Porti & ambiente — le notizie raccolte

The European Commission's draft revision of the Emissions Trading System would keep free allowances flowing to industries that invest locally, backed by a €30 billion booster fund. Share The European Commission is dangling a carrot in front of its most carbon-intensive industries: keep your factories in Europe, invest in cleaning them up, and we’ll keep handing you free emissions permits. That’s the core trade-off in a draft revision of the EU Emissions Trading System that surfaced in an internal document on June 10. The formal proposal is expected on July 15, and it signals a notable shift in how Brussels balances climate ambition with industrial competitiveness. The EU ETS is essentially a cap-and-trade system. Companies get a fixed number of permits to emit carbon dioxide. If they emit less, they can sell the extras. If they emit more, they have to buy permits on the market. Over time, the total cap shrinks, making pollution progressively more expensive. Free allowances have always been the system’s pressure-release valve. Energy-intensive industries, think steelmakers, cement producers, and chemical plants, receive a portion of their permits for free to prevent them from simply packing up and moving to countries where carbon costs nothing. This phenomenon is known as “carbon leakage,” and it’s been the bogeyman of European climate policy for over a decade. The draft revision would extend and restructure these free allocations, but with a new condition: they’d be tied to local investment commitments. Companies that channel capital into decarbonization projects within the EU would maintain access to free permits. Those that don’t would presumably face the full cost of their emissions on the open market. The proposal also includes updated benchmarks for free allocations covering the 2026-2030 period, ensuring the system reflects current best practices in emissions reduction rather than outdated industrial standards. National governments would face new obligations too. Under the revised framework, member states would need to direct a larger share of their ETS auction revenues toward decarbonizing their domestic industries. Perhaps the most eye-catching element of the draft is the ETS Investment Booster fund, a €30 billion war chest financed through the sale of 400 million emissions allowances. The fund is designed to channel capital into clean technology investments across the bloc. The fund sits alongside the EU’s existing Innovation Fund and Modernisation Fund, both of which are financed by ETS revenues. The proposal also targets price volatility in the carbon market itself. A redesign of the Market Stability Reserve, the mechanism that adjusts the supply of allowances to stabilize prices, is part of the package. Beyond the investment incentives, the revision would broaden the ETS’s coverage. Emissions from international flights would be brought under the system’s umbrella. The ETS started in 2005 covering power plants and heavy industry. It now touches shipping, buildings, and road transport. The investment implications cut across several sectors. Companies in renewable energy, green hydrogen, carbon capture, and industrial electrification stand to benefit from the €30 billion booster fund and the broader incentive structure. For carbon market participants specifically, the Market Stability Reserve redesign is the variable to watch. A more stable carbon price could compress the volatility premium that traders currently extract from the market, but it would also make long-dated carbon futures a more predictable asset class. The EU’s Carbon Border Adjustment Mechanism, which imposes carbon costs on imports, is already being phased in. Combined with extended free allowances for domestic producers who invest locally, the effect is a one-two punch: imports get more expensive while domestic production gets subsidized. The risk, as always, is execution. Tying free allowances to investment commitments creates a compliance and monitoring burden that the Commission has struggled with in past iterations of the ETS. The July 15 formal proposal will reveal which direction Brussels leans, and the details will matter far more than the headline numbers.

The celebration in Turku, Finland, marked the official handover of the ship to the vacation brand ahead of a July 2026 European debut MIAMI,June 10, 2026/PRNewswire/ -- Royal Caribbean has officially welcomedLegend of the Seasto the family, continuing the evolution of the Icon Class lineup designed to deliver the best family vacation experiences. After nearly two years of construction at theMeyer Turku shipyard in Turku, Finland, the third Icon Class ship is now ready to make its July 2026 European debut. To mark the milestone, more than 1,200 crew members and partners came together for a legendary ceremony led by Royal Caribbean Group Chairman and CEO Jason Liberty, Royal Caribbean President and CEO Michael Bayley, and Meyer Turku CEO Casimir Lindholm. During the celebration, the team recognized the hard work of thousands of engineers, designers, architects and crew members who broughtLegendto life and marked the transfer of ownership between Royal Caribbean and Meyer Turku. To mark the milestone, more than 1,200 crew members and partners came together for a legendary ceremony led by Royal Caribbean Group Chairman and CEO Jason Liberty, Royal Caribbean President and CEO Michael Bayley, and Meyer Turku CEO Casimir Lindholm. During the celebration, the team recognized the hard work of thousands of engineers, designers, architects and crew members who broughtLegendto life and marked the transfer of ownership between Royal Caribbean and Meyer Turku. "Today's delivery ofLegend of the Seasmarks another important milestone in our ambition to continuously redefine the vacation experience," said Jason Liberty, chairman and CEO, Royal Caribbean Group. "This new ship reflects the strength of the vacation ecosystem we are building – combining industry-leading ships, innovative technology, and exceptional experiences for our guests. It is an achievement only possible through the extraordinary partnership and expertise of Meyer Turku and the thousands of talented people whose creativity and commitment continue to help us design the future of vacations." The delivery is part of the company's long-term framework agreement with Meyer Turku, securing the Group's access to shipbuilding capacity through 2036, including the order of Icon 5 to be delivered in 2028, as well as the sixth and seventh Icon Class ships in 2029 and 2030, respectively. Soon,Legendwill journey from Turku to Cadiz, Spain, where Royal Caribbean will add finishing touches before vacationers set sail on7-night Western Mediterranean adventuresfromBarcelona, Spain,andRome (Civitavecchia), Italy,this summer. In November, the ship will arrive inFort Lauderdale, Florida, to deliver6-night Western Caribbeanand8-night Southern Caribbeanvacationswith every adventure visiting Royal Caribbean's top-ratedPerfect Day CocoCay. "We're incredibly proud to introduceLegend of the Seasto vacationers and continue the legacy of the revolutionary Icon Class," said Michael Bayley, president and CEO, Royal Caribbean. "This wouldn't be possible without the many talented individuals that came together to deliver what is truly the ultimate family vacation, and we look forward to makingLegend's debut this summer a legendary one." Vacationers of all ages onLegendcan experience an all-encompassing lineup of standout dining, immersive entertainment, adrenaline-filled activities and accommodations across eight neighborhoods. Legendwill be the vacation company's fourth ship powered by liquefied natural gas (LNG) and feature a proven lineup of industry-leading environmental programs, including applications ranging from waste heat recovery systems to shore power connection. AsLegendadvances Royal Caribbean Group's journey toward introducing a net-zero cruise ship by 2035, the vacation brand is also set to deliver their fifth ship powered by LNG withHero of the Seas,the fourth Icon Class vacation set to debut in 2027. "Legend of the Seasis the third Icon Class ship built at our shipyard, and constructing the series has enabled us to develop our production processes in a systematic way. We have built on the experience gained from the previous vessels and further improved efficiency with the customer and our extensive partner network," said Casimir Lindholm, CEO of Meyer Turku. "The ship is an exceptional project in terms of both scale and technical complexity, requiring strong expertise and seamless collaboration across the entire maritime cluster. At the same time,Legend of the Seasmoves shipbuilding towards more energy-efficient and environmentally sustainable solutions." Royal Caribbean's lineup of vacation experiences combines game-changing ships with one-of-a-kind destinations, including the game-changing Perfect Day CocoCay, the all-inclusive beach day experience atRoyal Beach Club Paradise Islandin The Bahamas and the Ultimate Santorini Day atRoyal Beach Club Santorini. The vacation brand continues to grow its portfolio of signature destinations across Mexico and Australia. Vacations onLegendare open to book on Royal Caribbean'swebsite. About Royal Caribbean Royal Caribbean, part of Royal Caribbean Group (NYSE:RCL), has delivered memorable vacations for more than 50 years. The cruise line's game-changing ships and exclusive destinations revolutionize vacations with industry-leading innovations and an all-encompassing combination of experiences, from thrills and ways to chill, to dining and entertainment, for every type of family and vacationer. Voted "Best Cruise Line Overall" for 23 consecutive years in the Travel Weekly Readers Choice Awards, Royal Caribbean makes memories with adventurers across more than 300 destinations in 80 countries on all seven continents, including Perfect Day CocoCay in The Bahamas and Royal Beach Clubs in Paradise Island and Santorini, plus Royal Beach Club Lelepa launching October 2027. Media can stay up to date by following@RoyalCaribPRon X and visitwww.RoyalCaribbeanPressCenter.com. For additional information or to book, vacationers can visitwww.RoyalCaribbean.com, call (800) ROYAL-CARIBBEAN or contact their travel advisor. SOURCE Royal Caribbean International

Issued on behalf of Greenland Mines Ltd. As the West scrambles for palladium, gold, and rare earths free of Russian and Chinese control, one developer is assembling something rare: a mine, a corridor, and a processing hub — all in friendly territory. CHARLOTTE, N.C., June 10, 2026 (GLOBE NEWSWIRE) --World Street IntelligenceNews Commentary — The hardest problem in critical minerals is rarely finding the metal. It is everything that happens after: where to process it, how to move it, and whether any of that can be done without depending on the very countries the West is trying to reduce its reliance upon. A world-class deposit stuck without power, ports, or processing is a museum piece, not a supply chain. That is the lens through which to read the latest move from Greenland Mines Ltd. (Nasdaq: GRML), which has just strengthened its hold on a key piece of industrial infrastructure half an ocean away from its flagship Greenland deposit. The company announced it has signed a First Right of Refusal over the roughly 60,000-square-metre Helguvík brownfield industrial site on Iceland's Reykjanes Peninsula — a former silicon-metal plant that comes with about 10,000 square metres of existing industrial buildings, deep-water port access, and up to 40 megawatts of power. Under an updated letter of intent with site owner Reykjanes Investment, if a third party makes a bona fide offer for the site, Greenland Mines must be given the chance to acquire it first on equivalent terms. It is a quiet, optionality-securing move — and a revealing one, because it shows a junior developer thinking several moves ahead about the part of the business that usually trips companies up. Key Takeaways The Real Innovation Isn't the Mine — It's the Corridor Greenland Mines' flagship is the Skaergaard Project on Greenland's east coast, a deposit with an almost legendary status in geological circles. It hosts a mineral resource, estimated in 2022 under NI 43-101 by SLR Consulting, of 25.4 million ounces of palladium-equivalent and 23.5 million ounces of gold-equivalent in the indicated and inferred categories — figures that place it among the largest undeveloped palladium-gold deposits anywhere in the world. The deposit is the kind of asset that, in a friendly jurisdiction, is exactly what Western governments say they want as they confront their dependence on Russia and South Africa for platinum-group metals. But a deposit in remote East Greenland raises an obvious question: then what? Mining the ore is only the first step; turning it into saleable product requires power, processing, and logistics on a scale that Arctic Greenland cannot easily provide year-round. This is where the Helguvík move becomes interesting. Greenland Mines is sketching what it calls a “North Atlantic Critical Metals Corridor” — pairing upstream mine production in Greenland with mid-stream processing and shipping infrastructure in Iceland. Preliminary logistics work cited by the company indicates that bulk carriers could cover the roughly 400-kilometre sea distance between Skaergaard and Helguvík in about 30 hours, making it plausible to move concentrates or intermediate products efficiently between mine and hub. The appeal of Iceland specifically comes down to two things the modern critical-metals economy prizes: cheap, clean power and deep-water access. Iceland's electricity grid is supplied almost entirely by renewable hydro and geothermal generation, at industrial tariffs the company describes as significantly below average prices in Europe and North America. For an energy-hungry processing facility, stable low-carbon power at a competitive price is not a footnote — it is a core economic driver. Add a deep-water port that NATO and Icelandic authorities are already upgrading, proximity to Keflavík International Airport, and a regional skilled workforce, and the logic of the location starts to come into focus. Why a Brownfield Site Beats a Blank Slate There is a deeper strategic point in choosing Helguvík. The site is not raw land; it is a brownfield complex that already hosts substantial industrial infrastructure left from the former United Silicon smelter, which began production around 2016–2017 before ceasing operations amid environmental and operational problems. For a developer, inheriting existing buildings, grid connections, and port infrastructure can dramatically compress the time and capital required to stand up a processing operation compared with building from scratch. Greenland Mines has been careful — publicly and pointedly — to distance itself from the previous operation's troubles. The company states it has no intention of reviving silicon-metal smelting and that any future activity at Helguvík would be designed from the outset to meet high environmental standards, use modern technology and emissions controls, and maintain an open relationship with local stakeholders. President Bo Møller Stensgaard framed the agreement as the product of a constructive collaboration: he described a shared ambition with Reykjanes Investment to see the site “redeveloped into a modern, transparent and low-impact industrial hub that respects local communities and Iceland's ambitious environmental objectives.” That positioning matters beyond public relations. Social licence — the acceptance of local communities and authorities — has become one of the decisive variables in whether critical-minerals projects get built in Western jurisdictions. By securing an option rather than rushing an acquisition, and by foregrounding environmental performance, Greenland Mines is trying to keep both its financial flexibility and its community standing intact while it completes the technical and economic studies that will determine whether a Helguvík facility makes sense at all. A Two-Asset Platform Aimed at the West's Weak Spots The Helguvík option does not stand alone; it plugs into a broader strategy built on two Greenland assets. Alongside Skaergaard's palladium-gold-platinum endowment, Greenland Mines has entered a definitive agreement to acquire the Sarfartoq project in southwest Greenland — a neodymium-praseodymium magnet rare-earth project, with a strategic offtake partnership attached. Those two elements target precisely the materials the West has flagged as most exposed: PGMs concentrated in Russia and South Africa, and rare-earth magnets dominated by China across mining and especially refining. Taken together, the company is attempting to build a vertically integrated, Atlantic-focused critical-metals platform: high-quality upstream resources in Greenland, potential mid-stream processing and logistics in Iceland, and end-markets in a Europe and North America increasingly determined to source outside Chinese and Russian supply chains. It is an ambitious vision for a company of GRML's size, and it remains a vision — dependent on studies, permits, financing, and execution still to come. But the strategic coherence is clear, and the Helguvík move is a concrete step toward making the corridor more than a slide in a presentation. How Greenland Mines Stacks Up Against the Field Greenland Mines is one of a growing cohort of developers racing to build Western-aligned supply for the metals that electrification, defense, and clean energy depend on. Looking at how a few peers are positioned helps frame both the opportunity and the scale of the challenge. Critical Metals Corp. (NASDAQ: CRML)is the most direct geographic comparison, advancing the Tanbreez rare-earth project in southern Greenland and recently executing a 15-year binding offtake agreement for rare-earth concentrate. With a market capitalization in the billion-dollar range, Critical Metals shows how strongly the market has rewarded Greenland-based critical-minerals stories with credible offtake — a useful benchmark for what GRML is building on the same island, and a reminder that Greenland has become a focal point of the Western supply-chain push. MP Materials Corp. (NYSE: MP)is the bellwether for the Western rare-earth and magnet thesis that GRML's Sarfartoq project speaks to. As the operator of the Mountain Pass mine in California and a recipient of high-profile U.S. government backing, MP has become the template for how a domestic critical-minerals producer can be re-rated when it pairs a scarce asset with strategic support. It illustrates the destination GRML's rare-earth ambitions point toward, at a far larger and more advanced scale. NioCorp Developments Ltd. (NASDAQ: NB)offers a parallel in the development-stage, multi-critical-mineral category, advancing a U.S. project aimed at rare earths and other strategic elements as part of the same reshoring wave. As a company working to convert a large resource into a financed, built operation, NioCorp mirrors the execution path — studies, permitting, and capital — that GRML must travel, and underscores how much sits between a strong resource and a producing mine. Stillwater Critical Minerals Corp. (TSXV: PGE) (OTCQB: PGEZF)rounds out the group as the cleanest platinum-group-metals analogue, advancing its Stillwater West palladium-platinum-rhodium project in Montana and reporting continued resource-expansion drilling. As one of the few Western-jurisdiction PGM developers, Stillwater speaks directly to the same Russia-and-South-Africa-dependence problem that Skaergaard's palladium and platinum endowment is positioned to address. These companies are referenced to illustrate the sector and do not imply any partnership, endorsement, affiliation, or comparable financial performance; they span different metals, jurisdictions, sizes, and stages, and Greenland Mines sits among the earlier-stage names. What to Watch From Here The Helguvík agreement is, by its own terms, a non-binding letter of intent with a first right of refusal — an option, not a commitment. The markers worth tracking are whether that option matures toward a binding agreement; the results of the technical, metallurgical, and environmental studies that will determine if a processing facility at Helguvík is viable; progress on the Skaergaard field campaign and metallurgical work; and the closing and integration of the Sarfartoq rare-earth acquisition. Each is a step in converting a compelling map into an actual supply chain. Investors should keep the company's stage firmly in mind. Greenland Mines is a development-stage company; its resources are not reserves, no economic feasibility study has been completed on Skaergaard, and there is no certainty that the resources will be converted to reserves or that an economically viable operation can be established. The corridor strategy, for all its logic, depends on a long sequence of studies, permits, partnerships, and financing still ahead. But in a market hungry for Western-aligned critical-metals supply, a company assembling a mine, a corridor, and a processing option in friendly jurisdictions has put together a genuinely differentiated story — and the Helguvík move shows it is thinking about the whole chain, not just the rock. CONTINUED … Learn more about Greenland Mines Ltd. at:https://usanewsgroup.com/grml-landing POWERED BY EAGLE EYE Track the signal, not the noise. Eagle Eye delivers real-time investor intelligence — aggregating social, forum, and news data across the tickers that matter, so you can see what the market is talking about before it moves. Explore it now atEagle-Eye.dev CONTACT: World Street Intelligenceinfo@worldstreetintelligence.com SOURCES: [1] Greenland Mines Ltd. — “Greenland Mines Executes Strategic Downstream Agreement on Helguvík Industrial Complex in Iceland” (company press release, June 2026; primary source for the FROR, Helguvík site detail, corridor logistics, and Bo Møller Stensgaard quotes):https://greenlandmines.com/projects/skaergaard-site/ [2] Greenland Mines Ltd. — SEC Form 8-K / corporate disclosure (Skaergaard NI 43-101 resource: 25.4 Moz PdEq / 23.5 Moz AuEq; ~$68B gross in-situ value at Feb 2026 prices; GTK Mintec metallurgical program):https://www.sec.gov/Archives/edgar/data/1907223/000121390026032870/ea028303601ex99-1.htm [3] Greenland Mines Ltd. / PR Newswire — Sarfartoq Nd-Pr rare-earth acquisition from Neo Performance Materials (US$35M; Neo retains equity and up-to-60% offtake; SW Greenland):https://www.newswire.ca/news-releases/nasdaq-listed-critical-minerals-developer-lands-game-changing-greenland-rare-earth-deal-843606551.html [4] Critical Metals Corp. (Nasdaq: CRML) — Tanbreez rare-earth project updates and 15-year REalloys offtake (peer Greenland developer; May–June 2026) [5] Stillwater Critical Minerals Corp. (TSXV: PGE) — Stillwater West PGM project rhodium assays and resource expansion (Western-jurisdiction PGM peer; May 2026) DISCLAIMER: Nothing in this publication should be considered as personalized financial advice. We are not licensed under securities laws to address your particular financial situation. No communication by our employees to you should be deemed as personalized financial advice. Please consult a licensed financial advisor before making any investment decision. This is a digital media distribution and is neither an offer nor recommendation to buy or sell any security. We hold no investment licenses and are thus neither licensed nor qualified to provide investment advice. The content in this report or email is not provided to any individual with a view toward their individual circumstances. 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Because of this, individuals are strongly encouraged to not use this publication as the basis for any investment decision. Please let this disclaimer serve as notice that all material, including this article, which is disseminated by MIQ has been reviewed and approved on behalf of Greenland Mines, Inc. by CDMG. While all information is believed to be reliable, it is not guaranteed by us to be accurate. Individuals should assume that all information contained in our newsletter is not trustworthy unless verified by their own independent research. Also, because events and circumstances frequently do not occur as expected, there will likely be differences between any predictions and actual results. Always consult a licensed investment professional before making any investment decision. Be extremely careful, investing in securities carries a high degree of risk; you may likely lose some or all of the investment. CAUTIONARY NOTE REGARDING MINERAL RESOURCES: The Mineral Resource Estimates referenced in this article were prepared in accordance with NI 43-101 by SLR Consulting as disclosed in the technical report dated November 22, 2022. Mineral Resources are not Mineral Reserves and do not have demonstrated economic viability. The gross undiscounted in-situ metal values expressed herein are illustrative calculations using February 2026 metal prices and do not account for mining recoveries, metallurgical losses, capital costs, operating costs, royalties, taxes, permitting requirements, or any other technical or economic factors. These values are not indicative of future revenue, project economics or net present value. No preliminary economic assessment, pre-feasibility study, or feasibility study has been completed on the Skaergaard Project, and there is no certainty that the Mineral Resources disclosed will be converted to Mineral Reserves or that an economically viable mining operation can be established. FORWARD-LOOKING STATEMENTS: This publication contains forward-looking information which is subject to a variety of risks and uncertainties and other factors that could cause actual events or results to differ from those projected in the forward-looking statements. Forward-looking statements in this publication include that demand for platinum group metals and critical minerals will continue to grow and tighten; that Greenland Mines Ltd’s Skaergaard Project will advance through its planned technical, metallurgical, and environmental work programs as described; that the Company’s engagements with SLR Consulting, GTK Mintec, and WSP will proceed as planned; that the Iceland LOI will progress toward a binding agreement with the cost and savings characteristics described; that comparable companies will perform as expected. The forward-looking information contained herein is provided for the purpose of assisting the reader to understand the Company’s business, however such information may not be appropriate for other purposes. Risks that could change or prevent these statements from coming to fruition include changing governmental laws and policies; permitting risks; the Company’s ability to obtain and retain necessary licensing; political and competitive risks; failure of forecasts and assumptions to come to fruition; metal price volatility; the inherent uncertainty of mineral resource estimates; and other unforeseen circumstances. The publisher of this article does not take responsibility for the accuracy of any statements made by the issuing company or its representatives. Readers are cautioned not to place undue reliance on these forward-looking statements, and the publisher undertakes no obligation to update or revise any forward-looking statements except as required by applicable law.

