Porti & ambiente — le notizie raccolte

ByDAVID JONES, CHIEF FOREIGN WRITER Published:00:02 BST, 6 June 2026|Updated:09:24 BST, 6 June 2026 Not long ago, Whitstable was a slowly dying fishing port. Today, however, this quaint Roman town on the northern tip of Kent is enjoying a resurgence as a hip seaside playground for affluent young Londoners. Boarding the coastbound trains from St Pancras on Friday nights, they spend decadent weekends lounging on its Blue Flag beach and washing down Pacific rock oysters - fresh from a farm beside the harbour - with local ales and bottles of fizz. Many incomers have also bought second homes here, or decamped completely, opting to work from cottages and chalets with stunning views of the Swale estuary and with wild swimming, yachting and surfboarding just beyond their doorsteps. The resort's newfound prosperity is evident from its soaring property prices (even a candy-coloured beach hut at nearby Tankerton Bay now fetches £60,000), vibrant cultural scene, trendy bars and seafood shacks. As planners are set to sanction the building of almost 2,000 new houses in Whitstable by 2043, with new residents swelling its 32,000 population by 15 per cent, this historic maritime town's future might seem assured. Disgracefully, however, it is being threatened by the shameful ineptitude of the two water companies that serve its residents and businessfolk - or at least purport to do so. In the 37 years since 1989, when England's water industry fell into the hands of private investors - whose only interest was lining their pockets - its list of catastrophic failings hasgrown exponentially. The latest villains are South West Water, fined £1.8 million this week for allowing cryptosporidium from animal faeces tocontaminate drinking water in Devon; and South East Water (SEW), whose woeful inability to cope with increased demand during the recent heatwave caused taps to run dry in 22,000 properties across Kent. An Environment Agency operative clears obstructions from the barrier at the Swalecliffe Brook close to the sewage treatment works A candy-coloured beach hut at nearby Tankerton Bay now goes for £60,000 Among the towns to thirst and rage through last week's unforewarned 'outage' was Whitstable - which surely epitomises the scandalous state of our water industry more starkly than anywhere else in England. For this newly chic resort is being caught between two serially failing water companies: SEW - the devils who repeatedly leave residents and businesses without supplies - and Southern Water (SW), which handles its waste disposal with similar ineptitude, and is quietly turning its seemingly pristine bathing water into a dirty brown sea. This week, local anger was trained on the former company, whose ludicrous inability to provide water during a mini heatwave that brought tourists flocking has cost traders an untold fortune. On Tuesday, however, just as the tap water was beginning to flow again, another ongoing scandal was returning to haunt Whitstable with a filthy vengeance. Strolling eastward along the gently curving coastal path to Tankerton Bay, the vista was glorious and quintessentially English. I passed a flotilla of moored racing yachts, and those expensive beach huts, and marvelled at the distant Maunsell sea forts - tripodic towers built to repel Luftwaffe bombers during the Second World War. Then I reached Long Rock, a salty wilderness designated a Site of Special Scientific Interest for its colonies of roosting plovers and purple sandpipers, and a rare species of estuarine moth that lays its eggs in the thick clumps of fennel. It all looked so reassuringly unsullied - a place to reinvigorate the people who had gravitated here: dog walkers, families picnicking in the shelter of wooden groynes as their children paddled in the shallows, and one or two hardy swimmers. Regrettably, however, this stunning stretch of the Swale estuary is not nearly as pure as it appears. Should water companies face jail time for polluting beaches while leaving homes without running water? A dried up pond at Swalecliffe Brook Nature Reserve close to the sewage treatment works Fed-up residents of Whitstable took to the sea in protest at a week of water shortages across the area Only those who had troubled to log on to Southern Water's website to check its Rivers and Seas Watch portal would have known it, but anyone splashing in the tide there on Tuesday could have been risking their health. A few yards from Tankerton Beach lies the company's Swalecliffe Wastewater Treatment Works, the stench from which fugs the sea air on breezy days. And it takes only a modest amount of rain to expose its ineffectiveness. Late on Monday, the hot weather broke. Records show that 10.74mm of rain fell. Even this was enough for raw sewage to start spewing into the sea at 7.55am on Tuesday, via a locally notorious outfall pipe called Swalecliffe No.1. As the run-off water from roofs and street drains mingled with waste from toilets and sinks, a safety valve was triggered to avoid it backing up and flooding properties. This caused a Combined Sewer Overflow (CSO), which disgorged the foul brown soup at a rate of about 205 litres a second. Since Southern Water admits that the first CSO on Tuesday lasted for 68 minutes, 836,400 litres of filth (enough to fill one third of an Olympic pool) could have been pumped out through Swalecliffe No.1, which - even after a recent extension - empties just 1,800 metres out in the estuary. A second discharge, prompted by heavier rainfall in the afternoon, lasted for 80 minutes, more than doubling that amount. The company's website, with its euphemistic jargon, advised that these overflows - which were seen all along England's southerly coastline that day - might have 'impacted' the bathing water quality of two nearby beaches. We need only examine their own statistics to see that CSOs from Swalecliffe No.1 are a worryingly regular occurrence. Though environmental regulations state they are only acceptable very rarely, after extreme rainfall, this rogue pipe has already pumped untreated effluent into the sea more than 60 times this year. In January and February, the toxic sludge cocktail, which could cause gastric and respiratory illness, poured out for 400 hours. 'If you look out at the sea, you'd have no idea this was happening and think it looks lovely for a dip,' remarked Whitstable Green councillor Stuart Heaver, as we gazed at a not-too-distant buoy believed to mark the end of the outfall pipe. Ed Acteson (pictured), a local all weather swimmer who is part of the SOS Whitstable swimming campaign group which protest against the water pollution and illegal sewage spills Water was covered in green algae and other pollutants 'But local people will tell you their children have fallen ill, and dogs have died, after going into the water here.' So how could Tankerton Beach have been awarded a coveted Blue Flag, which requires good quality bathing water? The award was 'meaningless', Heaver claimed, because tests were carried out only in spring and summer when rainfall was light. 'The fish are still out there in the winter,' he said caustically. 'The Blue Flag is the biggest con because it just gives people more confidence.' Ed Acteson, a member of SOS Whitstable - a local sea swimming group that campaigns against pollution - agrees. He claims a woman bather was poisoned so seriously by contaminated seawater here that she needed strong antibiotics and her doctor warned her she could contract stomach cancer. 'The two water companies who operate here are both terrible,' he says, adding with a hollow laugh, 'So we've got this incredibly ridiculous situation where s**t is chucked in the sea because one company can't handle the rain . . . and our water supply stops because the other says there isn't enough rain.' The irony is not lost, either, on James Green, whose Whitstable Oyster Company grows eight million Pacific rock oysters on a huge bed in the estuary. As he also runs a hotel and a string of restaurants and seafood shacks in the town, he has been caught in a crab-like pincer between Southern Water and South East Water. Green's battles with Southern Water date back to 2013, when E.coli bacteria was detected in his shellfish on the eve of the annual Whitstable Oyster Festival. Embarrassingly, the tens of thousands of visitors - among them the then Prince Charles - had to be served oysters from Ireland. Admitting that the contamination had been caused by untreated sewage pumped from Swalecliffe, SW was fined £500,000. Whitstable Green councillor Stuart Heaver (pictured), questioned how Tankerton Beach have been awarded a coveted Blue Flag, which requires good quality bathing water The contamination had been caused by untreated sewage pumped from Swalecliffe Polluted water at Swalecliffe Brook Nature Reserve close to the sewage treatment works If this transgression cost Green's company dearly, his losses were far higher after officials in Hong Kong found traces of the norovirus in a consignment of Whitstable oysters in 2020. At the time, the company was selling one-and-a-half tons to the Chinese territory each week, but officials imposed a ban which still exists. Green says he lost contracts worth hundreds of thousands of pounds, forcing him to change his business model. He now prioritises quality over quantity and sells only in Britain. Relations with SW have since improved, Green tells me. He has met its chief executive Lawrence Gosden, and is something of a rarity in having a favourable opinion of him. Last year, when SW was second only to Thames Water for causing the most 'serious pollution incidents' (despoiling beaches in East Sussex with millions of plastic pellets in a spill from its Eastbourne Wastewater Treatment Works) Gosden's pay package doubled, to an eye-watering £1.4 million. This sparked fury in parliament and prompted eco-warriors to perform an unsettling 'citizen's arrest' on him at an event in London. He is now escorted by bodyguards. However, Green says Southern Water subsidise the cost of safety tests carried out on every batch of Whitstable oysters at the University of Kent. As a result, there have been 'no issues for two or three years'. Slurpers of his famed oysters, which retail for £2 each, will doubtless be relieved to hear this. Yet with Swalecliffe No.1 lurking, barely more than a mile from his breeding beds, the threat of an inclement tide is ever present - as Tuesday's sewage outflow showed. Thankfully, 45,000 oysters had been harvested the previous day but, Green says, had the CSO happened on Sunday - before the four-ton batch was gathered - it 'would have caused more problems'. In February, when it rained incessantly and sewage pumped into the sea for 14 days, harvesting had to be paused for 'three or four weeks'. Then, on Wednesday last week, came the double water company whammy. As the mercury rose above 30C, trippers flocked to Whitstable in numbers seldom seen so early in the season. Green says it promised to be the most lucrative few days of the entire summer: his 25-room hotel, fishermen-style chalets and eateries were 'rammo'. But around 5pm, when kitchen staff turned on the taps, nothing emerged. Cue pandemonium. In scenes that were replicated throughout the town, angry visitors demanded to know why the water supply had stopped and how long it would take to return. But, Green says, as it was impossible to get through to South East Water, he had no answers. 'We are the biggest hospitality employer in Whitstable and we have still heard nothing from them,' he told me. 'Where is the ops manager? Where is the CEO? Where are they? 'I'm no PR guru, but the least they should have done was come and say, 'We haven't done our homework and we're really sorry. We're going to make sure this doesn't happen again.' Green hasn't yet counted the cost of the two-day shutdown. But, as he says, how can anyone gauge the number of people who will choose to spend their daytrips and breaks elsewhere, for fear the waterless nightmare will return? The full cost of the catastrophe may not be known until the end of season. As he contemplates all this, his latest water bill has just landed heftily on his doormat - a £2,500 charge for supplies to his oyster shack on the South Quay. Belatedly this week, Nick Price, SEW's head of water resources, has apologised for the fiasco, urging customers to 'think of the water network like a motorway' that became gridlocked by excess traffic. Yet it has happened twice before in recent months - and Price admits there is no guarantee it won't happen again. Perhaps he ought to go further and concede that it is bound to happen again. That much seems patently clear from data SEW presented to Canterbury City Council - which incorporates Whitstable - on March 4 this year. This matched the number of new houses due to be built in the council area by 2044 under the Local Plan against the water company's capacity to supply them with water. The shortfall was truly jaw-dropping. Unless a huge network of new pipes can be laid - highly improbable given the company is already £1.3 billion in debt thanks to its greedy bosses and offshore stakeholders - 10,412 new homes housing almost 24,000 extra residents will not be connected to the water mains. No one seems to have a clue how this disaster will be averted. Even SEW's director of operations, Douglas Whitfield, admits it will be 'a struggle' and new water sources can't be 'magicked out of the ground'. The company says it will work with councils to accommodate new housing requirements in its water supply plans and intends to invest £2.1 billion over the next five years to 'improve operational resilience'. In response to last week's problems, Whitfield apologised 'unreservedly' to all affected customers and said more than 667,000 texts were sent to them. Southern Water said it would need more information to investigate 'serious allegations' of bathers and dogs falling ill from its sewage spillages. It says it has reduced Swalecliffe's overflows by 36 per cent since increasing storage at the treatment works in 2023 and is investing £25 million in further improvements as part of its £1.5 billion Clean Rivers and Seas Plan for the next decade. According to singer-turned-campaigner Feargal Sharkey, as England's population increases and new housing estates proliferate, the entire country will soon be confronted with the same alarming scenario. 'We, as taxpayers, have been subjected to the largest criminal fraud ever inflicted on the British public,' he told me. 'They [the water companies] have paid themselves £85 billion since privatisation, and during that time not a single reservoir has been built. 'The law allows for individuals to go to prison for two years and face unlimited fines if they are found to be illegally dumping sewage.' Hard words, but many people in Whitstable - the town where the fundamental human right to clean and plentiful water has become a broken pipe dream - would no doubt wholeheartedly agree. - Additional reporting by Tim Stewart

