections, adaptation planning, and actionable science, Lipscomb et al.,cryosphere As climate scientists seek to deliver actionable science for adaptation planning, there are risks in using novel results to inform decision-making. Premature acceptance may lead to maladaptation, practitioner confusion, and “whiplash”. We propose that scientific claims should be considered actionable (i.e., sufficiently accepted to support near-term adaptation action) only after meeting a confidence threshold based on the strength of evidence as evaluated by a diverse group of scientific experts. We discuss an influential study that projected rapid sea-level rise from Antarctic ice-sheet retreat but in our view was not actionable. We recommend regular, transparent communications between scientists and practitioners to support the use of actionable science. Hello world! An interdisciplinary climate modelling course, Proske & Staab,Geoscience Communication Climate models are not just physics translated into computer code. They are powerful actors influencing and influenced by humans. Thus modelers need to learn and modelling courses need to teach not only the techniques of numerical discretisation and the physical understanding of the climate system, but also the underlying motivations, the uncertainties and the societal embededness of the modelling approach. Following a design-based research approach, this study develops a 50hlong course at Bachelor level that aims to teach students such interdisciplinary perspectives. With a reflective open-ended exercise, we elicit students' learning process through challenging climate modelling topics. We find that the students learn to appreciate the complexity of climate models and the intricacies of scientific practice itself, highlighting for example the role of values in science. The exercise reveals few misconceptions and no major hurdles in the students' learning that may have been expected from the interdisciplinary nature of the material. We thus conclude that the course is a practice-proven approach to teaching the physical basis of climate modelling as well as its critical reflection. Rapid artificial intelligence deployment increases near-term pressure on global carbon budgets, Charabi,Communications Earth & Environment Limiting warming to 1.5 degrees Celsius depends on cumulative carbon dioxide emissions, not only on whether annual emissions eventually balance. Artificial intelligence is increasingly promoted as a tool for reducing emissions, but its supporting digital infrastructure produces emissions before many system-level benefits are realized. Here, we evaluate this timing mismatch using a probabilistic numerical cumulative carbon accounting model calibrated to International Energy Agency artificial-intelligence and energy scenarios through 2035. The model combines operational emissions, embodied emissions, and delayed system-level savings. Across 10,000 Monte Carlo realizations, the accelerated Lift-Off pathway yields a median cumulative carbon debt of 2.85 gigatonnes of carbon dioxide before annual savings exceed annual infrastructure-related emissions in late 2031. Across scenarios, the carbon imbalance varies with deployment speed, grid decarbonization, and the coupling between infrastructure growth and mitigation-relevant applications. These results indicate that rapid artificial-intelligence deployment can increase near-term pressure on the remaining 1.5 degrees Celsius carbon budget. Temperature Check 2025–26,The Center for Climate Journalism and Communication,University of Southern California Climate Change in the American Mind: Politics & Policy, Spring 2026,Leiserowitz et al.,Yale University and George Mason University This edition includes an unusually large number of articles, with some being rather old. This is a result of our correcting a bibliographic database query problem. In the interest of completeness of our internal database wer're integrating older items affected by this quirk. This edition takes a large initial bite out of the backlog and we'll then will meter out the remainder over the coming few weeks. Physical science of climate change, effects Atlantic multidecadal variability amplifies decadal variability in the Kuroshio–Oyashio Extension region under global warming, Wang et al.,Communications Earth & EnvironmentOpen Access10.1038/s43247-026-03750-2 Constraints on Climate Change Stabilization Based on Observations of Earth's Energy Imbalance, Douville & Allan,Geophysical Research LettersOpen Access10.1029/2025gl121056 Current and Future Changes in Earth's Outgoing Infrared Spectrum, Shaw et al.,Geophysical Research LettersOpen Access10.1029/2026gl121893 Decoupling greenhouse gas and paleogeographic effects on Pacific decadal climate variability, Wu et al.,Global and Planetary Change10.1016/j.gloplacha.2026.105558 Differential Synoptic Circulation Forcing of Land and Coastal Heatwaves, Zhang et al.,Journal of Geophysical Research Atmospheres10.1029/2026jd046358 Differential Synoptic Circulation Forcing of Land and Coastal Heatwaves, Zhang et al.,Journal of Geophysical Research Atmospheres10.1029/2026jd046358 Divergent regional responses of soil moisture-air temperature coupling under future climate scenarios, Hagan et al.,Nature CommunicationsOpen Access10.1038/s41467-026-74040-w Elevation-dependent warming: observations, models, and energetic mechanisms, Byrne et al.,Weather and Climate DynamicsOpen Accesspdf10.5194/wcd-5-763-2024 High-latitude Southern Ocean warming hotspot induced by ocean mesoscale eddies, Li et al.,Nature Climate ChangeOpen Accesspdf10.1038/s41558-026-02652-7 Interdependent Extratropical Atmospheric Responses to Arctic Sea Ice Loss, QBO, and ENSO, Walsh et al.,Journal of ClimateOpen Access10.1175/jcli-d-24-0518.1 Mechanisms Driving CO2 Instantaneous Radiative Forcing Enhancement in Warmer Climates, Wang et al.,Journal of Climate10.1175/jcli-d-25-0569.1 Multidecadal Atlantic “Warming Hole” Heat Content Variations Are Caused by Ocean Heat Transport, Not by Surface Fluxes, Rahmstorf et al.,Geophysical Research LettersOpen Access10.1029/2025gl118383 Multidecadal Atlantic “Warming Hole” Heat Content Variations Are Caused by Ocean Heat Transport, Not by Surface Fluxes, Rahmstorf et al.,Geophysical Research LettersOpen Access10.1029/2025gl118383 Observational constraints from global ice-phase fraction indicate moderate climate sensitivity, Zhou et al.,Science AdvancesOpen Access10.1126/sciadv.aea0731 On the Role of Ocean Dynamics in Polar-Amplified Climate Change, Shakespeare,Journal of Climate10.1175/jcli-d-25-0193.1 Polar processes set Arctic marine heatwaves apart, Athanase et al.,Communications Earth & EnvironmentOpen Accesspdf10.1038/s43247-026-03735-1 Most cited from this section, published 2 years ago:Changes in Compound Hot Extremes over the Mid–High Latitudes of Asia and the Underlying Mechanisms,Journal of Climate, 10.1175/jcli-d-23-0502.14cites. Observations of climate change, effects Compound weather and climate events in 2025, Raymond et al.,Nature Reviews Earth & Environment10.1038/s43017-026-00797-9 Emergence of Uncompensable Heat Stress During Monsoon Season in India, Chuphal et al.,AGU AdvancesOpen Access10.1029/2025av001945 Emerging Effective Radiative Forcing in the Radiative Imbalance Since 2010, Yukimoto et al.,Geophysical Research LettersOpen Accesspdf10.1029/2025gl119913 Historical Increase in Autumn and Winter Cyclone-Associated Precipitation Over the Arctic Ocean Driven Primarily by Enhanced Arctic Evaporation, Crawford et al.,Journal of Geophysical Research AtmospheresOpen Access10.1029/2025jd045523 Human-induced westerly jet shifts coordinate terrestrial productivity at the hemispheric scale, Yang et al.,Nature CommunicationsOpen Access10.1038/s41467-026-74039-3 Sudden, local temperature increase above the continental slope in the southern Weddell Sea, Antarctica, Darelius et al.,Ocean scienceOpen Access10.5194/os-19-671-2023 The Fate of Western Headwaters: Climate Controls on Base-Flow Decline, Mroczek et al.,Earth s FutureOpen Access10.1029/2025ef007971 Unveiling the Climate Type Shifts: The Dominant Role of Anthropogenic Activities, Zhang et al.,Anthropocene10.1016/j.ancene.2026.100558 Most cited from this section, published 2 years ago:Analysis of tropical nights in Spain (1970–2023): Minimum temperatures as an indicator of climate change,International Journal of Climatology, 10.1002/joc.851019cites. Instrumentation & observational methods of climate change, effects Cloud parameter retrieval based on satellite data: A review of methods, advances, and challenges, Li et al.,Atmospheric Research10.1016/j.atmosres.2026.109130 Combining Observations, Forecasts, and Projections into Seamless Climate Information: Recent Advances and Insights in User Applications, Sarojini et al.,Bulletin of the American Meteorological SocietyOpen Access10.1175/bams-d-26-0079.1 Data supporting the North Atlantic Climate System: Integrated Studies (ACSIS) programme, including atmospheric composition, oceanographic and sea ice observations (2016–2022) and output from ocean, atmosphere, land and sea-ice models (1950–2050), Archibald et al.,Earth system science dataOpen Accesspdf10.5194/essd-17-135-2025 Machine learning-based assessment of climate change impacts on hydrological drought in the Yangtze River Basin, 1985–2020, WANG et al.,Advances in Climate Change ResearchOpen Access10.1016/j.accre.2026.05.010 Thermo-hydrological river valley observatory in Yedoma permafrost from 2012 through 2022 in Syrdakh, Central Yakutia, Pohl et al.,Earth system science dataOpen Access10.5194/essd-18-3525-2026 Modeling, simulation & projection of climate change, effects Enhanced Moisture Uptake Fuels North Atlantic Tropical Easterly Waves Precipitation in a Downscaled CMIP6 Projection, Córdova-García et al.,Geophysical Research LettersOpen Access10.1029/2026gl122074 Future Projection of Tropical Upper-Tropospheric Troughs and Implications for Tropical Cyclone Activity, Chang et al.,Journal of Climate10.1175/jcli-d-25-0579.1 Increasing Future Global Compound Heat Flash Droughts and Socioeconomic Exposure, Li et al.,Earth s FutureOpen Access10.1029/2026ef008096 Near-0°C Temperature Pathways From High-Resolution Simulation in Current and Pseudo-Global Warming Future Over Eastern Canada and United States, Basnet & Thériault,Journal of Geophysical Research AtmospheresOpen Access10.1029/2025jd045714 Projected changes in forest fire season, the number of fires, and burnt area in Fennoscandia by 2100, Kinnunen et al.,BiogeosciencesOpen Access10.5194/bg-21-4739-2024 Worst-case European heat storylines generated using ensemble boosting, Suarez-Gutierrez et al.,Communications Earth & EnvironmentOpen Accesspdf10.1038/s43247-026-03699-2 Most cited from this section, published 2 years ago:Comparative assessment of dry- and humid-heat extremes in a warming climate: Frequency, intensity, and seasonal timing,Weather and Climate Extremes, 10.1016/j.wace.2024.10069820cites. Advancement of climate & climate effects modeling, simulation & projection CMIP6 models overestimate sea ice melt, growth and conduction relative to ice mass balance buoy estimates, West & Blockley,Geoscientific model developmentOpen Accesspdf10.5194/gmd-18-3041-2025 Hello world! An interdisciplinary climate modelling course, Proske & Staab,Geoscience CommunicationOpen Accesspdf10.5194/gc-9-239-2026 Transport of warm bias from Indian Ocean subsurface to Southern Ocean surface in Coupled Model Intercomparison Project phase 6 models, Ma et al.,Communications Earth & EnvironmentOpen Accesspdf10.1038/s43247-026-03705-7 Tropical impacts of the Southern Ocean underestimated by mean-state biases, Dong et al.,Science AdvancesOpen Access10.1126/sciadv.aed1936 Underestimated Future Wetting in the Arid Region of Northwest China: Impact of Systematic Model Biases in Synoptic Regime Frequency, Guo et al.,Journal of Geophysical Research Atmospheres10.1029/2026jd046874 Using remote sensing radiation and meteorological data to assess climate change: prediction of extreme weather events in Northeast China, Li et al.,Frontiers in Environmental ScienceOpen Accesspdf10.3389/fenvs.2026.1778049 Most cited from this section, published 2 years ago:Delivering an Improved Framework for the New Generation of CMIP6-Driven EURO-CORDEX Regional Climate Simulations,Bulletin of the American Meteorological Society, 10.1175/bams-d-23-0131.123cites. Cryosphere & climate change Arctic Sea Ice Acceleration: Seasonal Pulses, Spatial Contrasts, and a Sea Ice Concentration–Dependent Rheological Threshold, Ouyang et al.,Journal of Geophysical Research Oceans10.1029/2025jc023182 Assessing the susceptibility to thaw settlement hazards in circum-Arctic permafrost regions during 2000?2020, NI et al.,Advances in Climate Change ResearchOpen Access10.1016/j.accre.2026.05.021 Ice-sheet regime shifts with climate warming, Golledge et al.,Nature Geoscience10.1038/s41561-026-02010-4 Ice-Sheet–Ocean Interactions and the Reversibility of a Regime Shift Beneath Filchner-Ronne Ice Shelf, Reese et al.,Journal of Geophysical Research OceansOpen Access10.1029/2025jc023952 Inland migration of near-surface crevasses in the Amundsen Sea Sector, West Antarctica, Hoffman et al.,cryosphereOpen Access10.5194/tc-19-1353-2025 Mapping the vertical heterogeneity of Greenland's firn from 2011–2019 using airborne radar and laser altimetry, Rutishauser et al.,cryosphereOpen Access10.5194/tc-18-2455-2024 Probabilistic projections of the Amery Ice Shelf catchment, Antarctica, under conditions of high ice-shelf basal melt, Jantre et al.,cryosphereOpen Access10.5194/tc-18-5207-2024 Sedimentary insights into organic matter alteration in Arctic Alaska's saline permafrost, Seemann et al.,BiogeosciencesOpen Accesspdf10.5194/bg-23-3675-2026 The influence of ocean waves on Antarctic sea-ice albedo and seasonal melting, and potential coupled physical and biological feedbacks, Massom et al.,cryosphereOpen Access10.5194/tc-20-3271-2026 Most cited from this section, published 2 years ago:Snowpack variations and their hazardous effects under climate warming in the central Tianshan