Gasum, a Nordic gas sector and energy market player, and Ukraine’s state-owned energy company Naftogaz Group have secured long-term liquefied natural gas (LNG) capacity at Lithuania’s LNG terminal, operated by KN Energies (KN). Finland’s Gasum has reserved LNG terminal capacity at theKlaipeda LNGterminal in Lithuania for the period 2033–2040 to support its ability to supply the Northwestern European market with LNG and liquefied biomethane (bio-LNG) over the coming decade. The Klaipeda terminal has been part of the Nordic player’s supply chain for some time, as it uses the LNG terminal primarily as a reloading point for its own carrier and bunker vessels, but also to support its natural gas operations in Finland and the Baltic countries. The Lithuanian terminal, which is strategically situated for the company’s own LNG terminal network in Finland, Sweden, and Norway, will also enable the firm to utilize the capacity to serve its maritime customers directly in and around the Danish straits. Anders Malm, Senior Vice President of Supply & Trading at Gasum, emphasized:“Securing capacity at Klaipeda supports Gasum’s strategic long-term supply capability and gives us flexibility in optimizing deliveries to our terminal network and maritime customers. It also underpins our commitment to being a dependable partner in the energy transition.” This content is available after accepting the cookies. Lithuanian port home to first joint bio-LNG bunkering in Europe Another player that opted to book capacity at the LNG terminal in Klaipėda is Naftogaz, which obtained access to the European LNG terminal for the period from 2033 to 2044. Five companies in total have secured the right to use the terminal on a long-term basis, including Norway’sEquinor, Lithuania’sIgnitis, and Latvia’sLatvenergo, alongside Gasum and the Ukrainian firm. Sergii Koretskyi, Chief Executive Officer of Naftogaz, commented:“This marks a new level of cooperation and supply planning. Decisions like this are strategically important for Ukraine’s energy security. They expand our access to the global LNG market and strengthen the long-term resilience of Ukraine’s gas supply. “I would like to thank the Government of Ukraine and our Lithuanian partners for their cooperation and trust. This is another important step toward strengthening the energy security of Ukraine and the wider European region.” With the demand for LNG expected to grow, especially in the maritime market, since the number of LNG-powered vessels is set to increase notably in the coming years, the maritime industry faces increased pressure to transition to low-emission fuels, as the UN’s maritime organization IMO and the EU have set goals and targets for reducing greenhouse gas emissions. Gasum believes that the capacity at Klaipeda can be used for virtual liquefaction of pipeline-fed biomethane into bio-LNG, through mass balancing and biomethane certificates, as a growing number of the company’s customers are seeking to reduce the lifecycle emissions of fuel further than what LNG alone can offer. This content is available after accepting the cookies. Solar power coming to curb European terminal’s emissions KN Energies, as the operator of the Klaipėda LNG terminal, elaborated that the majority of the offered capacities were allocated, more than 20 terawatt-hours (TWh): 8 TWh until 2044 inclusive and a further 12 TWh until 2040. The demand for long-term capacity bookings in Klaipėda is deemed to be in line with broader trends in the European LNG market, as long-term capacities were offered or allocated to market participants by multiple European LNG terminals, including terminals in Croatia, Greece, the Netherlands, Germany, and Poland. Žygimantas Vaičiūnas, Minister of Energy, highlighted:“Long-term Klaipėda LNG terminal capacity allocation results once again confirm the strategic importance of this infrastructure for the energy security of the Baltic region and Europe as a whole. It is particularly important that, for the first time, we see both Ukraine’s Naftogaz and Finland’s Gasum among the long-term customers. “This is a clear signal of trust in Lithuania’s energy infrastructure and of the terminal’s expanding role from the Baltic region to Northern Europe and Ukraine. It strengthens regional energy resilience and contributes to long-term supply diversification across Europe.” The Klaipėda LNG terminal is perceived to remain important in the broader regional context, as the integration of the Baltic and Northern European gas markets continues to grow, because the terminal is becoming a strategic gateway that enables customers to serve both regional consumers and the wider European market through the gas transmission system operated by Amber Grid and regional interconnections. This content is available after accepting the cookies. Aker Solutions bags FEED contract for Lithuanian CO2 terminal The capacity allocation procedure was launched on March 25, 2026, offering the market the opportunity to book up to 28 TWh of regasification capacity per year from 2033 to 2044, divided into seven equal packages of 4 TWh per year, giving market participants the option to choose periods of eight or 12 consecutive years, as approximately 1 TWh corresponds to one conventional-size LNG cargo. Taking into account the results of this procedure, as well as the 4 TWh package of long-term capacities until 2044 allocated back in 2023, the total utilisation of the LNG terminal will reach around 75% of the terminal’s nominal capacity. The unallocated LNG terminal capacities may be offered to the market through repeated long-term capacity booking and annual capacity allocation procedures for each year separately. Take the spotlight and anchor your brand in the heart of the offshore world! 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Jiangnan Shipyard, filial de la Corporación Estatal China de Construcción Naval, ha diseñado una gigantesca instalación marítima que funciona simultáneamente como terminal de contenedores y estación de carga para buques: una isla flotante impulsada íntegramente por energía nuclear y fuentes renovables, capaz de replicarse y desplegarse en las rutas marítimas más estratégicas del mundo. El concepto,presentadoen la Exposición Internacional de Transporte Marítimo Posidonia, celebrada en Grecia, está concebido para fabricar sus propios combustibles de cero emisiones, suministrar electricidad a los buques nodriza eléctricos que atraquen en ella y funcionar en un ciclo energético autosuficiente que no genera emisiones directas de carbono. Si llega a construirse, esta plataforma no necesitará un puerto, una línea de costa ni una red eléctrica nacional.Existirá, sin más, en alta mar. El sector mueve aproximadamente el 80% del comercio mundial por volumen y sigue siendo uno de los más difíciles de descarbonizar, encadenado a una infraestructura de combustibles fósiles construida a lo largo de un siglo. La propuesta de Jiangnan es una respuesta directa a ese problema estructural. La empresa afirma que el complejo "se convertirá en un nuevo ecosistema para la logística de contenedores oceánicos de cero emisiones" y ofrecerá "una solución innovadora para la transformación neutral en carbono de la industria naviera mundial". Es una declaración de que China pretende serdueña de la arquitecturade la próxima era del comercio marítimo, desde los buques hasta el combustible,pasando por los propios puertos. En el centro de la plataforma se encuentra un reactor avanzado de sales fundidas, una tecnología nuclear que utiliza sal licuada simultáneamente como combustible y como refrigerante, eliminando la necesidad de los sistemas de enfriamiento con agua de los que dependen los reactores convencionales "Los reactores de sales fundidas evitan de forma inherente el riesgo de fusión del núcleo y presentan características de seguridad intrínseca y de no proliferación. Cuando el refrigerante de sal fundida entra en contacto con las temperaturas ambientales, puede solidificarse rápidamente, reduciendo en gran medida el riesgo de fugas accidentales", afirma la companía. En caso de rotura, la sal líquida no se derrama ni se propaga.Se congela.El modo de fallo del reactor es, por diseño, autolimitado. La plataforma utiliza la energía que genera para fabricar combustibles de cero emisiones, incluido el amoníaco, que alimentan sus propias operaciones y repostan los buques nodriza eléctricos que atracan en ella. Esta lógica de ciclo cerrado —la isla se autoabastece y abastece a los buques a los que da servicio— elimina la dependencia de la plataforma de cualquier cadena de suministro de combustible externa. Está concebida como un nodo energético y logístico autónomo, desplegable allí donde las rutas marítimas mundiales lo exijan. La arquitectura modular permite a los ingenieros replicar la misma configuración en distintos puertos y rutas marítimas de todo el mundo, escalando el sistema sin necesidad derediseñarlo. A su alrededor, la plataforma integra una turbina eólica, paneles solares y módulos dedicados al suministro eléctrico, la producción de hidrógeno y la síntesis decombustibles ecológicos, conformando una arquitectura energética por capas y redundante diseñada para funcionar de forma continua, independientemente de las condiciones. Esta no es la primera incursión de Jiangnan en el transporte marítimo de propulsión nuclear. Antes de la isla flotante, el astillero ya había publicadolos planos de unbuque portacontenedores de 25.000 unidades impulsado por un reactor de sales fundidas a base de torio, un buque que funcionaría sin una sola gota de combustible convencional. La isla flotante extiende esa lógica de los buques individuales a toda la infraestructura portuaria, proponiendo en esencia que los nodos del comercio mundial —no solo los barcos que los conectan— sean depropulsión nucleary libres de emisiones. Los reactores de sales fundidas de estos diseños funcionan con torio, no con uranio. El Instituto de Física Aplicada de Shanghái, perteneciente a la Academia China de Ciencias, ya ha demostrado que un reactor desales fundidas a base de toriopuede transmutar con éxito torio-232 en uranio-233, un hito científico de primer orden que prueba la viabilidad técnica de todo el ciclo del combustible. El torio existe en mayor cantidad en la Tierra que el uranio y es significativamente más fácil de extraer. Para China, eso no es solo una preferencia de ingeniería: es una decisión decadena de suministroque reduce la dependencia del mercado mundial de uranio y de su geopolítica. Lo que Jiangnan ha puesto sobre la mesa en Posidonia es una reconfiguración a escala sistémica del funcionamiento de la infraestructura marítima: no una mejora incremental, sino una ruptura con la lógica de los combustibles fósiles que ha gobernado el transporte marítimo mundial durante más de un siglo. La isla flotante es de propulsión nuclear, autosuficiente en combustible, modular y replicable. Produce el combustible que necesita, carga los buques a los que sirve y puede situarse en cualquier punto del planeta. China no está esperando a que el sector naviero se descarbonize a su propio ritmo. Está proponiendo construir la infraestructura que haga que la descarbonización sea estructuralmenteinevitable, y ser dueña de esa infraestructura cuando el resto del mundo decida por fin que la necesita. Jiangnan Shipyard, filial de la Corporación Estatal China de Construcción Naval, ha diseñado una gigantesca instalación marítima que funciona simultáneamente como terminal de contenedores y estación de carga para buques: una isla flotante impulsada íntegramente por energía nuclear y fuentes renovables, capaz de replicarse y desplegarse en las rutas marítimas más estratégicas del mundo.