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

Bigger name brands like Earthroamer and Winnebago might get more hype, but Supertramp has been quietly launching some of the market's sleekest, most compelling expedition campers since theFlagship LTdebuted in 2021. At this point, other companies might start trying to diversify with a new style of RV, e.g. an adventure camper van, but Supertramp instead brings adventure van-level comfort and pricing to the back of a snarling Ford Super Duty truck. Its all-new Paragon might just be the absolute Goldilocks of adventure rigs, bringing together state-of-the-art construction and a market-undercutting pricing structure. The all-new Paragon finds a comfortable mid-point between Supertramp's least expensive slide-in pickup campers and its absolute range-topping camper truck, the Megatron. The new rig uses a simpler, lighter, more flexible layout than the Ford F-550-based Megatron to deliver a versatile, integrated go-anywhere camping and adventure experience that a wider market of buyers will be able to afford without selling their full-time home and all worldly possessions in it. The Paragon is priced more in line with Sprinter adventure camper vans than other expedition trucks. The Paragon finds home on a Ford F-350, but rather than load in a bunch of extras from the gate, Supertramp keeps the base price down by making those extras optional. So the base rig sits on an entry-level F-350 8-foot bed-delete pickup truck with two-door regular cab and three-seat front bench. It comes in XLT trim with a free-breathing 7.3-L Godzilla V8, 10-speed Torqshift automatic transmission and 4x4 running the show, and 35-in all-terrain tires doing the work at ground level. The truck also includes a 190-A alternator, rear differential lock, trailer brakes, reverse camera and Sync 4 infotainment system. Those who want to carry more people to camp, and maybe put all four standard sleeping berths to use, will need to upgrade with the optional five-seat extended cab or six-seat crew cab. The truck comes with Ford's factory "camper" package suspension upgrade, but those who want the smoother performance of the custom system Supertramp developed in conjunction with Carli Suspension and Alcan Spring will have to leap up to the top-tier upgrade kit. Similarly, the 37-in tire upgrade, auxiliary off-road lighting, and cab trim upgrades are all optional. All that optional equipment might sound intimidating, but it's really good news for the buyer because this truck could easily start at 50 to 100% higher if Supertramp's crew started having too much fun filling out the standard features list. Instead, they've shifted much of it over to the options list. Plus, Supertramp already has the US$495K Megatron for those buyers who want to go straight to a turnkey top-of-line rig without sinking time into picking and choosing their own add-ons. “Megatron is a purpose-built expedition platform, but it’s not the right answer for everyone," Supertramp founder Keith Panich explained in previewing the Paragon back in February. "Paragon delivers the [7-foot/2.1-m] standing room, enclosed bathing and dedicated storage people often look for in vans while remaining practical for everyday use and built for long-distance travel without asking owners to give up off-road capability or long-term durability.” How practical it remains for everyday use will, of course, depend very much on what exactly that everyday use entails. We certainly wouldn't want to trudge through high commuting miles in this rig (or low miles in high-traffic cities) every day, but we would love to drive it to the ski resort every weekend plus powder days (especially those really tiring deep days – it provides a perfect place for a midday nap before round two). Supertramp gives its camper module a rock-solid construction and a highly functional interior that buyers can embellish à la carte. The composite module is prepared in-house at Supertramp's Golden, Colorado HQ, using a vacuum infusion process prized for creating a lightweight, durable structure that Supertramp rates at four-season-ready. With help from its large Arctic Tern windows, the module is one of the sleeker, more aesthetic chassis-mounted designs out there, up there with designs like theTruckhouse BCR. The interior lacks some of the polish of the half-million-dollar Megatron, but features a smart layout ready to sleep four people. The main 64 x 80-in (163 x 203-cm) super-queen bed is located up in the alcove, which is all but encased in glass thanks to its two large side windows and the skylight above. Stepping down from the alcove puts you in a center aisle flanked by the entry door/wet bathroom on one side, the kitchen on the other. The kitchen block comes equipped with an induction cooktop, Torva rectangular sink and under-counter 130-L Isotherm fridge, while the bathroom includes a stow-away portable toilet and a shower. The wet bath is also vented and designed to be used as a storage space to dry out wet gear. Both the shower and kitchen sink are plumbed to a 151-L fresh water tank through a Truma Combi Eco Plus water and air heater unit. Water empties into a 38-L gray tank via a gravity drain system. The rear of the Paragon interior is anchored by a multifunctional seating group that sets up as a wraparound dinette, L-shaped sofa lounge and full-size bed. With the versatile swivel table, it can also serve as a mobile office. The Paragon's layout benefits from opportune timing. Supertramp owners Keith and Kelsey Panich are preparing to start a family, and they developed this latest camper with that type of life transition in mind. So in a move away from the ever-popular, easier-to-spec two-person adventure camper floor plan many owners will outgrow if and when they start a family, the Paragon is built to move seamlessly into that family stage of life. Supertramp even steps up available sleeping capacity to six people with its integrated pop-up rooftop tent option. That $10K package puts a light, sleek Go Fast Campers wedge tent on the rear roof over the dinette, complete with interior passthrough. Add that tent and the $5,100 six-seat Crew Cab upgrade, and the Paragon drives and sleeps a total of six people. Down below the dinette, Supertramp installs a pass-through storage garage designed to hold two XL-size 29er mountain bikes or whatever else you want to bring for the journey. The heated garage area includes a shower sprayer for dirty gear and skin, a cold water faucet, and both 110-V and USB-C electrical outlets for charging ebikes, Bluetooth speakers, and other electric gear and gadgetry. The standard power system brings aboard a 270-Ah Battle Born lithium battery, a 3,000-W inverter, Victron 100-A shore power charger, 660-W Victron solar system and Victron 50-A DC-DC charger. Buyers can upgrade to up to 1,080 Ah of battery capacity. The Paragon seems quite well thought out and versatile, and we like how Supertramp has whittled down the standard features list to the most important essentials. It's much better than when expedition truck and van builders feel it necessary to load in all kinds of extraneous off-road equipment and amenities like air conditioning and entertainment systems, driving base price up by 10s or 100s of thousands of dollars in the process. As for the Paragon base price, it checks in at a flat $199,000 at launch. That doesn't yell "cheap" on its face, but take a quick look around the expedition truck market, and you'll see it's half or less the base price of many other expedition trucks. Here are a few models we've covered recently in the past (with updated 2026 base MSRP): The aforementioned Truckhouse BCR has risen up to $510K, theStoryteller Hiltclose behind it at $505K. TheUnicat Brilliant B63Xstill lists at €895K (over $1 million), and the lowest price for anyEarthroameris now the $825K base price of the LTx. The Paragon is also well cheaper than the other major new expedition truck we covered this year, the $330KWinnebago Arka. And Supertramp installs a regular wet bathroom, not an awful part-time bedside bath like Winnebago's. Sure, those other models will have higher standard specs, but that's kind of the point: Here's a high-end composite camper truck in the Paragon that a wider segment of people can afford thanks to it not being flooded with standard features. Supertramp should even be able to woo over some existing adventure van lifers and those cross-shopping 4x4 camper vans like the $208,800+Winnebago Revelor $219K+Vanspeed Album. Should Paragon buyers even find a need for extras like off-road lighting, a ruggedized steel bumper with winch or air conditioning, they can always add those items in later rather than having to put all the money down up front. Supertramp first teased the Paragon back in February ahead of its official world premiere at Overland Expo West 2026 last month. Potential buyers can play around with the all the options and pricing breakdowns using Supertramp's online configurator and reserve their build slots with a fully refundable $1,000 deposit. The Paragon page is in the source link below. For a full walkthrough around the Paragon's exterior and interior, check out the 9-min video. Source:Supertramp

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

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

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

Digital Editor Solar panels are so passé—Rivierathinks so anyway. The Australian yacht builder has teamed up with solar specialist Praxis to develop a new type of “solar skin” for models ranging from 39 to 78 feet. Sunreef has been incorporating a similar sort of integratedphotovoltaic technologyinto its catamarans for about five years, but Riviera is rolling it out to motoryachts.Related StoriesThe 987 HP Audi Nuvolari Supercar Is the Marque’s Most Powerful Production Model YetJason Momoa Just Turned His Classic Land Rovers and Vintage Harleys Into EVsFord and Filson’s New Bronco Is a Premium Off-Roader With Raptor Grunt “The pioneering efforts of our brilliant design team and the credentialed Praxis team have created an ingenious solution to reducing our yachts’ reliance on generated or shore power,” Riviera owner and chairman Rodney Longhurst said in a statement. “This is a significant breakthrough in many ways and with so many benefits from sustainability to enhancing the boating experience of Riviera yacht owners the world over.” Unlike traditional rigid solar panels that are mounted atop aluminum frames, the new ultra-thin nano-composite solar skin is bonded directly into the yacht’s hardtop during the moulding stage of construction. All visible layers are optically transparent, with the 2 mm skin following the curvature of the roof and superstructure. The result is approximately 120 percent more power from only around 90 percent of the surface area compared to conventional marine solar installations. The first Riviera to feature the skin is a 6800 Sports Yacht Platinum Edition. The 73-footer, which was recently delivered to its new owner in South Australia, can reportedly generate 3 kW at peak performance. Other models, like the 58 Sports, can produce close to 10 kWh per day. The technology means the yacht can power the navigation equipment, refrigeration, lighting, and digital control systems, a.k.a. the hotel load, without using a generator, thereby extending time at anchor. Some of the larger models can last up to three days off grid without running a genset, according to Riviera. That, of course, means fuel costs are significantly reduced, too. The skin is fully waterproof, virtually unbreakable, and available in matte, gloss, or non-skid finishes, Riviera says. It has a far more seamless appearance than classic solar panels, so as not to detract from the exterior. “Solar integration had to meet the same structural and aesthetic standards as the yacht itself,” adds Dan Henderson, Riviera’s design and engineering director. “It was essential that this innovation enhance, rather than interrupt, the Riviera design language.” The solar skin is now included as an option for new Riviera motor yachts, with bespoke designs currently being finalized across the range. Retrofit solutions are also available for existing vessels via the Riviera aftermarket service. Digital Editor Rachel Cormack is a digital editor at Robb Report. She cut her teeth writing for HuffPost, Concrete Playground, and several other online publications in Australia, before moving to New York at the…