Mountains,Advances in Climate Change Research, 10.1016/j.accre.2024.06.00112cites. Sea level & climate change Crustal Deformation and Gravitational Effects From Dynamic Ocean Mass Redistribution Impact Projected Sea-Level Change, Ertel et al.,Geophysical Research LettersOpen Access10.1029/2026gl122243 Impacts of future sea level change on Greenland from community knowledge, coastal mapping, and glacial isostatic adjustment models, Tinto et al.,Proceedings of the National Academy of SciencesOpen Accesspdf10.1073/pnas.2528615123 Sea-level rise is projected to reshape compound flooding potential in microtidal environments along the Spanish Mediterranean coastline, Jiménez et al.,Communications Earth & EnvironmentOpen Accesspdf10.1038/s43247-026-03712-8 Singular Geological Evidence, Historical Record and Socio-Economic Consequences of Recent Coastal Erosion and Future Sea Level Rise on Tourist Beaches: A Case Study from Southwestern Spain, Izquierdo et al.,Journal of Earth Science10.1007/s12583-025-0303-5 The sea level time series of Trieste, Molo Sartorio, Italy (1869–2021), Raicich,Earth system science dataOpen Accesspdf10.5194/essd-15-1749-2023 Most cited from this section, published 2 years ago:Sea-level change in coastal areas of China: Status in 2021,Advances in Climate Change Research, 10.1016/j.accre.2024.06.00211cites. Paleoclimate & paleogeochemistry Non-linear climatic response to the weakening of the Atlantic Meridional Overturning Circulation during glacial times, Du et al.,Climate of the pastOpen Access10.5194/cp-22-1105-2026 West Antarctic Ice Sheet advance since the early Pliocene, Zhang et al.,Nature CommunicationsOpen Access10.1038/s41467-026-74100-1 Most cited from this section, published 2 years ago:Polar amplification of orbital-scale climate variability in the early Eocene greenhouse world,Climate of the past, 10.5194/cp-20-1303-202411cites. Biology & climate change, related geochemistry A global early warning system for predicting exposure of biodiversity to extreme heat, Serra-Diaz et al.,Nature Climate Change10.1038/s41558-026-02642-9 Amplified Arctic iceberg traffic reshapes benthic biodiversity, Krumpen,Zenodo (CERN European Organization for Nuclear Research)Open Access10.5281/zenodo.19664564 Anchoring India's Umbrella Species to Biodiversity and Climate Gains, Lamba et al.,Conservation LettersOpen Access10.1111/con4.70059 Aridity Modulates the Legacy of Peak Growing Season Precipitation on Tree Growth Across Eurasia, Abudureheman et al.,Dendrochronologia10.1016/j.dendro.2026.126563 Bambusa bambos in Sri Lanka: a native species at the interface of climate resilience and ecological disruption, Madawala,Frontiers in Ecology and EvolutionOpen Accesspdf10.3389/fevo.2026.1862374 Bleaching, mortality and lengthy recovery on the coral reefs of Lord Howe Island. The 2019 marine heatwave suggests an uncertain future for high-latitude ecosystems, Moriarty et al.,PLOS ClimateOpen Accesspdf10.1371/journal.pclm.0000080 Climate Change Reduces Habitat Suitability of the Endemic Iranian Ground-Jay (Podoces pleskei): Spatial Analyses to Guide Conservation Strategies, Yousefi et al.,Ecology and EvolutionOpen Access10.1002/ece3.73637 Climate Warming Will Reduce Boreal Forest Litterfall, but the Response Differs Among Plant Functional Types, Thu et al.,Ecology and EvolutionOpen Access10.1002/ece3.73726 Climate-induced shifts in plant investment strategies regulate ecosystem carbon cycling across alpine grasslands, Althuizen et al.,Journal of EcologyOpen Access10.1111/1365-2745.70364 Competition enables rapid adaptation to a warming range edge in a model plant community, Usui & Angert,Science10.1126/science.ads4664 Deforestation-induced drying lowers Amazon climate threshold, Wunderling et al.,NatureOpen Access10.1038/s41586-026-10456-0 Disease, Drought, and Warming: A Triple Threat to a Declining High-Elevation Amphibian, Kissel et al.,Ecology and EvolutionOpen Access10.1002/ece3.73767 Eco-evolutionary decoupling drives silent ecosystem collapse in the Anthropocene, Mosoh,Frontiers in ClimateOpen Access10.3389/fclim.2026.1765410 Glacial Meltwater Impacts Marine Carbonate Chemistry on Iceland's Continental Shelf, Ljungberg et al.,Journal of Geophysical Research OceansOpen Access10.1029/2025jc023671 Integrating Remote Sensing and Machine Learning to Project Global Habitat Suitability and Productivity of Chinese Fir Under Climate Change, Sun et al.,Ecology and EvolutionOpen Access10.1002/ece3.73757 Modelling the global invasion potential of Pelagia noctiluca under climate change, Nisai et al.,Scientific ReportsOpen Accesspdf10.1038/s41598-026-48886-5 Persistent warm water anomalies before and after marine heatwaves amplify heat exposure and associated risks, Nardi et al.,Communications Earth & EnvironmentOpen Access10.1038/s43247-026-03739-x Reversible Regime Change: Climate-Driven Phytoplankton Community Shifts in the Cariaco Basin, Venezuela, Post et al.,Journal of Geophysical Research BiogeosciencesOpen Access10.1029/2025jg009360 Snow Gum Dieback Enhances Trunk Monoterpene Emissions in the Australian Alps, Contreras?Serrano et al.,Journal of Geophysical Research BiogeosciencesOpen Access10.1029/2025jg009577 Static connectivity models underestimate ecological risk under long-term climate and land-use change, Xu et al.,Communications Earth & EnvironmentOpen Access10.1038/s43247-026-03707-5 The Mussels That Came in From the Cold: Long-Term Effects of the Population Collapse in the 1960s May Explain Low Abundances of Boreal Mussels in the Subarctic Despite the Warming, Marchenko et al.,Ecology and EvolutionOpen Access10.1002/ece3.73763 These Boots Are Made for Walking: Sex-Specific Physiological and Metabolomic Strategies Reflect Male-Skewed Vulnerability to Ocean Warming in a Keystone Amphipod, Fernandes et al.,Global Change BiologyOpen Access10.1111/gcb.70950 Vegetation Growth Responses to Extreme Drought Events During 2001–2016 in Southwest China, Bing et al.,Journal of Geophysical Research Atmospheres10.1029/2025jd045108 Widespread Aquatic Insect Responses to Recent Warming in Swiss Mountain Lakes, Damber et al.,Global Change BiologyOpen Access10.1111/gcb.70957 Most cited from this section, published 2 years ago:Global critical soil moisture thresholds of plant water stress,Nature Communications, 10.1038/s41467-024-49244-7156cites. GHG sources & sinks, flux, related geochemistry A fixed methane filter maximizes freshwater emissions under warming, Harpenslager et al.,Nature Climate ChangeOpen Accesspdf10.1038/s41558-026-02649-2 Annual emissions of carbon from land use, land-use change, and forestry from 1850 to 2020, Houghton & Castanho,Earth system science dataOpen Accesspdf10.5194/essd-15-2025-2023 Anthropogenic Carbon Isotope Signals in North Atlantic Water Masses at 48°N, Bavoux et al.,Geophysical Research LettersOpen Access10.1029/2025gl121339 Assessing recent anthropogenic carbon dioxide and acidification in the Ross Sea, Antarctica, Mo et al.,Marine Environmental Research10.1016/j.marenvres.2026.108125 Canada's Forests Are Shifting From a Recovery-Driven