Germany’s Deutsche Energy Terminal (DET), part of the German Federal Ministry for Economic Affairs and Climate Action and a state-owned operator of four liquefied natural gas (LNG) terminals, has revealed the timeline for the commissioning of the European country’s next floating LNG terminal, which caps the state-funded floating storage and regasification unit (FSRU) rollout, emphasizing the LNG terminals’ importance for energy security and resilience. Deutsche Energy Terminal works with its local partners on behalf of Germany’s Federal Ministry for Economic Affairs and Energy (BMWE) to market and operate the government-initiated FSRUs, which are used to convert LNG back into a gaseous state and feed it into the German gas grid. As a result, DET is responsible for theterminalinBrunsbüttel,two terminalsinWilhelmshaven, and theStadeFSRUproject. After facing challenges during the construction of the floating LNG terminal Stade, the German player underlines that the facility is now scheduled to begin operations in September, deeming the start-up as“good news for Stade as an energy hub and for Germany’s security of supply.” This content is available after accepting the cookies. Boost for Germany’s energy security comes with third LNG terminal up and running The extensive technical and safety-related assessments, along with preparatory measures carried out on behalf of the operator, are perceived to outline a clear roadmap toward the first LNG delivery. While the state-owned company sub-chartered theFSRU Energos Force,the regasification vessel designated for operation in Stade, and deployed it in Jordan, contractual provisions ensure that the FSRU will return in time for the terminal’s commissioning phase at the jetty specifically constructed by the State of Lower Saxony in the industrial port of Stade-Bützfleth. Deutsche Energy Terminal emphasized:“This completes the federal government’s terminal concept for securing gas supplies, with Stade complementing the existing terminal locations in Brunsbüttel and Wilhelmshaven. The timely return of the FSRU Energos Force is assured. “Upon arrival, the regasification vessel will be connected to the loading infrastructure—such as the towering loading arms on the right. The gangway on the left side of the image will be swung out to the high ship’s side of the regasification vessel and securely attached. In the weeks that follow, numerous safety tests will be conducted before regular operations can begin.” Meanwhile, Deutsche ReGas, a private German LNG operator, which felt that DET’s LNG pricing policy was detrimental to the German market,embarked on a legal battleto challenge the European Commission’s approval of the €4.96 billion subsidy scheme for state-controlled LNG terminals on the grounds that such moves harm competition and weaken gas security. This content is available after accepting the cookies. Private LNG operator takes EU to court over €4.96 billion state funding 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!

Belgian shipping company Exmar has celebrated the delivery of the first in a series of four newbuild dual-fuel ammonia midsize gas carriers (MGCs), seen as a breakthrough in the green shipping quest and a landmark milestone in the firm’s attempt to future-proof its vessel fleet. While announcing the first-ever newbuild dual-fuel ammonia oceangoing vessel delivery, Exmar described the milestone as a historic step in low-carbon shipping, spotlightingMGC Antwerpenas the first oceangoing vessel powered by a dual-fuel ammonia engine.​ Developed in close collaboration with HD Hyundai Heavy Industries, WinGD, Nord Gas Solutions, formerly Wärtsilä Gas Solutions, and Lloyd’s Register, the vessel is capable of carrying up to 46,000 cubic meters of ammonia or LPG and trading with close to zero emissions when using low-carbon ammonia fuel. According to the European shipping player, the MGC Antwerpen meets and exceeds current IMO emissions-reduction targets, reducing greenhouse gas (GHG) emissions by up to 90% compared to conventional ships. Carl-Antoine Saverys, Chief Executive Officer of Exmar Group, commented:“Ammonia propulsion is no longer theoretical—we are deploying it. Change comes through execution, not debate. This achievement reflects collective expertise and our commitment to drive sustainable shipping forward.” This gas shipowner and infrastructure developer is awaiting delivery of three more ammonia dual-fuel midsize gas carriers, eachnamed after a Belgian city. With the delivery of Antwerpen, the firm claims to continue its tradition of innovation in maritimetransport and handling of ammonia. This content is available after accepting the cookies. ‘World’s first’ ammonia dual‑fuel vessels get their names as green shipping advances The company sees the delivery of its newbuild MGC as a decisive step forward in the decarbonization of shipping, positioning the Belgian player and its partners at the forefront of sustainable maritime innovation. Exmar underlined:“Operational safety has been a key focus throughout development, drawing on Exmar’s four decades of experience transporting ammonia and other liquefied gases. “With comprehensive crew training, robust risk assessments, and input from leading partners and the Belgian administration, ammonia propulsion is now realized and regulatory frameworks are established for safe operations.” The vessel delivery comes nearly two months after the Belgian shipowner beganconversionof a new floating storage regasification unit (FSRU) bound for a liquefied natural gas (LNG) terminal in the Netherlands. 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!

Attenzione concentrata su infrastrutture dual use, rischi cyber, Ets e “l’importanza di mantenere condizioni di parità, affrontando le distorsioni derivanti da asimmetrie normative, concorrenza sleale e alcune pratiche di paesi terzi” In occasione del Consiglio Ue dei Trasporti andato in scena a Lussemburgo gli Stati membri hanno approvato le conclusioni sulla strategia europea per i porti; nell’occasione è stato riaffermato il ruolo vitale che i porti svolgono nel rafforzare l’autonomia strategica dell’UE, nel garantire le catene di approvvigionamento critiche, nell’accelerare la transizione energetica e nel mantenere la leadership globale dell’Europa nel trasporto marittimo. Nelle conclusioni, la Commissione Europea viene invitata a valutare l’efficacia delle strutture di coordinamento e governance esistenti a livello Ue e, ove necessario, a istituire nuovi meccanismi a sostegno dell’attuazione. Si sottolinea poi “l’importanza di mantenere condizioni di parità, affrontando le distorsioni derivanti da asimmetrie normative, concorrenza sleale e alcune pratiche di paesi terzi”. Gli Stati membri chiedono che gli sforzi proseguano per “garantire un accesso equo al mercato per gli operatori europei nei mercati portuali di paesi terzi, in condizioni equilibrate e non discriminatorie”. Il Consiglio accoglie con favore anche l’intenzione della Commissione di fornire orientamenti sulla valutazione degli investimenti esteri nei porti dell’UE. “Pur sottolineando che i porti europei devono rimanere destinazioni attraenti per gli investimenti, gli Stati membri evidenziano che il controllo degli investimenti dovrebbe essere basato sul rischio, proporzionato e non discriminatorio. Particolare attenzione dovrebbe essere rivolta alla salvaguardia della sicurezza economica e alla prevenzione di un indebito controllo straniero sulle infrastrutture e sulle operazioni portuali critiche” è scritto. Nel corso del Consiglio è emerso poi anche un tema di sicurezza all’interno di un contesto “sempre più complesso, caratterizzato da minacce legate al terrorismo, al sabotaggio, alla criminalità organizzata, alla corruzione, agli attacchi informatici, alle minacce ibride e a quelle poste dai droni. In tale contesto, gli Stati membri accolgono con favore le iniziative esistenti e future volte a rafforzare la sicurezza e la resilienza delle infrastrutture portuali. Tra queste figurano l’Alleanza europea dei porti, una maggiore cooperazione con i partner internazionali e i paesi terzi, e la prossima proposta di un quadro UE che agevoli la cooperazione tra gli Stati membri in materia di controlli sui precedenti dei lavoratori portuali”. Oltre a ciò anche il tema della mobilità militare è stato centrale. “I porti svolgono inoltre un ruolo cruciale nella mobilità militare e nella prontezza difensiva dell’Europa. In quanto nodi essenziali per il movimento di personale e attrezzature militari, i porti contribuiscono direttamente alla resilienza e alla sicurezza dell’Unione” è scritto nel rapporto finale. “Gli Stati membri – si legge – sottolineano pertanto che l’attuazione della strategia portuale dovrebbe essere strettamente allineata con il lavoro in corso sulla mobilità militare, facilitando il rapido dispiegamento delle forze e garantendo la coerenza con gli sforzi intrapresi nell’ambito della Nato”. Un capitolo a parte merito il sostegno alla transizione energetica: “Le conclusioni auspicano un maggiore sostegno alla fornitura di energia elettrica da terra (offshore power system), alle reti intelligenti, all’elettrificazione e a una migliore integrazione nella rete, garantendo al contempo che gli investimenti rimangano economicamente sostenibili e in linea con la domanda effettiva”. A questo proposito gli Stati membri sottolineano inoltre l’importanza di accelerare la diffusione della rete elettrica, le procedure di autorizzazione e gli investimenti nelle tecnologie per l’energia pulita. Incoraggiano l’utilizzo dei proventi del sistema di scambio di quote di emissioni (Ets) dell’UE per sostenere la decarbonizzazione del settore marittimo lungo tutta la catena del valore, compresi il trasporto marittimo, le infrastrutture portuali e i combustibili alternativi. Al contempo il Consiglio europeo “riconosce le preoccupazioni relative all’impatto del sistema Ets e di altre normative in materia di clima sulla competitività dei porti dell’Ue, compresi i rischi di deviazione del traffico, delocalizzazione delle emissioni di carbonio e trasferimento degli investimenti”. La Commissione è pertanto invitata a continuare a monitorare tali effetti e, se necessario, a proporre misure correttive mirate, preservando al contempo gli obiettivi climatici dell’Unione e garantendo l’allineamento con i quadri normativi internazionali. Affrontando il tema della coesione sociale e dei posti di lavoro di qualità, le conclusioni sottolineano l’importanza di garantire condizioni di lavoro sicure e di investire nella formazione, nella riqualificazione e nello sviluppo della forza lavoro per sostenere la trasformazione tecnologica del settore. Particolare attenzione dovrebbe essere dedicata ad attrarre donne e giovani verso le carriere nei settori marittimo e portuale”. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

A friend of mine sent me links to anew paper published by AWS engineers, and anassociated LinkedIn postwhich claims: We got lean, resilient, massive aggregation fabrics that provide 33% better throughput with 69% fewer routers, savings 27% of costs, cutting power usage by 40%, and reducing CO2 emissions. The obvious question one should ask after reading the hyperventilatedRadical Network Redesignblog post is thus: is this the end of leaf-and-spine networks? Of course not. Let’s go into the details. What exactly did they do?They rediscovered the wayPlexxi tried to build data center fabrics. Instead of spine switches, Plexxi tried to connect leaf switches directly, first with CWDM (they were dreaming about dynamic leaf-to-leaf bandwidth), later with a prewired middlebox (what AWS engineers call ShuffleBox). Obviously, you’d waste a lot of bandwidth that way, as there are always some leaf switches that do not exchange traffic even though they have a direct link. Plexxi solved that with unequal-cost multipathing (the traffic also uses longer paths, not just direct links); the AWS blog post calls that Routing through Randomness. As anyone who has tried to understandLFAknows,unequal-cost multipathingonly gets you so far. If you want further increases in link utilization, you need “proper” traffic engineering, which requires virtual circuits (and thus an extra layer of encapsulation). Whether you use MAC frames1, MPLS, SRv6, or pigeons for that extra layer does not matter. How could a prewired ShuffleBox be random?Yeah, that was the first major trigger of my bullshit meter. First, I thought they were using optical switches (which might turn out to be as expensive as traditional spine switches due to lower production volumes), but after reading the article, I got the impression they split the switch uplinks into individual lanes (for example, there are four 100GE lanes in a 400GE uplink port), and prewired the lane-to-lane matrix in the ShuffleBox, which makes it as random as theXKCD random number generator. It’s worth noting thatPlexxi did exactly the same thingto get rid of CWDM costs, and that lane splitting is an ancient method we used more than a decade ago tomake our lives miserablebuild larger leaf-and-spine fabrics (some details). They claim they used optimization methods to find the best partial mesh between N switches having D uplinks. The result is probably optimal (under some constraints) and might look random to a casual observer, but there’s nothing random in it. The arXiv paper correctly calls it a Quasi-Random Graph; that nuance is lost, for obvious reasons2, in the blog posts and similar promotional material. Could they get better throughput than leaf-and-spine fabrics?In an apple-to-apple comparison, of course not. Iexplained that ages ago, but of course nobody reads old stuff, so let’s do another simple thought experiment: In an environment with many small flows (to make load balancing work well), it’s thus IMPOSSIBLE to get better total throughput in a partial mesh than in a leaf-and-spine fabric with no core oversubscription, and it DOES NOT MATTER what the traffic profile is as long as the leaf switch uplinks are the congestion points. The details are left as an exercise for the curious reader. But they claim they got better throughput in the arXiv paper!Yeah, I tried to figure that out, but failed. It looks like they used a simulation to generate the throughput graphs, but the source code is not available3, so for someone not familiar with the topic, it’s hard to know exactly what they did. Also, they compare their solution tofat treeswithout defining the parameters of the fat trees they’re using; let’s assume they mean “multi-layer non-oversubscribed leaf-and-spine fabric.” I could think of several relatively simple explanations for their results: I missed a crucial point in the paper: they need more uplinks on the leaf switches to achieve the same oversubscription ratio as a comparable leaf-and-spine fabric. From Section 2 of the paper: “But an expander that is performance-equivalent to a fat tree may need more ToR uplinks (fabric-facing ports) because some uplink capacity is consumed by traffic relayed for other ToRs.” That requires more leaf switches, but a big enough fabric still uses fewer active elements (switches), resulting in lower power consumption. On thecost reductionside, they’re calculating savings from fewer fabric switches but do not mention the total cost of the fabric, including ShuffleBoxes. Other than that (and unequal-cost multipathing), they use the same multipath transport protocol (SRD) in both cases, but not any extra tricks like packet spraying. I would love to believe there’s some magic solution out there that works better than an optimally implemented leaf-and-spine fabric, but I don’t think the laws of physics agree with that sentiment. However, according toClarke’s First Law, I could also be missing something obvious; in that case, please leave a comment. Does it matter?It’s an interesting approach, and most probably more than good enough for most use cases. After all, I always told people to connect four leaf switches into a full mesh instead of wasting time on a spine layer. I don’t believe it gives you more throughput, but I totally agree it uses less power (ShuffleBoxes are probably passive elements). Should we expect similar solutions in enterprise-sized data centers? Probably not. There might be a reason Plexxi got nowhere4. Also, as long as Fortune 50 companies needless than a dozen switches to build two data centers(based on a true story), optimizing the fabric design might not be the best investment of everyone’s time. On the other hand, if you build fabrics with tens of thousands of switches, you should definitely take a closer look. If you do, I’d love to hear your comments. Using destination MAC address as virtual circuit ID. Sounds crazy, but I’ve seen crazier things.↩︎ A research paper published by a hyperscaler is often a thinly-veiled recruitment drive. See alsoOpenFlow @ GoogleandGoogle BeyondCorp.↩︎ In the clarifications the authors sent me, they said, “The throughput simulations are implemented as linear programs (multi-commodity flow), a standard approach whose formulation is described in the paper.”↩︎ If you believe in the unlimited magic of novel approaches, please feel free to blame the HP acquisition.↩︎

The annual committee meeting served as a platform for strategic dialogue on the energy transition, innovation, geopolitical developments and the evolving shipbuilding landscape. The event opened with welcoming remarks by Pagiét Palaeologou, Senior Vice President, EMA, Bureau Veritas Marine & Offshore, followed by introductory comments from Committee Chairman George Prokopiou. During the first session, titled “Challenges and Opportunities,” Bureau Veritas executives Matthieu de Tugny, Executive Vice President, Industrials and Commodities, and Alex Gregg-Smith, President, Marine & Offshore, shared their perspectives on the Group’s strategic priorities and the latest developments in the maritime sector. Shipowner George Prokopiou also presented the shipowners’ perspective on current market conditions and key industry priorities. One of the highlights of the meeting was an address by Josh Volz, Special Envoy for Global Energy Integration at the U.S. Department of Energy. Speaking on “A Geostrategic Bridge: Shipping, Energy and U.S.-Greek Cooperation,” he underscored the strategic importance of maritime transportation, energy security and transatlantic collaboration in an increasingly complex geopolitical environment. The second session focused on “Innovation and Shipbuilding.” Francois Cadiou, Managing Director of BRS Paris, presented his views on the business models required to ensure the long-term sustainability of the shipbuilding industry. Bureau Veritas experts also examined the transformative role of artificial intelligence, the evolution of shipping and ship classification, as well as the future potential of nuclear energy as a pathway to maritime decarbonization. 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.

