Porti & ambiente — le notizie raccolte

Il “Puerto Exterior” è il più grande progetto infrastrutturale cileno mai realizzato per ottenere il futuro principale hub del Paese Santiago del Cile – Il Cile ha approvato la realizzazione del nuovo “Puerto Exterior” di San Antonio, un investimento da 4,45 miliardi di dollari destinato a diventare il più grande progetto infrastrutturale portuale mai realizzato nel Paese. L’autorizzazione ambientale concessa dalla Regione di Valparaíso rappresenta una tappa decisiva per un’opera considerata strategica per il futuro del commercio estero cileno. Il progetto, sviluppato dalla Empresa Portuaria San Antonio, prevede la trasformazione dell’attuale complesso portuale in un hub di nuova generazione in grado di accogliere le più grandi navi portacontainer oggi in servizio. L’iniziativa è in fase di pianificazione da circa dieci anni e punta a rafforzare la capacità logistica della zona centrale del Paese. Le opere comprendono la costruzione di una diga foranea lunga circa quattro chilometri, importanti interventi di dragaggio, nuove aree terminalistiche e due terminal container semi-automatizzati da 1.730 metri ciascuno. Lo sviluppo avverrà in più fasi, seguendo l’evoluzione della domanda di traffico merci. Una volta completato, il porto sarà in grado di movimentare fino a 6 milioni di teu all’anno e ospitare contemporaneamente otto portacontainer da 400 metri di lunghezza. La prima fase prevede la realizzazione di una banchina da 865 metri con una capacità iniziale di 1,5 milioni di teu, il cui completamento è previsto intorno al 2036. Il finanziamento sarà sostenuto da una partnership pubblico-privata. EPSA investirà circa 1,95 miliardi di dollari nelle infrastrutture marittime e di accesso, mentre i restanti 2,5 miliardi saranno affidati a operatori privati attraverso future concessioni per la costruzione e la gestione dei terminal. L’approvazione conclude un iter ambientale durato sei anni e apre ora la strada all’assegnazione dei primi contratti di costruzione. Con il nuovo Puerto Exterior, il Cile punta a consolidare la propria posizione nei traffici containerizzati del Pacifico sudamericano, dotandosi di infrastrutture adeguate alla crescita del commercio internazionale e all’arrivo di navi sempre più grandi.

Torna a Fano il BrodettoFest, un festival unico nel panorama nazionale dedicato alla cucina di mare italiana. Un’esperienza completa nel mondo del mare, che unisce tradizione e innovazione, tra showcooking, degustazioni, escursioni in barca, spettacoli live, musica, attività per bambini, incontri divulgativi e iniziative dedicate alla salvaguardia dell’ambiente. L’evento è stato illustrato nella conferenza stampa tenutasi a Roma, presso il Ministero dell’Agricoltura, della Sovranità Alimentare e delle Foreste. Per la 24a edizione, dal 30 maggio al 2 giugno, sono in programma sul lungomare di Fano tanti appuntamenti, un palinsesto ricchissimo che va oltre una semplice celebrazione gastronomica. Una manifestazione organizzata per raccontare secoli di tradizione marinara tra sapori, storie ed esperienze da vivere, con il mare Adriatico che diventa così il protagonista assoluto. BrodettoFest è a cura di Confesercenti Pesaro e Urbino in collaborazione con il Comune di Fano, Regione Marche, Let’s Marche e Ministero dell’agricoltura, della sovranità alimentare e delle foreste. Francesco Lollobrigida, Ministro dell’Agricoltura, della Sovranità Alimentare e delle Foreste, ha dichiarato: “Un’occasione per raccontare il mondo della pesca attraverso un prodotto straordinario, che consente al settore di valorizzarsi sia nel modo più tradizionale sia in quello più innovativo. A Fano, infatti, la Festa del Brodetto è il luogo in cui convivono tradizione e innovazione: dalla cultura marinara alla trasformazione alimentare che permette di assaporare pesce di qualità proveniente dai nostri mari. Questa è la sfida: dare valore al nostro prodotto e garantire reddito ai pescatori italiani. Negli anni, purtroppo, le scelte portate avanti soprattutto dall’Unione Europea hanno penalizzato il comparto della pesca. I numeri lo dimostrano chiaramente: a soffrire è stato soprattutto il settore europeo e, in particolare, quello italiano. Con questo Governo abbiamo cambiato decisamente rotta: oggi difendiamo i pescatori, li sosteniamo economicamente e abbiamo restituito loro il ruolo che meritano, quello di custodi del mare. Allo stesso tempo, valorizziamo anche la qualità delle trasformazioni legate ai prodotti ittici, come il brodetto che, nei ristoranti di Fano e di tutta Italia, rappresenta un’eccellenza. Questo permette di affiancare alla produzione anche la trasformazione e la distribuzione, creando un alto valore aggiunto e generando economie che possono essere redistribuite sul territorio. Con il presidente della Commissione Mirco Carloni abbiamo lavorato in questi anni per garantire tutela e sostegno al mondo della pesca e continueremo a farlo”. Per Mirco Carloni, Presidente della XIII Commissione Agricoltura alla Camera dei Deputati: “Il BrodettoFest rappresenta oggi uno degli eventi più significativi per la valorizzazione della pesca italiana e della nostra tradizione gastronomica marinara. Insieme al Ministro Francesco Lollobrigida abbiamo promosso il brodetto nelle più importanti fiere europee, portando un piatto simbolo della cucina popolare adriatica oltre i confini nazionali. La valorizzazione della pesca passa anche attraverso la cultura del cibo e la capacità di raccontare l’eccellenza che nasce dal mare e arriva sulle nostre tavole. Raggiungere la 24ª edizione è un traguardo importante che ci spinge a continuare con ancora maggiore determinazione nel percorso di promozione del settore ittico, sostenendo pescatori, ristoratori e tutta la filiera legata al mare. Il festival continua a crescere perché riesce a coniugare qualità, sostenibilità e valorizzazione del pesce pescato in Italia”. Enrico Rossi, Vice Presidente della Regione Marche e Assessore alla Pesca, ha affermato: “Il BrodettoFest rappresenta una sintesi autorevole dell’identità marittima delle Marche e della capacità del territorio di trasformare una tradizione in valore culturale, turistico e promozionale. In una regione in cui la filiera ittica esprime un valore complessivo di circa 160 milioni di euro, il brodetto diventa espressione concreta di una storia produttiva, di un sapere diffuso e di un rapporto profondo con il mare. Anche la recente presentazione a Barcellona, davanti a buyer, stampa della Blue Economy e tour operator internazionali, ha confermato la forza di questo racconto oltre i confini nazionali. Fano, con questo festival, valorizza qualità, sostenibilità, cucina e attrattività territoriale, proiettando le Marche in una dimensione sempre più riconoscibile e contemporanea”. “Ci sono sapori che non appartengono solo alla cucina, ma alla storia di una città – ha dichiarato il Sindaco di Fano Luca Serfilippi - Il brodetto è uno di questi perché racconta il lavoro dei pescatori, la vita del porto, le famiglie, le tavole condivise e il legame profondo tra Fano e il suo mare. BrodettoFest nasce da questa identità e la porta nel presente, trasformandola in un evento capace di unire tradizione, cultura, turismo e convivialità. Dal 30 maggio al 2 giugno Fano diventerà ancora una volta luogo di incontro, scoperta e racconto, accogliendo cittadini e visitatori attorno a uno dei simboli più autentici della nostra città. È questa la forza del festival, far sentire il sapore di Fano prima ancora di raccontarlo”. “BrodettoFest – ha sottolineato Alberto Santorelli, Assessore al Turismo e ai Grandi Eventi del Comune di Fano – rappresenta un modello virtuoso di integrazione tra identità locale, filiera del mare, accoglienza e sviluppo sostenibile. Il festival promuove il patrimonio culturale e gastronomico della nostra costa, valorizzando l’immagine di Fano e rendendola ancora più attrattiva per i visitatori. Tra i profumi dell’Adriatico e il gusto inconfondibile del brodetto, il festival offre un’esperienza immersiva nella cultura della pesca e nella tradizione marinara della città. Negli anni è diventato un appuntamento di richiamo nazionale e internazionale, che unisce spettacolo, cucina, ambiente e intrattenimento, valorizzando il lavoro dei pescatori e l’intera filiera del mare”. “BrodettoFest – ha osservato Pier Stefano Fiorelli, Presidente Confesercenti Pesaro e Urbino - celebra anche quest’anno la cucina di mare e il prodotto ittico attraverso una ricetta simbolo che racchiude storia, tradizioni e identità di un territorio. Confesercenti di Pesaro e Urbino è orgogliosa di dare il benvenuto alla XXIV edizione di una manifestazione capace di portare Fano e le Marche al centro dell’attenzione nazionale e internazionale. Cresce inoltre l’impatto dell’evento sul turismo e sull’economia locale, grazie alla valorizzazione di un’intera filiera che coinvolge pescatori, produttori, commercianti e ristoratori. Un appuntamento che unisce cultura, gusto e promozione del territorio, contribuendo a rafforzarne l’attrattività e lo sviluppo”. La Gara Nazionale dei Brodetti e delle Zuppe di Pesce: il cuore pulsante del festival Grande protagonista dell’edizione 2026 è la Gara Nazionale dei Brodetti e delle Zuppe di pesce, sempre più prestigiosa e combattuta. Dopo il trionfo del Ciuppin ligure dello chef Giuseppe Bizioli, si aprono ufficialmente le selezioni per la nuova sfida: i migliori chef d’Italia sono chiamati a confrontarsi per conquistare il titolo nella finale del 31 maggio e 1° giugno a Fano. A rendere ancora più autorevole la competizione, una giuria d’eccellenza composta da grandi nomi del panorama gastronomico italiano, affiancata dal giudizio del pubblico. Tecnica, creatività e rispetto della tradizione saranno gli ingredienti decisivi in una gara che celebra l’identità culinaria del Paese, valorizzando le infinite interpretazioni delle zuppe di pesce. Il Villaggio del Gusto raccoglie il meglio delle zuppe regionali, delle tipicità del territorio e marinare, mentre lo Spazio Bro – La cucina dei pescatori porta in scena la ricetta autentica del brodetto fanese, preparata direttamente da chi il mare lo vive ogni giorno. Con i Cooking Show del Palabrodetto, grandi chef reinterpretano il brodetto tra innovazione e tradizione, mentre Brodetto&Wine propone raffinati percorsi di degustazione tra cibo e vini marchigiani DOC e DOCG. Imperdibile la BrodettoBoat, per vivere aperitivi, pranzi e cene in mare aperto a bordo della motonave Queen Elisabeth, scoprendo i segreti della tradizione marinara. Per i più piccoli, Brodetto&Kids, in collaborazione con il Masaf, educa al valore della biodiversità e della sana alimentazione, mentre i Talk sul mare – “In profondità” portano sul palco scienziati ed esperti per raccontare il mare con rigore e passione. E quando cala il sole, il lungomare si accende con il BrodettoStage: concerti, spettacoli, cabaret, poesia e cinema trasformano Fano in un grande palcoscenico sul mare. Con I Ristoranti del Brodetto, tutta la città diventa un itinerario gastronomico: un percorso che unisce tradizione e innovazione, con il brodetto alla fanese protagonista assoluto. Grande attenzione anche alla sostenibilità, con attività dedicate alla tutela dell’ambiente marino in collaborazione con le principali associazioni ambientaliste italiane. Un invito concreto a prendersi cura del mare, ogni giorno. La 24esima edizione di BrodettoFest è a cura di Confesercenti Pesaro e Urbino in collaborazione con il Comune di Fano, Regione Marche, Let’s Marche e Ministero dell’agricoltura, della sovranità alimentare e delle foreste.