Un buque de Grimaldi Trasmed./ EPC Sabina Feijóo Macedo El auge del comercio electrónicoy el posicionamiento de lasislas Balearescomo undestino turístico “refugio”han impulsado eltráfico de mercancías y pasajerosde la naviera española Trasmed, filial del grupo italiano Grimaldi desde 2021, que prevé superar este año el volumen de700.000 pasajerosy las340.000 unidadesde carga que alcanzó en 2025. Por ello, si las previsiones se cumplen,Trasmed podría salir de números rojos este 2026 por primera vez en su historia. “Si la tendencia continúa la senda del ejercicio anterior, alcanzaremos un resultado neto positivo este año y, en 2027, eliminaremos al 100% la deuda”, traslada el director de Relaciones Institucionales de Trasmed, Miguel Pardo, en conversaciones con este medio. Este miércoles, coincidiendo con la inauguración del SIL Barcelona, Trasmed compartió sus resultados anuales de 2025, en los que alcanzó unbeneficio operativo (EBITDA) positivo de 21,5 millones de euros, elevó sus ingresos hasta los165,4 millones, un 9,4% más que el año anterior, yredujo su deuda en un 66%.En 2024, la compañía cerró con pérdidas de 18,6 millones de euros y, en 2023, de 26,3 millones. “2025 ha sido un año de consolidación para Trasmed”, señaló el consejero delegado de la compañía,Ettore Morace, sin concretar el valor de las pérdidas registradas este ejercicio. Más allá de los motores puntuales (turismo y e-commerce), la compañía, queopera las rutas marítimas entre Barcelona, Valencia y Baleares, atribuye esta mejora a las sucesivas refinanciaciones impulsadas por el grupo italiano, a la reorganización operativa basada en la optimización de la flota, la reducción del consumo de combustible y al crecimiento del tráfico de mercancías y pasajeros. De estos, cerca del65% partieron desde Barcelona, uno de los principales nodos de actividad de la naviera. Miguel Pardo, Director Relaciones Institucionales de Trasmed junto a al presidente ejecutivo del Consorci de la Zona Franca de Barcelona (CZFB) y del SIL, Pere Navarro; y la directora general del CZFB y del SIL, Blanca Sorigué/ EPC De cumplirse esta previsión, Trasmed cerraría un capitulo de pérdidasperennes desde su creación en 2021,cuando el grupo italiano Grimaldi se hizo con losactivos que la antigua Trasmediterránea tenía en Baleares. Esta empresa había sido comprada previamente por elGrupo Armas a Accionaentre 2018 y 2019, acumulando una elevada deuda que la pandemia no hizo más que agravar. Entonces, la operación se cerró por unos400 millones de euros, incluyendo la adquisición decinco buques,las concesiones en las terminales de Valencia y Barcelona y la subrogación de unos400 trabajadores. La división representaba cerca del40% de los ingresosde Armas-Trasmediterránea. Para poder afrontar la compra, la nueva filial Trasmed solicitó un préstamo propio de160 millones de euros, asegurado por la entidad Mediobanca, para financiar parte de la adquisición. Sin embargo, coincidiendo con la operación,la italiana GNV, perteneciente al grupo MSC,desembarcó también en el mercado balear. Donde hasta entonces operaban únicamente dos compañías —Baleària y Armas Trasmediterránea— se incorporó un tercer actor, lo que provocó una bajada de precios y lastró la recuperación de Trasmed. Con tal de remontar el negocio, durante estos cinco años, la navieraredujo su flota operativa de cinco a cuatro barcostras vender elCiudad de Mahón. Actualmente mantiene los buquesCiudad de Palma,Ciudad de Granada,Ciudad de SólleryCiudad de Barcelona. “Nos ha permitido hacer lo mismo con menos”, explica Pardo.Junto a la venta del buque,el directivo destaca la reducción del consumo energético, que ha permitido disminuir las emisiones en22.800 toneladas de CO₂en los dos últimos años: 16.600 toneladas en 2024 y 6.200 adicionales en 2025. Actualmente, alrededor del65% de los ingresosde Trasmed procede del transporte de mercancías, mientras queel 35% corresponde al pasaje.Aunque el turismo continúa siendo fundamental para Baleares, Pardo explica que la actividad logística mantiene un peso estructural debido a la dependencia del archipiélago del transporte marítimo para abastecerse de productos básicos, medicamentos o mercancías industriales. En 2025, la naviera movió339.394 unidades de carga, de las cuales más de105.000 pasaron por el Puerto de Barcelona, mientras que Valencia, por su conexión con el centro peninsular, concentra gran parte de la actividad logística. Dentro de esta actividad, el grupo señala a las empresas vinculadas ale-commercey la paquetería como principales motores de crecimiento,con clientes como Amazon o Seur. “Es un sector muy exigente, pero que crece muchísimo y al que hay que atender”, apunta Pardo. En cuanto a las previsiones futuras, Trasmed explica quedependerán del comportamiento turístico de Balearesy de la evolución de los conflictos geopolíticos. De hecho, la compañía anunció a mediados de marzo unasubida de los fletes (tarifas) del 15%debido al impacto de las guerras en Oriente Medio. Miguel Pardo, director de RRII de Trasmed, en la presentación de resultados 2025 en el SIL/ EPC Sin embargo, la naviera también detecta que el denominado “efecto refugio” podría beneficiar al archipiélago, atrayendo turistas que antes optaban por destinos del Mediterráneo oriental. “Mientras otros destinos turísticos cercanos a la zona de Israel han perdido atractivo por motivos de seguridad, Baleares ha captado parte de ese flujo de viajeros al ser percibida como una opción mucho más estable”, señala Pardo. La compañía considera que esta tendenciapodría compensar parcialmente el impacto económico derivado del contexto internacional. En un horizonte más amplio, Trasmed espera beneficiarse de la apuesta inversora del Grupo Grimaldi para modernizar su flota. El holding italiano destinará más de1.300 millones de eurosa la construcción de nuevenuevos ferris ro-paxque comenzarán a incorporarseentre 2028 y 2030y que permitiránreducir en más de un 50% las emisiones de CO₂ por unidad transportada.“Ninguno está nominalmente asignado todavía a alguna de las filiales del grupo, pero aspiramos a poder tener alguno en el futuro. Levantaremos la mano a Grimaldi”, asegura Pardo. Noticias relacionadas También en materia de descarbonización, la naviera destaca que su buqueCiudad de Palmaya opera conectado al sistemaOnshore Power Supply (OPS),que suministra electricidad 100% renovable y fue inaugurado en marzo de 2025.Además, la compañía trabaja en la modernización de su terminal y en la unificación con las instalaciones de Grimaldi en Barcelona. “La estética y la funcionalidad tienen que estar a la altura de la ciudad”, concluye Pardo. Suscríbete para seguir leyendo

Trasmed, la filial de Grimaldi surgida tras la adquisición de la flota de Trasmediterránea, cerró el ejercicio 2025 con una cifra de negocios de 165,4 millones de euros, un 9,4% más que el año anterior. La compañía ha anunciado que ha logrado por primera vez dar ebitda positivo, de 21, 5 millones de euors, aunque su resultado final sigue siendo negativo. Aun así, la evolución positiva le ha hecho augurar que en este año 2026 ya está en condiciones de dar beneficios. En 2025, Trasmed transportó a más de 700.000 pasajeros mediante su oferta de conectividad estable y una propuesta capaz de adaptarse a distintos perfiles de viajero. En el ámbito de carga, la naviera movió 339.394 unidades de mercancía, lo que supone un aumento del 2,25% respecto a 2024, en un contexto marcado por la reconfiguración de la operativa , con la salida de un buque del servicio. La compañía, que tiene su sede en Valencia, nació en 2021 cuando Grimaldi adquirio la flota de Trasmediterrá que realiza las rutas entre los puertos de Valencia y Barcelona con Palma de Mallorca. En estos años, la matriz ha inyectado 137 millones de euros mediante ampliaciones de capital, más los 160 millones aportados en el momento de la adquisición. Con estas operaciones , el endeudamiento total de Trasmed queda situado en 71 millones de euros. Su previsión es dejar la deuda a cero para el año 2027. "2025 ha sido un año de consolidación para Trasmed", afirma Ettore Morace, CEO de Trasmed. "Los resultados reflejan la evolución de la compañía desde 2021 y la eficacia de las decisiones tomadas en estos años, con una mejora generalizada de todos los indicadores económicos y de actividad. En un contexto especialmente exigente para el sector, en el que aún existe desajuste entre oferta y demanda, estos datos avalan la solidez del servicio y la capacidad de la compañía para seguir creciendo y reforzando su papel en la conectividad entre la Península y Baleares". Flota Trasmed cuanta con cinco buques, aunque uno apenas trabaja unos meses al año debido a so obscolescencia. Desde Trasmed explican que en general se trata de barcos con varias décadas de antigüedad y que se espera poder remplazarlos cuanto antes, aunque no hay una fecha para ello. Grimaldi tiene actualmente un programa de inversión superior a los 1.300 millones de euros destinado a la construcción de nueve nuevos ferries ro-pax de última generación que se incorporarán progresivamente entre 2028 y 2030. Sin embargo, ninguno de estos nuevos barcos está inicialmente destinado a la operativa de Trasmed. Sí que podría suceder que la naviera española acabara recibiendo alguno de los buques a los que estos nuevos sustituyan, que están en mejores condiciones que los que en este momento utiliza Trasmed. Otras inversiones de Grimaldi En España, la estrategia de inversión de Grimaldi se traduce también en inversiones en infraestructuras portuarias. En Barcelona, el grupo ha avanzado en la unificación de sus terminales y en el desarrollo de nuevas instalaciones logísticas, incluyendo un silo de vehículos coronado por una planta fotovoltaica. Asimismo, la electrificación de muelles mediante sistemas OPS permite ya que buques como el Ciudad de Palma de Trasmed eliminen emisiones durante su estancia en puerto, evitando más de 2.000 toneladas de CO2 al año. A ello se suma el refuerzo de la infraestructura logística del grupo en Valencia, donde se está adecuando la terminal, con una apuesta cercana al millón de euros.

Escucha la noticia Trasmedcerró 2025 con unamejora de sus principales indicadores económicos y financieros, consolidando la trayectoria de crecimiento iniciada tras su integración en elGrupo Grimaldi. Lanavieraespañola alcanzó unos ingresos de 165,4 millones de euros, lo que representa un incremento del 9,4% respecto al ejercicio anterior, al tiempo que logró unEbitdapositivo de 21,5 millones de euros. Según la compañía, la evolución registrada durante el añopermite reforzar las perspectivas de alcanzar un resultado neto positivo en 2026. La compañía atribuye estos avances al incremento sostenido de su actividad desde 2021 y al fortalecimiento de una propuesta centrada en la calidad y la fiabilidad del servicio. Además del crecimiento de los ingresos, Trasmed mejoró su resultado en más de un 70% yavanzó en el saneamiento de su estructura financieramediante una reducción de la deuda del 66% respecto a 2024. La hoja de ruta de la naviera contempla alcanzar una situación de deuda cero en el ejercicio 2027. El consejero delegado de Trasmed, Ettore Morace, definió 2025 como un año de consolidación para la compañía. Según destacó,los resultados reflejan la evolución experimentada desde 2021y el impacto de las decisiones adoptadas durante este periodo. El directivo subrayó que la mejora de los indicadores económicos y operativos se ha producido en un contexto complejo para el transporte marítimo, marcado todavía por desequilibrios entre la oferta y la demanda en determinados segmentos del mercado. La evolución económica estuvo acompañada por un aumento de la actividad comercial de Trasmed durante el pasado ejercicio Durante 2025,Trasmed transportó a más de 700.000 pasajeros en las conexiones entre la Península y Baleares. En el segmento de mercancías, la naviera movió 339.394 unidades de carga, un 2,25% más que el año anterior. Este crecimiento se produjo pese a la reconfiguración de la operativa derivada de la salida de un buque del servicio, una medida que permitió reducir el número de viajes realizados y optimizar la eficiencia operativa. La compañía considera que estos resultadosrefuerzan su posición como operador logístico relevante para el tejido económico baleary para la cadena de suministro de sectores estratégicos del archipiélago. Desde la adquisición de la división por parte del Grupo Grimaldi hace menos de cinco años, Trasmed ha consolidado su presencia en el mercado de transporte marítimo entre la Península y Baleares, tanto en el negocio de pasajeros como en el transporte de mercancías, según destaca la propia empresa. La sostenibilidad continúa siendo otro de los ejes estratégicos de la naviera. Trasmed redujo en 6.200 toneladas adicionales sus emisiones de CO₂ durante 2025, que se suman a las 16.600 toneladas recortadas el año anterior. De este modo, la reducción acumulada en los dos últimos ejercicios alcanza las 22.800 toneladas. La compañía vincula estos avances a la optimización de la operativa y a una utilización más eficiente de los recursos disponibles en su red de servicios marítimos. Entre los hitos más destacados de 2025 figura también la puesta en marcha de la conexión eléctrica OPS en el puerto de Barcelona Como resultado de los esfuerzos de la naviera en materia de conexión eléctrica OPS en Barcelona, desde marzo de 2025,el buque Ciudad de Palma ha consumido más de 722 MWh de energía renovabledurante sus escalas, eliminando emisiones mientras permanece atracado y reduciendo además el impacto acústico en el entorno urbano. Estos avances respaldan la participación de Trasmed en el programa Lean & Green, con el objetivo de obtener su primera estrella en 2027. Por su parte, el Grupo Grimaldi mantiene unaestrategia de inversión centrada en la descarbonización y el refuerzo de su red logística internacional. El holding italiano desarrolla un programa superior a 1.300 millones de euros para incorporar nueve nuevos ferries ro-pax entre 2028 y 2030. Paralelamente, continúa impulsando inversiones en puertos como Barcelona y Valencia, considerados nodos estratégicos dentro de los corredores logísticos que conectan el Mediterráneo con el norte de Europa y el mar Báltico.