Il traffico dei porti del sistema portuale del Mar Tirreno centro settentrionale nei primi tre mesi del 2026 si è discostato poco da quello realizzato 12 mesi prima. Il leggero calo dello scalo principale, Civitavecchia (1,76 milioni di tonnellate), è stato più che compensato da piccoli incrementi a Fiumicino e Gaeta, tali da far chiudere il trimestre del network con un + 0,2% a 2.942.025 tonnellate. Un risultato scaturito da un sensibile incremento nelle rinfuse liquide (in particolare prodotti raffinati movimentati a Civitavecchia più che il traffico, stabile, del jet fuel di Fiumicino), salite del 6,3% a 1,23 milioni di tonnellate. A far da contraltare le rinfuse solide in calo del 23,6% a 320mila tonnellate. Particolarmente significativo il calo di oltre il 54% di prodotti metallurgici, concentrato a Gaeta. Positive le performances delle merci convenzionali, movimentate a Civitavecchia. Le 214mila tonnellate movimentate in contenitori sono valse il +3,4%, seppur a dispetto di un calo in termini di Teu pari al 5,4%, 26.428 in tutto, mentre i ro-ro sono cresciuti del 2,7% in tonnellate arrivando a 1.147.960 (+2,1% come trailer, saliti a 52.373). Decisamente sostenuta la crescita dell’automotive, con le vetture in polizza balzate a 77.650, pari a +49,4%, così come di rilievo sono stati i numeri del comparto passeggeri: quelli dei traghetti sono stati 170.692, +17,9%, i crocieristi 335.459, +32,1%. “Il primo trimestre del 2026 conferma la solidità del percorso di crescita intrapreso dal sistema dei Porti di Roma e del Lazio e dimostra come Civitavecchia stia consolidando il proprio ruolo di hub strategico nel Mediterraneo. I risultati registrati nel comparto crocieristico sono particolarmente significativi. L’aumento dei passeggeri, soprattutto nel segmento home port, testimonia la crescente attrattività internazionale dello scalo e il rafforzamento del suo ruolo quale porta d’accesso privilegiata a Roma e all’Italia. Al tempo stesso, la forte crescita del traffico automotive conferma la capacità del porto di intercettare nuovi flussi di traffico legati alla logistica. Proprio per questo ho voluto proporre l’idea di realizzare un grande multipiano che possa servire anche a dare una risposta concreta alla necessità di ulteriori spazi per fare crescere ancora l’automotive” ha dichiarato il presidente dell’Autorità di Sistema Portuale del Mar Tirreno Centro Settentrionale, Raffaele Latrofa. “Stiamo portando avanti interventi strategici che saranno determinanti per il futuro dei porti dell’intero network laziale: dal completamento dell’ultimo miglio ferroviario al cold ironing, dalle opere previste dal Pnrr ai progetti legati alla sostenibilità energetica e all’idrogeno, fino alla realizzazione del primo lotto del porto commerciale di Fiumicino. Infrastrutture moderne, intermodalità efficiente e transizione ecologica rappresentano le condizioni indispensabili per sostenere la crescita dei traffici, aumentare la competitività dei nostri scali e generare nuove opportunità di sviluppo economico e occupazionale per il territorio. Anche i numeri in crescita dei traffici commerciali del porto di Gaeta ci restituiscono l’immagine di uno scalo in salute, che già dai prossimi mesi potrà beneficare di un ulteriore impulso positivo anche per i passeggeri. Al Seatrade di Miami abbiamo avviato la promozione di Gaeta come porto per le navi boutique e il segmento delle crociere del lusso, per le quali stiamo aprendo un tavolo con Comune, Capitaneria di Porto e altri stakeholder per cogliere nuove opportunità molto concrete”. 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

Δείτε περισσότερα άρθρα μας στα αποτελέσματα αναζήτησης Hello. The fact that Mitsotakis is seriously considering elections in the autumn is not evident only from the fact that he attends two events a day (something like a pill: one in the morning, one in the evening). I have also learned that a bill is being submitted under which, they say, the salaries of bishops will more than double, rising from €2,000 to €5,000! Truly divine, right? But I don’t know whether those saying it (and criticizing it) are exaggerating regarding the size of the increases. Anyway, that’s how it is when you are approaching the final stretch toward the ballot box. You yourself will appear much more in public because, let’s be honest, people vote for individuals, not only in Greece but everywhere. You will also try to settle your outstanding matters with whatever powerful or “useful” people are available on the market. Thus, for several months now (since Easter), K.M. has restored relations with almost everyone—businessmen and media owners alike—while at the Maximos Mansion they are also preparing the communications team that will fight the election campaign. Don’t imagine anything different from the 2023 campaign team. After all, “the president does not easily change habits and does not trust people and associates equally easily, so he consistently sticks with the same ones,” my source told me. Among the non-government figures (I mean those with a role) whom I know of, apart from the polling team, Thomas Varvitsiotis is once again appearing frequently at the Maximos Mansion. He is a traditional party figure with significant experience in communications and, naturally, politics. And before long, visits by the well-known American political consultant Stan Greenberg, who has been with him since the 2019 elections, will also become more frequent. Among the others “opposed” to Mitsotakis, although he announced a party only a few days ago, Tsipras appears the most prepared in terms of “high-level contacts” and relations with the media. Alexis’ usual wealthy friends-oligarchs never abandoned him, not even during difficult times. On the contrary, over the past three years, he himself (with some help from friends) managed to resolve outstanding issues with some of his most fervent media and other “enemies.” They did not become friends, but, to put it colloquially, “they won’t have it in for him” anymore, because he had the intelligence (or at least the cunning) to display a basic level of courteous political behavior. Poor Androulakis, meanwhile, is at the opposite extreme. Nikos, by contrast, seems hardly to speak to anyone, figuratively speaking, either inside or outside his party. But that’s his choice. What the otherwise likable PASOK figures—Geroulanos, Anna, Christodoulakis, etc.—have not understood is that in the end they may not even find any chairs left to inherit from what was once the mighty center-left party. Within Tsipras’ team, those working on polling are willing to bet that PASOK is now firmly in single digits. When you tell them, “You are biased because that is your opponent,” they reply: “Yes, but we are not claiming that Mitsotakis has collapsed or that we are polling higher than the surveys show. PASOK, however, is not above 9%, and you will see that soon enough.” We shall see… PASOK is, if nothing else, a party renowned for inventing expressions, pompous phrases, and even empty rhetoric that means absolutely nothing. From the late Andreas Papandreou’s “non-war,” to Tsochatzopoulos’ “productive reconstruction and social restructuring,” and Laliotis’ “redemptive act of hope and perspective.” Today, the party’s new secretary, Giannis Vardakastanis, took it to another level. Wanting to demonstrate his social roots, he made a rather original comparison: “PASOK is not a… hydroponic party; it is a party deeply rooted in Greek society,” he said in an interview. He even insisted on “PASOK’s strategic goal of coming first in the elections.” The science of agronomy throws up its hands in despair. Since we are on diplomatic matters, let me tell you that Gerapetritis and Fidan are expected today to meet briefly on the sidelines of the South-East European Cooperation Process being held in Sofia. Officially, there is no one-on-one meeting between the two men on the schedule. However, I am told it is extremely likely that they will at least exchange a few words “standing up,” because otherwise people will start saying there is a crisis in bilateral relations. Of course, with Greek-Turkish relations you never really know. Even if they do meet, some will afterward accuse them of being too accommodating and argue that you should not speak with someone who threatens you with war and “Blue Homeland” claims. The swearing-in of the new members of the government will take place on Friday. Someone who closely follows government gazettes (FEK) drew my attention to the Foreign Ministry, where, with the presence of Tasos Chatzivasileiou, there would be four deputy ministers—which is not possible. For that reason, according to my source, a constitutional provision will be utilized to create the position of a “career” Deputy Foreign Minister, meaning someone coming from the diplomatic service. In the current lineup, that “career” deputy minister will be Alexandra Papadopoulou, since the new Chatzivasileiou and the existing deputy ministers Haris Theocharis and Giannis Loverdos are politicians elected by popular vote. “The government is cooperating with ExxonMobil and Chevron to develop Greece’s hydrocarbons sector,” Stavros Papastavrou said in an interview with Fox Business. In this spirit of accelerating timelines, I learn that during his trip to the United States he will meet executives from both American energy giants. Yesterday, as part of the Eastern Mediterranean Energy Business Forum organized by the Atlantic Council, Papastavrou met Chevron’s General Manager for International Relations. In Houston, he will meet Neil Hartley, the executive responsible for Exxon’s projects in Greece. The goal is to ensure that the exploratory drilling operation in the Ionian Sea, scheduled for February 2027, is not delayed by even a single day. Another objective is to complete seismic surveys south of Crete by the end of 2026. Ahead of today’s Political Committee process for his election as the new party secretary of New Democracy, Kyranakis has begun calling MPs and party officials to gather the necessary signatures and, of course, to inform the party apparatus that he is taking over. I am told that one of the more interesting calls he made was to Vangelis Meimarakis, who has generally kept his distance and even attended the party congress without speaking. They spoke for quite some time. Meimarakis offered advice, given that he himself served as secretary of New Democracy for five years, from 2001 to 2006, and was a key figure in the party’s 2004 electoral victory. Since I am talking about that period, do not be surprised if Kyranakis also meets Karamanlis in the coming period, as Karamanlis generally receives visitors at his office. Since we are on New Democracy matters, let me tell you that Political Academies will soon begin, as part of an effort to energize the party’s cadre base ahead of the elections. The launch takes place tomorrow, Thursday, in Thessaloniki and will be Kyranakis’ “premiere.” The core group of participants also includes New Democracy General Director Giannis Smyrlis, Skertsos, Kontogeorgis, Nikos Romano, while Vasilis Fevgas, Dimitris Kairidis, Makis Voridis, and Christos Dimas will also travel to Thessaloniki. Between 250 and 400 party officials will participate in a four-hour program. Future stops include Agrinio next week, then Ioannina, and Larissa in early July. Toward the last week of June, the public offering for Attica Department Stores’ listing on Euronext Athens is expected to take place. The IPO will involve the sale of a 30% stake in the company and comes after a period of strong organic growth, which accelerated following Ideal Holdings’ acquisition of a stake in the company. Notably, during the 2022–2025 period, operating profits (EBT) nearly doubled, reflecting improved efficiency and commercial momentum, while revenue rose to €244 million from €190.6 million. As Lambros Papakonstantinou, head of Ideal Holdings, stated during a press briefing, the company has a strong business model, a very healthy balance sheet, cash flow, and financing capacity. Therefore, there was no reason to raise new capital for the stock market listing by issuing new shares. According to CEO D. Boumis, the goal is to increase market share from 11% today to 15–16% within four years. This will be achieved through a combination of expanding existing operations and launching new projects. As for the possibility that Attica, currently a tenant, might one day own properties for its stores, management ruled out such a prospect. Lamda Development demonstrated a flexible policy by deciding to allow Riviera Tower apartment owners to transfer their apartments directly to third parties, should they wish to do so. Demand for apartments in the tower is very high, and many owners receive attractive offers from interested buyers because there is no remaining availability. Until recently, however, anyone wishing to sell had to do so through a special office established by the company for that purpose. Now transfers can be carried out directly by the owners themselves. Construction of the Riviera Tower—the tallest building in Greece—continues. Concrete works are expected to be completed during the summer, while exterior cladding has already begun on the lower floors of the building being constructed by the Bouygues–AKTOR consortium. Meanwhile, Lamda Development’s stock made a strong return to the spotlight yesterday, standing out among large-cap shares with a rally of nearly +4%, closing near €6.50. With this move, the stock is attempting to bridge the gap back toward the pre–Middle East geopolitical crisis level of €7. The strong rise was accompanied by a sharp increase in trading activity, with a large volume of block trades changing hands. The value of pre-arranged transactions reached €6.2 million (nearly 1 million shares). Investor interest was fueled by developments concerning the company’s debt structure. The rally occurred just hours before the official start of trading for its new seven-year corporate bond, worth €350 million, on the Athens Stock Exchange. Not long ago, there was intense speculation in Athens that Poland’s Pepco Group was preparing to enter Greece with the aim of challenging the market leader, JUMBO. Pepco Group was built around the philosophy of “everything cheap.” Yesterday, however, it decided that some things are not worth keeping, even if you sell them for 1 zloty. Pepco Group announced the sale of 100% of Dealz Poland to a newly established company described as a “specialist European retail investor” for the symbolic price of 1 zloty. According to reports, the buyer is the British private equity firm Modella Capital, owned by Jamie Constable. It is the same fund that acquired Flying Tiger Copenhagen only last May and already owns TG Jones (formerly WHSmith) and Hobbycraft. Dealz Poland, with 343 stores and 1,500 employees, was generating negative operating earnings and represented a “significant drag on the group’s profitability and returns.” Alongside the sale, Pepco is also providing a financing facility of up to £20 million, secured against inventory. In return, it retains the right to receive 35% of the net proceeds from any future resale, with no time limit. Last year, Pepco sold Poundland and Dealz UK/Ireland—more than 800 stores and 16,000 employees—to the American firm Gordon Brothers. That sale was also driven by financial pressures. The group currently has a market capitalization of €4.54 billion and has been listed on the Warsaw Stock Exchange since 2021. Romania is its second-largest market. The problem is that in Romania, following the dramatic depreciation of the local currency, the financial results from its network of 500 stores and 4,000 employees have been modest. In the asset management sector, attention remains focused on Alpha Bank’s public offer for Alpha Trust, which remains open until June 26. A key factor driving investor interest is the offered price of €20.20 per share, representing a 55.74% premium over the average stock market price of the last six months and a 13.23% premium over the independent valuation. Also considered significant is the unanimous positive opinion of Alpha Trust’s Board of Directors, which sees substantial synergies from combining strengths in Wealth Management and Private Banking. For shareholders seeking further clarification before making decisions, Alpha Bank has made available the hotline 216 005 3030, while AXIA Ventures is providing information through 210 7414400. Nestlé Hellas will challenge in court the €2.99 million fine imposed by the Independent Market Control Authority, arguing that the decision is unfair and that the methodology behind the measure is flawed. Sources within the company say that “every available institutional avenue” will be used. They argue that the cap on gross profit margins was announced on March 12 and effectively implemented the very next day, giving businesses no time to adapt. They also dispute the validity of comparing a period of only three weeks against the average of an entire previous year. The heart of the disagreement, however, lies elsewhere. Nestlé rejects any connection between the case and profiteering, pointing out that its profitability in Greece has fallen by approximately 50% over the past three years. “It is legitimate for the State to seek to support consumers, but a situation in which profitability has been cut in half cannot be presented as profiteering,” the same sources note. The €2.99 million penalty is the largest imposed so far under inspections related to profit-margin caps. Previous fines include: €1.76 million on FAGE, €512,551 on KAFEA TERRA, €328,067 on PEPSICO HELLAS, €248,061 on JACOBS DOUWE EGBERTS, €63,371 on Ferrero, €44,431 on a dairy company. Nestlé itself had already faced a €144,700 fine earlier this year in connection with a separate case. From 2019 to today, Greece has tripled its installed renewable energy capacity, rising from 6 GW to approximately 19 GW—a clear achievement. That success has created a new problem. Excess green energy is expected to surge to 12–13% of production, compared with only 3% in 2024, with significant implications for renewable project returns and overall system stability. ADMIE Vice Chairman Giannis Margaris sought to provide answers while outlining the future of energy storage. Renewables already function as a “safety cushion” for wholesale electricity prices during periods of market pressure. Storage systems are now becoming the next crucial stage of the energy transition. Since April 1, the first battery installations have gradually entered the system: Ternitsa in Phocis (30 MW/60 MWh), Vevi in Florina (22 MW/44 MWh), Sanida in Boeotia (20 MW/40 MWh). Their construction was completed in just five months. Installed storage capacity is expected to approach 700 MW by the end of 2026 and reach 800 MW by March 2027 as an intermediate milestone toward the national target. The goal is 1.5 GW of installed storage capacity by 2027. Major electricity interconnections with Cyprus, Israel, and Italy, as well as projects in the North Aegean and the Dodecanese, also play a central role in ADMIE’s planning. The circle is being completed: production, storage, export. Time will determine whether the pace is sufficient. By the end of the month, EKTER is expected to achieve a strategic objective: obtaining a 7th-class contractor license. The upgrade to the highest category of the Contractors Registry will allow EKTER to participate in public projects of any size. The day after tomorrow, the company will distribute a dividend of €0.076 per share. Management has also promised that over the next five years the company’s turnover will triple to €300 million through construction, tourism, PPP projects, and real estate. Today, its backlog stands at €200 million, double the €100 million recorded at the end of 2024. With the new 7th-class license, EKTER is targeting the PAEGAE logistics hub in Magoula, a €200 million investment that will become one of Attica’s largest storage and distribution centers. The stock has gained more than 60% over the past six months, pushing its market capitalization above €140.5 million. The market has now nearly closed the gap with its annual highs and sits only a short distance from the peak reached on February 4 (2,407.07 points). In 2025, the General Index recorded 58 annual highs, the latest occurring on December 23 (2,127 points). This year, only 14 annual highs have been recorded, and it is understandable that the market’s five-year rally has slowed the pace at which the General Index conquers new levels. June, however, is unlikely to be an easy month for reclaiming the peak. The index must overcome a technical challenge: offsetting the impact of regular dividend distributions worth €2.2 billion, equivalent to 1.2% of total market capitalization. At the same time, those dividends may also serve as liquidity fuel for further stock market gains. For now, the omens remain positive. The energy sector has become a key catalyst—alongside the banks—for the Athens Stock Exchange’s march toward new highs, with PPC and ADMIE leading the rally and setting new records. Their impressive stock-market performance is closely linked to strategic capital-market initiatives that are reshaping the domestic investment landscape and attracting strong institutional interest. PPC continued its remarkable surge, gaining 2.31% to close at €22.14, while touching €22.40 intraday. This marks a new 18-year high, reaching levels last seen in July 2008. Trading volume approached 2 million shares. The company’s market capitalization climbed to €13.22 billion, chasing National Bank of Greece (€13.46 billion) for third place among the most valuable listed companies. The stock-market “explosion” is viewed as the long-term reward for the company’s landmark capital increase, which provided the funding needed for its transformation and sharply increased its weighting in international indices. In the mid-cap segment, ADMIE Holdings stole the spotlight, closing at a new all-time high of €4.065 (+1.88%). The stock’s consolidation above €4 comes ahead of Thursday’s crucial shareholders’ meeting, where investors will vote on a €530 million share capital increase. Approval would pave the way for a June 16–18 book-building process as part of a broader €1 billion investment plan. First-quarter results are due this morning. The market is already pricing in a successful offering, while Eurobank Equities has added momentum by raising its target price to €4.40 and emphasizing ADMIE’s evolution from a stable dividend stock into a powerful “regulated growth machine.” The company METROSTAR, owned by brothers Panagiotis and Dimitris Angelopoulos, is in a phase of strong growth. Recently, they placed orders with Hyundai Mipo’s South Korean shipyards for the construction of two MR tanker vessels. The ships will be classed by the Norwegian classification society DNV and are scheduled for delivery in 2028. They are registered under the Liberian flag. The company currently operates seven tankers and three feeder container vessels, each with a capacity of 1,300 containers. Anyone who thought the main topic of discussion at this year’s Posidonia exhibition would be freight rates, geopolitics, or new ship orders was probably standing in the wrong conversation circles. Because behind the official presentations and business meetings, one word dominated discussions: nuclear propulsion. Interest had already begun to emerge following the presentation of Project NEXUS by ONEX Chairman Panos Xenokostas, who raised the possibility of using small modular nuclear reactors (SMRs) in the commercial ships of the future. A proposal that would have sounded almost like science fiction a few years ago is now increasingly being treated as a plausible next step for global shipping. The discussion did not remain confined to conference halls. According to reports, at the reception hosted by the U.S. Embassy last Thursday at the ambassador’s residence, representatives of companies active in the nuclear energy sector became a focal point of interest. Particular attention was drawn by the fact that many of the senior executives from these companies were Greeks living and working in Boston and London. Small discussion groups quickly formed around them, with shipowners, shipping executives, investors, and shipyard representatives seeking answers about when—and under what conditions—nuclear technology might move from theory to practice. One thing is certain: Whether the technology matures quickly or takes longer, nuclear propulsion has now firmly entered the agenda of global shipping. And, as this year’s Posidonia demonstrated, those conversations have only just begun. While the spotlight at Posidonia was focused on shipping’s new “green” narratives, a conflict with far greater political and economic significance was unfolding behind the scenes. The coordinated attack by leading Greek shipowners against the IMO’s Net-Zero Framework (NZF)—the complete decarbonization of shipping—not only caused turbulence within international organizations but also placed the entire ecosystem of companies that have invested billions in shipping’s green transition in an extremely difficult position. Led by Maria Angelicoussis and publicly supported by the Minister of Shipping, the Greek side appears determined to openly challenge the IMO’s plan. The message is clear: Without available and economically viable green fuels, the new regulations risk becoming an expensive tax on the global economy without delivering meaningful environmental benefits. However, this forceful intervention also creates collateral damage. Companies selling decarbonization technologies, compliance systems, and energy-transition solutions suddenly see their business models being questioned. Many of these companies base their growth strategies on the assumption that global emissions regulations will move forward without major resistance. The irony is that while shipowners denounce the NZF as impractical, green-technology firms warn that its collapse could lead to an even more complex and costly patchwork of regional regulations imposed by the European Union, the United Kingdom, Turkey, and potentially China. In the field of occupational pension funds, Greece continues to lag behind the European average. In contrast, the Occupational Pension Fund of the Ministry of Finance is growing faster than average. On June 1, 2026, the Ministry of Finance Occupational Pension Fund (TEA-YPoik) surpassed 15,000 insured members. It was the first Occupational Pension Fund established and the first to provide benefits under Law 3029/2002, the legislation that introduced Greece’s second pension pillar. In other words, it is the pioneer of an institution that has been slow to mature in Greece. Its primary purpose is the voluntary provision of additional insurance protection covering old age, disability, and healthcare, through procedures designed to ensure transparency and the long-term sustainability of benefits. The secret behind its success appears to be its decision to open membership to all employees of the public sector, both core and broader public administration, thereby significantly expanding its pool of potential members. The fund’s chairman is Christos Nounis, who also serves as President of the Hellenic Association of Occupational Pension Funds (ELETEA). For years, he has advocated legislation that would equalize the operating conditions of Occupational Pension Funds and Group Insurance Plans. Next week, the 7th Occupational Insurance Conference will take place under the auspices of the Ministry of National Economy and Finance and the Bank of Greece. A small startup began in Estonia as a low-cost alternative to Uber. Today, it is preparing to reshape mobility across an entire continent. Bolt is now Europe’s largest mobility platform, operating in 50 countries and serving 200 million users. This year it is launching pilot services using Level 4 autonomous vehicles—that is, vehicles capable of operating without a driver—in selected European cities. Markus Villig’s goal is to have 100,000 autonomous vehicles operating through the platform by 2035. Bolt’s strategy relies on three powerful partners. With Stellantis, the partnership combines the company’s AV-Ready Platforms™—specifically the eK0 minivan and the STLA Small platform—with Bolt’s network. The initial production target is 2029, while testing is expected to begin in 2026. Through its partnership with China’s Pony.ai, Bolt leverages proven autonomous-driving technology for Level 4 services in European cities, with Bolt providing the ecosystem and Pony.ai supplying the technology. The backbone of the project, however, is NVIDIA. The partnership announced at GTC 2026 utilizes: The DRIVE Hyperion platform, Cosmos for processing real-world driving data, Omniverse for creating digital twins of European cities, Alpamayo for handling the unique challenges of European traffic conditions, from Prague’s medieval streets to Amsterdam’s bicycle lanes. Europe currently trails both the United States and China in the race to deploy autonomous vehicles. However, with data from millions of journeys across 23 EU member states, Bolt is expected to gain a competitive advantage that no newcomer can easily purchase: knowledge of the terrain. That accumulated operational knowledge may become one of the company’s most valuable assets in the coming battle for autonomous mobility in Europe. Explore related questions