The second round of funding for the Eastern Green Link 2 (EGL) project fund has opened for applications, targeting communities near the project that will transport clean electricity from Peterhead in Scotland to England via a 505-kilometer subsea cable. Developed by a joint venture of SSEN Transmission and National Grid Electricity Transmission,EGL2involves the installation of a 2 GW HVDC subsea cable connecting Peterhead in Scotland to Drax in Yorkshire. Project constructionstarted in September 2024, with the link expected to be completed in 2029. The project fund has a total value of £2,159,444 (around €2.5 million), with over £400,000 available to support local communities in this round. This includes a large fund, which can support strategic community improvement projects across Peterhead and the surrounding area, and micro-grants of up to £500 to support community groups and individuals with smaller, local projects and causes, each having its own application process and eligibility criteria. Funding is available between 2025 and 2029. The funds are aimed specifically at communities in the Peterhead, Boddam, Cruden, Buchan East and Longside & District community council areas. Its priorities are education, employment and skills; protection and enhancement of the natural environment, including land and sea, natural habitats, and biodiversity; transport and connectivity, including path/cycle networks and community transport; community infrastructure and regeneration, heritage and culture; and community action planning and capacity building. The closing date for applications is Wednesday, July 22, at 12:00 p.m. 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!

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

È stata presentata la prima proposta del nuovo Piano regolatore del porto di Pesaro predisposta dall’Autorità di sistema portuale del mare Adriatico centrale. Con la prossima sottoposizione formale del rapporto preliminare ambientale al Ministero dell’Ambiente e della Sicurezza energetica, sarà avviato il complesso iter di redazione definitiva e approvazione del Prp. In accordo con l’Amministrazione comunale di Pesaro e la Capitaneria di porto, l’Autorità di sistema portuale ha voluto presentare i contenuti del documento ai portatori di interesse dello scalo, per iniziare a raccoglierne e valorizzarne i contributi, che potranno pervenire anche successivamente alla riunione. Il documento, che è un’occasione di condivisione e di costruzione comune di una proposta di sviluppo per lo scalo, per la città e per il territorio, è stato illustrato nella Sala Rossa del Comune di Pesaro alla presenza del Sindaco di Pesaro Andrea Biancani, del Commissario straordinario dell’Autorità di sistema portuale del mare Adriatico centrale Vincenzo Garofalo, del Segretario generale Adsp Salvatore Minervino, e del Comandante della Capitaneria di porto di Pesaro, Capitano di fregata Nicola Gaudino. Il gruppo di progettisti incaricato dall’Autorità di sistema portuale, coordinato dal Segretario generale Adsp Salvatore Minervino, con Laura Rotoloni, Ufficio di staff Piano regolatore portuale Adsp, ha illustrato l’ipotesi zero del Prp agli operatori e ai concessionari dello scalo. Proposta sulle quale saranno accolti e valutati tutti gli eventuali contributi ed osservazioni che potranno essere presentati dai soggetti interessati nella fase di scoping al Ministero dell’Ambiente e della Sicurezza energetica. La proposta del Piano regolatore portuale del porto di Pesaro parte dalla definizione delle aree portuali, retroportuali e di interazione porto-città del Documento di programmazione di sistema portuale, approvato con decreto del Ministro delle Infrastrutture e dei Trasporti il 16 aprile 2024. Atto su cui c’è stato un ampio confronto nella fase di redazione con le istituzioni e i soggetti interessati. Gli obiettivi del Dpss per il porto di Pesaro riguardano il potenziamento e il miglioramento dell’accessibilità e della mobilità terrestre, il sostegno alla cantieristica navale e nautica, la valorizzazione dello sviluppo turistico e la predisposizione di una vasca di colmata per assicurare la disponibilità di volumetrie e superfici adeguate alla gestione dei sedimenti di dragaggio. “Iniziamo oggi il confronto sulla prima proposta del Piano regolatore portuale di Pesaro, strumento fondamentale per guardare allo sviluppo futuro dello scalo e del territorio che ha come riferimento questa infrastruttura – ha affermato Vincenzo Garofalo, Commissario straordinario dell’Autorità di sistema portuale del mare Adriatico centrale -. Una condivisione iniziale, precedente all’avvio dell’iter che porterà alla definizione definitiva e all’approvazione del Prp, che abbiamo promosso, in sintonia con il Comune e la Capitaneria di porto, per cominciare ad accogliere suggerimenti da parte dei soggetti interessati”. Il Commissario Garofalo ha sottolineato che l’Autorità di sistema portuale ha immaginato “un documento per valorizzare le caratteristiche e i settori dello scalo, cantieristica, crociere e linee di trasporto turistiche con l’altra sponda dell’Adriatico, diportismo, servizi portuali. Uno strumento di lavoro per gli operatori di un porto che è gestito da un Ente statale, inserito in un’ottica di sistema, che si sviluppa su un doppio binario, quello ambientale e della sicurezza energetica e quello della pianificazione su cui inizia adesso un percorso di accoglimento di possibili osservazioni e richieste di integrazioni”.