Montreal, June 03, 2026 (GLOBE NEWSWIRE) -- On May 29, 2026, The CSL Group (CSL) took delivery ofMV CSL Kuleanafrom YAMIC Shipyard, marking the latest milestone in the renewal of the CSL International Pool fleet. The vessel has now departed on her maiden voyage. CSL Kuleanais the fourth in a series of five Kamsarmax newbuilds developed with our Pool partner. The newbuild program is reshaping the fleet with a new generation of ocean self-unloading ships, purpose-built to replace aging vessels while advancing performance, flexibility, and environmental standards. Designed to meet the evolving demands of dry bulk trades,CSL Kuleanabrings together increased cargo capability, high-efficiency cargo handling, and a versatile design that allows the vessel to operate seamlessly across a wide range of routes and commodities. The standardized configuration shared by the series enables the fleet to respond more dynamically to market needs while maintaining consistent service for customers. At the core of the design is a fourth-generation Kamsarmax hull form that exceeds EEDI Level III requirements and is paired with Tier III, methanol-ready engines.CSL Kuleanais also equipped for shore power connection, supporting reduced emissions while alongside in port. The new vessel series is expected to deliver approximately 40 percent greater efficiency than the vessels it replaces, driven by improvements in both fuel consumption and optimized cargo lift. With a cargo capacity of 72,250 metric tonnes and a self-unloading rate of up to 5,000 metric tonnes per hour,CSL Kuleanacombines high-capacity lift with efficient discharge capabilities. The delivery ofCSL Kuleanareflects CSL’s continued investment in a modern, adaptable fleet that is aligned with evolving environmental standards and the future of marine transportation. The CSL Groupis a world class provider of complex marine solutions and the largest owner and operator of self-unloading ships in the world. Headquartered in Montreal with operations throughout the Americas, Australia, Europe and Africa, CSL provides a broad range of shipping and handling services and delivers millions of tonnes of cargo annually for customers in the construction, steel, energy and agri-food sectors. Attachment

Norwegian authorities have approved drilling activities that Norway’s oil and gas player Aker BP is planning to undertake in the North Sea on the Norwegian Continental Shelf (NCS), with a rig owned by Odfjell Drilling, an offshore drilling contractor. The Norwegian Ocean Industry Authority (Havtil) has granted Aker BP consent for exploration drilling in block 15/6 in the North Sea, withinproduction license 1139, which was awarded on March 11, 2022, and is valid until the same date in 2029. This license is operated by Aker BP with a 70% stake, alongside its partner, Equinor (30%). The firm will now be able to spud the well 5/6-18 S, also known as theFreke Nordprospect, in a water depth of 111 meters. The drilling of the well will be undertaken with the 2019-builtDeepsea Nordkapp, formerly Stena Midmax, a sixth-generation dynamically positioned, harsh-environment and winterized semi-submersible of a Moss-enhanced CS 60E design. Odfjell Drilling was among thethree offshore drilling contractorsthat won drilling and wells alliance deals with Aker BP in January 2023 to undertake drilling activities on the Norwegian Continental Shelf. The Deepsea Nordkapp rig’s assignment, previously slated to be completed at the end of 2024, wasprolongedto run for two more years. A few months ago, Aker BP alsoextended the contractto the end of 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!

Speaking at the leading institutional forum of European ports, Anastasopoulos stressed that Europe’s resilience cannot rely solely on a limited number of major port hubs, underscoring the strategic importance of the Port of Patras as a gateway linking the Southeastern Mediterranean with the European market. He also presented the initiatives being implemented under the port’s approved Master Plan, with a particular focus on the development of modern logistics infrastructure, the enhancement of Ro-Ro connections, energy-related investments and cold ironing facilities, as well as the expansion of cruise activities and the development of Patradise Marina. 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.

Dzierwa, Aron Estrada, and Boston Bateman were among the Orioles farm’s standout players this week. This time a year ago, there was essentially no joy to be found in following the Orioles unless you were looking down to the farm. The 2026 Orioles have avoided reaching that point before the calendar turned to June and hopefully they will continue to do so. One reason I hope this is because I want them to win. The other is that there’s not a ton of joy going on in this farm system performance right now. These weekly updates focus on the team’s top prospects, particularly those onCamden Chat’s composite top 20 Orioles prospect listfrom before the season. They also include other guys who interest me who might develop into prospects over time. I do not tend to spend much time on non-prospect journeymen. Here’s how things went this week: Depending on who is playing and who is resting on a given night, the Norfolk lineup can look awfully barren. Tommy Pham is on this team now, for crying out loud. He went 5-24 this week. I hope there’s no need to see him with the Orioles. Not everything is sad. Catcher-ish prospect Creed Willems played in four of the five Tides games, homering twice and driving in nine runs across the rain-interrupted series. He’s got 47 games for Norfolk and is batting .272/.358/.488. I don’t know what would have to happen for him to end up on the major league roster this season, but that’s mighty interesting hitting. Willems has 11 homers. Only two MLB Orioles are in double digits, and the team leader, Gunnar Henderson, isn’t even hitting well in spite of the homers. Heston Kjerstad is no longer a rehabbing big leaguer but instead something of an erstwhile one. Maybe more of a Once and Future Oriole, one of the lesser known T.H. White works. He went 6-17 across four games played, with three doubles. Let’s see some more and go from there. The season began with a trio of pitching prospects worth following here. Trey Gibson spent time in Baltimore this week and didn’t pitch for Norfolk. Levi Wells is now on the injured list after needing core muscle surgery. That leaves Nestor German. He blanked the Bulls across six innings, allowing just a hit and two walks. As I just wrote for Kjerstad, let’s see some more and go from there. Others of interest Tides season-to-date stats. All my returning readers, who are we looking at first here? That’s right, it’s my guy Aron Estrada! In this week’s instance, Estrada is a fun first guy to look at, because he smashed two dingers and hit three doubles as part of an 8-26 week at the plate. That’s a good series. It’s got his season OPS up to .751. I’d like to see a good June from him to get actually excited instead of just “for the bit” excited. The Chesapeake lineup is now the home of two-thirds of the cursed top of the 2024 draft class. Ethan Anderson did not do very well this week, batting just 4-21. His OPS remains over .800, so hopefully it’s just one tough week. No-power prospect Griff O’Ferrall went 5-20, but he also drew four walks for a nice OBP for the week. O’Ferrall’s batting line of .179/.317/.305 is not good. If he found a way to bat like .250… but he probably won’t. As you may recall, Chesapeake is now the home of early-season exciting pitching prospect Joseph Dzierwa. Now one level higher, Dzierwa is still racking up the strikeouts, grabbing nine in a 4.2 inning outing. I’d like to see these guys at least finishing five, but man, there’s something interesting going on there. He gave up two runs while allowing four hits and a walk. Others of interest Baysox season-to-date stats. Let’s go down the checklist. Can I say something about Vance Honeycutt other than that he struck out a bunch of times? No, he struck out seven times in 14 AB. Can I say something fun about Wehiwa Aloy? No, he went 2-19. Okay, then what about Ike Irish? 3-17 with no extra-base hits. Yeah, but what about Nate George? No, remember, he’s on the injured list with an undisclosed illness. (sweating) Early-season sensation Victor Figueroa? 2-17 with nine strikeouts. Fine, then Braylin Tavera? 4-18. Hey, at least he stole three bases, giving him 16 on the season. That was a depressing paragraph. On the plus side, I can say some nicer things about pitchers here, starting with the big man, Boston Bateman, from last July’s Padres trade. He’s been on a solid run since battling some command problems in early outings, and this past week notched a five inning start with two runs (one earned), striking out seven while walking two and giving up two hits. Just in his age 20 season, this lefty with an 11.1 K/9 through nine games is worth remembering. Others of interest Keys season-to-date stats. The records of the minor league affiliates don’treallymatter, but I don’t enjoy how many times I type “last place” each time I do one of these weekly recaps. 75% of the full-season farm teams are in the cellar of their leagues. Norfolk’s Enrique Bradfield Jr. was rehabbing with the Shorebirds this week. He would have fit right in with that bit about Frederick’s hitters: He went 1-13, though he did manage to walk six times and steal three bases. The one player who is both of an age where it’s interesting if he performs well at this level and actually performing well is shortstop DJ Layton, whose five games saw him go 5-16 with a homer, triple, double, five walks, and three stolen bases. It’s an .826 OPS so far this season, which is excellent for an age 19 player at this level. There was some preseason hype about Esteban Mejia, a hard-throwing 19-year-old. Mejia is, currently, the #6 prospect on MLB Pipeline’s rankings. I’m going to guess he will dive in midseason updates; this past week saw him walk five guys in less than an inning of work and he’s somehow managed to walk more guys than he’s struck out (39-37) over ten starts. Shorebirds season-to-date stats. ** Your choice last week in the minor league player of the week poll was Eeles, who narrowly edged out Dzierwa. The week before that, we had a tie. Margins are slim. Make your vote count! Our winners so far this season are Eeles, Tavera, Hunter, Irish, and Aloy. There has yet to be a repeat winner. This week will not change that, because none of the previous winners are on the poll. Vote here: Camden Chat Minor league player of the week (6/2) Which Orioles prospect had the best performance over the past week? This is the title for the native ad