ElBoletín Oficial del Estado(BOE) publicó ayer el anuncio de la Autoridad Portuaria de A Coruña por el que se somete ainformación pública la solicitud de concesiónpresentada por Exolum para construir y explotar una terminal marítima de graneles líquidos en el puerto exterior de punta Langosteira. La publicación del anuncio abre ahora un plazo de20 días hábilespara que administraciones, entidades y particulares puedan consultar la documentación ypresentar alegacionesantes de que continúe la tramitación de la concesión. La compañía plantea desarrollar una planta industrial destinada a la recepción, almacenamiento y distribución de distintos productos energéticos y químicos, aprovechando las conexiones marítimas, ferroviarias y terrestres del puerto exterior coruñés. Según la documentación presentada, las infraestructuras terrestres serán ejecutadas por Exolum, mientras que las instalaciones marítimas asociadas a los atraques correrán a cargo de la Autoridad Portuaria. La inversión prevista para la terminal se eleva a92,2 millones de euros. La previsión de la empresa, teniendo en cuenta que la ejecución del proyecto es de 20 meses, es que las instalaciones esténoperativas entre el 2029 y 2030. Dos parcelas diferenciadas El proyecto básico presentado por Exolum contempla la construcción de la gran planta logística en dos parcelas diferenciadas, que se desarrollarán por fases, en función de la demanda comercial. La denominadaparcela norte(26.585 metros cuadrados) estará destinada principalmente a hidrocarburos y contará con cinco tanques para gasolinas, queroseno de aviación JET A1, biodiésel y otros combustibles, con una capacidad conjunta estimada de 43.835 metros cúbicos. Laparcela sur(85.715 metros cuadrados) concentrará el almacenamiento de productos claros, biocombustibles, CO2 y amoníaco, con una capacidad prevista de 120.610 metros cúbicos. A estos espacios se suman otros 16.659 metros cuadrados de conexiones. En conjunto, la terminal alcanzaría una capacidad superior a los 164.000 metros cúbicos. Los depósitos destinados a CO2 y amoníaco criogénicos dispondrán de sistemas de aislamiento térmico y estructuras reforzadas. El proyecto prevé almacenar amoníaco líquido a temperaturas próximas a los -33 grados centígrados y dióxido de carbonoentre -20 y -40 grados, trabajando en presiones de entre 15 y 25 bares. Algunos de los tanques proyectados alcanzarán los28 metros de altura. Carga simultánea de vagones Según consta en el proyecto básico, la terminal contará además con un cargadero ferroviario conectado a la red nacional de ancho ibérico (1.668 milímetros), con capacidad paraoperar simultáneamente hasta 16 vagones cisterna. El diseño incluye dos posiciones de atraque para buques de entre 5.000 y 60.000 toneladas, así como una red de tuberías de entre 6 y 16 pulgadas de diámetro y sistemas de bombeo capaces de mover entre 200 y 2.000 metros cúbicos por hora. Entre las infraestructuras auxiliares figuran compresores, condensadores, sistemas de refrigeración, enfriadores de aire, una antorcha de seguridad para el manejo de amoníaco y una red de captación de agua de mar destinada tanto a procesos industriales como a los sistemas contraincendios. La documentación destaca la posición estratégica de punta Langosteira como enclave o«hublogístico» del noroeste peninsular, con un puerto que dispone de conexiones ferroviarias, acceso por carretera y capacidad para operar con buques de gran calado. También hace mención a que el entorno combina superficies ganadas al mar con terrenos estabilizados, aunque el propio proyecto señala la necesidad de prestar especial atención a la gestión ambiental debido a la cercanía de áreas residenciales y de ecosistemas costeros sensibles, entre ellos zonas de aves marinas. Gran potencial Exolum enmarca el proyecto dentro de su estrategia para impulsar infraestructuras vinculadas a la transición energética. La compañía sostiene que Galicia tiene «un gran potencial para convertirse en un polo de referencia en el desarrollo de nuevos vectores energéticos» y defiende que la futura terminal contribuirá a conectar la producción y la demanda de nuevos combustibles y productos energéticos, además de favorecer la descarbonización de la economía. La empresa destaca también que la instalación se desarrollará de forma progresiva y «con una visión de largo plazo», adaptándose a la evolución del mercado. Según señala, la iniciativa pretende reforzar la competitividad industrial de Galicia,atraer nuevas inversionesasí como consolidar el papel de la comunidad como uno de los principales nodos energéticos y logísticos del sur de Europa. LAS CIFRAS ?92 millones El proyecto contempla una inversión total de 92,2 millones y un coste de ejecución material superior a 78 millones. ?164.000 metros cúbicos En conjunto, la terminal alcanzará una capacidad superior a los 164.000 metros cúbicos. ?-40 grados La terminal incluirá depósitos criogénicos capaces de almacenar CO2 a temperaturas de hasta -40 grados.

The European Commission is eyeing a massive expansion of its emissions trading system to cover all departing flights, a move that could reshape airline economics and carbon markets alike. Share The European Union is preparing to do something it tried once before, and got its hand slapped for. The European Commission plans to extend its Emissions Trading System to cover flights departing EU airports for international destinations, not just the intra-European routes currently subject to carbon pricing. Right now, the EU ETS only applies to flights within the European Economic Area. Think Paris to Berlin, not Paris to New York. The proposed expansion would capture emissions from all outgoing flights, which account for a significant majority of aviation emissions tied to EU airports. A formal assessment is scheduled for July 2026, at which point the Commission will evaluate whether CORSIA, the International Civil Aviation Organization’s carbon offsetting scheme, is doing enough to justify keeping international flights outside the EU’s pricing regime. Legislative proposals could follow, with expanded coverage potentially taking effect by 2027. The EU has already been tightening the screws on aviation emissions through its Fit for 55 climate package. Free carbon allowances for airlines have been shrinking: a 25% reduction in 2024, 50% in 2025, with full auctioning expected by 2026. The scale of what’s at stake is significant. Flights from European airports emitted approximately 195 million tons of CO2 in 2025, surpassing pre-pandemic levels from 2019. The ETS expansion could bring an additional roughly 107 million tons of CO2 annually under the pricing umbrella, generating substantial revenue at current allowance prices ranging between 70 and 100 euros per tonne. In 2012, the Commission attempted to include all international flights in the ETS. The response was swift and hostile. China threatened to block Airbus orders. The US passed legislation prohibiting its airlines from complying. India and Russia joined the opposition chorus. The international flight provisions were suspended, and the ETS was scaled back to cover only intra-EEA routes. The current proposal would likely exempt incoming flights while capturing emissions from all departing ones. Airline executives are already signaling their displeasure, with the core concern being that carbon pricing increases operational costs, which get passed to passengers through higher ticket prices. Environmental advocates, including organizations like Transport & Environment, argue that comprehensive emissions pricing is not just appropriate but overdue, and call for a full expansion of the ETS to all departing flights by 2027 to align with the polluter-pays principle. The revenue stream it creates is essential for financing the transition to sustainable aviation fuels and other clean energy technologies. For EU-based airlines, full auctioning of allowances by 2026 means emissions become a direct line-item cost. If the ETS then expands to cover international departures, the cost base grows further. Higher ticket prices could dampen leisure travel, which tends to be more price-sensitive than business travel. Cargo shipping rates could also be affected. For carbon market participants, adding roughly 107 million tons of annual emissions to the ETS pool means significantly more demand for carbon allowances. If supply doesn’t expand proportionally, allowance prices could push toward the upper end of the 70-100 euro per tonne range or beyond. The geopolitical risk remains the outstanding variable from 2012: unilateral climate measures affecting international aviation invited retaliation from China, the US, India, and Russia. The EU is betting that CORSIA’s limitations are now more widely acknowledged and that the pushback will be more manageable this time.