All’alba, alla Riserva dello Zingaro, il rumore più forte è quello dei ciottoli sotto le scarpe. Davanti, la linea del sentiero costiero corre tra pareti rocciose chiare e un mare che al mattino vira dal turchese al blu in pochi metri. Dietro, il traffico e le spiagge attrezzate della Sicilia occidentale sembrano appartenere a un altro pianeta: qui non ci sono stabilimenti, musica alta, né strade asfaltate. Solo rocce, macchia mediterranea, calette e una rete di percorsi che costringe a rallentare, respirare e farsi andare bene il silenzio. La Riserva Naturale Orientata dello Zingaro è questo: sette chilometri di costa protetta tra Scopello e San Vito Lo Capo, nel Golfo di Castellammare, creata per difendere un tratto di litorale che oggi è uno dei simboli della Sicilia selvaggia. Preferisci ascoltare il riassunto audio? Nell'articolo Dove si trova la Riserva dello Zingaro e cosa la rende diversa Riserva dello zingaro La Riserva dello Zingaro si estende sul versante orientale della penisola di Capo San Vito, tra il territorio comunale di San Vito Lo Capo e quello di Castellammare del Golfo. Il suo confine costiero va da Cala Mazzo di Sciacca fino a Cala Tonnarella dell’Uzzo, mentre alle spalle si alzano rilievi rocciosi di origine calcarea, con falesie, canyon e valloni che scendono verso il mare. L’accesso è possibile da due ingressi: quello a nord, verso San Vito Lo Capo, e quello a sud, nei pressi di Scopello. Dal primo si raggiunge il mare in pochi minuti, con la Tonnarella dell’Uzzo che appare quasi subito come un anfiteatro di sabbia chiara e acqua trasparente. Dal secondo, invece, l’avvicinamento alle calette è più graduale: il primo contatto è con Cala Capreria, poi la costa si apre su baie via via più appartate. Qui l’ambiente è ancora molto vicino a quello che poteva essere decenni fa: niente asfalto, niente chioschi in spiaggia, niente animali domestici (non sono ammessi in riserva), ma sentieri sterrati, rifugi in pietra, qualche area attrezzata lontana dalla battigia e una vegetazione che si è ripresa i suoi spazi. Dominano le palme nane, i cespugli di rosmarino e timo, il profumo resinoso della macchia mediterranea scaldato dal sole. Oltre alla costa, la riserva è importante per la biodiversità: tra le rocce si trovano decine di specie di orchidee selvatiche, alcune endemiche della Sicilia, e nei cieli non è raro avvistare rapaci come l’Aquila di Bonelli, che qui nidifica regolarmente. Come arrivare e da dove entrare: nord o sud? Riserva dello Zingaro La Riserva dello Zingaro si raggiunge facilmente in auto lungo la costa occidentale siciliana, tra Palermo e Trapani, seguendo le indicazioni per Castellammare del Golfo, Scopello o San Vito Lo Capo. In generale: da Palermo si percorre l’autostrada verso Mazara del Vallo uscendo a Castellammare del Golfo, poi si prosegue per Scopello o San Vito; da Trapani, si segue la stessa direttrice in direzione opposta, puntando sempre a Castellammare e poi alla costa verso est o verso nord. Esiste anche la possibilità di arrivare con i mezzi pubblici, combinando autobus tra Palermo o Trapani e Castellammare del Golfo, e da lì un secondo bus verso gli ingressi della riserva. Gli orari non sono sempre frequenti ed è prudente controllare prima di organizzare la giornata, perché in alcune fasce orarie non ci sono coincidenze comode. Dal punto di vista dell’esperienza, la scelta dell’ingresso cambia un po’ la giornata: Dal lato nord (San Vito Lo Capo), la prima spiaggia, Cala Tonnarella dell’Uzzo, si raggiunge in circa dieci minuti di cammino. Qui, oltre a una baia piuttosto ampia rispetto alle altre, sono presenti servizi come bagni e area picnic non troppo distanti dal mare. Questo accesso è pratico per chi viaggia con bambini, per chi vuole concentrarsi sul mare più che sul trekking oppure per chi desidera rientrare nel pomeriggio verso San Vito Lo Capo e proseguire la giornata tra il paese e il Golfo di Cofano. La strada panoramica che collega questi luoghi, con la vista ampia sul mare nella zona di Màkari, è una delle immagini più iconiche di tutta la Sicilia occidentale. Dal lato sud (Scopello), il percorso fino alla prima cala è più lungo ma anche molto scenografico. La prima spiaggia accessibile è Cala Capreria, seguita da Cala Berretta e Cala della Disa, tutte raggiungibili dal sentiero costiero con tratti di discesa e risalita. Questo ingresso è perfetto per abbinare alla giornata in riserva una sosta al borgo di Scopello, con il suo piccolo centro in pietra affacciato sulla costa e la celebre tonnara poco distante. Nei dintorni, le baie di Guidaloca e Cala Mazzo di Sciacca estendono l’itinerario di mare ben oltre i confini ufficiali dello Zingaro. In alternativa, la riserva si può esplorare anche via mare con escursioni in barca organizzate in partenza da San Vito Lo Capo o da Castellammare del Golfo. Questa opzione è particolarmente interessante nei mesi centrali dell’estate, quando i sentieri possono essere molto frequentati e la calura rende più faticosi gli spostamenti a piedi. Dall’acqua si apprezzano le falesie, le grotte e calette come Cala del Varo, raggiungibile solo dal mare. Per l’ingresso pedonale è previsto un biglietto di accesso, acquistabile direttamente alle biglietterie dei due ingressi o, in alcuni periodi, online tramite il sito ufficiale della riserva. I proventi vengono utilizzati per la manutenzione dei sentieri e la tutela dell’area protetta, motivo per cui il controllo agli ingressi è piuttosto accurato. Orari di apertura e tariffe possono variare in base alla stagione: per dettagli aggiornati è sempre meglio verificare le informazioni ufficiali prima di partire. Mare, sentieri, musei: cosa si vive lungo i 7 km della Riserva Riserva dello Zingaro Una volta varcato l’ingresso, si entra in un piccolo mondo chiuso tra il mare e la montagna. L’attività più immediata è l’escursione lungo il sentiero costiero, che collega i due ingressi per circa sette chilometri, con continui saliscendi e deviazioni verso le calette. Non è una semplice passeggiata lungomare: il fondo è sterrato, pietroso, con tratti esposti al sole e altri all’ombra della roccia, e richiede un minimo di abitudine a camminare su terreni naturali. Lungo il percorso si incontrano le calette più note della riserva, ognuna con un carattere diverso. Cala Capreria, entrando da sud, accoglie con ciottoli chiari, rocce lambite da acqua azzurra e una fascia di vegetazione che arriva quasi fin sulla riva. Più avanti, Cala Berretta offre una striscia di ghiaia riparata, spesso più tranquilla in alcuni periodi dell’anno. Cala della Disa si distingue per i ciottoli bianchi e un fondale che degrada con gradualità, mentre Cala Marinella è quasi più una piattaforma rocciosa che una spiaggia tradizionale, con scogli da cui scendere direttamente in un’acqua limpidissima. Verso nord, Cala dell’Uzzo si presenta come una baia raccolta di ghiaia chiara e acqua color smeraldo, un po’ più piccola della vicina Tonnarella. ùCala Tonnarella dell’Uzzo, una delle più frequentate, unisce sabbia dorata e trasparenze impressionanti, soprattutto al mattino quando il sole colpisce il mare frontalmente. Più isolata è Cala del Varo, stretta tra pareti rocciose e accessibile unicamente dal mare: un buon motivo per valutare anche l’escursione in barca. L’acqua limpida e calma fa della riserva un luogo perfetto per snorkeling: maschera e boccaglio sono quasi obbligatori nello zaino. Tra le rocce affioranti e i fondali di ciottoli è facile osservare piccoli branchi di pesci e giochi di luce che filtrano dall’alto, in un silenzio rotto solo dallo sciabordio delle onde. Lo Zingaro, però, non è solo mare. L’entroterra della riserva è attraversato da altri due grandi itinerari: un sentiero di mezza costa, più alto e impegnativo, che esplora la vegetazione interna senza scendere alle calette, e un sentiero di alta montagna, dedicato a chi ha esperienza di trekking e desidera salire fino alle vette per una visuale completa sulla costa e sui rilievi circostanti. Questi percorsi richiedono passo sicuro, allenamento e condizioni meteo favorevoli, e sono particolarmente indicati in primavera e autunno, quando le temperature sono più miti e la luce esalta le diverse sfumature del paesaggio. Lungo i sentieri si incontrano piccoli musei tematici ospitati in antichi edifici rurali: uno dedicato alla manna, la linfa che si ricava da alcune specie di frassino, un altro all’intreccio tradizionale con le foglie di palma nana e altre erbe della macchia. Qui si scopre quanto la vita in queste zone fosse intimamente legata alle risorse naturali: ceste, corde, coperture per le case, tutto nasceva dalle piante della riserva. Non mancano, nel corso dell’anno, attività organizzate dall’ente gestore, come laboratori sull’uso delle erbe spontanee o sulla lavorazione dei materiali vegetali, capaci di far percepire in modo concreto il rapporto fra l’uomo e questo ambiente. Per chi ama dormire in natura, all’interno dello Zingaro esistono rifugi per il bivacco, utilizzabili solo previa autorizzazione della Direzione della riserva e in un periodo limitato dell’anno, indicato nei regolamenti ufficiali (tradizionalmente tra autunno e primavera). È un’esperienza che permette di vivere la riserva anche nelle ore più tranquille, quando i sentieri si svuotano e restano solo il rumore del vento e il fruscio della vegetazione. SCOPRI: SPIAGGE SEGRETE IN SICILIA Consigli pratici, periodo migliore e piccole accortezze da insider Tonnarella dell'Uzzo Una giornata allo Zingaro, se ben organizzata, può diventare uno dei ricordi più intensi di un viaggio in Sicilia. Perché sia anche piacevole e sicura, servono però alcune attenzioni concrete. L’abbigliamento è il primo punto: all’ingresso sono vietate le infradito e le calzature aperte, per motivi di sicurezza. Servono scarpe chiuse con una buona suola, meglio se da trekking leggero o comunque adatte a terreni sconnessi. I sentieri non perdonano distrazioni: spesso sono stretti, con pietre mobili e tratti in pendenza. Anche i pantaloni lunghi possono essere utili, soprattutto se si decide di affrontare i percorsi interni dove la vegetazione è più fitta. Il secondo aspetto è la protezione dal sole. Gran parte del sentiero costiero è esposto, con pochi tratti davvero ombreggiati. Cappello, crema solare ad alta protezione, occhiali da sole e un costume già indossato sotto i vestiti riducono al minimo il tempo passato a cambiarsi sulle spiagge, dove non ci sono cabine. L’acqua da bere va calcolata con generosità: le fonti e i punti di rifornimento sono limitati, quindi è fondamentale arrivare ben riforniti, soprattutto nei mesi più caldi. Per l’attrezzatura conviene puntare su uno zaino leggero ma capiente, che possa contenere asciugamano, maschera da snorkeling, pranzo al sacco e uno strato di ricambio. Tenere le mani libere è essenziale per affrontare senza problemi le discese verso le calette. Chi desidera esplorare per intero il sentiero costiero tra i due ingressi, con soste per il bagno in diverse spiagge, deve mettere in conto diverse ore di cammino, spesso sotto il sole, con ritorno sullo stesso percorso o, quando disponibile, con servizio navetta tra gli ingressi (da verificare di volta in volta in base alla stagione). Quanto alla stagionalità, il periodo tra primavera e inizio autunno è quello in cui la riserva esprime il meglio: in primavera la vegetazione è rigogliosa, le fioriture colorano la macchia e le temperature sono ideali per il trekking; in estate il mare è più invitante che mai, ma il caldo richiede partenze molto mattutine e una buona resistenza; in autunno, le giornate ancora miti permettono camminate lunghe con meno affollamento. In ogni caso, è importante verificare sempre eventuali comunicazioni ufficiali su chiusure straordinarie, ordinanze della Capitaneria di Porto di Trapani e aggiornamenti sullo stato dei sentieri, soprattutto dopo eventi meteo intensi. Dal punto di vista del budget, la visita allo Zingaro è relativamente contenuta: il costo principale, oltre all’eventuale parcheggio e al biglietto d’ingresso, è legato a come ci si organizza per alloggio e pasti nei dintorni. La zona offre dai residence e case vacanza alle strutture più semplici, con prezzi molto variabili in base alla stagione, mentre gli alimenti per il pranzo al sacco conviene acquistarli nei paesi vicini prima di entrare in riserva, vista l’assenza di punti vendita interni. Fuori dalla riserva, l’esperienza continua a tavola con la cucina trapanese e sanvitese: dal cous cous di pesce ai piatti di tonno legati alla tradizione delle tonnare, dalla pasta con il pesto alla trapanese – mandorle, aglio, pomodoro fresco e basilico – alle granite di mandorla, tutto parla di un territorio che vive da sempre di mare e colline. Ultimo consiglio, forse il più importante: lo Zingaro è uno di quei posti che costringono a staccare. La copertura telefonica può essere discontinua, il caldo chiede lentezza, il paesaggio impone pause. Accettare il ritmo imposto dai sentieri – camminare, bagnarsi, riposare, osservare – è il modo migliore per uscire dalla riserva con la sensazione di aver vissuto, e non solo visitato, uno dei tratti di costa più integri della Sicilia. Riproduzione riservata Contenuto sponsorizzato: The Wom presenta prodotti e servizi che si possono acquistare online su Amazon e/o su altri e-commerce. Ogni volta che viene fatto un acquisto attraverso uno dei link presenti in pagina, The Wom potrebbe ricevere una commissione da Amazon o dagli altri e-commerce citati. Vi informiamo che i prezzi e la disponibilità dei prodotti non sono aggiornati in tempo reale e potrebbero subire variazioni nel tempo, vi invitiamo quindi a verificare disponibilità e prezzo su Amazon e/o su altri e-commerce citati.