BANGALORE, India,June 2, 2026/PRNewswire/ -- What is the Market Size of Alternative Fuel Vehicle and New Energy Vehicle? The global market for Alternative Fuel Vehicle and New Energy Vehicle was valued at USD 181970 Million in the year 2024 and is projected to reach a revised size of USD 246570 Million by 2031, growing at a CAGR of 4.5% during the forecast period. Report Coverage Details Base Year 2024 Forecast Period 2025-2031 Growth momentum & CAGR Accelerate at a CAGR of 4.5% Market Growth 2025-2031 USD 246570 Million Regional Analysis North America, APAC, Europe, South America, and Middle East and Africa Key Companies Covered Toyota Motor Corporation, Mitsubishi Motors, Daimler AG., HYUNDAI Motor, Fiat Chrysler Automobiles, General Motors, Nissan Motor Co., Ltd., Volkswagen, Tesla Motors, Inc., Beiqi Foton Motor Co., Ltd., Honda Motor Co., Ltd, BMW Group, Ford Motor Company, BYD Auto Get Free Sample Report:https://reports.valuates.com/request/sample/QYRE-Auto-10N7444/Global_Alternative_Fuel_Vehicle_and_New_Energy_Vehicle_Market What are the key factors driving the growth of the Alternative fuel vehicle and new energy vehicle market? Source from Valuates Reports:https://reports.valuates.com/market-reports/QYRE-Auto-10N7444/global-alternative-fuel-vehicle-and-new-energy-vehicle TRENDS INFLUENCING THE GROWTH OF THE ALTERNATIVE FUEL VEHICLE AND NEW ENERGY VEHICLE MARKET: Electric vehicles are driving the Alternative Fuel Vehicle and New Energy Vehicle Market by giving fleet operators a cleaner and more predictable operating model for urban routes, commercial deliveries, industrial campuses, and controlled-duty transport. Their appeal is strongest where vehicles return to fixed depots, allowing charging schedules to be planned around daily operations. Electric platforms also support quieter operation, reduced tailpipe emissions, and easier compliance with city-level low-emission rules. As charging networks expand and fleet managers gain confidence in vehicle uptime, electric models are becoming a preferred option for short-haul transport, municipal fleets, service vehicles, and controlled logistics corridors. Natural gas vehicles support market growth by serving applications where buyers need lower-emission alternatives but still depend on familiar refueling behavior, longer duty cycles, and heavier payload operations. Natural gas remains relevant for commercial fleets, industrial transport, buses, refuse vehicles, and regional logistics where depot-based fueling can be organized efficiently. It also helps operators reduce exposure to conventional fuel volatility while maintaining operational continuity during transition phases. In markets where gas supply infrastructure is already established, natural gas vehicles act as a practical bridge for organizations that are not yet ready to shift fully toward electric platforms. Commercial applications are a major growth driver because fleet owners evaluate vehicles through operating cost, uptime, route reliability, fuel access, and compliance benefits rather than only purchase price. Delivery fleets, ride services, public transport operators, utility service providers, and logistics companies are adopting alternative fuel vehicles to meet customer sustainability expectations and regulatory fleet standards. Commercial use also creates repeat demand for charging, maintenance, leasing, financing, fleet software, and depot infrastructure. As vehicle utilization rises, the economic case becomes stronger, making commercial fleets a central demand base for both electric and natural gas vehicle adoption. Fleet operators are shifting toward alternative fuel and new energy vehicles because fuel expenditure, maintenance planning, and lifecycle cost control are becoming central procurement priorities. Electric vehicles reduce dependence on conventional fuel procurement, while natural gas vehicles provide an alternative for duty cycles requiring longer operating continuity. The market benefits when buyers can link vehicle adoption with predictable energy sourcing, lower service complexity, and better cost visibility across the fleet lifecycle. This factor is especially important in commercial and industrial segments, where small efficiency improvements across high-usage vehicles can influence operating margins. Transport decarbonization policies are pushing public and private fleets toward cleaner vehicle categories, creating demand for electric and natural gas models across regulated mobility segments. Urban clean-air programs, fleet emission targets, public procurement rules, and corporate sustainability commitments are strengthening replacement demand. Buyers are also preparing for stricter future compliance by selecting vehicle platforms that can operate in low-emission zones and environmentally sensitive locations. This policy-led pressure supports sustained demand across commercial distribution, municipal transport, industrial logistics, and defense support fleets, where long-term vehicle planning must align with regulatory direction. Alternative fuel vehicles gain traction where routes are predictable, vehicles return to centralized depots, and energy infrastructure can be installed or managed at fixed locations. This makes electric and natural gas vehicles especially suitable for last-mile delivery, staff transport, warehouse movement, port operations, airport logistics, public buses, and utility fleets. Route predictability reduces range uncertainty and supports planned refueling or charging cycles. As fleet managers map duty cycles more carefully, vehicle selection becomes more data-driven, allowing alternative fuel platforms to be deployed first in operations where performance risk is lower and cost recovery is clearer. Claim Yours Now!https://reports.valuates.com/api/directpaytoken?rcode=QYRE-Auto-10N7444&lic=single-user What are the major product types in the Alternative fuel vehicle new energy vehicle market? What are the main applications of the Alternative fuel vehicle new energy vehicle market? Who are the Key Players in the Alternative fuel vehicle new energy vehicle market? Purchase Regional Report:https://reports.valuates.com/request/regional/QYRE-Auto-10N7444/Global_Alternative_Fuel_Vehicle_and_New_Energy_Vehicle_Market Which region dominates theAlternative fuel vehicle new energy vehicle market? Asia Pacific is driving strong demand through urban electrification, domestic vehicle production, public fleet programs, and rapid adoption in commercial mobility. North America is seeing growth through commercial fleet electrification, charging expansion, logistics modernization, and natural gas use in heavier fleet segments. SUBSCRIPTION We have introduced a tailor-made subscription for our customers. Please leave a note in the Comment Section to know about our subscription plans. What are some related markets to the alternative fuel vehicle and new energy vehicle market? DISCOVER OUR VISION: VISIT ABOUT US! Valuates offers in-depth market insights into various industries. Our extensive report repository is constantly updated to meet your changing industry analysis needs. Our team of market analysts can help you select the best report covering your industry. We understand your niche region-specific requirements and that's why we offer customization of reports. With our customization in place, you can request for any particular information from a report that meets your market analysis needs. To achieve a consistent view of the market, data is gathered from various primary and secondary sources, at each step, data triangulation methodologies are applied to reduce deviance and find a consistent view of the market. Each sample we share contains a detailed research methodology employed to generate the report. Please also reach our sales team to get the complete list of our data sources. Contact UsValuates Reports[email protected]For U.S. Toll-Free Call 1-(315)-215-3225WhatsApp: +91-9945648335 Explore our blogs & channels: Blog:https://valuatestrends.blogspot.com/Pinterest:https://in.pinterest.com/valuatesreports/Twitter:https://twitter.com/valuatesreportsFacebook:https://www.facebook.com/valuatesreports/YouTube:https://www.youtube.com/@valuatesreports6753 Logo:https://mma.prnewswire.com/media/1082232/Valuates_Reports_Logo.jpg SOURCE Valuates Reports

Los puertos de todo el mundo se enfrentan a un mandato urgente e ineludible: descarbonizarse. La exigencia pasa por apagar los enormes motores diésel de los buques comerciales y de cruceros una vez que atracan, conectándolos a la red eléctrica local. Sin embargo, en la práctica, las ciudades portuarias se han topado con un muro de hormigón: no hay suficiente capacidad en la red terrestre para enchufar a estos gigantes del mar. Ante este cuello de botella, la respuesta de la ingeniería ha sido sacar el problema de la tierra firme. Un consorcio respaldado por el Reino Unido y liderado por la firma ELIRE Maritime ha validado con éxito lo que definen como "el primer centro de energía de hidrógeno flotante e independiente de la red del mundo". ¿El fin de las interminables obras portuarias? Para entender el impacto de este desarrollo, hay que mirar el calvario logístico actual. Tal y como subraya Enlit, instalar sistemas tradicionales de suministro eléctrico en tierra (conocidos en la industria como shore power) es una auténtica pesadilla. El proceso puede tardar entre tres y siete años, ya que requiere refuerzos masivos de la red, mejoras en las subestaciones, complejas obras civiles y unos plazos de concesión de permisos que paralizan cualquier avance. Todo ello consumiendo un espacio terrestre del que la mayoría de los puertos carecen. Al colocar la infraestructura energética directamente en el agua, se sortea de un plumazo este obstáculo. Además, desde ELIRE Maritime destacan una ventaja financiera crucial: el sistema evita el riesgo de crear "activos varados". A diferencia de una subestación de hormigón que no puede moverse si cambian las rutas marítimas, esta megacentral flotante puede reubicarse según dicte la demanda del mercado, otorgando a las autoridades portuarias una independencia total de la red. Radiografía tecnológica. Lejos de ser un mero concepto sobre el papel, la tecnología acaba de superar un riguroso programa de validación de seis meses. El diseño físico, del que se hacen eco todos los medios, consta de tres plataformas flotantes hexagonales interconectadas que ocupan unos 1.200 metros cuadrados. Pero, ¿cómo suministra energía sin colapsar? El sistema no utiliza generadores descomunales para inyectar energía de golpe al barco, sino que funciona bajo la premisa de una "batería flotante gigante". A través de pilas de combustible modulares de 1,3 MW que operan continuamente (apoyadas por hasta 146 kW de paneles solares a bordo), el sistema carga poco a poco un enorme banco de baterías de 45 MWh durante toda la semana. Cuando un barco atraca, esta batería libera la energía rápidamente, entregando 5 MW de potencia limpia y continua sin inmutarse. Para alimentar este proceso, el sistema consume entre 7.500 y 8.000 kilos de hidrógeno a la semana. Cuenta con siete tanques a bordo integrados en contenedores de baja presión, que requieren repostaje un par de veces por semana. Esto permite a los puertos adoptar el hidrógeno gradualmente sin tener que acometer faraónicas obras para construir tuberías o instalaciones de almacenamiento permanentes en tierra. ⌛️ SORTEO ACTIVO EN XATAKA XTRA Esta Nintendo Switch 2 podría ser tuya Suscríbete por solo 2€/mes hasta el 19 de junio y entra en el sorteo El impacto real. Para garantizar su viabilidad en el mundo real, la plataforma ha sido sometida a pruebas de estabilidad y oleaje en los tanques de la Universidad de Strathclyde, mientras que gigantes de la industria como Schneider Electric y Ricardo UK han validado con éxito toda su compleja arquitectura eléctrica. Las luces medioambientales: Según los análisis de viabilidad de la consultora Ricardo, el sistema puede reducir las emisiones de los buques atracados en un 77% frente a la generación tradicional con diésel. En cifras tangibles, esto supone un ahorro de unas 47 toneladas de CO₂ por barco cada semana (casi 2.450 toneladas anuales), además de erradicar por completo las emisiones de partículas tóxicas, óxidos de nitrógeno (NOx) y azufre (SOx) que envenenan el aire de las ciudades costeras. La sombra del coste: Hoy por hoy, esta solución es más cara que enchufarse a la red convencional. El coste estimado de la energía de este centro de hidrógeno ronda entre las 0,25 y 0,50 libras por kWh, frente a las 0,15 - 0,25 libras del sistema terrestre tradicional. No obstante, el consorcio argumenta que este sobrecoste inicial se compensa por la asombrosa rapidez de despliegue y prevén que la estandarización y la futura caída del precio del hidrógeno igualen la balanza comercial. El potencial es inmenso. El consorcio estima un mercado global de 62 TWh anuales para soluciones marítimas independientes de la red, con el potencial de evitar la emisión de 500.000 toneladas de CO₂ en la próxima década. Próximas paradas. Como detalla ELIRE Maritime, el consorcio ya está en conversaciones comerciales para iniciar los primeros despliegues reales en puertos de primer nivel como Londres, Singapur, Hamburgo, Brisbane y Riga. El futuro de la descarbonización marítima parece haber encontrado un atajo. No se trata de inventar tecnologías exóticas desde cero, sino de integrar lo que ya sabemos que funciona (hidrógeno, baterías y sistemas eléctricos de potencia) de una manera mucho más inteligente. Si la tierra firme no tiene suficiente electricidad para alimentar a los gigantes de los océanos, la solución, irónicamente, siempre estuvo en volver a echarse al mar. Imagen | ELIRE Maritime Xataka | El gran reto de los drones era transportar cargas durante kilómetros. Una empresa china lo ha resuelto con hidrógeno