Retrofitting a port berth with shore power can take anywhere from three to seven years of permitting, construction, and grid upgrades. Now, a UK company has developed a floating hydrogen-powered platform and can make that wait disappear without having to move a single brick. The Hydrogen Power Hub, a modular floating platform developed by a UK-led consortium headed by Elire Maritime, has cleared six months of engineering trials, removing the last technical barriers before commercial deployment. The system can dispatch up to 5 MW of continuous clean power directly to a docked vessel while it sits at berth – no grid connection, no port construction required. The platform is built from three hexagonal modules that together cover around 1,200 sq m (12,917 sq ft). At full capacity, it can supply 91 MWh of energy per week, enough to serve mid-size cruise ships. The core of the system is a set of 1.3-MW modular hydrogen fuel cells – essentially electrochemical devices that convert hydrogen gas into electricity through a chemical reaction, with water as the only byproduct. Those fuel cells run continuously, consuming between 7,500 and 8,000 kg (16,535 and 17,637 lb) of hydrogen per week, slowly charging a 45-MWh onboard battery bank. When a ship pulls up, that stored energy can be discharged rapidly like a giant power bank. An onboard solar array generates up to 146 kW of additional power, giving the platform some autonomy between hydrogen resupply visits, which happen roughly twice a week by support vessel. Docked ships are some of the dirtiest neighbors a port city has. Their diesel auxiliary engines keep running, burning fuel and pushing exhaust over the surrounding city just to keep the onboard systems alive. The Hydrogen Power Hub cuts port emissions by 77% compared to those conventional diesel generators, saving an estimated 47 tonnes of CO2 per ship per week and eliminating the particulate pollution that drifts over surrounding cities. One of the more novel technical bets is the hydrogen storage system developed by Rux Energy UK, which uses nanoporous materials – materials riddled with microscopic pores that trap hydrogen molecules – to store the gas compactly and at low pressure. That's a meaningful safety and logistics advantage over high-pressure tank alternatives. The University of Strathclyde stress-tested the designs in wave tanks to verify structural integrity and inter-module connectivity under storm conditions. Schneider Electric and Ricardo plc independently verified that the electrical architecture can operate fully off-grid and thathydrogenintegration meets safety standards. Engineers found no technical barriers to full construction. Its main downside is price. According to Elire, hydrogen-generated electricity from this platform is estimated at £0.25–0.50 per kWh (around US$0.33 to $0.67), compared to £0.15–0.25 (~$0.20 to $0.33) for grid power or diesel – roughly two to three times more expensive. But the platform's proponents argue that speed and flexibility change the equation. It can be assembled, deployed, and relocated as shipping routes shift, avoiding the risk of expensive fixed infrastructure becoming stranded. "Ports are under increasing pressure to decarbonize while facing major infrastructure constraints," said Luke Jenkinson, founder and CEO of Elire Maritime. "We have validated a practical, scalable, and deployable system capable of delivering clean power directly where it is needed most." The consortium, funded through the UKRI Clean Maritime Demonstrator Competition Round 6, has entered early stage engagement with ports in London, Singapore, Hamburg, Brisbane, and Riga – ports already under regulatory pressure to cut emissions but unable to pause operations for years of construction. Source:Elire Maritime

Delray Beach, FL, June 09, 2026 (GLOBE NEWSWIRE) -- According to MarketsandMarkets™, theFacility Management Marketis projected to grow from USD 61.08 billion in 2025 to USD 138.50 billion by 2030, expanding at a CAGR of 17.8% during the forecast period. Browse 383 market data Tables and 56 Figures spread through 318 Pages and in-depth TOC on "Facility ManagementMarket - Global Forecast to 2030" Facility Management Market Size & Forecast: Facility Management Market Trends & Insights: Download PDF Brochure @https://www.marketsandmarkets.com/pdfdownloadNew.asp?id=1030 This growth reflects a rising demand among organizations to streamline complex building operations and ensure that physical assets, energy systems, and workplace environments function in sync to support broader business goals. As organizations increasingly prioritize occupant well-being, operational efficiency, and sustainability, several market forces are actively reshaping the facility management landscape. Technological advancements, particularly the integration of Integrated Workplace Management Systems (IWMS), IoT-based asset monitoring, AI-enabled predictive maintenance, and building information modeling, are playing a critical role in driving this transformation. Simultaneously, stricter regulations around energy consumption, carbon emissions, and occupational health and safety are pushing businesses to modernize and automate their facility operations. These developments are enabling organizations to optimize resource usage, enhance security protocols, and achieve higher levels of regulatory compliance. As a result, facility management is shifting from a traditionally cost-centric function to a strategic enabler that contributes directly to improved organizational performance, reduced expenses, and long-term sustainability outcomes. Based on offerings, the solutions segment is expected to hold the largest market size during the forecast period The solutions segment within facility management encompasses a comprehensive suite of integrated technologies and services designed to streamline operations, enhance efficiency, and ensure compliance across various facility types. This segment includes offerings such as integrated workplace management systems (IWMS), building information modeling (BIM), and advanced security systems, which collectively address the multifaceted needs of modern facilities. The increasing complexity of building operations, driven by sustainability mandates, regulatory requirements, and the need for real-time data analytics, has led organizations to adopt these holistic solutions. Gasunie, the Netherlands’ main natural gas transportation network, had 90 different systems for facility processes. To improve efficiency and reduce costs, they consolidated these systems by implementing Planon's IWMS, which included modules for work order management, service desk, move management, project management, and maintenance management. This streamlined their processes down to just one system. King's College London, managing 4.3 million square feet across 130 buildings, used Planon's IWMS platform to gain control and transparency, reducing its maintenance backlog by 50% in three months and shifting from reactive to preventive maintenance. Request Sample Pages @https://www.marketsandmarkets.com/requestsampleNew.asp?id=1030 Based on services, the managed services segment is expected to witness a higher growth rate during the forecast period Managed services in facility management refer to the outsourcing of specific operational functions to specialized third-party providers who assume responsibility for the day-to-day management and maintenance of these services. This approach allows organizations to focus on their core competencies while ensuring that facility operations are handled by experts with the necessary skills and resources. The growing complexity of building systems and the increasing need for compliance with stringent regulations and standards have made managed services an attractive option for many organizations. For instance, Maastricht University Medical Center (MUMC) integrated its facilities data using Planon's IWMS, resulting in improved operational efficiency and a significant reduction in customer queries. The hospital's Facilities Unit, comprising 340 employees and managing a USD 38.9 million budget, streamlined operations across engineering, logistics, catering, and security departments. The implementation of managed services enabled MUMC to eliminate ambiguity in its processes and gain better insight and transparency, enhancing overall service delivery. This shift toward managed services is driven by the need for specialized expertise, cost efficiency, and the ability to leverage advanced technologies without the burden of in-house management.Asia Pacific is expected to witness the highest growth rate during the forecast period The Asia Pacific region is experiencing rapid urbanization, industrialization, and infrastructure development, all of which contribute to the accelerated demand for facility management services. China and India are witnessing significant growth in their real estate sectors, leading to an increased need for efficient facility operations and management. The expansion of commercial real estate, manufacturing, healthcare, education, retail, and hospitality sectors in the region further drives the demand for comprehensive facility management solutions. Additionally, the growing emphasis on sustainability and energy efficiency is prompting organizations to adopt green building practices and technologies, which require specialized facility management expertise. For instance, Fortescue Metals Group (FMG), based in Western Australia, has adopted System Information Modeling (SIM) for all its projects built since 2010, including large-scale projects like the Solomon Iron Ore project and the expansion of its export port facility. FMG acknowledges that using SIM on these projects resulted in significant savings and more efficient project execution. The adoption of SIM technology in the Asia Pacific region is indicative of the broader trend toward digital transformation in facility management, driven by the need for improved efficiency, cost savings, and sustainability. As these trends continue to unfold, the Asia Pacific region is poised to lead the facility management market in terms of growth rate during the forecast period. Inquire Before Buying:https://www.marketsandmarkets.com/Enquiry_Before_BuyingNew.asp?id=1030 As the facility management market moves beyond traditional maintenance to become a critical enabler of organizational performance, the real opportunity lies in convergence, where digitalization, sustainability, and service integration meet. Players that can shift from offering siloed solutions to delivering intelligent, outcome-based platforms will define the competitive frontier. The success of Planon’s IWMS in reducing maintenance backlogs by 50 percent and Gasunie’s consolidation of 90 systems into one operational ecosystem proves that enterprises are no longer just buying services, they are investing in transformation. Similarly, Asia Pacific’s accelerated adoption of technologies such as SIM, as seen with Fortescue Metals, highlights a regional appetite for scalable, high-impact solutions that align with both growth and green imperatives. To capitalize on this momentum, vendors must transition from solution providers to long-term transformation partners by offering modular platforms, data-driven services, and agile delivery models tailored to specific verticals and regulatory landscapes. The winners will be those who do not just respond to demand but shape it by turning facilities into levers of resilience, efficiency, and strategic value creation. Top Companies in Facility Management Market: TheTop Companies in Facility Management Marketinclude Caterpillar (US), ABB (Switzerland), Cisco (US), Sandvik AB (Sweden), Epiroc (Sweden), Hexagon AB (Sweden), Komatsu (Japan), Rockwell Automation (US), Metso (Finland), and Schneider Electric (France).

Canarias Ahora El puerto de Las Palmas realizó en la noche de este lunes el primer suministro de gas natural licuado (GNL) alfast ferry Mercedes Pintode Baleària Canarias, que se estrenó el pasado viernes en la ruta entre Tenerife, Gran Canaria y Fuerteventura para reforzar la conectividad en el archipiélago. La operativa supone todo un hito para el transporte marítimo en las islas, ya que se trata del primer suministro de GNL que se realiza en el Puerto de Las Palmas y el primero con cisternas que Baleària realiza a un buque en Canarias. El abastecimiento se llevó a cabo en el muelle Juan Sebastián Elcano mediante el sistema MTTS (Multi Truck To Ship), que permite el suministro simultáneo desde varios camiones cisterna hasta los tanques del buque. En concreto, la operación se realizó con dos cisternas y un suministro de 600MWh, bombeando ambas unidades de forma simultánea. El caudal de bombeo fue de 600 l/min. por cisterna, consiguiendo un caudal de bombeo total de 1.200 l/min. Según ha informado la Autoridad Portuaria de Las Palmas, esta operativa refuerza la capacidad técnica y logística del Puerto para acoger suministros de combustibles más ecoeficientes, y en esta línea, Baleària Canarias da un paso más en su compromiso con la ecoeficiencia, la innovación tecnológica y la mejora continua de sus servicios en el archipiélago. El director general de Baleària, Georges Bassoul, señaló que “con esta operación de suministro, Baleària Canarias da un primer paso para impulsar el desarrollo y suministro regular de estos combustibles sostenibles en el archipiélago, con el objetivo de seguir avanzando hacia una movilidad marítima más eficiente y ambientalmente responsable” La presidenta de la Autoridad Portuaria de Las Palmas, Beatriz Calzada, agradeció a Baleària su confianza en el Puerto de Las Palmas y subrayó: “Para nosotros, esta operación supone el pistoletazo de salida en suministro de combustibles menos contaminantes. Se trata de una actividad que hemos declarado estratégica para nuestro puerto y debemos poder suministrar cualquier tipo de combustible que los barcos necesiten y demande el mercado”. Con una inversión de 128 millones de euros, elMercedes Pintose posiciona como un referente en ecoeficiencia dentro del transporte marítimo de alta velocidad. El buque está equipado con motores duales que permiten el uso de gas natural (GNL) y biogás, un combustible neutro en emisiones de CO₂. Cabe recordar que el grupo Baleària mantiene desde hace años una apuesta firme por el gas natural como combustible de transición en el transporte marítimo, ya que permite reducir las emisiones de CO2 y NOx, así como eliminar las emisiones de azufre y partículas, avanzando hacia una movilidad marítima más eficiente y ambientalmente responsable. Además, ha empezado a usar en determinadas rutas en biogás, un combustible que permite operar con cero emisiones netas, en el marco de su estrategia de descarbonización.

The International Maritime Organization’s (IMO) targets, the full integration of shipping into the EU Emissions Trading System (EU ETS) by 2026, and the FuelEU Maritime initiative are turning decarbonization into a daily challenge for shipping companies. Against this backdrop, Schneider Electric and Msystems are positioning themselves as strategic partners in energy and digital transformation. Leveraging extensive experience in maritime applications and expertise in IT infrastructure and digital solutions, the two companies focus on energy management, data transparency, and vessel lifecycle optimization. Through their participation at Posidonia 2026, Schneider Electric and Msystems are demonstrating how the convergence of energy and IT can create tangible business value, supporting the development and integration of digital infrastructure onboard vessels. The discussion around sustainability has matured. The question is no longer whether to act, but how. Energy efficiency, electrification, and the use of real-time data have become critical drivers for reducing carbon footprints while safeguarding profitability. Through maritime-focused technologies such as EcoStruxure™, Schneider Electric provides an integrated architecture that connects energy management, automation, and digital services. The result is enhanced visibility, better-informed decision-making, and meaningful reductions in both operating costs and emissions. Msystems brings years of specialized expertise in both information technology and maritime operations, delivering comprehensive onboard IT infrastructure solutions. With a focus on technologies such as micro data centers and remote management systems, the company helps ensure uninterrupted operations and operational reliability, meeting the growing demands of an increasingly digitalized maritime environment. “The rapid expansion of onboard IT systems is transforming vessels into floating data centers. From navigation to equipment condition monitoring, the need for reliable power and uninterrupted operation has become critical,” said Tasos Sarris, Channel Sales Business Developer for Southeast Europe at Schneider Electric. Schneider Electric addresses these requirements through integrated micro data center solutions, marine-grade UPS systems, and modular architectures that ensure business continuity even under the most demanding operating conditions. Reliability is no longer simply a technical specification—it is a business imperative. Modern vessels are highly digitalized and energy-intensive, making uninterrupted power supply essential. At the same time, shore power, also known as Onshore Power Supply (OPS), is evolving from an option into a requirement, as ports and vessels adapt to new regulatory standards. In this context, certified low- and medium-voltage solutions for maritime applications are playing an active role in supporting the development of the global shore-power ecosystem. “Our success depends not only on technology but also on having the right partners,” said Kyriaki Roussianou, Strategic Account Manager at Msystems. “The long-standing partnership between Schneider Electric and Msystems is a prime example, combining technical expertise, certified solutions, and a deep understanding of the maritime industry’s needs.” From micro data centers to DNV-certified UPS systems designed for demanding maritime applications, supported by comprehensive after-sales services and worldwide technical coverage, the approach takes into account the entire lifecycle of solutions, prioritizing total cost of ownership rather than isolated capital investments. As shipbuilding lead times continue to increase and regulatory uncertainty persists, strategic focus is shifting toward the modernization of existing fleets and modular upgrade solutions. Shipping companies are seeking ways to adapt their vessels to evolving requirements without relying solely on newbuild programs. In this environment, Schneider Electric supports continuous optimization through targeted upgrades in energy systems, automation, and digital infrastructure, enabling controlled investment costs and minimal operational disruption. At the same time, attention is increasingly shifting from initial capital expenditure to total lifecycle cost. Through solutions that enable predictive maintenance, improved energy management, and enhanced reliability, operators can extend the operational lifespan of vessels beyond 30 years. The result is fleets that are more resilient, more efficient, and better prepared to meet the challenges of the future. 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.

Hydrogen of Dutch Origin (H2DO) and its partners have launched a feasibility and concept study for a 30–50 MW offshore green hydrogen project linked to offshore wind generation in the Dutch North Sea. The project will examine the development of an offshore hydrogen production installation designed to convert electricity generated by offshore wind farms into hydrogen at sea and transport it to shore via pipeline infrastructure. The study follows H2DO securing support in 2025 under the Dutch government’s Topsector Energie (TSE) programme, which funds energy innovation and green industrial development projects in the Netherlands. Announcing the funding award in September 2025, H2DO said the study would support future demonstration-scale offshore hydrogen projects and contribute to the commercial rollout of offshore hydrogen production in the North Sea. The organization also said last year that the study would focus on the conceptual design, building, installation, and operation of a 30–50 MW offshore green hydrogen production facility within the Hollandse Kust Noord offshore wind area. According to H2DO, the concept is intended to help address growing grid congestion challenges in the Netherlands as offshore wind capacity in the North Sea continues to expand. Producing hydrogen offshore could reduce pressure on electricity transmission infrastructure and limit the need for large-scale onshore electrolysis facilities. The work will focus on developing a FEED entry-ready concept for the project, including technical design, regulatory and permitting requirements, commercial structuring and market integration. The consortium will also assess compliance with Renewable Fuels of Non-Biological Origin (RFNBO) rules under the EU’s RED III framework, alongside considerations of circularity, resilience, and spatial planning in the North Sea. Another objective of the study is to compare the business case for offshore hydrogen production with onshore electrolysis solutions connected through high-voltage direct current (HVDC) transmission systems. The consortium includes H2sea, Haskoning, TCI Risk Management, and ECHT Regie in Transitie, with support from Smulders HSM and other companies involved in the offshore hydrogen value chain. “With this group of partners, we are laying the groundwork here in the Netherlands for projects that can move straight into FEED and be replicated and scaled across the North Sea”,saidPatrice Hijsterborg, managing partner at H2DO. 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!