Mentre il banchinamento del lato nord è ancora ‘in progress’, l’Autorità di sistema portuale del Mar Adriatico orientale ha avviato il percorso per la realizzazione del lato sud del nuovo terminal delle Noghere, allo sbocco del canale industriale del porto di Trieste. Si tratta dei lavori a mare dell’area ex Aquila che la società governativa ungherese Adria Port intende trasformare in un terminal multipurpose. L’appalto per la prima fase dei lavori a mare, in capo allo stato italiano, fu aggiudicato all’inizio del 2024 e prevedeva il nuovo banchinamento di 245 metri e 8.000 mq di superficie, n. 2 mooring dolphin e il dragaggio del canale di accesso fino a quota –11,7 metri nell’area antistante la banchina di accosto. Nei giorni scorsi l’Adsp ha bandito una gara per “il servizio attinente all’architettura e all’ingegneria di progettazione di fattibilità tecnica ed economica con opzione per il successivo affidamento delle attività di direzione lavori e coordinamento per la sicurezza” relativamente alla fase 2 dell’opera, per 6,1 milioni di euro. Dalla documentazione si evince come l’appaltatore dovrà dettagliare il progetto di massima dell’Adsp, con l’allungamento della banchina di 356 metri, e l’ampliamento del piazzale retrostante di altri 16mila mq, costituito da un impalcato in calcestruzzo armato fondato su pali in calcestruzzo armato. “La realizzazione delle opere pubbliche” in questione – si legge nella documentazione dell’Adsp – “si inserisce in un contesto di integrazione funzionale con iniziative già avviate da operatori privati nelle aree limitrofe e che tale sinergia, in considerazione della natura strategica dell’investimento, è suscettibile di incrementare significativamente il potenziale di interscambio logistico con le principali direttrici dell’Europa centro-orientale”. Il quadro economico dell’opera ammonta a 83 milioni di euro e il cronoprogramma fissa il collaudo nell’ultimo trimestre 2029, pur ammettendo possibili “aggiustamenti in sede di progettazione delle opere”. A.M. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

Il dragaggio del terzo bacino del porto di La Spezia, decisivo per l’approfondimento dei fondali a servizio del La Spezia Container Terminal e del Terminal Del Golfo, s’avvicina. Dopo l’insuccesso della gara da 68,5 milioni di euro per l’escavo di oltre 850mila metri cubi di fanghi, in larga parte (circa 470mila mc) destinati a materiale di riempimento dei cassoni della nuova diga foranea del porto di Genova in costruzione, l’Autorità di sistema portuale del Mar Ligure Orientale è ricorsa a una procedura negoziata, a cui, ha reso ora noto l’ente, hanno risposto due cordate, entrambe ammesse (la seconda previo ricorso al soccorso istruttorio). La prima è formata da Fincosit (che alla costruzione della diga di Genova sta partecipando fattivamente come membro del consorzio appaltatore Pergenova Breakwater) e Set – Società Edilizia Tirrena, la seconda da Sidra (altra componente il consorzio Pergenova), Dott. Carlo Agnese e Agnese Costruzioni. I legami fra l’appalto di dragaggio e la diga genovese non finiscono qui, perché a giudicarne le offerte sarà una commissione composta, oltre che dal dirigente dell’Adsp Mirko Leonardi, da due componenti della struttura tecnica che coadiuva proprio il commissario straordinario dell’opera genovese Marco Bucci (anche presidente della Regione Liguria): Roberto Tedeschi e Roberto Carpaneto. Intanto l’Adsp spezzina, che in autunno aveva appaltato per circa 16 milioni di euro un intervento di dragaggio nell’area di natura straordinaria e entità limitata, ha affidato in via diretta per 135mila euro al consorzio formato da Cioomm – Consorzio Ingegneria Opere Marittime, Technital (società legate a Fincosit), Modimar Project e Modimar la “progettazione di fattibilità tecnico economica dei lavori di dragaggio dei fondali antistati al primo bacino portuale della Spezia, comprensivo della gestione dei sedimenti di risulta”. 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