Carbon Sink to a Disturbance-Driven Carbon Source, Curasi et al.,Global Change BiologyOpen Access10.1111/gcb.70958 Carbon emissions and radiative forcings from tundra wildfires in the Yukon–Kuskokwim River Delta, Alaska, Moubarak et al.,BiogeosciencesOpen Accesspdf10.5194/bg-20-1537-2023 Climate-induced shifts in plant investment strategies regulate ecosystem carbon cycling across alpine grasslands, Althuizen et al.,Journal of EcologyOpen Access10.1111/1365-2745.70364 Contrasting carbon cycling in the benthic food webs between a river-fed, high-energy canyon and an upper continental slope, Tung et al.,BiogeosciencesOpen Accesspdf10.5194/bg-21-1729-2024 FluxCANS: A Field Campaign on Carbon, Nitrogen, and Sulfur Fluxes over a Lake–Wetland in the North China Plain, Li et al.,Bulletin of the American Meteorological Society10.1175/bams-d-25-0330.1 Integrated perspective on ocean carbon cycle: Untangling facts, fluxes, and fictions, Resplandy et al.,Science AdvancesOpen Access10.1126/sciadv.aed2480 Monitoring urban carbon dioxide emissions from the atmosphere: insights from vertical tower observations in Beijing, China, Liu et al.,Atmospheric Environment10.1016/j.atmosenv.2026.122166 Natural forest expansion is a larger carbon sink than secondary forests in moist tropics, ZHANG et al.,Nature Geoscience10.1038/s41561-026-01984-5 Nitrogen limitation amplifies future warming by weakening terrestrial carbon cycle feedbacks and sink capacity, Tang et al.,Communications Earth & EnvironmentOpen Accesspdf10.1038/s43247-026-03736-0 Rapid artificial intelligence deployment increases near-term pressure on global carbon budgets, Charabi,Communications Earth & EnvironmentOpen Accesspdf10.1038/s43247-026-03746-y Reply to: The size of tropical vegetation gross primary production, Lai et al.,Nature10.1038/s41586-026-10561-0 Sedimentary insights into organic matter alteration in Arctic Alaska's saline permafrost, Seemann et al.,BiogeosciencesOpen Accesspdf10.5194/bg-23-3675-2026 The Importance of Scale in the Future of Mangrove Blue Carbon Under Sea-Level Rise, Iwantoro et al.,Earth s FutureOpen Access10.1029/2025ef006984 Wood Decomposition in European Rivers Increases With Temperature but Decreases With Human Population Density, Jonsson et al.,Ecology and EvolutionOpen Access10.1002/ece3.73821 Most cited from this section, published 2 years ago:The Growth and Carbon Sink of Tundra Peat Patches in Arctic Alaska,Journal of Geophysical Research Biogeosciences, 10.1029/2023jg00789019cites. CO2 capture, sequestration science & engineering Accelerating weathering, lessons from a century of soil rejuvenation, Minasny & Dupla,Frontiers in ClimateOpen Accesspdf10.3389/fclim.2026.1824420 Analysing policy signals from the US, EU and UN regulations for the deployment of marine carbon dioxide removal, Seralta et al.,Climate Policy10.1080/14693062.2026.2678303 Early engagement with First Nations in British Columbia, Canada: a case study for assessing the feasibility of geological carbon storage, Steinthorsdottir et al.,Geoscience CommunicationOpen Accesspdf10.5194/gc-8-151-2025 Most cited from this section, published 2 years ago:Graphene membranes with pyridinic nitrogen at pore edges for high-performance CO2 capture,Nature Energy, 10.1038/s41560-024-01556-068cites. Decarbonization Aquavoltaics knowledge gaps undercut benefits, Liu et al.,Science10.1126/science.aeh2751 Climate (im)mobility justice under transboundary hydropower: evidence from Northeast Thailand, Steiner et al.,FigshareOpen Access10.6084/m9.figshare.32609872.v1 Dynamic and probabilistic material flow analysis for circular economy strategies in the photovoltaic sector, Jorio et al.,Environment Development and SustainabilityOpen Accesspdf10.1007/s10668-026-07730-6 From climate goals to energy security: Mapping Europe's biomethane implementation gap, with Greece as a case in point, Giannakis et al.,Energy Research & Social ScienceOpen Access10.1016/j.erss.2026.104799 UK Government support for nuclear power compared with that of tidal lagoons, Allsopp,Energy PolicyOpen Access10.1016/j.enpol.2026.115400 Most cited from this section, published 2 years ago:Skillful seasonal prediction of wind energy resources in the contiguous United States,Communications Earth & Environment, 10.1038/s43247-024-01457-w18cites. Geoengineering climate Sulfur Exposure for Airplane Passengers From Stratospheric Aerosol Injection, Robock et al.,Geophysical Research LettersOpen Accesspdf10.1029/2026gl122804 The deployment length of solar radiation modification: an interplay of mitigation, net-negative emissions and climate uncertainty, Baur et al.,Earth System DynamicsOpen Accesspdf10.5194/esd-14-367-2023 Most cited from this section, published 2 years ago:Investigating the effect of silicate- and calcium-based ocean alkalinity enhancement on diatom silicification,Biogeosciences, 10.5194/bg-21-2777-202432cites. Black carbon China's Contribution to Arctic Black Carbon Declined From 2009 to 2022, Deng et al.,Earth s FutureOpen Access10.1029/2025ef007441 Aerosols Most cited from this section, published 2 years ago:Aerosol?Cloud Interactions From Aviation Soot Emissions,Journal of Geophysical Research Atmospheres, 10.1029/2023jd0402774cites. Climate change communications & cognition Comparing households’ perception of flood hazard with historical climate and hydrological data in the Lower Mono River catchment (West Africa), Benin and Togo, Dossoumou et al.,PLOS ClimateOpen Accesspdf10.1371/journal.pclm.0000123 Coping with the climate crisis: Text-derived coping profiles reveal a tension between burden, engagement, and mental well-being in four countries, Zauner et al.,Journal of Environmental Psychology10.1016/j.jenvp.2026.103102 Do low-income groups respond more positively to “climate justice” than to other terms from the public discourse about climate change and sustainability? Evidence from a survey-based wording experiment with a representative Los Angeles County sample, Blyler et al.,PLOS ClimateOpen Access10.1371/journal.pclm.0000905 Environmental and climate news in the eyes of parents as audiences: disconnection, uncertainty and anxiety in evaluating news about environmental change, Roberts et al.,Environmental Sociology10.1080/23251042.2026.2684455 Hello world! An interdisciplinary climate modelling course, Proske & Staab,Geoscience CommunicationOpen Accesspdf10.5194/gc-9-239-2026 The impact of green space perception, trust in scientists and climate anxiety in predicting the perception of air pollution health effects, Monge et al.,PLOS ClimateOpen Access10.1371/journal.pclm.0000683 Most cited from this section, published 2 years ago:From Denial to the Culture Wars: A Study of Climate Misinformation on YouTube,Environmental Communication, 10.1080/17524032.2024.236386131cites. Agronomy, animal husbundry, food production & climate change Beyond temperature: Why climate adaptation in agriculture needs a systems approach, Basso,Proceedings of the National Academy of SciencesOpen Access10.1073/pnas.2614201123 Climate Change, Animal Agriculture, and