This 2021 Airstream Interstate 24GT was built on a 2020 Mercedes-Benz Sprinter 3500 chassis, and it now has 7k miles. The van was acquired by the current owner in 2024, and it has been retrofitted with on-board WiFi and satellite connectivity. Finished in Iridium Silver Metallic over a Refined Brown-themed interior, the van is powered by a 3.0-liter turbodiesel V6 linked with a seven-speed automatic transmission. The walk-through floor plan includes a lounge area that converts to a sleeping surface, a flatscreen TV, a cooktop, a refrigerator, a shower, a generator, and interior storage. A dually rear axle and 16″ Alcoa aluminum wheels are also fitted along with a power-operated awning, an exterior shower, and Parktronic sensors. This Airstream Interstate 24GT is now offered by the seller on behalf of the owner with a brochure, owner’s manuals, spare parts, and a clean Arizona title in the owner’s name that lists the truck as a 2020 AITC EXT Grand. The extended-height van is finished in Iridium Silver Metallic and is equipped with a power-operated awning. Additional features include hookups for water and shore power as well as a ceiling vent, tinted windows, Parktronic sensors, fog lights, side steps, and a receiver hitch. The 16″ Alcoa aluminum wheels are mounted with 215/85 Continental VanContact A/S tires. The van rides on an air-adjustable suspension and a solid dually rear axle, and braking is handled by discs at all four corners. The chassis is equipped with an Electronic Stability Program (ESP). The brake fluid was flushed in July 2025. The heated and swiveling captain’s chairs are upholstered in Refined Brown leatherette, and interior appointments include all-weather front floor mats, Distronic cruise control, crosswind assist, automatic climate control, and MBUX infotainment with navigation. The leather-wrapped multifunction steering wheel sits ahead of a 130-mph speedometer, a 5k-rpm tachometer, a digital information display, and gauges for coolant temperature and fuel level. The digital odometer indicates 7k miles, approximately 5k of which were added under current ownership. The rear cabin is outfitted with a kitchenette with a refrigerator, cooktop, and microwave oven, as well as inward-facing seats, storage cabinets, a flatscreen TV, overhead lighting, and a power-folding rear sofa. A full-time on-board WiFi system has been added, along with satellite connectivity. The van also has a generator, two AGM batteries, a roof-mounted climate-control system, a toilet, a sink, and a shower. The bathroom sink was replaced in 2024. The 3.0-liter turbodiesel V6 was factory rated at 188 horsepower and 325 lb-ft of torque. The fuel pump module was replaced in 2020, and the seller notes that the oil has been changed annually under current ownership. 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Si avvicina la scadenza di luglio 2026, mese in cui la Commissione Europea svelerà l’attesa proposta di revisione del sistema Ets, e si rafforza l’esigenza di sciogliere i nodi geopolitici legati alla decarbonizzazione dello shipping. Per questo Feport, la federazione che rappresenta i terminalisti e le imprese portuali private europee, si è mossa in questi giorni per evitare che la transizione ecologica si trasformi in una sorta di boomerang economico per gli scali europei, avanzando la richiesta – formulata anche prendendo atto della Tavola Rotonda di alto livello organizzata dalla Commissione Europea lo scorso 12 maggio – che una parte cospicua dei proventi (miliardari) generati dalle quote Ets debba essere vincolata per legge al finanziamento delle infrastrutture portuali, a partire dall’elettrificazione delle banchine. La tassa sul carbonio applicata al trasporto marittimo infatti, fino ad oggi, ha guardato quasi esclusivamente alle navi, non considerando che i porti devono investire milioni di euro in impianti di cold ironing e digitalizzazione senza una copertura finanziaria centralizzata. I terminalisti europei ricordano che i porti non sono semplici caselli di transito, ma piattaforme strategiche per la sicurezza energetica e la tenuta industriale del continente. Se i costi della transizione rimarranno interamente a carico degli operatori Ue, il vero rischio non sarà la riduzione delle emissioni globali, ma lo spostamento delle rotte commerciali verso aree franche dal punto di vista normativo. La preoccupazione dei porti europei, spiega Feport, e in particolare quelli del bacino del Mediterraneo, è la delocalizzazione dei traffici di trasbordo. La segretaria generale dell’associazione, Lamia Kerdjoudj, ha lanciato un duro monito alla Commissione, sottolineando come la massiccia espansione della capacità dei terminal in Nord Africa e in Medio Oriente non sia affatto una coincidenza temporale. Gli scali extra-Ue che operano a pochi chilometri dalle acque europee non sono soggetti ai vincoli dell’Ets marittimo e questa asimmetria normativa sta esercitando una pressione competitiva insostenibile sui porti dell’Unione, configurando un fenomeno di ‘carbon leakage’ che rischia di svuotare le banchine europee a favore di hub vicini, con conseguenze devastanti sull’occupazione e sulla connettività delle industrie europee. La soluzione presentata dai terminalisti per disinnescare questa crisi chiede una forte coerenza legislativa da parte di Bruxelles su due fronti. Il primo riguarda l’imminente riscrittura dell’Ets che deve precisare l’obbligo di reincanalare i ricavi della tassa verso la transizione dei porti. L’altro fronte riguarda invece i piani d’azione comunitari dedicati all’energia, come l’Electrification Action Plan, che devono viaggiare alla stessa velocità, con iter burocratici semplificati negli scali marittimi per il rilascio dei permessi, la possibilità di sviluppare sistemi di stoccaggio dell’energia e un accesso prioritario alla rete elettrica nazionale per soddisfare i picchi di domanda delle navi ormeggiate. 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

Ottanta megawatt: è il fabbisogno futuro per elettrificare completamente il porto di Trieste. Poco meno dei 110 megawatt che l’intera città consuma nei momenti di picco. «È come raddoppiare l’infrastruttura elettrica di una città», spiega Giorgio Sulligoi, professore di sistemi elettrici per l’energia all’Università di Trieste. Per portare questa potenza serve un rinforzo massiccio della rete: dalla nuova linea Terna da Duino al potenziamento della distribuzione locale di AcegasApsAmga. Giorgio Sulligoi, docente di sistemi elettrici all’Università di Trieste La sfida non è attaccare una presa a una nave. È portare l’energia fino a lì e gestirla in modo flessibile. «Solo per la Stazione marittima servono tra 20 e 30 megawatt per alimentare due navi passeggeri contemporaneamente», spiega Sulligoi. «Con l’elettrificazione si eliminano completamente le emissioni locali. E anche il rumore dei motori». Una nave da crociera ferma in porto per dieci ore risparmia così emissioni pari a quelle di 14.000 automobili in un giorno. Smart Grid, due trasformatori da oltre 50 tonnellate arrivano di notte alla cabina primaria di Roiano La redazione Il trasporto eccezionale, avvenuto in orario notturno per limitare i disagi, ha attraversato le vie strette del quartiere. L’arrivo dei trasformatori si inserisce nel più ampio intervento di ristrutturazione della cabina primaria di Roiano, completamente rinnovata per sostenere l’evoluzione dei consumi elettrici urbani e portuali nell’ambito del progetto Smart Grid L’Università di Trieste è dentro questo processo da anni. Con il progetto Egrebuty hanno sviluppato modelli di simulazione delle reti portuali, validati grazie a Smart Campus, il dimostratore di reti intelligenti del campus di via Europa. Ora UniTs è coinvolta nel progetto Smart Grid per il potenziamento della rete e usa Etef, la facility realizzata con Wärtsilä e Fincantieri, per testare sistemi a scala industriale. È proprio qui che sono stati testati i superconduttori e i supercapacitori del progetto europeo V-Access (5 milioni di euro, 14 partner), passando da prototipi a sistemi da centinaia di chilowatt. Elettrificazione del porto di Trieste: espropri lungo 23 chilometri La redazione Il tracciato di Terna parte da Duino Aurisina fino alla cabina primaria di Roiano. Nell’iter le particelle interessate: le osservazioni dei proprietari entro 30 giorni Il vero tema, secondo Sulligoi, non è tecnico ma gestionale. «Bisogna guardare alla rete elettrica come a un sistema flessibile. Possono arrivare navi più grandi, picchi improvvisi». Servono tecnologie per l’accumulo: supercapacitori per sbilanciamenti rapidi, superconduttori dove c’è poco spazio, batterie per energia di lunga durata. La rete diventa anche una rete dati. Il punto critico è chi gestirà tutto. «Serve un gestore che controlli l’intero sistema e che conosca le esigenze del porto e il mezzo navale». Non è ancora chiaro chi sarà: il distributore cittadino, una cabina di regia portuale, i terminalisti o un soggetto nuovo. Altro nodo: le tariffe. «Va chiarito se ci sarà una tariffa agevolata per gli armatori, o un sistema misto con incentivi e penali per chi tiene i motori accesi». Il costo dell’energia in Italia rende difficile convincere gli armatori ed è necessario definire un quadro regolatorio chiaro. «Sulla portualità sarebbe interessante fare da apripista». Tutto questo richiede competenze nuove: ingegneri e tecnici specializzati. «Servono persone preparate sull’elettronica di potenza, sull’automazione avanzata, sulle medie e alte tensioni, sui sistemi isolanti». L’Università di Trieste forma queste figure, «ma sono troppo poche rispetto alle richieste del mercato», ammette Sulligoi. «Le opportunità di lavoro ci sono: nella distribuzione, nella logistica, nel settore navale. Crescono i traffici, crescono i terminal e le infrastrutture».

La funzione aziendale dedicata alle tematiche Esg in Contship nasce due anni fa per strutturare tutte le iniziative messe in campo dal Gruppo in questo ambito. Oggi il Team Esg è guidato dalla responsabile Denise Sofia. Elia Faggiani, 29 anni, fa parte del team e ricopre la figura di Esg specialist. Nel suo ruolo, supporta tutte le iniziative in ambito non solo ambientale, ma anche sociale e di governance. Piemontese, ma abita a Milano, Faggiani ha una laurea triennale in Economia e Management per l’arte, la cultura e la comunicazione all’Università Bocconi, dove si è anche specializzato in Economia e Management per l’innovazione e la tecnologia, che gli ha permesso di approfondire il ramo della green economy. Per lui, il porto è un "luogo amico" capace di creare valore aggiunto nella vita delle persone. Specialmente in realtà come quella spezzina dove le attività portuali sono inglobate nella città e, dunque, investire nel processo di decarbonizzazione e in forme più sostenibili di trasporto è diventata una necessità per migliorare le condizioni di vita dei cittadini e nel rispetto dell’ambiente circostante. "Il settore della logistica portuale sta dedicando sempre più attenzione e risorse ai temi della sostenibilità – spiega Faggiani –. Perciò lavorare in questo settore è un’opportunità estremamente interessante per i giovan, ma anche sfidante poiché ha un impatto globale e che muove il mondo". In questo senso, il processo di cold ironing al porto della Spezia "avrà un doppio impatto positivo: abbatterà sia il rumore che le emissioni inquinanti. Inoltre, nel più breve tempo possibile vorremmo aumentare i mezzi alimentati con biocarburanti e successivamente procedere con la sostituzione di tutti i vecchi mezzi". Un altro aspetto del suo lavoro è legato al community e people engagement. "Come funzione/team Esg, non cerchiamo solo soluzioni volte a ridurre l’impatto ambientale delle attività del terminal, ma promuoviamo anche interventi tesi a migliorare il nostro impatto sulle persone che lavorano in Contship. Collaboriamo a stretto contatto con i colleghi del dipartimento risorse umane con l’obiettivo di sviluppare politiche e iniziative orientate all’inclusione. In particolare, ci impegniamo a favorire la parità di genere e l’inclusione di persone con disabilità. "L’azienda ha costituito comitati dedicati che si occupano di promuovere un linguaggio inclusivo sul posto di lavoro oppure singole iniziative volte a migliorare il benessere delle nostre persone". Infine, c’è l’aspetto di community engagement nelle aree in cui opera Contship. "Siamo impegnati a costruire nuove collaborazioni sinergiche con le associazioni e le Ong locali per creare un impatto positivo nel territorio in cui operiamo e non solo. Alla Spezia, molti dipendenti sono già attivi mettendo a servizio il proprio tempo per svolgere attività di volontariato con Caritas e Angsa. Stiamo lavorando per consolidare e strutturare ulteriormente queste iniziative, affiché possano crescere nel tempo e tradursi in un contributo tangibile per la comunità".