Una nota di Pergenova Breakwater, consorzio appaltatore della Fase A della nuova diga foranea del porto di Genova, ha reso nota la posa del ventunesimo cassone. “Questo cassone appartiene alla tipologia di grandi dimensioni – 67 metri di lunghezza, 30 metri di larghezza e quasi 34 metri di altezza, più alto di un palazzo di dieci piani – e rientra tra gli elementi prefabbricati che costituiscono la struttura portante della nuova barriera, la cui installazione richiede operazioni ad alta complessità tecnica in ambiente marino” ha fatto sapere il consorzio guidato da Webuild. Il ritmo di produzione e posa ha raggiunto i livelli previsti dal cronoprogramma (20 giorni) per questi cassoni, anche se in questo caso si è dovuto slittare di qualche giorno a causa di un’avaria verificatasi al rimorchiatore Gianemilio C che trainava il manufatto da Vado Ligure (tanto che il mezzo è stato rimpiazzato dal Paul). “La realizzazione dei mega cassoni avviene nel cantiere dedicato di Vado Ligure, dove è impiegata la Tronds Barge 33, una chiatta semisommergibile lunga 110 metri e larga 45 metri. Si tratta di una piattaforma altamente specializzata che può immergersi fino a 20 metri sotto il livello del mare, permettendo di lavorare in condizioni più stabili e facilitando le operazioni di costruzione e messa in acqua dei cassoni, anche in un contesto complesso come quello marino” ha fatto sapere Pergenova, che intanto ha esteso il subappalto per la produzione dei cassoni (che avverrà comunque a Vado) all’accoppiata di società di Madeira Daniel Silva Santos e Madeiracjn (ai primi 3 milioni di euro s’è aggiunto ora un contratto da 5,1 milioni per 10 cassoni). “In parallelo alla posa dei cassoni di base, proseguono le lavorazioni della sovrastruttura in mare, a conferma del coordinamento tra le diverse componenti dell’opera. Un elemento particolarmente innovativo del progetto riguarda la produzione del calcestruzzo per le coperture dei cassoni, che avviene direttamente in mare grazie a un doppio impianto installato su una chiatta galleggiante, operativa a circa 800 metri dalla costa. In pratica, una vera e propria fabbrica offshore: di giorno produce calcestruzzo direttamente sul posto, mentre nelle ore serali rientra in porto per il rifornimento delle materie prime” ha proseguito la nota. A rilento invece i lavori di dragaggio, i cui materiali sono come noto destinati al riempimento dei cassoni. Nei giorni scorsi la Capitaneria di porto ha prorogato l’autorizzazione a quelli nell’avamporto, che, iniziati a marzo dell’anno scorso, da ultimo cronoprogramma avrebbe dovuto concludersi a luglio 2025. Ovviamente ancora in corso anche quelli, più corposi (oltre 470mila mc), previsti nel bacino di Sampierdarena, che invece che partire nell’estate scorsa hanno visto il via solo a gennaio di quest’anno (avrebbero dovuto terminare in questi giorni). In proposito il subcommissario all’opera Carlo De Simone ha spiegato che “i dragaggi stanno proseguendo con mezzi piccoli quindi ci mettono un po’ di più del previsto”. Intanto, per quel che riguarda la Fase B, partita nelle scorse settimane, la Regione Liguria, stazione appaltante, ha emendato la propria legge del 2024 con cui stanziava 57 milioni di euro a copertura del quadro economico dell’opera, fatti salvi eventuali ribassi in sede di gara. Che ci sono stati, per circa 8,5 milioni di euro, che hanno ridotto di pari importo l’ammontare necessario per i lavori (da 439 a 431,5 milioni di euro) e il quadro economico (da 469,5 a 461 milioni di euro). Ora però, malgrado non risultino al momento problemi di copertura, la Regione ha deciso che quel gap tornerà fra le “somme a disposizione” dell’appalto, a coprire, ha spiegato De Simone, “eventuali previsioni come imprevisti o caro materiali”. A.M. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

L’ordinanza della Capitaneria per disciplinare lo scalo al largo garantirà gli approdi delle unità di classe Icon e Oasis malgrado il prolungarsi dei lavori su fondali e molo crociere Niente ormeggio in banchina a La Spezia nella stagione 2026 per le maxi-navi di Royal Caribbean. Il protrarsi oltre il termine previsto dei lavori del nuovo molo crociere e del dragaggio del primo bacino, entrambi ancora in corso, non impedirà alle navi Legend of the Seas e Harmony of the Seas, giganti di classi rispettivamente Icon e Oasis della compagnia statunitense, di effettuare i 25 scali previsti fra maggio (il primo la settimana prossima) e ottobre nel Golfo dei poeti. Solo che essi non avverranno in banchina. Lo si evince da un’ordinanza con cui la Capitaneria di porto ha disciplinato nei giorni scorsi le modalità di sosta in rada interna delle due navi, che del resto, considerate le dimensioni non compatibili con tutti i porti che frequentano – Harmony supera i 362 metri e stazza 227mila tonnellate per 6.700 passeggeri, mentre Legend è lunga 365 metri per 250.800 tonnellate di stazza lorda e 5.600 passeggeri –, sono dotate di sistemi di posizionamento dinamico che in condizioni normali dovrebbero consentire di non dare fondo all’ancora e di restare tuttavia nelle aree loro assegnate. L’ordinanza del comandante Alessio Morelli è tuttavia dettagliatissima, prevedendo fra l’altro anche l’assegnazione di un’area in rada esterna e definendo i diversi scenari operativi – anche in termini di ausilio dei servizi nautici, pilotaggio in primis – a seconda soprattutto delle variabili meteorologiche e della presenza di impianti di miticoltura. Un lavoro che “ci rende più che soddisfatti” ha detto Giorgia Bucchioni, titolare dall’agenzia marittima Lardon che rappresenta gli interessi di Royal Caribbean a La Spezia: “È stato un lavoro portato avanti per mesi da noi, compagnia, Autorità di sistema portuale e Capitaneria, per trovare una soluzione che consentisse di non rinunciare gli scali ma fosse compatibile con gli interventi infrastrutturali in corso. Siamo contenti della soluzione trovata, che si confà alle esigenze di Royal e soddisfatti che in futuro questi lavori consentiranno di ormeggiare in banchina anche queste navi, che sono le più grosse al mondo”. “Siamo perfettamente in linea con i programmi (di dragaggio del primo bacino, ndr) – ha fatto sapere l’Autorità di sistema portuale – perché abbiamo appena concluso la bonifica a -11 metri. Siamo in linea anche per la costruzione del molo crociere con il cronoprogramma e con le fasi autorizzative per partire con ulteriore dragaggio a -12,5, in modo da rispettare gli accordi con Scct e Royal Caribbean per la stagione 2027. La soluzione dello sbarco in rada fa parte di un accordo separato rispetto al progetto appena descritto, definito in accordo con Scct, con lo scopo di anticipare già dalla stagione 2026 l’arrivo delle navi di classe Icon nel porto della Spezia”. A.M. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

Ravenna – Operatori privati e istituzioni a confronto, o meglio sullo stesso lato della barricata, per superare crisi geopolitiche e fluttuazioni di mercato. All’evento De Portibus, in corso all’Almagià, il porto di Ravenna si è “raccontato” agli operatori nazionali, dimostrando come il dialogo franco e la collaborazione fra imprese possano portare risultati a tutti in termini di business, magari mitigando effetti congiunturali o veri e propri drammi come le guerre. Una “collaborazione competitiva”, secondo la felice definizione di Carlo Merli, amministratore delegato di Setramar, azienda di riferimento a livello nazionale per il settore dry bulk, che ha dialogato con Riccardo Sabadini, presidente di Sapir, e Patrizia Scarchilli, dirigente della direzione generale Mare del Ministero delle infrastrutture e dei trasporti. “Ravenna oggi è un porto in trasformazione, all’interno di un processo ancora non completato: vanno finite le banchine e le opere di dragaggio e soprattutto poi bisognerà garantire la manutenzione del porto” ha aperto Sabadini, ricordando come i tempi degli armatori siano lunghi e le aziende abbiano bisogno di certezze per allocare gli investimenti. “Le rotte le disegna la merce.. è lei che decide dove andare” gli ha fatto eco Merli. “L’Adriatico è il punto di arrivo di più della metà delle rinfuse che arrivano in Italia. Oggi per via della situazione internazionale l’incertezza è aumentata, l’Eta delle navi non è più affidabile come prima. Va detto però che per ora l’impatto negativo delle guerre in atto non è stato particolarmente forte: il sentimento di fiducia delle aziende è sicuramente sotto stress per le incertezze sulla logistica ma il mercato nel complesso ha tenuto. A Ravenna questo è avvenuto anche grazie alla diversificazione delle merci che transitano, il nostro non è un porto monotematico e le fluttuazioni sono state gestite” ha spiegato il manager di Setramar. Secondo Scarchilli l’attenzione del governo per il settore della portualità è testimoniato dai numerosi finanziamenti erogati alle Adsp, in particolare per sviluppare l’interconnessione con il sistema stradale e ferroviario. “I nostri porti nascono all’interno delle città, la loro difficoltà fondamentale quindi è l’assenza di aree vicine per crescere. Gli esempi di Vado Ligure con la nuova piattaforma e del rigassificatore di Piombino testimoniano questa fame di nuove aree, più un porto ha la possibilità di utilizzare spazi retroportuali adeguati, più può aumentare i traffici. La Spezia e Trieste sono due buoni esempi di sviluppo favorito dai forti collegamenti ferroviari” ha dichiarato la dirigente del Mit. A confermare questa tesi di nuovo Sabadini: “Una delle grandi fortune di Ravenna è che il porto è fuori dalle città, e una delle peculiarità è la proprietà privata di molte aree. Sapir oggi è un operatore terminalistico ma sta ancora pensando al futuro e alle possibili evoluzioni sul fronte della digitalizzazione e dell’allungamento della catena del valore. Oggi ad esempio effettuiamo diverse prelavorazioni di alcuni materiali per rifornire al meglio le imprese della manifattura: in pratica siamo un ‘magazzino remoto’ delle imprese della ceramica. In più abbiamo aggiunto il traffico di autovetture in collaborazione con Altmann, tutti servizi che dimostrano la nostra capacità di diversificare e fornire valore ai clienti, vecchi e nuovi”. La forza di Ravenna non sta però solo negli ampi spazi a disposizione: “La nostra azienda ha un capitale sociale misto, con una forte componente finanziaria, ma ha deciso di investire qui non solo per la diffusa citata proprietà privata delle aree: a Ravenna c’è anche un capitale umano notevole, dal gruista all’amministratore delegato, abbinato a una notevole capacità degli stakeholder di parlarsi e capirsi, anche magari dopo aver litigato. Sono fattori che stanno facendo la differenza, questa è una situazione da preservare”. Parlando di conflitti internazionali, Sabadini ha ricordato come su Ravenna quello ucraino abbia conseguenze negative maggiori rispetto a quello in corso nel Golfo Persico. “Quando cominciò la guerra in Ucraina il primo impatto fu quello sulle persone: i nostri referenti erano letteralmente sotto le bombe. Alcune materie prime utilizzate nel distretto ceramico, come argilla e feldspati, venivano dal Donbass: con il calo degli arrivi di queste materie prime, le nostre imprese sono state brave a riuscire a trovare fonti alternative, in India, Turchia e Brasile. Noi, e le autorità, siamo stati bravi a portare a Ravenna anche questi traffici, grazie all’efficienza della nostra catena logistica e del collegamento fra il porto e le imprese del distretto modenese: in pratica sono state create ‘ricette’ alternative, per dare stessi gli risultati alle aziende di produzione” ha ricordato Sabadini. Riguardo l’Ucraina, Merli ha citato un altro esempio: “L’esperienza ucraina ci ha insegnato la centralità del processo logistico: anche dopo la distruzione dell’acciaieria di Mariupol, che produceva 7 milioni di tonnellate, le nostre industrie non si sono fermate: significa che avevano i fondamentali per riadattare la propria proposta. Ragionando in questi termini, di grande flessibilità, nessun porto è meglio posizionato di Ravenna per gestire i traffici di terre rare, possiamo davvero diventare un hub”. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