Ethics, Donoso & Mittiga,Wiley Interdisciplinary Reviews Climate ChangeOpen Access10.1002/wcc.70047 Editorial: Regenerative agriculture for soil health, greenhouse gas mitigation, and climate action, Lenka et al.,Frontiers in Environmental ScienceOpen Accesspdf10.3389/fenvs.2026.1872013 Impact of climate change on plantation crops with special reference to tea (Camellia sinensis (L.) O. Kuntze) in India, Babu et al.,Frontiers in ClimateOpen Accesspdf10.3389/fclim.2026.1829924 Impacts of climate change on the phenology and distribution range of Castanea sativa (Mill.) varieties in the Cévennes mountainous region, Southern France, Ponsa et al.,Regional Environmental ChangeOpen Accesspdf10.1007/s10113-026-02605-y Investigating Methane Emissions From Cattle Facilities in Northeastern Colorado, Steinmann et al.,Journal of Geophysical Research Atmospheres10.1029/2025jd046146 Low hanging fruit: climate change and tobacco endgame measures, Bostic et al.,Frontiers in Environmental ScienceOpen Accesspdf10.3389/fenvs.2026.1606133 Multidimensional assessment of farmers’ climate resilience in the lower Gangetic Region of India, Biswas et al.,Discover SustainabilityOpen Access10.1007/s43621-026-03679-8 Pollinator Dependency and Regional Climate Affect Crop Yield Development Under Climate Change, Prucker et al.,Ecology and EvolutionOpen Access10.1002/ece3.73751 Regenerative agriculture for soil health, greenhouse gas mitigation, and climate action, Lenka et al.,Frontiers in Environmental ScienceOpen Accesspdf10.3389/fenvs.2026.1872013 Shifting hail hazard under global warming and effects on crop hail risk, Raupach et al.,Nature Climate ChangeOpen Access10.1038/s41558-026-02660-7 Most cited from this section, published 2 years ago:Deforestation and climate risk hotspots in the global cocoa value chain,Environmental Science & Policy, 10.1016/j.envsci.2024.10379617cites. Hydrology, hydrometeorology & climate change Climatology and Trends of Sub-Daily Precipitation Extremes in Croatia, Star?evi? et al.,International Journal of ClimatologyOpen Access10.1002/joc.70463 Flood Hazard in Aotearoa New Zealand Under Current and Future Climates, Harang et al.,Geoscience Data JournalOpen Access10.1002/gdj3.70083 Hydrological transition from natural locking to artificial locking in the Indus River Basin (IRB) under warming climate, Jeelani et al.,Current Opinion in Environmental Sustainability10.1016/j.cosust.2026.101666 The Fate of Western Headwaters: Climate Controls on Base-Flow Decline, Mroczek et al.,Earth s FutureOpen Access10.1029/2025ef007971 The Growing Threat of Flooding on Transportation Infrastructure Across Texas Through 2100, Ahasan et al.,Earth s FutureOpen Access10.1029/2026ef008207 The Shrinking Caspian Sea: Eco-Hydrological Responses to Human and Climate Pressures, Duku et al.,Earth s FutureOpen Access10.1029/2025ef008028 Trends in Subdaily to Daily Rainfall in Florida, 1990–2022, Haider et al.,Journal of Hydrometeorology10.1175/jhm-d-25-0112.1 Warming Drives Streamflow Reductions and Intensifies Hydrologic Whiplash, Threatening California's Water Supply, Graves et al.,Earth s FutureOpen Access10.1029/2025ef006985 Most cited from this section, published 2 years ago:Anthropogenic Intensification of Cool?Season Precipitation Is Not Yet Detectable Across the Western United States,Journal of Geophysical Research Atmospheres, 10.1029/2023jd04053712cites. Climate change economics Early signs that the EU carbon border adjustment mechanism is reshaping EU–India steel trade, Vriz et al.,Nature Climate ChangeOpen Accesspdf10.1038/s41558-026-02607-y Operationalizing publicly managed decline: Public asset acquisition in the Powder River Basin, Wyoming, Mijin & Grubert,Energy Research & Social Science10.1016/j.erss.2026.104772 Operationalizing the loss and damage fund: a case for equity and justice in India's climate response, Lama et al.,Climate and Development10.1080/17565529.2026.2674796 Most cited from this section, published 2 years ago:Greening to shield: The impacts of extreme rainfall on economic activity in Latin American cities,Global Environmental Change, 10.1016/j.gloenvcha.2024.1028575cites. Climate change mitigation public policy research Forecasting Ireland's retrofit trajectory: Overcoming policy gaps to meet climate action goals, Essien-Thompson et al.,Energy PolicyOpen Access10.1016/j.enpol.2026.115135 Fossil lock-in, resource dependence, and energy transition policy in the Global South, Bigerna et al.,Energy PolicyOpen Access10.1016/j.enpol.2026.115281 Leveraging agency for climate change mitigation, Kukowski et al.,Nature Climate Change10.1038/s41558-026-02644-7 Rethinking energy transition strategies for the European Union amid rising energy prices, Meng et al.,Proceedings of the National Academy of SciencesOpen Access10.1073/pnas.2609606123 Most cited from this section, published 2 years ago:The transition towards solar energy storage: a multi-level perspective,Energy Policy, 10.1016/j.enpol.2024.11420927cites. Climate change adaptation & adaptation public policy research African cities apply new planning tool to guide urban NbS action for climate resilience: insights from Addis Ababa and Kigali, Beyer et al.,Environmental Research Infrastructure and SustainabilityOpen Access10.1088/2634-4505/ae6acd Brief communication: Sea-level projections, adaptation planning, and actionable science, Lipscomb et al.,cryosphereOpen Accesspdf10.5194/tc-19-793-2025 Building resilient Arctic futures through Indigenous Knowledge and self-determination, Vural & Hall,PLOS ClimateOpen Access10.1371/journal.pclm.0000943 Climate change at the margins of the megacity: informal settlements’ adaptation infrastructures, Castro,Climate and DevelopmentOpen Access10.1080/17565529.2026.2679005 Exploring the Role of Strategic Place-Based Risk Assessment as a Framework to Support System-Based Climate Adaptation Planning, Jenkins et al.,Earth s FutureOpen Access10.1029/2025ef007417 Informing adaptation strategy through mapping the dynamics linking climate change, health, and other human systems: Case studies from Georgia, Lebanon, Mozambique and Costa Rica, Loffreda et al.,PLOS ClimateOpen Accesspdf10.1371/journal.pclm.0000184 Norms and climate change adaptation behaviour: a systematic literature review using TCCM framework and future research agenda, Vinchurkar & Gaurav,Climate and Development10.1080/17565529.2026.2674797 Relevant climatic impact-drivers for port functionality in a changing climate – an evaluation based on German seaports, Lankenau et al.,Climate Risk ManagementOpen Access10.1016/j.crm.2026.100832 Translating community perceptions and concerns into planning: climate change adaptation in Hooper Bay, Alaska, Molina et al.,Regional Environmental Change10.1007/s10113-026-02612-z Most cited from this section, published 2 years ago:Navigating tensions in climate change-related planned relocation,AMBIO, 10.1007/s13280-024-02035-220cites. Climate change impacts on human health Climate change, inequality, and childhood stunting in African countries, Pradhan et al.,Proceedings of the