German energy player Uniper is looking to further diversify its liquefied natural gas (LNG) supply by moving forward with negotiations to secure Canadian LNG from a multibillion-dollar project being developed on Canada’s northwest coast to export lower-carbon LNG to markets in Asia. Uniper andKsi Lisims LNGhave signed a letter of interest (LOI) outlining key commercial terms for a pending supply and purchase agreement (SPA) for the delivery of 2 million tonnes per annum (mtpa) of LNG on a long-term basis, further strengthening the LNG portfolio’s diversification and adding to the security of supply. Michael Lewis, CEO of Uniper, commented:“Expanding and diversifying our LNG supply portfolio remains a key priority for Uniper. Canada offers an attractive environment with significant gas resources, strong political stability and reliable regulatory frameworks. We see potential in projects like Ksi Lisims LNG to further enhance the resilience and flexibility of our supply portfolio.” The German firm could start receiving first volumes of LNG as early as 2032. This deal comes shortly after another European LNG buyer, Germany’sSecuring Energy for Europe (SEFE),inked a heads of agreement (HOA)for the sale and purchase of 1 million tonnes per annum of LNG from the same project, boosting global interest in Canada as a future LNG hub. Ksi Lisims LNG is a proposed 12 mtpa floating export facility on the northwest coast of British Columbia, being developed by theNisga’a Nation,Rockies LNG, andWestern LNG. The project will be situated on Nisga’a Nation-owned land, a strategically located site with direct and efficient routes to growing Asian markets. The destination flexibility of the LNG is perceived to provide an additional security of supply element, with gas to be delivered via the Prince Rupert Gas Transmission (PRGT) pipeline, connecting Canada’s Western Canadian Sedimentary Basin to the Pacific coast. Uniper, which claims that Canada represents an important potential additional supply source for the company, sees Canadian LNG as lower-emission, responsibly-produced energy from a trusted trade partner. The company highlights that a diversified LNG portfolio with a strong global foothold is its core objective to ensure security of supply for its European downstream markets. This content is available after accepting the cookies. Uniper signs off on 10-year LNG supplies to India Davis Thames, Founder, CEO, and President of Western LNG, underlined:“We are pleased to be working with Uniper as we advance Ksi Lisims LNG. This project, and Europe’s interest in it, demonstrates how energy security, climate responsibility, and community-focused economic development can be achieved together.” Designed to be one of the world’s lowest-emissions LNG export terminals, Ksi Lisims LNG will connect with British Columbia’s renewable hydroelectric grid supply, resulting in up to 90% lower greenhouse gas (GHG) emission intensity compared with conventional LNG facilities. The project and its feed pipeline PRGT have received key environmentalapprovalsand been identified asprojects of national interestby the Canadian government. Pending a final investment decision (FID) by the project co-developers, construction could begin by early 2027. 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!

Seppure non si possano probabilmente ancora definire risultati concreti, le conclusioni emerse dal Consiglio Europeo dei Trasporti mostrano un indirizzo e dei segnali che lasciano ben sperare gli attori (anche italiani) del trasporto marittimo e della cantieristica navale. All’appuntamento di Lussemburgo ha partecipato il viceministro italiano Edoardo Rixi (nella foto insieme al Commissario Ue Trasporti Apostolos Tzitzikostas) ribadendo come l’Italia spinga per “rivedere politiche di decarbonizzazione concepite in un contesto economico e geopolitico profondamente diverso da quello attuale. La transizione ecologica deve procedere con pragmatismo, neutralità tecnologica e apertura ai carburanti alternativi, evitando approcci ideologici che rischiano di penalizzare industria, lavoro e competitività”. L’esponente di Governo ha poi aggiunto: “Sosteniamo lo sviluppo dei carburanti sostenibili, dal Saf avio ai biocarburanti e al diesel biologico, e il potenziamento delle Autostrade del mare. Allo stesso tempo riteniamo necessario superare un Ets marittimo che rischia di spostare traffici e investimenti verso porti extraeuropei, indebolendo il sistema logistico continentale”. Nelle conclusioni approvate dal Consiglio la strategia industriale marittima dell’Ue viene definita come “un piano d’azione strutturato che mira a rafforzare la leadership marittima europea promuovendo la cantieristica navale ad alta tecnologia e le attrezzature portuali all’avanguardia”. L’Europa riconosce come gli operatori “si trovino a dover affrontare sfide crescenti, tra cui l’intensificarsi della concorrenza globale, le tensioni geopolitiche, la dipendenza strategica dalla produzione di paesi terzi, la necessità di accelerare la decarbonizzazione e la persistente carenza di manodopera e competenze”. Le conclusioni adottate a Lussemburgo “definiscono le priorità chiave per affrontare queste sfide”. A proposito di “Sovranità industriale e competitività” gli Stati membri hanno espresso “preoccupazione per le distorsioni del mercato e le pratiche di sovvenzione sleali da parte di paesi terzi che minano la concorrenza leale”. Il Consiglio chiede pertanto “una valutazione delle misure volte a rafforzare la competitività del settore, compreso l’uso efficace degli strumenti di difesa commerciale esistenti, in linea con gli obblighi internazionali. Incoraggia inoltre gli investimenti volti a ridurre le dipendenze strategiche e a rafforzare le capacità industriali critiche”. Fra le righe sembra di leggere un’apertura al sostegno pubblico in determinate aree d’attività. C’è poi il tema “Investimenti e innovazione”. Per ampliare la capacità europea nel settore delle navi avanzate e a basse o zero emissioni “il Consiglio chiede maggiori investimenti in tecnologie innovative per la costruzione navale, sistemi di propulsione pulita e ricerca e innovazione. Sostiene inoltre iniziative come i cantieri navali del futuro e la creazione di un’alleanza europea per le filiere industriali marittime, al fine di convogliare gli investimenti verso le priorità strategiche”. In materia di “Decarbonizzazione e sostenibilità” il Consiglio Europeo dei trasporti ha ribadito “il ruolo centrale del settore marittimo nel raggiungimento degli obiettivi climatici dell’UE e sottolinea che la decarbonizzazione richiede un’azione coordinata lungo l’intera catena del valore del trasporto marittimo, compresi i produttori e i fornitori di carburante. Gli Stati membri chiedono la tempestiva e coordinata diffusione di combustibili marittimi sostenibili e di tecnologie innovative a basse emissioni. Sottolineano che la disponibilità di combustibili alternativi sicuri, sostenibili e a prezzi competitivi sarà fondamentale per accelerarne l’adozione”. Ciò significa che gli armatori dovranno essere messi nelle condizioni di poter acquistare e impiegare carburanti green. Le conclusioni ribadiscono inoltre “l’importanza di utilizzare i proventi generati dal sistema di scambio di quote di emissioni dell’Ue (Ets) per scopi legati al clima”, altra buona notizia in linea con quanto chiedono le shipping company. Al tempo stesso è stata evidenziata “la necessità di valutare potenziali adeguamenti al regolamento marittimo FuelEU, al regolamento Mrv (Monitoring, Reporting, Verification) e al quadro normativo dell’Ets marittimo, al fine di evitare sovrapposizioni di costi e oneri amministrativi non necessari, qualora venissero adottate misure globali per ridurre le emissioni di gas serra derivanti dal trasporto marittimo”. C’è poi un capitolo dedicato a “Sicurezza e resilienza” che porta buone notizie per il mondo della difesa. Il Consiglio avverte infatti che “le sfide alla sicurezza marittima sono in aumento, compresi i rischi legati all’operatività delle flotte ombra e alla crescente instabilità geopolitica. Gli Stati membri sottolineano la necessità di rafforzare la resilienza, la preparazione e le capacità di difesa dell’Ue, compresa la protezione delle infrastrutture marittime critiche e la resilienza delle catene di approvvigionamento marittime. Le conclusioni sostengono inoltre un approccio coordinato allo sviluppo di infrastrutture a duplice uso (dual use), capaci di servire sia a scopi civili che militari”. Oltre a ciò il Consiglio ha constatato che “il settore marittimo si trova ad affrontare una significativa carenza di manodopera, un invecchiamento della forza lavoro e condizioni di lavoro sempre più gravose, fattori che incidono sulla sua competitività e resilienza a lungo termine”. Pertanto gli Stati membri “chiedono un rafforzamento dell’istruzione e della formazione marittima, comprese iniziative di aggiornamento e riqualificazione professionale. Le conclusioni incoraggiano l’adozione di misure volte ad attrarre un maggior numero di giovani verso le professioni marittime e sostengono lo sviluppo di un’iniziativa europea coordinata sulle competenze marittime”. Nelle conclusioni della nota riepilogativa diffusa al termine del Consiglio viene sottolineato come il settore marittimo dell’Ue sia “anche un fornitore leader a livello globale di servizi di trasporto marittimo. Svolge un ruolo fondamentale nel garantire l’approvvigionamento di beni essenziali, nel facilitare il commercio internazionale e nel sostenere la sicurezza energetica dell’Europa. Insieme ad altri settori legati al trasporto marittimo, genera domanda di prodotti e servizi manifatturieri marittimi, contribuendo al contempo a plasmare lo sviluppo tecnologico dell’intero ecosistema marittimo”. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

A bill aimed at increasing the number of wood pellet mills in Louisiana has sailed through the state’s Legislature — despite some lawmakers, including the bill’s sponsor, acknowledging they know little about thecontroversial industry. State Representative Chuck Owen, a Republican from Vernon Parish in west Louisiana, said he proposedHouse Bill 670in February shortly after learning about the industry, which exports about $1 billion worth of pellets from Louisiana each year. Nearly all the production comes from two British-owned mills in central and north Louisiana that emit large — andsometimes illegal— quantities of air pollutants linked to cancers and other serious illnesses. Owen, whose district spans one of the state’s most timber-rich regions, said the goal of his bill is to make Louisiana a “premier location for wood pellet manufacturing.” The legislation gives a state agency, Louisiana Economic Development, broad direction to develop new incentives for pellet manufacturers, potentially including new tax breaks, state-funded workforce training programs, and port upgrades tailored to the industry’s needs. It also instructs state regulators to streamline permitting for pellet mills and review environmental and public safety rules that “impose unnecessary burdens on this emerging industry.” Grist thanks its sponsors.Become one. To support our nonprofit environmental journalism, please considerdisabling your ad-blockerto allow ads on Grist.Here's How For Owen, talking during a meeting ahead of the vote, the rationale behind expanding pellet manufacturing is simple: “We have a lot of trees in Louisiana, and north of Bunkie, that’s about all we have,” he said, referring to a town in central Louisiana. “There’s a market craving wood pellets, and I think we should get further into it.” But when a fellow legislator asked him to describe one of the mills and “what exactly it produces,” Owen admitted he was only vaguely familiar with it. “I do not know a lot about it,” he said. “No, sir, I do not. I know they’ve had some struggle in recent years, but I know that they’re there.” Despite that uncertainty, Louisiana’s House and Senate passed Owen’s measure unanimously. The bill is expected to be signed into law by Governor Jeff Landry, a Republican who has backed similar measures aimed at boosting industrial growth in the state. The British energy company Drax operates the two large pellet mills in Louisiana: one in Urania, a small town in the central part of the state, and another near Bastrop in the northeast corner. Together with a nearly identical Drax facility in Gloster, Mississippi, the mills churn out billions of wood pellets to meetdemand in the United Kingdomfor electricity generated by wood, what the industry markets as “sustainable biomass.” Grist thanks its sponsors.Become one. To support our nonprofit environmental journalism, please considerdisabling your ad-blockerto allow ads on Grist.Here's How In the U.K. and several other European countries, wood pellets are classified as a renewable energy source, making the industry eligible for large subsidies typically given to solar and wind projects. While Drax promotes itself as a purveyor of green energy, communities in the Deep South that host the pellet mills pay a high cost from air pollution, dust and noise, said Kadin Love, a community organizer with the Dogwood Alliance, an environmental group in North Carolina opposed to wood pellet manufacturing. “This is an industry that doesn’t have a clean history,” Love said. “This bill opens doors to the industry that we might not be able to close.” Drax has paid nearly $6 million in fines and settlements for hundreds of pollution violations in Louisiana and Mississippi over the past six years. Despite some facility upgrades aimed at reducing pollution, the company has continued to rack up violations. In Gloster, where Drax has operated the longest, several residents aresuing the companyover what they say is a decade of exposure to toxic chemicals, including formaldehyde, acrolein, and methanol. In the mostly Black, low-income town, about 40 miles north of the state Legislature in Baton Rouge, many people blame widespread health problems, including cancer and respiratory illnesses, on the mill’s pollutants. In a motion to dismiss the case, Drax’s lawyers argued that the lawsuit fails to show “particularized injury that is traceable to [the mill’s] conduct.” When asked about Owen’s bill, Drax expressed gratitude to Louisiana lawmakers for supporting the industry but declined to address pollution concerns raised by Love and other critics. “We appreciate the engagement of lawmakers and our community partners in Louisiana,” a company spokesperson said in a statement. “We remain focused on operating responsibly and transparently, working constructively with regulators, and continuing to support jobs and economic activity in the communities where we operate across Louisiana.” During the recent deliberations over Owen’s bill in the state House, none of the representatives mentioned concerns about pollution. Like Owen, most legislators were unfamiliar with the industry and asked only basic questions. “Are we talking about the wood pellets you put in the smoker, or do you build stuff with these wood pellets?” asked Representative Candace Newell, a Democrat from New Orleans. “What do they look like?” The only expert testimony came from Scott Roe, a consultant who produced a feasibility study on pellet mills in Louisiana. Roe described pellet burning as “cleaner” than other fossil fuels and said the industry could eventually use technology that “releases nothing at all.” “So, it’s clean-burning,” said Newell, who voted in favor of the bill. “You can’t build anything with it — just clean-burning clean energy.” But several scientists say that’s far from the truth. Drax’s wood-fueled power station in rural England emitted more than 14 million tons of carbon dioxide in 2024, making it the largest single source of CO2 in the U.K., according to areportlast year from the climate research group Ember. That amount is more than the combined emissions from the country’s six largest gas plants and more than four times the level of the U.K.’s last coal plant, whichshut down in 2024. The most contentious discussions about the bill concerned the industry’s potential use ofcarbon capture and storagetechnology, or CCS, which allows emitters to inject carbon dioxide underground rather than release it into the atmosphere. Tax credits and other incentives are available to industries that integrate CCS into their operations, but a growing number of Louisiana legislators oppose the technology; several pending bills would restrict CCS projects amid concerns about health and safety risks at storage sites andalong pipelinesthat transport the gas. During the discussion over his bill in the state House, Owen sought to distance his bill from CCS, or the “C-word,” as he called it. Drax, however, has pledged heavy investment in CCS technology. In 2023, the company established a new office in Houstonfocused on pairing biomass with CCS projectsacross North America. “The U.S. Gulf Coast has emerged as a major hub for carbon capture and sequestration investment and technology, a key component of the company’s plans to expand clean electric generation from renewable resources,” Drax CEO Will Gardiner said at the time. Some members of the Louisiana Legislature wanted assurances that the bill wouldn’t help Drax reach its CCS goals. Owen promised to kill his own bill if the Senate tried to insert language supporting the technology. “If, on the [Senate] side, they try to make it pro-carbon capture, will you pull it?” asked Representative Robby Carter, a Democrat from St. Helena Parish. “Pull it,” Owen responded. The Senate steered clear of the CCS debate and passed the bill with only a few minor wording changes on May 27. The bill gained support largely because of its promises to boost the state’s struggling forest products sector. Several pulp and paper mills have shut down in Louisiana, leaving many small communities with few jobs and empty downtowns. Backers argued that the pellet industry could help fill that void. Low-grade pine once used for paper production can instead be made into pellets, creating a new market for Louisiana trees and potentially revitalizing the state’s forestry economy. “What this bill is about is employing people,” Owen said during deliberations. But the three Drax mills each employ about 70 people, which is far fewer than the hundreds employed by many of the older mills. Louisiana has granted Drax generous tax breaks aimed at boosting employment. Through the state’s Industrial Tax Exemption Program, Drax has avoided paying about $75 million in property taxes that would otherwise support local school districts and local government operations,Verite News and Grist found in a review of estimatesfrom Louisiana Economic Development. The industry’s growth looks uncertain as European countries are increasingly skeptical of the claim that burning wood is better for the environment than relying on other energy sources. The U.K. government recently decided the current subsidies for Drax would becut in halfnext year. There have been other signs of trouble for the industry. Enviva, once the world’s largest wood pellet producer,filed for bankruptcyin 2024. Drax has also scaled back some of its North American expansion plans and recentlyshuttered its two Arkansas millsafter only a few years in operation. Love, from the Dogwood Alliance, said he was stunned that Louisiana’s legislators rushed to pass Owen’s bill unanimously despite having only a superficial understanding of the industry and without much, if any, consideration of the environmental and economic risks. “If you’re making a state law that exclusively benefits one industry, I’d hope they’d do some homework on it,” Love said. “The fact that they’re not doing the due diligence of researching this industry is incredibly concerning.” A message from Grist is the only award-winning newsroom focused on exploring equitable solutions to climate change. It’s vital reporting made entirely possible by loyal readers like you. At Grist, we don’t believe in paywalls. Instead, we rely on our readers to pitch in what they can so that we can continue bringing you our solution-based climate news. Donate today to keep our site free. Grist is the only award-winning newsroom focused on exploring equitable solutions to climate change. It’s vital reporting made entirely possible by loyal readers like you. At Grist, we don’t believe in paywalls. Instead, we rely on our readers to pitch in what they can so that we can continue bringing you our solution-based climate news. Donate today to keep our site free. Grist thanks its sponsors.Become one. Grist thanks its sponsors.Become one. To support our nonprofit environmental journalism, please considerdisabling your ad-blockerto allow ads on Grist.Here's How