"La logistica portuale nazionale crea e dà lavoro svolgendo un ruolo rilevantissimo e insostituibile negli scali italiani, che sono il perno della nostra economia blu e della nostra economia". Lo afferma il ministro dell'Ambiente e della Sicurezza energetica Gilberto Pichetto Fratin in un videomessaggio inviato all'assemblea annuale di Assiterminal, che celebra i 25 anni di attività. Nel suo intervento il ministro sottolinea come "tra i primi impegni del Governo ci sia la riaffermazione della centralità del mare, patrimonio da custodire per la biodiversità ma anche da valorizzare come risorsa per la crescita". Pichetto evidenzia inoltre il ruolo strategico dei porti italiani e del Mediterraneo in una fase segnata da forti tensioni geopolitiche: "Sul Mediterraneo si riversano le più profonde crisi geopolitiche di questo periodo storico, che negli ultimi mesi hanno inciso sulla tenuta dei sistemi economici e sociali". Il ministro richiama poi le sfide che il comparto si trova ad affrontare: "I porti affrontano trasformazioni profonde: transizione, digitalizzazione, sicurezza delle catene logistiche, intermodalità e capacità di adattamento delle infrastrutture al clima che cambia". Ampio spazio anche agli investimenti del Pnrr sui cosiddetti porti verdi. "Voglio ricordare il lavoro nato con il Pnrr che ha sviluppato interventi importanti sulle rinnovabili, sull'efficienza, sulla nuova illuminazione e sull'elettrificazione delle infrastrutture portuali. I progetti attivati sono 111, tra autorità di sistema portuale e terminalisti", spiega Pichetto, aggiungendo che "i contributi del Pnrr hanno consentito lo sviluppo di progetti con un valore medio del 120% rispetto ai finanziamenti, con un chiaro effetto positivo sullo sviluppo del sistema portuale". Nel videomessaggio il titolare del Mase affronta anche il tema della decarbonizzazione del trasporto navale e dell'impatto del sistema Ets europeo: "L'obiettivo è ridurre le emissioni anche attraverso carburanti innovativi. Serve una capacità sempre più avanzata di utilizzare dati, nuove tecnologie e strumenti previsionali". Da qui il riferimento al Sims, il Sistema integrato di monitoraggio e previsione finanziato dal Pnrr: "Non è solo un contenitore di dati, ma un sistema che sa connettere e valorizzare informazioni usando tecnologie come il gemello digitale e modelli avanzati di intelligenza artificiale". Secondo il ministro, questi strumenti consentiranno "una migliore prevenzione dei rischi, una tutela più efficace degli ecosistemi terrestri, marini e costieri e una maggiore resilienza delle infrastrutture". Pichetto conclude con un ringraziamento "a tutti i lavoratori impegnati ogni giorno in un settore delicato come quello della logistica portuale, garantendo servizi efficienti al servizio del Paese".

Ore 18 - Newsletter Il punto serale sulle notizie del giorno Iscriviti e ricevi le notizie via email Una nave alla deriva - col suo carico di gas liquefatto, gasolio e olio pesante - l’ennesimo cruccio in giorni in cui si fa fatica anche solo a restare a galla. La petroliera battente bandiera russa Arctic Metagaz dal 4 marzo scorso vaga senza equipaggio tra Lampedusa e Malta, in balia del vento e delle correnti dopo essere stata colpita da un drone che l’ha ridotta a una carcassa pronta a esplodere e a sversare “veleno” in mare. Una bomba a orologeria che toglie il sonno ai governi di Roma e La Valletta, alle prese con il timore, più che fondato, di un disastro ambientale che potrebbe consumarsi nelle acque del Mediterraneo. La petroliera - un gigante d’acciaio di 277 metri per 44 con una portata di 77mila tonnellate - è ridotta malissimo dopo l’incendio divampato a bordo che ha costretto alla fuga i 30 marinai russi dell’equipaggio. A sferrare l’attacco - con un drone che ne ha squarciato il fianco sinistro e arso la poppa - unità ucraine, anche se non si esclude la pista dell’operazione scattata dalle coste libiche. Colpita ma non affondata, l’Arctic Metagaz rientra nella black list della flotta fantasma russa, nonostante da Mosca neghino con fermezza: a bordo tutto regolare, «atto di terrorismo» da addebitare all’Ucraina. Ma stando alle informazioni in mano all’Intelligence, la nave muove pericolosamente inclinata su un fianco, imbarcando acqua da giorni - sarebbe in realtà tra le imbarcazioni russe "fuori legge" più attive, con scali tracciati al porto cinese di Tieshan, in India e nei grandi interporti degli idrocarburi russi rivolti al Polo Nord. Averla messa fuori gioco è un colpo grosso per Kiev, che non ci mette ufficialmente il cappello ma che se ne prende il merito ufficiosamente, attraverso i media più vicini al governo. Per Roma un bel guaio Per Roma si tratta comunque di una grana enorme, tanto che ieri, al termine del Consiglio supremo di difesa al Quirinale, Giorgia Meloni ha riunito a Palazzo Chigi i ministri Tajani, Crosetto, Musumeci e Pichetto Fratin, il sottosegretario Mantovano e il capo della Protezione civile Fabio Ciciliano per fare il punto. Tra le “buone notizie” - ammesso si possano definire tali - il vento favorevole, che ha spinto la nave in acque maltesi allontanandola dal quadrante al largo di Linosa e Lampedusa e continuerà a farlo da qui a lunedì. Sul tavolo della riunione circolano infatti le previsioni meteo delle prossime 72 ore. In quel tratto di mare spirerà vento di scirocco, direzione sud-est, e correnti favorevoli a scarrocciare l’Arctic Metagaz verso le coste maltesi. Tuttavia l’Italia non si tira indietro. Offre a La Valletta tutto il supporto tecnico e logistico di cui è capace. Con la Protezione Civile impegnata in prima linea, forte dell’esperienza maturata con la rimozione della Costa Concordia, ma soprattutto, in questo caso, con la gestione del naufragio della petroliera Haven nel lontano ‘91 e la drammatica perdita di migliaia di tonnellate di petrolio in mare. Ma a Palazzo Chigi nelle stesse ore si fanno i conti anche con un altro caso: per il Financial Times Francia e Italia starebbero tentando un accordo con l'Iran per bypassare la chiusura dello Stretto di Hormuz, aprendo una corsia preferenziale alle loro navi. Da Roma arriva secca la smentita, sia con una nota ufficiale dello staff della premier che per bocca del ministro Tajani. A Palazzo Chigi si mastica amaro: «Voci dal sen fuggite che generano inutile caos in uno snodo difficilissimo», lo sfogo che filtra dai piani alti. Ma torniamo all’Arctic Metagaz. Se a distanza di 10 giorni nessuno è intervenuto sullo scafo che vaga in balia del mare - viene spiegato da chi si occupa del dossier - è perché il rischio esplosione è altissimo. L’Italia continua a prestare attività di monitoraggio della nave battente bandiera russa h24 e ha inviato un’imbarcazione della flotta anti-inquinamento in prossimità delle acque maltesi pronta a intervenire in caso di sversamento in mare e richiesta d’aiuto. Ma la convinzione, che rimbalza tra Roma e La Valletta, è che presto il caso «salirà di livello» e sarà l’Europa ad occuparsene. Perché «non si può pensare che siano venti e correnti a lasciare Malta o l’Italia col cerino in mano. La nave fa parte della flotta fantasma russa e naviga in acque europee: è un problema che riguarda tutti, nessuno escluso».