Contributo Avv. Ammiraglio Rosario Marchese * * Consigliere del Ministro delle Politiche del Mare La riforma della portualità italiana, imperniata sulla nascita di Porti d’Italia S.p.A., rappresenta uno dei più importanti tentativi di modernizzazione del sistema logistico nazionale degli ultimi decenni. Tale struttura si inserisce in un contesto internazionale profondamente mutato, nel quale i porti non sono più semplici infrastrutture di approdo e movimentazione merci, ma piattaforme strategiche integrate, capaci di incidere sulla competitività industriale, energetica e tecnologica di un Paese. Il sistema portuale italiano, pur essendo tra i più rilevanti d’Europa per traffico marittimo e posizione geografica, continua infatti a soffrire di frammentazione amministrativa, disomogeneità infrastrutturale e lentezza decisionale. La proposta di istituire una governance unitaria attraverso Porti d’Italia S.p.A. nasce proprio dall’esigenza di superare questi limiti storici, introducendo una regia nazionale capace di coordinare investimenti, innovazione tecnologica e pianificazione strategica. L’elemento più innovativo della riforma consiste nella trasformazione del sistema portuale da insieme di realtà autonome e spesso concorrenti tra loro a vera e propria “rete nazionale integrata”. In tale prospettiva, il porto non viene più considerato come un’infrastruttura locale, ma come nodo di una filiera logistica europea e mediterranea. Questo approccio consentirebbe all’Italia di presentarsi con una sola voce nei tavoli internazionali, rafforzando il proprio ruolo geopolitico nel Mediterraneo e lungo le direttrici commerciali euro-asiatiche. La riforma, inoltre, si collega direttamente alla visione del cosiddetto “Porto 6.0”, modello strategico sviluppato in Italia da SRM (Studi e Ricerche per il Mezzogiorno) che definisce gli scali marittimi moderni non più come semplici punti di sbarco, ma come veri e propri hub tecnologici, energetici ed ecologici. Tale modello considera il porto come un ecosistema tecnologico avanzato, nel quale convergono digitalizzazione, intelligenza artificiale, sostenibilità ambientale e innovazione industriale. Le quattro direttrici strategiche individuate risultano particolarmente coerenti con la nuova governance proposta, già attuata nel porto di Taranto, considerato un porto 6.0: Digitalizzazione dei processi: l’adozione generalizzata dei Port Community System (PCS), dei digital twin e di piattaforme interoperabili consentirebbe una drastica riduzione dei tempi burocratici e logistici, aumentando l’efficienza operativa dei porti italiani. Automazione e robotica: la gestione centralizzata potrebbe favorire standard comuni nell’impiego di sistemi automatizzati, robotica subacquea, manutenzione predittiva e tecnologie smart per la sicurezza e l’efficienza delle infrastrutture. Intelligenza artificiale: l’utilizzo dell’AI e della computer vision permetterebbe di migliorare il monitoraggio del traffico, la sicurezza portuale, la manutenzione e il controllo ambientale, seguendo modelli già adottati a Rotterdam e Anversa. Sostenibilità ambientale: Porti d’Italia S.p.A. potrebbe diventare il soggetto attuatore di una grande strategia nazionale “green”, coordinando cold ironing, energie rinnovabili, monitoraggio ambientale smart e carburanti alternativi in linea con il Green Deal europeo e con il regolamento FuelEU Maritime. Sotto il profilo economico, la riforma potrebbe produrre effetti significativi: maggiore certezza regolatoria, riduzione della frammentazione contrattuale, capacità di attrarre capitali privati e sviluppo di partenariati pubblico-privati più solidi. Inoltre, una governance unitaria permetterebbe di programmare gli investimenti infrastrutturali con logiche industriali di lungo periodo, superando la dispersione delle risorse e le duplicazioni progettuali. Particolarmente interessante è il richiamo ai modelli internazionali di riferimento: da un lato il sistema spagnolo di Puertos del Estado, caratterizzato da forte coordinamento statale; dall’altro il modello manageriale-industriale del Porto di Rotterdam. La proposta italiana sembra voler coniugare entrambe le esperienze, creando una struttura pubblica ma orientata a criteri industriali, competitivi e finanziariamente sostenibili. Tuttavia, la vera sfida della riforma non sarà soltanto organizzativa, ma culturale e strategica. Perché Porti d’Italia S.p.A. possa realmente rappresentare un salto di qualità, sarà necessario evitare il rischio di una mera centralizzazione burocratica. La governance unitaria dovrà invece essere accompagnata da autonomia gestionale, meritocrazia manageriale e forte integrazione con i territori. In questa prospettiva, una proposta innovativa potrebbe essere la creazione di una “Agenzia Nazionale per l’Innovazione Portuale e la Blue Economy”, collegata a Porti d’Italia S.p.A., con tre missioni principali: Coordinare ricerca e sviluppo su intelligenza artificiale, cybersecurity, automazione, digitalizzazione e smart logistics, creando standard tecnologici comuni per tutti i porti italiani. Sviluppare incubatori tecnologici nei retroporti trasformando le aree portuali in poli di innovazione dedicati a blue economy, energie rinnovabili, robotica marina e logistica avanzata. Attrarre investimenti internazionali nella transizione energetica marittima, nei carburanti green, nell’idrogeno, nella digitalizzazione e nelle infrastrutture strategiche del Mediterraneo. Questa struttura potrebbe trasformare i porti italiani in veri hub di innovazione mediterranea, integrando università, centri di ricerca, startup e imprese logistiche. La finalità strategica sarebbe quella di creare un vero “Sistema Italia del Mare”, capace di competere con i grandi modelli internazionali come Rotterdam, Singapore e Pireo, rafforzando il ruolo geopolitico ed economico dell’Italia nel Mediterraneo A questa proposta la creazione di una “Carta Nazionale dei Green Ports”, con obiettivi ambientali misurabili e premialità economiche per gli scali più virtuosi in termini di decarbonizzazione, efficienza energetica e riduzione delle emissioni, sarebbe di grande impatto, Ogni porto verrebbe valutato attraverso indicatori precisi, come: riduzione delle emissioni di CO₂; utilizzo di energie rinnovabili; elettrificazione delle banchine (cold ironing); efficienza energetica; qualità dell’aria e delle acque; utilizzo di carburanti green; digitalizzazione dei controlli ambientali. I porti più virtuosi riceverebbero: incentivi economici; priorità nei finanziamenti pubblici ed europei; agevolazioni fiscali; maggiore attrattività per investitori e compagnie marittime. L’obiettivo è creare una competizione positiva tra gli scali italiani, accelerando la transizione ecologica del sistema portuale nazionale e rendendo l’Italia un modello mediterraneo di portualità sostenibile. In conclusione, la riforma di Porti d’Italia S.p.A. non rappresenta soltanto una revisione amministrativa del sistema portuale, ma può diventare il motore di una nuova politica industriale marittima nazionale. Se accompagnata da innovazione tecnologica, sostenibilità ambientale e visione strategica, essa potrà trasformare i porti italiani da semplici punti di transito a protagonisti della competitività europea e mediterranea del XXI secolo. 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

Il presidente Bagalà: “Scalo in profonda trasformazione tra infrastrutture, energia, crocieristica diporto e cantieristica” Porto Torres – Il Ministro delle Infrastrutture e dei Trasporti Matteo Salvini ha visitato la sede dell’Adsp di Porto Torres, dove ha incontrato il presidente Domenico Bagalà per un confronto sullo stato di avanzamento dei lavori e sui futuri sviluppi dello scalo. Porto Torres si conferma uno dei principali hub in crescita del sistema portuale della Sardegna, al centro di un vasto programma di investimenti che ne sta potenziando infrastrutture, capacità operativa e ruolo strategico nel Mediterraneo. Negli ultimi anni sono stati completati interventi per oltre 13 milioni di euro, con miglioramenti su accoglienza passeggeri, servizi e digitalizzazione. Parallelamente sono in corso cantieri per circa 74 milioni di euro, tra cui il prolungamento dell’Antemurale di Ponente, la riorganizzazione della banchina Alti Fondali e l’introduzione di sistemi di cold ironing per l’alimentazione elettrica delle navi in banchina. Tra i progetti innovativi figura anche il sistema “Millepiedi”, basato sul moto ondoso per la produzione di energia pulita. Il piano di sviluppo 2026-2028 prevede ulteriori interventi strategici, tra cui il completamento della Darsena Servizi e la realizzazione di nuove infrastrutture logistiche nell’area dell’ex pontile Eni, destinate a rafforzare il ruolo del porto come piattaforma del Nord Ovest Sardegna. Cresce anche il traffico passeggeri, con oltre 1,07 milioni di transiti nel 2025, e si consolida lo sviluppo della crocieristica di fascia alta, orientata a un turismo esperienziale e culturale. In aumento anche il segmento della nautica da diporto, sostenuto da nuove infrastrutture per yacht e refitting, tra cui un travel lift da 650 tonnellate. Secondo il presidente dell’Adsp Domenico Bagalà, Porto Torres sta vivendo una fase di forte trasformazione basata su investimenti, innovazione e diversificazione delle attività portuali, con un ruolo sempre più rilevante nel sistema logistico e marittimo nazionale e mediterraneo.

Si è tenuto mercoledì 27 maggio presso la sede della Capitaneria di Porto – Guardia Costiera di Genova l’incontro "Cittadini ed armatori: dialogo aperto su navi e città", organizzato dalla Capitaneria di Porto nell'ambito del percorso di dialogo con la cittadinanza. L'evento ha riunito Armatori, Comitati di cittadini, l'Assessorato all'Ambiente del Comune di Genova e l’Ufficio del Difensore civico, con l'obiettivo di favorire una conoscenza reciproca più approfondita e di individuare percorsi condivisi che possano portare ad un miglioramento della qualità dell'aria in città. L’incontro si è articolato in quattro sessioni tematiche: la presentazione del Rapporto Annuale 2025 della Capitaneria di Porto: «Attività di controllo per la prevenzione dell’inquinamento atmosferico dovuto alle navi»; gli interventi dei comitati dei cittadini sul sistema di monitoraggio della qualità dell’aria e delle navi; l’intervento congiunto di Assarmatori e Confitarma sugli impegni e le azioni del settore armatoriale; la presentazione del Comune di Genova sull’Osservatorio Ambiente e Salute. I lavori si sono conclusi con una sessione di dialogo aperto tra comitati, armatori, Comune e Capitaneria teso a raggiungere una sintesi degli impegni condivisi. RAPPORTO ANNUALE 2025 DELLA CAPITANERIA DI PORTO La Capitaneria di Porto di Genova ha presentato il proprio Rapporto Annuale 2025 sull'attività di controllo per la prevenzione dell'inquinamento atmosferico delle navi. Nel corso dell'anno sono state effettuate 228 ispezioni — su navi italiane e straniere — per un totale di oltre 2.600 controlli individuali. Sono state rilevate 31 deficienze in materia di ossidi di azoto (NOx) e disposti 8 fermi nave. I 32 controlli sul tenore di zolfo nei combustibili (SOx) — di cui 12 con prelievo e analisi di campione in laboratorio — hanno evidenziato una sola irregolarità di natura documentale, prontamente sanata. Nessuna irregolarità è stata rilevata sul fronte del monitoraggio delle emissioni di CO₂ e gas serra. Nel corso della presentazione sono stati mostrati video e foto delle modalità di controllo tecnico e documentale eseguito a bordo dal personale ispettivo del Servizio sicurezza della navigazione. Il Comandante della Capitaneria di porto, Ammiraglio Ranieri, ha sottolineato che «Il porto di Genova è parte della città, non un'entità separata da essa. Per questo il controllo delle emissioni delle navi non è per noi un adempimento burocratico, ma un impegno concreto verso chi vive e lavora in questa città. I numeri di questo rapporto raccontano un lavoro attento, condotto ogni giorno con rigore tecnico e con la consapevolezza che dietro ogni ispezione c'è la qualità dell'aria che respiriamo tutti». IL CONTRIBUTO DEI COMITATI DI CITTADINI DI SAN TEODORO I comitati dei cittadini di San Teodoro hanno portato all’incontro sia il proprio sistema di monitoraggio della qualità dell’aria, gli studi condotti e le criticità rilevate sia le istanze rivolte direttamente agli armatori. I comitati e le Associazioni Palmaro, Porto Aperto, Fondazione PRimAvera, Rigenerazione Centro-Ovest, Quartiere Multedo, inoltre, in un’ottica di aperto dialogo, hanno condiviso le criticità rilevate e le azioni intraprese nel corso degli anni. In particolare, la Rete Associazioni San Teodoro ha dichiarato: «La Rete associazioni San Teodoro apprezza la collaborazione proficua instaurata con la Capitaneria di Porto di Genova, che ha permesso primi passi importanti nel contrasto all’inquinamento da fumi delle navi e ha consentito di avviare un confronto con gli Armatori. A loro abbiamo chiesto di stipulare un accordo con impegni concreti immediati - per ottimizzare i flussi delle navi e il contenimento delle loro emissioni nella criticità del periodo estivo - e a breve termine - per affrontare insieme e in modo strutturale il problema dei fumi [elettrificazione banchine, adeguamento flotte, nuovi carburanti], con un meccanismo che definisca diritti e priorità portuali in funzione delle emissioni, premiando chi investe nella sostenibilità ambientale e sociale». Nel corso dell’incontro, Assarmatori e Confitarma hanno tenuto un intervento congiunto, ribadendo «come da tempo vi sia piena adesione agli obblighi in materia ambientale dettati a livello internazionale, unionale e nazionale, anticipando in alcune occasioni le scadenze fissate dalle normative e confermando quindi l’impegno concreto verso la decarbonizzazione del trasporto marittimo». Inoltre «È stata evidenziata la necessità di accelerare sul fronte industriale la disponibilità di combustibili alternativi sostenibili, promuovere un quadro regolatorio globale chiaro e armonizzato e rafforzare lo sviluppo delle infrastrutture, in particolare per il cold ironing, la produzione e diffusione di fuel alternativi sostenibili, con particolare riguardo a bio‑LNG ed e‑LNG, nonché all’elettrificazione delle banchine». In tale prospettiva, il settore ha espresso «la piena volontà di proseguire il confronto con tutti gli stakeholder per favorire una transizione efficace, sostenibile e condivisa». IL RUOLO DELL'OSSERVATORIO AMBIENTE E SALUTE DEL COMUNE DI GENOVA L'assessora all'Ambiente del Comune di Genova, Silvia Pericu, ha illustrato il ruolo e le attività dell'Osservatorio Ambiente e Salute quale spazio istituzionale di partecipazione e confronto sui temi ambientali della città. «Nell’ambito del percorso avviato con l’Osservatorio Ambiente e Salute, la Capitaneria di Porto – Guardia Costiera si distingue per il costante impegno concreto profuso a favore del dialogo tra cittadini e porto. L’incontro di oggi, che ha messo al centro il confronto tra cittadini e armatori, è un esempio concreto di questa collaborazione volta a rendere sostenibile lo sviluppo della città, in una prospettiva che tenga conto delle istanze di tutte le parti, in raccordo costante tra porto e città». L’assessora ha inoltre aggiunto: «Crediamo che il Comune debba avere un ruolo importante nel promuovere la diffusione dei dati sull'inquinamento ambientale, per mettere i cittadini in condizione di informarsi in maniera corretta su un tema complesso come questo, facendosi propulsore di azioni di informazione e comunicazione». Il lavoro di coordinamento con gli altri soggetti aderenti all'Osservatorio — a partire da ARPAL — prosegue per mettere in atto misure concrete, di concerto con l'Autorità di Sistema Portuale, in vista della stagione estiva. Nel rispetto delle rispettive posizioni e delle legittime aspettative, il dialogo si è svolto in un clima di aperto ascolto e confronto. Ognuno ha potuto esprimere le proprie idee, esperienze e difficoltà, confermando che costruire impegni condivisi e misurabili è possibile solo attraverso il confronto diretto tra le parti. La qualità dell’aria in città dipende da scelte concrete — tecnologie, investimenti, regole, controlli — ed è su questo terreno che si misura la reale volontà di cambiamento. In questo percorso la Capitaneria di Porto – Guardia Costiera di Genova svolge un ruolo che va oltre la funzione ispettiva: garante del rispetto delle norme internazionali in materia ambientale, esercita quotidianamente un’attività di vigilanza e controllo sulle navi che costituisce presidio fondamentale di tutela ambientale nel porto di Genova. Al tempo stesso si fa promotrice di spazi di confronto tra istituzioni, cittadini e operatori del mare, favorendo una comunicazione tra le parti che porti ad obiettivi e risultati condivisibili da tutti.