National Academy of SciencesOpen Access10.1073/pnas.2518179123 Emergence of Uncompensable Heat Stress During Monsoon Season in India, Chuphal et al.,AGU AdvancesOpen Access10.1029/2025av001945 Emergency Department Presentations During Dry and Humid Heatwaves: A Case-Crossover Study in the Northern Territory, Australia, Boyd et al.,GeoHealthOpen Accesspdf10.1029/2025gh001562 Evaluating the potential for heat warning systems to account for intra-urban variability, Ludwig et al.,PLOS ClimateOpen Access10.1371/journal.pclm.0000941 Global, regional, and national trends in disease burden attributable to high temperature exposure in adults aged 65 years and older from 1990 to 2021, Zhu et al.,Frontiers in ClimateOpen Accesspdf10.3389/fclim.2026.1811293 Governing climate change adaptation in urban Tanzania: health system capacity gaps and implications for resilience, Mushi et al.,Frontiers in ClimateOpen Access10.3389/fclim.2026.1801864 Heat, Humidity, and Adverse Birth Outcomes: Quantification of Projected Risks in the Contiguous United States, Sheahan et al.,GeoHealthOpen Access10.1029/2025gh001643 Most cited from this section, published 2 years ago:Climate changes and food-borne pathogens: the impact on human health and mitigation strategy,Climatic Change, 10.1007/s10584-024-03748-974cites. Climate change & geopolitics Analysing policy signals from the US, EU and UN regulations for the deployment of marine carbon dioxide removal, Seralta et al.,Climate Policy10.1080/14693062.2026.2678303 Other Cloud-Radiative Feedback Intensified Yunnan's Record-Breaking 2023 Spring Drought-Heatwave, Zhou et al.,Journal of Geophysical Research Atmospheres10.1029/2025jd046196 Peatland fire ecology and management in Malaysia: hydrological controls, empirical insights and pathways to climate resilience, Nawang et al.,Fire EcologyOpen Access10.1186/s42408-026-00505-4 Informed opinion, nudges & major initiatives Opinion: The Scientific and Community-Building Roles of the Geoengineering Model Intercomparison Project (GeoMIP) - Past, Present, and Future, Visioni et al.,Atmospheric chemistry and physicsOpen Accesspdf10.5194/acp-23-5149-2023 White House defangs NSF watchdog unit, Mervis,Science10.1126/science.aej3864 Most cited from this section, published 2 years ago:The climate benefits from cement carbonation are being overestimated,Nature Communications, 10.1038/s41467-024-48965-z77cites. The Demand Stack: An Assessment of the Benefits,Hledik et al.,Uplight Americans Oppose AI Data Centers in Their Area,Jeffrey Jones,Gallup The Environmental Cost of Artificial Intelligence: Carbon, Water, and Land Footprints,Aczel et al.,United Nations University Advancing Industrial Electrification in Pennsylvania,Quinn et al.,The 2035 Initiative, University of California, Santa Barbara Global Justice Report,Aggarwal et al.,World Inequality Lab Temperature Check 2025–26,The Center for Climate Journalism and Communication,University of Southern California The New Geopolitics of LNG: Asia’s Energy Security in a Divided World,Andrews-Speed et al.,The National Bureau of Asian Research Drivers of supply and demand of terrestrial animal source food,Tak et al.,Food and Agriculture Organization of the United Nations Clean industry rising: the foundation of resilient value chains,Mission Possible Partnership China Carbon Neutrality Tracker 2025 Annual Report Green and Low-Carbon Transition in China's Provincial Level Regions: A Decade in Review,Li et al.,Institute for Global Decarbonization Progress Gas share in global power mix has declined for a fifth consecutive year,Malgorzata Wiatros-Motyka,Ember Climate Change in the American Mind: Politics & Policy, Spring 2026,Leiserowitz et al.,Yale University and George Mason University The Intersection of Data Center Development, Water Availability, and Environmental Justice In California,Stewart-Frey et al.,NEXT 10 Banking on Climate Crisis. Fossil Fuel Finance Report 2026,Lusiani et al.,Banking on Climate Chaos Coalition SLCP Impact Report: A decade of driving decent working conditions,The Social and Labor Convergence Program Clickherefor the why and how of Skeptical ScienceNew Research. Please let us know if you're aware of an article you think may be of interest for Skeptical Science research news, or if we've missed something that may be important. Send your input to Skeptical Science via ourcontact form. The previous edition ofSkeptical Science New Researchmay be foundhere. 00 Printable Version|Link to this page There have been no comments posted yet. You need to be logged in to post a comment. Login via the left margin or if you're new,register here. The Consensus Project Website THE ESCALATOR(free to republish)

This 2016 Porsche 911 R is #538 of 991 examples manufactured during a single model year, and it was purchased in 2019 by the seller, who has added approximately 152 of its 291 indicated miles. It is finished in white with red stripes over Tarpan Brown leather and Pepita houndstooth cloth and is powered by a 4.0-liter flat-six linked with a six-speed manual transaxle and a limited-slip differential. Equipment includes the Sport Chrono Package, 20″ center-lock alloy wheels, carbon-ceramic brakes with yellow calipers, a front-axle lift system, LED headlights with PDLS, a speed-activated rear spoiler, carbon-fiber full bucket seats, and a Bose sound system. This 991 911 R is now offered in New Jersey with a window sticker, the owner’s manual, service records, an accident-free Carfax report, and a clean Montana title in the name of the seller’s LLC. The 911 R was a limited-production variant developed in the spirit of the 1967 homologation special of the same name. Styling was based on that of the contemporary 911 GT3, with construction elements borrowed from the GT3 RS including a magnesium roof panel and a carbon-fiber hood. The model also featured a carbon-fiber deck lid and front fenders, a model-specific front lip and rear underbody splitter, a retractable spoiler, and an aluminum grille. This example is finished in white with red stripes and black side graphics with red Porsche script, and additional details include LED headlights with PDLS, clear taillights, fog lights, and a speed-activated rear spoiler. Paint protection film has been applied to the front end. The 20″ alloy wheels feature center-locking hubs and are mounted with Michelin tires. Adjustable suspension underpinnings and rear-axle steering were shared with the contemporary GT3, though specially tuned for the 911 R. Stopping power is provided by yellow six- and four-piston monobloc calipers over ceramic-composite rotors at each corner. The optional front-axle lift raises the car on command to help prevent scraping. The carbon-fiber full bucket seats are upholstered in Tarpan Brown leather with Pepita houndstooth cloth inserts, “911 R” embroidery on the headrests, and contrasting stitching that extends to the center armrest, shift boot, and door panels. Carbon-fiber trim accents the cabin, and additional appointments include the Light Design Package, Voice Control, air conditioning, a Bose