Coinvolte le Adsp di Livorno e La Spezia. Aree di sperimentazione nel porto ligure, a Portoferraio, Cagliari e in Francia “Startup, micro, piccole e medie imprese che sviluppano tecnologie per la blue economy possono accedere a una nuova opportunità di sperimentazione in contesti reali”. Lo ha annunciato l’Autorità di sistema portuale del Mar Ligure orientale, parte del partenariato che vede capofila l’Adsp di Livorno e Piombino e il Centro di Competenza Artes 4.0, l’Università degli Studi di Cagliari, l’Établissement public du commerce et de l’industrie de la Collectivité de Corse, il Pôle Mer Méditerranée e la Société des ports Toulon – La Seyne come partner: “Con la pubblicazione del bando Blue Hub, le imprese delle aree di cooperazione del Programma Interreg Italia-Francia Marittimo possono candidare soluzioni innovative da testare in infrastrutture operative con l’obiettivo di validarle sul campo, aumentarne il livello di maturità tecnologica e accelerarne l’avvicinamento al mercato”. Secondo la nota dell’Adsp “Blue Hub è un progetto europeo nato per creare un hub transfrontaliero dell’innovazione dedicato al trasferimento tecnologico e alla costruzione di una comunità di pratica a supporto della blue economy nei territori di Toscana, Liguria, Sardegna, Corsica e Provence-Alpes-Côte d’Azur. Attivo fino al 31 gennaio 2028, il progetto ha un budget complessivo di 1.834.648,55 euro e riunisce partner qualificati del sistema portuale, della ricerca, dell’impresa e del trasferimento tecnologico tra Italia e Francia”. L’obiettivo di Blue Hub, si legge ancora, “è rafforzare la competitività dell’area di cooperazione e ridurre i divari di performance tra i territori coinvolti, favorendo il trasferimento di soluzioni tecnologiche a supporto della sostenibilità ambientale dei porti e dell’evoluzione innovativa della blue economy. Il progetto interviene su 6 ambiti strategici: energia verde, emissioni zero, biodiversità e salute del Mediterraneo, connettività e remotizzazione, monitoraggio ambientale e sicurezza, tecnologie ancillari e abilitanti”. Le aree di sperimentazione comprendono il sito di Portoferraio, dotato di antenna 5G e di una piattaforma galleggiante multipurpose; il sito di La Spezia, con un’infrastruttura per droni dedicata alla security e al monitoraggio ambientale marittimo; il sito di Cagliari, destinato al monitoraggio umano, ambientale e acustico; il sito di Bastia dotato di antenna 5G; il Port de Brégaillon, nel Var, dove è disponibile un pontile intelligente per la validazione tecnologica. 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

Non solo vela d’altura e competizione sportiva: la storica regata offshore “La Cinquecento” di Caorle, in provincia di Venezia, quest’anno si trasformerà anche in una grande iniziativa diffusa di monitoraggio ambientale e sensibilizzazione contro l’inquinamento marino. La manifestazione, organizzata dal Circolo Nautico Porto Santa Margherita (CNSM) dal 31 maggio al 6 giugno, vedrà infatti nascere “Sea La Cinquecento”, un progetto che punta a coinvolgere velisti, appassionati del mare, volontari e ricercatori in un’azione concreta per la tutela dell’Adriatico. Giunta alla sua 52ª edizione, La Cinquecento è considerata la “regina delle regate offshore del Mediterraneo”. La competizione partirà da Caorle per affrontare le cinquecento miglia del percorso verso le Isole Tremiti e ritorno, passando per Sansego, lungo uno dei tracciati più affascinanti e imprevedibili dell’Adriatico. Nata nel 1975 come prima regata offshore del Mediterraneo riservata a due soli skipper, La Cinquecento ha anticipato di decenni il modello delle competizioni “in doppio”, oggi diffuse in tutta Europa. Dal 1995 la regata è aperta anche agli equipaggi completi nella categoria XTutti ed è oggi inserita nel calendario World Sailing e valida per il Campionato Italiano Offshore. Nel corso degli anni ha richiamato a Caorle navigatori oceanici, campioni e grandi nomi della vela internazionale come Ambrogio Fogar, Cino Ricci, Vittorio Malingri, Mauro Pelaschier, Simone Bianchetti, Giancarlo Pedote e Ivica Kostelic. La grande novità del 2026 sarà però il forte impegno ambientale sviluppato insieme a partner scientifici come ISPRA e CNR-ISMAR e associazioni come Plastic Free Onlus, l’organizzazione impegnata dal 2019 nel contrastare l’inquinamento da plastica e che collabora con il Circolo Nautico Porto Santa Margherita dal 2023 nelle attività di sensibilizzazione ambientale legate agli eventi velici. Tra le iniziative principali ci sarà il Clean Up “Litter Watch” in programma sabato 30 maggio alle ore 10.00 sulla spiaggia della Brussa, organizzato con il coinvolgimento della Capitaneria di Porto, del Comune di Caorle e dei volontari coordinati da Plastic Free Onlus con Irene Zambusi, referente dell’associazione per il Comune di Caorle e vicereferente provinciale di Venezia. Grazie alla collaborazione con il progetto europeo TETHYS4ADRION, i partecipanti contribuiranno alla pulizia e al monitoraggio scientifico di un tratto di 100 metri di spiaggia attraverso il protocollo utilizzato da tutti i paesi europei nell’ambito della Strategia Marina. Tutti i rifiuti raccolti verranno classificati e i dati condivisi con l’Agenzia Europea dell’Ambiente nell’ambito dell’iniziativa Marine Litter Watch. L’obiettivo non sarà soltanto rimuovere plastica e materiali dispersi, ma comprendere quali tipologie di rifiuti arrivano sulle coste adriatiche e come i comportamenti quotidiani incidano sull’inquinamento del mare. Per la prima volta, inoltre, alcuni equipaggi impegnati nella regata effettueranno una raccolta sperimentale di microplastiche in mare aperto coordinata dal CNR-ISMAR. Utilizzando speciali retini, i velisti preleveranno campioni lungo il percorso offshore che saranno successivamente analizzati dai ricercatori per studiare la presenza di microplastiche nell’Adriatico. L’intera flotta potrà inoltre contribuire alla segnalazione dei rifiuti galleggianti lungo il percorso utilizzando l’App europea “Floating Litter Monitoring”, supportando così l’individuazione e la mappatura di materiali potenzialmente pericolosi per l’ecosistema marino. L’edizione 2026 de La Cinquecento partirà domenica 31 maggio alle ore 13.00 dal tratto di mare antistante la passeggiata a mare di Caorle, con circa trenta imbarcazioni attese tra categorie X2 e XTutti, equipaggi stranieri, Mini e multiscafi. Chiunque voglia partecipare al Clean Up “Litter Watch” del 30 maggio può seguire gli aggiornamenti sui canali ufficiali del Circolo Nautico Porto Santa Margherita e iscriversi gratuitamente nella pagina Eventi di Plastic Free Onlus.