- Achieving Both Cost Reduction and Delivery Reliability with Lead Times Up to 40% Shorter than Conventional Services - TOKYO,June 9, 2026/PRNewswire/ -- NIPPON EXPRESS HOLDINGS, INC. launched "NX Ocean Fast Track" on June 5, 2026. The company's innovative maritime solution delivers significantly accelerated lead times compared to conventional ocean transport, while offering a superior cost-to-speed ratio over traditional air freight. Logo:https://drive.google.com/file/d/1dqm0cxpYamnvMUra1AGXMuGlX932Z353/view?usp=drive_link Image:https://drive.google.com/file/d/101W2g9WAooyG9FYV30f04qpxAkuX5yRY/view?usp=drive_link The service initially covers shipments from Tokyo (Japan), Shanghai (China) and Haiphong (Vietnam) to Los Angeles (the U.S.). By collaborating with ocean carriers and destination terminals and optimizing operations at both origin and destination, NX Group provides a new transportation option that bridges the gap between air and standard ocean freight. BackgroundIn recent years, the global supply chain environment has undergone significant changes, with increasing transportation uncertainty due to factors such as port congestion and fluctuations in space supply and demand. Particularly for customers in sectors like technology, data centers, consumer goods and retail have faced a growing challenge: while they cannot bear the high cost of air freight, standard ocean transport often lacks the delivery predictability needed for production and sales planning. To address these market needs, NX Group developed "NX Ocean Fast Track," which combines speed, delivery reliability, cost competitiveness and reduced environmental impact. Service Overview"NX Ocean Fast Track" is a transportation solution that is more affordable than air freight and achieves shorter lead times than standard ocean freight by optimizing operational processes at both origin and destination. This service provides a balanced alternative for customers who want to shift urgent cargo from air to ocean freight, as well as for those concerned about delivery reliability with conventional ocean transport. Initially, the service will be offered as an end-to-end transportation service from Tokyo, Shanghai and Haiphong to Los Angeles. Service DetailsService Name: NX Ocean Fast TrackTarget Routes: From Tokyo, Shanghai and Haiphong to Los AngelesLead Times (From Cargo Receipt to Delivery)- From Japan: 16-17 days- From China: 16-17 days- From Vietnam: 21-22 daysTransport Mode: Ocean container transportation service (FCL) under NX House B/L Key Features- Up to 40% Reduction in Lead Time*While vessel transit times remain the same, NX Group has established a unique scheme that significantly shortens the lead time for cargo handling and procedures at both origin and destination. This achieves a total lead time reduction of up to approximately 40% compared to standard ocean freight. *Compared to the company's conventional services. - Reliable Delivery PerformanceIn the United States, the process from vessel arrival to container pickup typically takes several days and can be unpredictable. However, this new service enables container release within 24 hours through close coordination with terminal operators. This minimizes uncertainty caused by port congestion and ensures more stable delivery schedules. - Cost CompetitivenessThe service allows for significant cost savings compared to air freight. By maintaining speed and reliability while keeping costs low, it serves as an optimal choice between air and ocean transportation. - Environmental SustainabilityBy shifting from air freight to ocean freight, customers can significantly reduce CO2 emissions, supporting their sustainability and ESG management goals. Future OutlookNX Group is dedicated to ensuring the stable operation of this service as a new transportation standard. Moving forward, the Group plans to gradually expand the covered routes and provide higher value-added services, including door-to-door transportation and hybrid solutions combining ocean and air freight. NX Group remains committed to creating new value and meeting the sophisticated and diverse logistics needs of its customers by leveraging its global network and diverse transportation capabilities. About the NX Group:https://drive.google.com/file/d/1mbvBL6C8THZNrR5LREgGeafNkEdaAmV-/view?usp=drive_link NX Group official website:https://www.nipponexpress.com/NX Group's official LinkedIn account:https://www.linkedin.com/company/nippon-express-group/ SOURCE NIPPON EXPRESS HOLDINGS, INC.

“Greek shipping continues to evolve and modernize. It is also at the forefront in terms of the industry’s environmental footprint. We remain firmly committed to the maritime sector, which we experience and serve on a daily basis. We remain strong, as we always have,” stated Melina Travlos, President of the Union of Greek Shipowners, responding to a question from Naftemporiki during the Union’s press conference held at the conclusion of the international Posidonia shipping exhibition. Despite the unprecedented scale of Greek shipowners’ newbuilding programme—both in terms of volume and sustainable vessel design—the competitiveness of European shipping remains a pressing concern. As Travlos emphasized, “We must address the competitiveness of European shipping, a sector that is currently under significant pressure from competition originating in Asia. This competition is largely driven by state subsidies, which European shipping does not benefit from.” One of the key challenges affecting competitiveness is the European Union’s Emissions Trading System (EU ETS). According to Travlos, the ETS is undermining the competitiveness of Greek shipping. Furthermore, Antonis Lemos, Vice President of the Union, noted that while the ETS directly impacts shipowners and charterers, its ultimate burden falls on European consumers. “The increase in transportation costs is ultimately passed on to European consumers, making the ETS an indirect cost for households and businesses across Europe,” he said. Greek shipping remains the only industry in Greece that delivers social impact through collective initiatives at an institutional level, according to the President of the Union. She highlighted the sector’s longstanding and substantial contribution to society, adding that “whenever extraordinary circumstances arise, we stand alongside the state and support our fellow citizens.” The Union is also placing particular emphasis on supporting younger generations and advancing education. “This year, we will implement the largest scholarship programme ever undertaken by the Union of Greek Shipowners, awarding 365 scholarships to 365 students to pursue postgraduate studies at universities around the world, across all academic disciplines,” Travlos stated. 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.

If Father’s Day is creeping up and your budget tops out at $50, I can relate. Shopping for dads is tricky enough when money isn’t a factor. Add a spending limit, and it’s easy to end up with something that feels more like a placeholder than a gift. The good news is that affordable tech has come a long way. Plenty of gadgets cost less than $50 without looking, feeling, or performing like bargain-bin picks. I spent time digging through retail listings to findproducts that deliver real value for the price, then organized my favorites around the ways dads actually use tech in everyday life. One quick disclaimer: I haven’t tested these products myself. My recommendations come from product specifications, buyer feedback, and the patterns I’ve picked up after years of covering personal technology. Father’s Day lands on June 21, so there’s still time to order something thoughtful—but the clock is ticking. Buying tech on a budgetis its own skill, and the first priority is build quality you can feel. A gift reads as cheap when the materials feel flimsy or the gadget does one half-baked trick. The picks worth your money feel considered, whether that’s a wood phone dock that looks handmade or a flashlight that survives a drop. Second, aim for something he’ll reach for often. The best budget gifts disappear into an everyday routine, like a power bank that lives in a bag, a heating pad for a stiff back, or a trimmer he uses every weekend. Frequency beats flash every time. Third, keep it low-fuss. A lot of dads have no patience for app setup, finicky pairing, or a charger that needs its own manual. Gear that works the moment he opens the box will get used. Anything that demands a tutorial tends to migrate to a drawer. And what doesn’t matter much for the budget Father’s Day shopper? Brand-name prestige on a stripped-down model, spec-sheet numbers he’ll never notice, and novelty for novelty’s sake. You’re not buying him the fanciest version of anything at $50, so spend on the gadget that’s useful rather than the one with the longest feature list. A dying phone during a road trip is the kind of problem dads seem to run into at the worst possible moment. The TravelCard Plus comes in at one of the smallest, lightest sizes on the market, slips into a wallet pocket, and carries built-in USB-C and Lightning cables plus a USB-C PD port. For the budget Father’s Day shopper who wants a gift he’ll touch every week, a pocketable power bank like the TravelCard Plus is an easy win. For the dad whose bag is a tangle of cords, the Halfday Sidekick is the most useful $48 you can spend. The water-resistant case corrals chargers, cables, and small gadgets, and a flip-out kickstand props up a phone or tablet on the go. A tidy travel kit feels far more premium than its price suggests. The LISEN retractable charger fast-charges an iPhone or Samsung, adds extra ports for a second device, and tames the cable chaos in the center console. For the commuting dad, a quick car charger solves a headache he probably grumbles about. Every night, a lot of dads empty their pockets onto the kitchen counter. The TESLYAR wood dock gives a phone, watch, keys, and wallet a single landing spot, and the wood-and-craft look reads like a keepsake rather than a $40 plastic tray. A wood docking station is a quietly upscale upgrade for the nightstand. Every dad needs a proper flashlight, even one who has no plans to explore the dark. The Archer 2A runs on AA batteries, offers a range of brightness modes through a simple 2-button interface, resists water, and survives a one-meter drop. It’s among the best budget flashlights, which makes the Archer a strong, low-cost pick for the under-$50 shopper. About the size of a tangerine, the Moji casts a cool-white glow that’s bright without being blinding, and a dimmer lets him dial it down. Fold-up handles and a magnetic back mean a camping dad can hang it from a tent pole and a tinkering dad can stick it to the garage door. A palm-sized LED lantern is a charming gift that costs next to nothing. Thumb-sized, with a knife, an LED light, a bottle opener, and Phillips and flathead screwdrivers that hold up to actual use, the Thinga-Ma-Bob solves small problems all week. For the dad who’s never near a toolbox when something breaks, a keychain multitool earns its spot. 10 essential tools, including scissors, a knife, and a flat driver, tuck into a compact, well-made body. The Micra lands exactly at $50, so trim it if you want strictly under the line. For dads who believe you can never own enough little tools, a Leatherman feels like a lifetime keeper rather than a throwaway. Stainless self-locking pliers, a pocket knife, 8 screwdriver bits, and a belt pouch make the WETOLS a do-everything EDC tool that feels sturdier than its price. For the practical dad, a full-size multitool covers camping, cycling, and household fixes in one pocket. For dads who always seem to need a blade within reach, the Palmer is a pocket-size utility knife that uses standard replaceable blades for easy upkeep. Its colorful aluminum body adds personality, and it handles everything from box-opening to string-cutting and pencil-sharpening. Reviewers favor it, and the build quality feels far beyond the dollar-bin alternatives. A cordless mini air compressor with a 150 PSI ceiling and a digital pressure display, the L7 inflates car tires, bikes, and the kids’ sports balls. For the dad who eyes a low tire with dread, a cordless inflator can turn a roadside-assistance call into a 2-minute fix. For the dad who treats every room like a work in progress, the HOTO is an easy recommendation. The pocket-size laser tape measure offers about 98 feet of range alongside USB-C charging, an OLED display, and unit switching, making quick measurements feel effortless. A telescoping magnet with a 22-inch reach and a built-in light, the RAK pickup tool grabs dropped screws from tight spots under a car or behind a workbench. A small gadget like the pickup tool tends to earn a permanent home in the junk drawer. With the RAK Magnetic Wristband for Tools, screws, nails, and drill bits stick right to his wrist as he works, keeping everything visible and close at hand. It helps reduce dropped hardware and constant searching. A small, smart tool for any dad who spends weekends fixing, building, or tinkering. The Battery Daddy organizes about 180 batteries by type in a carrying case and includes a built-in tester. The pitch sounds dull, and that’s the point, because the dad with a chaotic battery drawer will quietly love it. A storage system he’ll use beats a doodad that collects dust. A cordless, battery-powered mini saw light enough for one hand, the Tietoc handles branch trimming and storm cleanup without the bulk of a full chainsaw. For the yard dad who doesn’t need pro-grade equipment, a mini electric saw is a satisfying, useful surprise under $30. A waterproof, multi-head trimmer that handles beard, nose, ears, and body, with USB-C charging, the Ufree is the grooming tool a lot of dads won’t buy for themselves but will use constantly. For the bearded dad, a cordless trimmer kit feels like a real upgrade from a drugstore razor and the same old clippers. Long days and tight backs call for the Comfytemp Heating Pad, a rechargeable wireless heating pad with massage and 3 heat settings. It’s FSA and HSA eligible and turns off on its own after 30 minutes. For the dad who needs reliable relief, it’s an effortless addition to his routine. A roomy 24-by-33-inch pad with 6 heat levels for the neck, shoulders, and back, the RENPHO heats fast and covers more ground than the small drugstore versions. For the dad who lives with everyday aches, a generous heating pad is a low-key thoughtful pick. An electric shiatsu massager with heat for the neck, shoulders, and back, the Mirakel turns the couch into a recovery spot. Worth noting that the model is corded rather than cordless, so plan around an outlet. For the desk-bound dad, an affordable shiatsu massager is a small mercy at the end of a long day. A hands-free, bladeless neck fan with 5 speeds, a 4,000 mAh battery, and a twistable design, the JISULIFE is summer relief he’ll actually wear. For the dad who runs hot at cookouts or on long walks, a wearable neck fan beats sweating through another June afternoon. Clip-on wide-angle and macro lenses plus an LED light with 3 brightness levels, the Xenvo kit widens his shots and sharpens close-ups without a whole new camera. For the dad who shoots everything on his phone, a clip-on lens kit is a creative upgrade he can use the same afternoon he opens it. Comfortable earplugs that lower noise for sleep and focus without muffling everything into silence, the Loop Dream pair is a small luxury for the dad who can’t sleep through a snore or a loud flight. Quiet, in the right doses, is one of the best gifts you can hand a tired father. Brita’s 26-ounce, BPA-free bottle runs tap water through an activated carbon filter that cuts the chlorine taste and odor, and one filter stands in for about 300 single-use bottles before it needs swapping every 2 months or so. Amazon reviewers lean on it for airport, hotel, and travel water that would otherwise taste off, and they call the build sturdy and the bottle easy to clean on the top dishwasher rack. A fast digital read for grilling and cooking, the Alpha Grillers thermometer is one of the most-bought grill gadgets around for good reason. For the grill dad, a reliable instant-read thermometer is the cheapest way to end the era of overcooked steaks, and it makes a great pairing with any of his existing tools. A 4-piece set with tongs, a spatula, a digital thermometer, and a case, the Panoware kit covers the grilling basics in one box. For the dad still building out his setup, a tool set with a built-in thermometer is a tidy, low-cost way to round out the cart. A cocktail smoker with wood chips, glasses, and ice molds for smoked old-fashioneds, the kit lets a home-bar dad play craft cocktail lab on a Friday night. For the dad who takes his bar seriously, a smoker kit is a proper showpiece gadget that still slides in under $50. Scan a daily QR code and the mug serves up a new destination, complete with quick facts and 360-degree views. For the dad with a travel bucket list, a QR mug pairs his morning coffee with a tiny trip somewhere new, which is a low-stakes way to feed the wanderlust. Windproof, flameless, and USB-rechargeable, the dual-arc lighter handles grills, candles, and campfires with no butane to refill. For the grill or candle dad, a rechargeable arc lighter is a tiny gadget that quietly replaces a whole drawer of disposables. A wood desk clock that reads more like a keepsake than a gadget, the BeauGift adds one warm, nice object to a cluttered desk. For the dad whose workspace could use a little character, a wood clock is an inexpensive piece with some soul. A manual trimmer with dual-edged blades safely encased in a rounded head, the Birdie clips without pulling or pinching. For the dad who jokes about his nose hair, a no-snag trimmer is the gag gift he’ll keep using long after the laugh. An electronic button loaded with 650+ dad jokes, the gadget exists for one reason, and you already know what it is. For the dad whose entire personality runs on groan-worthy puns, a joke button is a cheap laugh he’ll press far too many times. A few habits trip up the budget Father’s Day shopper, so it helps to name them. The first is overpaying for a famous logo on a stripped-down model when an unbranded version does the same job for half the price. At $50, the dependable workhorse beats the prestige badge nearly every time. The second mistake is app-dependent gadgets that demand setup, accounts, and pairing. A lot of dads abandon anything that fights them on day one, so favor gear that works straight out of the box. Third, watch out for redundant gear. If he already carries a multitool or a power bank, a second one lands flat. And finally, skip pure novelty that has no job to do, because the funny mug or the noisy desk toy almost always ends up in a drawer by July. Before you buy, take 30 seconds topicture what your dad already carries and uses,since the surest way to a great budget gift is filling a gap rather than duplicating one he’s already covered. If he’s a grill guy with no thermometer, that’s your answer. If his phone dies by noon, start with the power bank. Then order by the middle of June so it clears the Father’s Day rush on June 21, and tuck in a short note, because even the smartest gadget hits harder with a line or 2 about why you picked it. Author