sound system, cruise control, and PCM infotainment with navigation. A plaque on the dashboard denotes the car as #538 of 991 examples produced for the model year. The leather-wrapped steering wheel frames a 225-mph speedometer and a 10k-rpm tachometer as well as gauges for oil temperature, oil pressure, coolant temperature, and fuel level. The optional Sport Chrono Package added a stopwatch atop the dashboard. The digital odometer indicates 291 miles, approximately 152 of which were added under current ownership. The naturally aspirated 4.0-liter flat-six was shared with the contemporary GT3 RS and was factory rated at 500 horsepower and 339 lb-ft of torque. Power is sent to the rear wheels through a six-speed manual transaxle and a limited-slip differential with Porsche Torque Vectoring. The car is equipped with a single-mass flywheel and a reinforced clutch. The window sticker shows initial delivery to Porsche of South Shore in Freeport, New York, along with factory colors, equipment, options, and a total price of $208,520. The Carfax report lists at least one open recall. The winning bid does not include shipping. It is the buyer's responsibility to arrange the details of any shipping or delivery, and to pay any taxes, duties, or charges associated with shipping or delivery.View our third-party shipper recommendations. We need to confirm your billing address in order to appropriately charge fees and taxes should you win an auction. Please provide your billing address below. Congratulations! You're the high bidder. Your bid has been posted in the comment flow on the listing, and you can see other bids there as they happen. Good luck! Please confirm if the following details are aligned with your current contact information. If not, pleaseupdate your profile. Bidding will advance immediately to $. The BaT Service Fee is 5% of the bid, with a minimum of $250 up to a maximum of $7,500.VAT on Service Fee is charged in USD If you win the auction, your card will be charged for the service fee and you pay the seller directly for the vehicle. If you don't win, your existing pre-authorization will be released. When you bid we pre-authorize your credit card for the service fee(this helps prevent fraud). If you win the auction, your card will be charged for the service fee and you pay the seller directly for the vehicle. If you don't win, the pre-authorization will be released. *Exchange Rates You are bidding for this item in USD. This means, if you have the winning bid, you will need to make your payment to the seller in USD. It is your responsibility to check the conversion rate, and you should also note that exchange rates may fluctuate between now and the due date of your payment after the end of the auction. Taxation If you are the highest bidder, you will also need to pay the seller any applicable taxes/VAT. Your bid may not be inclusive of these amounts. Relevant details are included in the listing, so please ensure you have read and understood this information before placing your bid. Note that, if you will need to import the vehicle to your country, you may be responsible for import-related taxes. For more info,read about our auctionsoremail uswith any questions. By clicking on “Place a Bid” below, I acknowledge that theright to cancelservice will not apply once the bid has been placed, as the service will be provided immediately and agree to Bring a Trailer’sTerms of Use. 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Livorno – Saga Welco cambia assetto e diventa interamente giapponese. Entro i primi giorni di luglio diventerà ufficiale l’acquisizione del 100% delle quote da parte del colosso nipponico Nyk. L’operazione mette fine alla precedente joint venture paritetica: la società, prima controllata al 50% dai norvegesi di Westfall Larsen e al 50% da Saga Ship Holding (realtà quest’ultima già in mano a Nyk), passa così sotto l’unico controllo del gruppo di Tokyo. SHIPPING ITALY ne ha parlato con il general manager Mauro Tosi degli sviluppi che questa decisione porterà alla compagnia a livello nazionale e globale. Mauro Tosi, quali valutazioni di strategia e di governance hanno portato al superamento della formula societaria paritetica al 50% con Westfall Larsen? “Gestire una società divisa equamente al 50% comporta una complessità notevole, soprattutto quando si tratta di trovare un accordo sulle strategie di lungo termine. Nell’ultimo periodo sono emerse priorità differenti tra i due soci: da un lato la parte norvegese di Westfall Larsen, concentrata su un importante ricambio generazionale tipico delle storiche aziende familiari, e dall’altro il gruppo giapponese Nyk, intenzionato a spingere su una decisa politica di investimenti e sviluppo globale. Per garantire una linea strategica univoca e immediata, Nyk ha scelto di rilevare interamente la quota dei partner, comprese le loro 16 navi di proprietà, così da poter guidare i futuri investimenti in totale autonomia. L’operazione è nota da marzo ma l’ufficialità, legata alle autorizzazioni antitrust in cinque continenti, è attesa tra la fine di giugno e i primi giorni di luglio, con il pagamento della prima tranche per il riscatto delle unità.” Questo passaggio sotto il controllo esclusivo di un grande gruppo globale quali cambiamenti determinerà a livello operativo e di brand? “Finora abbiamo gestito una flotta specializzata di 48 navi con 120 dipendenti. Entrando pienamente nel network di Nyk passiamo a un gruppo che controlla complessivamente 883 navi – tra portacontainer, navi da crociera, navi cisterna e unità breakbulk – e conta oltre 35.000 dipendenti. Per noi significa poter contare su spalle molto più larghe e su una flessibilità operativa inedita: le navi breakbulk di Nyk potranno supportare i nostri traffici e viceversa, creando sinergie importanti. Al momento l’assetto futuro del brand è oggetto di attente valutazioni interne a Tokyo e vige riservatezza. Entrando pienamente nel network di un colosso globale, è comunque naturale attendersi una progressiva integrazione della flotta sotto le insegne della capogruppo. Nelle prossime settimane capiremo se e come i marchi verranno declinati all’interno della nuova livrea, o se la flotta assumerà direttamente l’identità visiva globale di Nyk.” Quali fattori macroeconomici stanno sostenendo il mercato della cellulosa e come si stanno ridisegnando le vostre rotte commerciali? “La spinta principale è arrivata nel post-Covid, con un incremento strutturale nei consumi globali di prodotti tissue e carte monouso. Questo ha spinto i grandi produttori sudamericani, in particolare in Brasile e Uruguay, ad aumentare la capacità produttiva con nuovi impianti industriali. Dal punto di vista geografico, oltre ai mercati storici del Mediterraneo come Spagna, Francia e Italia, assistiamo a un’espansione importante verso la Turchia – dove oggi tocchiamo tre porti grazie al contratto logistico siglato con il produttore Upm in Uruguay – e verso l’India, con navi dirette a Mumbai, Kandla e Haldia. Anche l’area del Golfo Arabico esprime una domanda alta, sebbene