L'isola di Ustica si è trasformata ancora una volta in un laboratorio scientifico. Oggi ha preso il via la quarta edizione di "Ustica One Health 2026", la Summer School in biologia marina applicata organizzata dall'Ordine dei biologi della Sicilia in collaborazione con il Biodiversity Gateway dell'Università degli studi di Palermo, l'Area marina protetta isola di Ustica e il Comune di Ustica. Al centro del programma: biodiversità, salute degli ecosistemi e l'approccio integrato One Health, il modello che considera inscindibili la salute umana, animale e ambientale. Tra gli ospiti dell'evento, Annalisa Tardino, presidente dell'Autorità di sistema portuale del mare di Sicilia occidentale, che ha portato una prospettiva inedita: quella delle infrastrutture portuali come attori della transizione ecologica. "Spesso immaginiamo il porto come un luogo esclusivamente legato alla movimentazione delle merci, ai traffici e alle grandi infrastrutture. In realtà, oggi la vera sfida è un'altra: comprendere come la vita di un porto possa convivere con l'attenzione alla sostenibilità. La risposta sta nella capacità di superare una visione che contrappone sviluppo e tutela ambientale. Questo significa investire nell'elettrificazione delle banchine per ridurre le emissioni delle navi in sosta, sviluppare sistemi energetici innovativi, migliorare il monitoraggio della qualità dell'aria e delle acque, rendere più efficienti i collegamenti intermodali e progettare infrastrutture capaci di integrarsi con il territorio. La sostenibilità, tuttavia - ha concluso Tardino - non è soltanto una questione ambientale. È anche sostenibilità sociale ed economica: significa garantire lavoro, creare valore per le comunità locali, dialogare con i territori e costruire sviluppo senza compromettere le risorse future". Il tema della cooperazione tra sapere scientifico e governance istituzionale ha trovato spazio anche nell'intervento di Alessandro Pitruzzella, presidente dell'Ordine dei biologi di Sicilia. "Avvieremo un protocollo d'intesa con l'Autorità di sistema portuale della Sicilia occidentale - ha sottolineato - per rafforzare le attività di monitoraggio ambientale, contrasto all'inquinamento e salvaguardia del litorale. Un passo concreto che unisce competenze scientifiche e istituzionali nell'ottica One Health". L'iniziativa si inserisce in una visione più ampia, riassunta nelle parole di Tardino: "L'approccio di One Health ci ricorda proprio questo: non esiste una salute dell'economia separata dalla salute dell'ambiente e delle persone. Esiste un unico equilibrio da costruire e proteggere". PalermoToday è anche su Mobile!Scarical’App per rimanere sempre aggiornato. © Riproduzione riservata

With more than 80 million tonnes per annum (mtpa) of liquefied natural gas (LNG) supply, representing around 20% of global supply, being inaccessible to global markets, the Strait of Hormuz closure has the potential to spark the biggest energy supply shock in decades, according to Wood Mackenzie, an energy intelligence group, which emphasizes that oil prices could reach $200 a barrel (bbl) in a worst-case scenario, as over 11 million barrels per day (b/d) of Gulf crude and condensate supply continues to be curtailed. Wood Mackenzie’s new Horizons report highlights that a prolongedclosure of the Strait of Hormuzposes the single greatest threat toglobal energy marketsin decades, while outlining three distinct scenarios: ‘Quick Peace,’ ‘Summer Settlement,’ and ‘Extended Disruption,’ which offer a different timeline for ending the conflict and reopening the waterway, as the firm assesses thepotential impactonoil and gas supply, prices, energy demand, and the broader global economy. Peter Martin, Head of Economics at Wood Mackenzie, commented:“The Strait of Hormuz is the most critical chokepoint in global energy markets, and a prolonged closure would become far more than an energy crisis.The longer disruption persists, the greater the impact on energy prices, industrial activity, trade flows and global economic growth.” Within the ‘Quick Peace’ scenario, a workable peace agreement is reached in the near term, and the Strait reopens by June, enabling the global economy to broadly return to its pre-war trajectory by Q4 2026. As a result, crude prices end up falling sharply following a deal, with Brent easing to around $80/bbl by the end of 2026 and declining further to $65/bbl in 2027 as the oil market returns to oversupply. The energy intelligence group underlines that in this scenario, global GDP growth slows from 3% in 2025 to 2.3% in 2026, with a recession limited to the Middle East, as the global economy gets back to its pre-conflict trajectory by Q4 2026. This content is available after accepting the cookies. Gulf LNG export woes push gas prices up but diversification becomes Europe’s energy lifeline The firm’s ‘Summer Settlement’ scenario assumes the ceasefire holds, but negotiations extend into late summer, with the Strait remaining largely closed until September. In this oil and LNG supply shortages persist through Q3 2026, driving a shallow global recession in H2 2026, while global GDP growth falls below 2% in 2026, resulting in modest yet permanent economic scarring compared to the pre-war baseline. Under ‘Extended Disruption,’ which is the company’s most severe scenario, the Strait of Hormuz remains largely closed through the end of 2026, with recurring tensions triggering periods of renewed conflict and sustained supply disruption. Wood Mackenzie’s analysis indicates that Brent crude prices could approach $200/bbl by the end of 2026, despite global oil demand falling by 6 million b/d year-on-year in H2 2026. This analysis points out that more than 11 million b/d of crude and condensate production remains shut in and global oil inventories continue to decline, as diesel and jet fuel prices could rise towards $300/bbl in major refining centers by year-end, while the global economy could contract by as much as 0.4% in 2026, marking the third global recession this century, with significant economic scarring. This content is available after accepting the cookies. Hormuz shutdown ramifications: Oil price hike to hit $100 as Asia-Europe LNG battle looms WoodMac elaborates that oil and gas-importing countries could intensify efforts to reduce their import dependence by aggressively pursuing faster electrification, with the regional economic impact potentially being severe and uneven, as the Middle East could see GDP contract by 10.7% in 2026. While EU27 GDP declines by 1.5% in 2026 and 0.5% in 2027, and U.S. GDP growth falls below 1% in both years, China’s GDP growth slows to 3% in 2026. Alan Gelder, Senior Vice President for Refining, Chemicals & Oil Markets at Wood Mackenzie, noted:“The long-term outlook points to structurally weaker oil prices than in our pre-conflict base case if importing countries accelerate efforts to reduce oil dependence. “If electrification advances more aggressively and oil imports are displaced, this will add further downward pressure on prices, with Brent potentially trending US$10/bbl lower than the quick peace scenario in the medium/long-term. This outlook is, however, challenged by both the pace of the energy transition and higher energy costs for oil-importing economies that seek to reduce reliance on hydrocarbons.” Wood Mackenzie’s report finds that the global LNG market facesvarying degrees of disruptionunder each of the three scenarios, with ‘Quick Peace’ pointing out thatLNG markets remain tightthrough summer 2027, as Gulf export facilities recover gradually and construction delays slow the next wave of supply growth from the region. The company underscores that a major global LNG expansion remains underway, with supply expected to increase by around 200 mtpa by 2031, roughly 50% above current levels, but the anticipated oversupply is expected to be delayed rather than eliminated. This content is available after accepting the cookies. South Asia’s $107 billion LNG gamble facing finance and energy supply threats amid Middle East conflict The firm expects that U.S. LNG cargo cancellations may eventually be required to rebalance the market, with European TTF prices in the early 2030s almost half of 2026 levels of around $14/mmbtu, but prices are then anticipated to stage a recovery through to 2035. Under WoodMac’s ‘Extended Disruption’ scenario, the market outlook becomes significantly more severe, with some of the Gulf region’s existing 85 mtpa of LNG supply potentially permanently lost, while around 75 mtpa of capacity that is currently under construction faces multi-year delays. This means that global LNG supply could be on average 70 mtpa lower than expected before the conflict. This content is available after accepting the cookies. $25 billion price tag looms over Gulf energy infrastructure repairs, Rystad says Massimo Di Odoardo, Vice President of Gas and LNG Research at Wood Mackenzie, stated:“Persistent supply uncertainty would accelerate efforts to diversify away from imported LNG, supporting coal resilience and faster growth in renewables and electrification across Asia and Europe. “LNG prices would remain elevated through to 2030 supporting investments in new LNG outside the Gulf, but lower long-term demand would risk undermining the industry’s future perspectives.” Wood Mackenzie suggests that a prolonged conflict could accelerate structural changes across global energy markets beyond the immediate supply shock, as intermittent disruption could continue even after the Strait of Hormuz reopens, reinforcing the geopolitical risk attached to both oil and LNG trade flows, creating a more volatile pricing environment, and increasing pressure on import-dependent economies to strengthen energy security. Within the ‘Extended Disruption’ scenario, the firm’s analysis indicates that countries across Europe and Asia intensify efforts to reduce hydrocarbon dependence through accelerated electrification. Simultaneously, resource-rich producers outside the Gulf, including U.S. LNG exporters, benefit from growing demand for supply diversification. The company’s report spotlights the growing strategic importance of critical minerals supply chains, as faster electrification and renewable deployment drive stronger demand for metals needed across clean energy technologies. Martin concluded:“The consequences of an extended disruption would extend well beyond energy markets.It would test the resilience of global trade, industrial supply chains and economic growth simultaneously, reinforcing the urgency of achieving a resolution.” Take the spotlight and anchor your brand in the heart of the offshore world! 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