l’attuale chiusura dello stretto di Hormuz per via delle tensioni geopolitiche ci costringa a sbarcare le merci ad Aqaba o Jeddah, per poi farle proseguire via terra verso Dubai e Abu Dhabi.” Le tensioni internazionali influenzano direttamente anche le scelte sui cantieri per il rinnovo della flotta. Come vi state orientando? “La nostra flotta attuale ha diverse unità che sfiorano i 30 anni, che è il limite massimo di operatività per questo tipo di navigazione, e Nyk ha intenzione di procedere con nuove costruzioni. Storicamente le nostre navi sono sempre state costruite nei cantieri giapponesi e questa impostazione viene mantenuta. Guardare ad altri mercati, come la Cina, oggi comporta inoltre rischi commerciali: i dazi statunitensi impongono a qualunque nave costruita in un cantiere cinese il pagamento di una tassa di un milione di dollari ogni singola volta che effettua un accosto in un porto degli Stati Uniti. Per una compagnia che opera su scala globale toccando tutti i continenti, l’opzione cinese diventa strutturalmente antieconomica.” Le vostre navi impiegano sistemi di caricamento molto distanti da quelli delle rinfusiere convenzionali. Quali vantaggi operativi derivano da questa specializzazione? “La specificità della flotta è il nostro marchio di fabbrica: siamo l’unica compagnia al mondo a operare interamente con navi dotate di cariponte anziché di gru convenzionali a braccio. Si tratta di un investimento finanziario radicalmente diverso: installare quattro gru convenzionali costa circa 2 milioni di dollari l’una, per un totale di 8 milioni, contro i 20 milioni richiesti per l’allestimento con i nostri cariponte. Il ritorno in termini di qualità del servizio è però evidente: la cellulosa viaggia in balle unitizzate; i cariponte sono strutture squadrate dotate di un tetto retrattile incorporato: quando aprono i bracci per sbarcare la merce direttamente sul mezzo sottobordo, l’intero raggio d’azione rimane coperto. Questo ci permette di continuare a lavorare a pieno ritmo anche sotto la pioggia battente, proteggendo la merce dall’umidità e velocizzando i tempi di sosta della nave.” Sul fronte della sostenibilità ambientale e della riduzione delle emissioni, quali sono i piani del gruppo? “La nostra capogruppo Nyk è stata un pioniere, avendo già convertito gran parte della propria flotta per l’utilizzo del Gnl. Sul mercato si stanno affacciando soluzioni alternative, come i motori ad ammoniaca scelti da alcuni concorrenti, anche se questa tecnologia desta ancora qualche riserva legata alla sicurezza intrinseca del combustibile. Nello stesso tempo, guardiamo con interesse ai progetti di cold ironing promossi dai porti. Quando le navi sono ormeggiate hanno la necessità di tenere i generatori di bordo accesi per garantire l’energia elettrica necessaria ai servizi e ai cariponte e poter collegare la nave direttamente alla rete di terra permetterà in futuro di spegnere i motori termici durante le operazioni commerciali, azzerando l’impatto acustico e atmosferico a ridosso delle aree urbane.” Come si articola la presenza di Saga Welco sul mercato italiano e quali sono i punti di forza e le criticità dello scalo di Livorno? “In Italia il nostro network tocca regolarmente i porti di Napoli, Monfalcone e, saltuariamente, Savona, ma Livorno rimane l’hub di riferimento per i prodotti forestali: lo scalo movimenta circa 700.000 tonnellate di cellulosa all’anno e noi ne gestiamo circa 500.000, lavorando in piena sinergia sulle banchine dell’Alto Fondale con la Cilp, del Molo Italia Sud con il terminalista MarterNeri e, quando disponibili, del Molo Italia Nord. Comunque, le criticità infrastrutturali non mancano, a partire dai pescaggi. I nuovi standard del gigantismo navale vedono l’introduzione di navi da 80.000 tonnellate di portata, ma Livorno offre attualmente un pescaggio massimo di 12 metri. Questo spesso ci costringe a effettuare scali di alleggerimento a Tarragona, in Spagna, che dispone di 15 metri di fondale, per sbarcare parte del carico prima di poter entrare nello scalo toscano. Un altro problema è di natura logistica e si lega ai modelli di approvvigionamento ‘just-in-time’ adottati da molti ricevitori della merce, in particolare nel distretto cartario della Lucchesia. La tendenza strutturale a ridurre al minimo gli stock all’interno degli stabilimenti finisce per scaricare la pressione sui magazzini di temporanea custodia del porto, che si trovano a fare da polmone di stoccaggio per le materie prime in attesa del consumo. Questo inevitabilmente condiziona il ritmo di rotazione delle merci in banchina e richiede uno sforzo di coordinamento straordinario tra terminalisti e autotrasporto.” In merito ai progetti infrastrutturali in discussione a Livorno, dal potenziamento ferroviario alla Darsena Europa, qual è la sua valutazione? “Il fattore ferroviario è vitale: con l’aumento dei costi dei carburanti, il trasporto esclusivo su gomma è diventato economicamente pesante per le aziende. Un collegamento ferroviario efficiente fluidificherebbe l’intero sistema. Guardiamo con interesse anche al progetto della Darsena Europa: se il traffico dei container si sposterà nella nuova infrastruttura a mare, la Darsena Toscana si libererà e potrà essere interamente ridestinata alle merci varie e ai prodotti breakbulk, dando allo scalo un polmone di spazi eccezionale. Tuttavia, sento parlare di questa opera da così tanto tempo che ormai mi vedo più vicino alla pensione che a vederla completata. L’auspicio è che l’intero iter proceda finalmente spedito verso decisioni concrete, anche perché lo scenario italiano si sta muovendo velocemente: basti guardare a come il fondo Fhp (F2i Holding Portuale) stia concentrando asset e terminal a Monfalcone, Porto Marghera, Marina di Carrara e nello stesso scalo di Livorno.” Per concludere, il mercato della cellulosa vede una forte spinta da parte di competitor asiatici e scandinavi. Qual è la strategia commerciale per difendere il vostro posizionamento? “La concorrenza muove investimenti importanti: il nostro principale competitor globale, la cinese Cosco Shipping, ha ordinato 76 nuove navi per questo segmento, mentre l’altro grande player, G2 Ocean (controllata per l’80% da Mitsui attraverso la divisione Gear Bulk), ha già ampliato la flotta e ordinato altre sei unità. Poiché i grandi produttori mondiali di cellulosa sono un gruppo ristretto e consolidato – parliamo di player come Eldorado, Cenibra, Upm, Stora Enso, Arauco e Cmpc – i contratti di trasporto vengono periodicamente rinegoziati. L’unico modo per difendere i volumi è garantire navi moderne, massima affidabilità del servizio e tariffe competitive. Certamente un colosso come Cosco gioca un’altra partita: ha alle spalle lo Stato cinese, e questo gli garantisce una forza finanziaria e una resistenza ai rischi che un operatore privato semplicemente non ha. Con il supporto strategico e i numeri della flotta del gruppo Nyk, l’obiettivo è proprio quello di incrementare la nostra capacità di competere sul mercato globale.” 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