Cottonii seaweed (Kappaphycus alvarezii)farming is a growing activity in Madagascar, promoted as part of the country’s blue economy strategy for sustainable development. Despite its expansion, few interdisciplinary studies have simultaneously examined its environmental, social, and legal dimensions. In 2024, we conducted an interdisciplinary study in Nosy Boraha, where seaweed aquaculture is rapidly developing. Combining anthropology, marine ecology, and environmental law, the research aimed to assess the effects of seaweed farming on local communities, describe the lagoon’s environmental characteristics and benthic habitats, and analyse the legal framework governing the activity, including national legislation and local customary law (Dina). The results indicate that seaweed farming provides an important supplementary livelihood for residents of Ilampy and nearby villages, particularly as fisheries resources decline. However, farmers reported challenging working conditions and expressed concerns about potential impacts on coral reefs and traditional fishing grounds. Remote sensing analyses using satellite and drone imagery estimated the north reef lagoon at approximately 600 ha. This shallow environment (<5 m) is dominated by sandy substrates and macrophytes, we have identified four seagrass and three macroalgal genera in the seaweed cultivation areas. Coral communities, comprising roughly four genera, are mainly concentrated near the reef crest. The company Nosy Boraha Seaweed operates across about 300 ha of the lagoon, although cultivation plots cover only 8.3% of this area. Nutrient analyses showed uptake of dissolved inorganic nitrogen and phosphates both within farming zones and in control areas without seaweed cultivation. Finally, the local Dina, grounded in theFihavananaprinciple of solidarity and reciprocity, plays a central role in marine resource management. It operates alongside formal governance structures led by local fisheries committees and Madagascar’s Environmental and Blue-Economy Ministries. Our research aims to establish a baseline for assessing the sustainability of seaweed aquaculture at Nosy Boraha (Sainte-Marie Island), Madagascar. An interdisciplinary team of anthropologists, reef ecologists, chemists, and environmental law specialists collaborated to characterise the reef socio-ecosystem in which seaweed farming operates and to examine the legal frameworks governing the activity, including both national regulations and customary law (Dina). This study draws on field investigations conducted in 2024. We provide new insights into the effects of seaweed farming in Ilampy and nearby villages, highlighting its contribution to local livelihoods amid declining fisheries. At the same time, we describe the environmental setting of the north-east lagoon, where cultivation occurs, including its physico-chemical conditions and benthic communities. The ecosystem is dominated by seagrass and macroalgae, while nutrient concentrations are low, consistent with oligotrophic tropical environments. These findings suggest that seaweed farming currently operates within a relatively nutrient-poor but ecologically sensitive system. Overall, our results show that the governance of seaweed aquaculture combines national legislation with the locally enforced Dina, reflecting a hybrid legal framework. This integrated approach is particularly significant in the context of accelerating blue-economy development in coastal regions, especially in low- and middle-income countries such as Madagascar. Citation:Urbina-Barreto I, Razandriarison R, Ralison Andrianantoandro ONA, Chauvin A, Solofoharimanana H, Lagoutte E, et al. (2026) Towards sustainable seaweed aquaculture in Nosy Boraha, Madagascar: Insights from social and ecological sciences. PLOS Sustain Transform 5(5): e0000241. https://doi.org/10.1371/journal.pstr.0000241 Editor:Jose Carlos Báez, Spanish Institute of Oceanography: Instituto Espanol de Oceanografia, SPAIN Received:September 10, 2025;Accepted:April 6, 2026;Published:May 12, 2026 Copyright:© 2026 Urbina-Barreto et al. This is an open access article distributed under the terms of theCreative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original author and source are credited. Data Availability:All maps produced and datasets generated during the current study are available inhttps://zenodo.org/records/19465745. Funding:This research was funded by IRD postdoctoral fellowship for I.U-B (2023–2025), Ocean department. Project titled: ‘RestoEcoDurable’, co-supervised by Aline Tribollet (LOCEAN, IRD Réunion)- Dr Georgeta Stoica (Laboratory ICARE, Réunion-Mayotte)- and Dr Victor David (Laboratory IMBE Marseille). The project was supported by the interdisciplinary project ‘OA-ME’ funded by the Belmont Forum International through the French National Agency ANR (#20-BFOC-0004-01; 2020–2026), coordinated on the French side by A.T., IRD-LOCEAN laboratory. The funders had no role in study design, data collection and analysis, decision to publish, or preparation of the manuscript. Competing interests:The authors have declared that no competing interests exist. Seaweed has a considerable worldwide potential, yet it remains under-exploited in many regions. When cultivated sustainably, macroalgae can provide multiple ecosystem services, including food provision, marine ecosystem restoration, social development, and contributions to reducing greenhouse gas emissions through applications such as plastic substitution and low-carbon economy initiatives [1–6]. For these reasons, seaweed aquaculture as an important pathway to take action for several United Nations Sustainable Development Goals (SDGs), particularly SDGs: 1 -No poverty-, 2-Zero hunger-, 8-Decent work and economic growth-,and 13-Climate action-. This potential, has driven rapid global growth in the sector, with demand for seaweeds and derived products increasing by an average of 6.2% per year between 2000 and 2018 [4,7,8]. Aquaculture now accounts for 51.3% of marine and coastal production worldwide [9]. International initiatives, such United Nations Global Seaweed Initiative, further emphasise the sector’s relevance. In the tropics, seaweed aquaculture is dominated by Southeast Asian and East African [7,8]. In the Western Indian Ocean (WIO), the cultivation ofKappaphycus sp(Cottonii) andEucheuma spoffers promising blue economy opportunities and livelihoods, notably for women [8,10–12]. In 2022, Madagascar contributed 4,7% of East-Africa seaweed production, following Zanzibar, which produces 92% among 13 African countries producing seaweed [8,13]. While seaweed aquaculture in Madagascar is flourishing, it also presents social, economic, and environmental challenges. As the fifth-largest island and the ninth-poorest country, with a gross domestic product per capita of around $3 per day (World Economic Outlook, 2024), Madagascar is both a marine biodiversity hotspot [13] and also highly vulnerable to climate change. Reconciling ecosystem conservation with the expansion of blue activities is therefore critical. To support sustainable development, Madagascar’s environmental legal framework combines state laws with regional customary rules, known as Dina [14,15]. Customary laws are adapted to local contexts, while state laws apply nationwide. This dual framework facilitates collaboration among the Ministry of the Environment, the Ministry of Blue Economy, the Ministry of Agriculture, Livestock and Fisheries, and local stakeholder groups, for management of natural resources and the development of blue-economy activities. Social and ecological risks of seaweed aquaculture remain poorly understood globally. Spillias et al. (2022, 2023) [16,17] reviewed 186 studies and highlighted that most studies focus on a few algal species and limited regions. Twenty key social and environmental effects have been identified to monitor, including water quality, algal blooms, biodiversity, hydrodynamics, livelihoods, culture, and community resilience. They emphasised the need for appropriate management, including regulatory and mitigation measures, to ensure a fair and sustainable industry [17]. So far, seaweed farming is generally considered beneficial for local livelihoods in low- and middle income countries [9,12] and to have lower environmental impact compared with other types of aquacultures [18]. However, seaweed farms can modify local environments, particularly shallow (<25 m) or very shallow (<5 m) coastal habitats such as seagrass meadows and coral reefs [19–21]. Observed impacts include reduced seagrass biomass, sparser meadows, a lower carbon storage, and in some cases complete habitat loss primarily due to mechanical degradation (stomping, uprooting) and shading from farm structures, as documented in Zanzibar, Kenya, Madagascar [12,22]. In some contexts, farmed red algae became invasive, Conklin et al. (2005) [23] reported smothering and shading of reef-building corals, occasionally causing extensive coral mortality. Such risks have prompted bans on the cultivation of certain seaweed species in countries including India and the USA (Hawaii). Studies combining social and environmental aspects are scarce. Several recent studies recommend an interdisciplinary approach to evaluate the sustainability of seaweed aquaculture [4,7,17]. Key factors such site-specific features, scale and activity intensity must be considered to provide recommendations, and mitigation measures for potentials socio-ecological impacts. However, interdisciplinary research presents challenges and requires flexibility, mutual respect, trust, patience, humility, persistence, collaboration and faces difficulties such as limited fieldwork time, incompatible sampling plans, and unequal power dynamics among participants [24–26]. Overall, it is a long-term process that demands curiosity, specific expertise, and sustained patience [27]. To our knowledge, no interdisciplinary studies have yet addressed the effects of seaweed farming on Malagasy reef socio-ecosystems. The few existing studies, such Ateweberhan (2014), Todinanahary et al. (2016, 2017) and Mollion et al. (2020) [22,28–30] focused primally on the South-Western region of Madagascar (Antisimo Andrefana) and in seaweed inventory. These studies showed that seaweed aquaculture improves greatly livelihoods, particularly that of women. Also they identified environmental factors affecting Cottonii growth, but social and ecological aspects were largely investigated separately. In this context, our main goal is to establish a baseline for assessing the sustainability of seaweed farming at Nosy Boraha (Sainte-Marie Island) - Madagascar, where Cottonii aquaculture has expanded rapidly since 2021. Our study question:Does seaweed aquaculture represent a sustainable development opportunity? Or, does it pose risk of conflict for local communities and ecosystem conservation?To address this, anthropologists, reef ecologists, chemists and environmental law specialists collaborated together and establish intersectoral partnerships with local stake holders, seaweed companies, NGOs, and local associations representing communities involved in the activity. Our results are presented mainly for Ilampy village, but ethnographic surveys were also conducted at nearby villages: Ankobahoba and Ambodifotatra (Nosy Boraha capital) as they represent also communities involved in seaweed activities. Ilampy is a coastal village (fokontany) located in the circumscription of Ambodifotatra on the eastern coast of Nosy Boraha. The village has approximately 5,000 inhabitants and is characterised by a strong social cohesion and subsistence-based way of life, notably fishing, agriculture, and seaweed farming, which has become the main livelihood since 2015 (Interviews: chief fokotany, village inhabitant and companies director’s. ‘Farming of Cottonni began in Nosy Boraha in 2015 thanks to a businessman Thierry. He launched a pilot project to test seaweed cultivation in four villages: Ilampy, Lohatrozo, Anivorano, and Vohilava. Ilampy emerged as the most favourable site due to its lagoon and natural conditions’). Social organisation is strongly influenced byFihavanana(Le Fihavanana à Madagascar: Lien Social Et Économique Des Communautés Rurales. Frédéric SANDRON 2008. Revue Tiers du Monde, N° 195-Juilliet-septembre, p. 507–522.), a core Malagasy cultural principle centred on mutual aid, solidarity and social harmony. This concept underpins community management practices on Nosy Boraha and provides mechanisms for conflict resolution. Local associations such‘Ankobaoba Villages des Algues’(AVA) bring together seaweed farmers and play a key role in organising the sector. These associations act as intermediaries between companies and local communities and also provide social supports services, including access to loans (Fig 1) (a)Planting of seaweed cuttings in the reef lagoon;(b)Seaweed cutting by a team composed exclusively of women;(c)Weighing of freshly harvested seaweed and drying tables;(d)Compaction of dry seaweed;(e)Programme kick-off meeting involving 17 villages (fokotany) representatives, the local fisheries committee, local partner NGOs: GRET (Groupe de Recherche et d’Échanges Technologiques) and Platform of consultation and support for the sustainable development of Sainte-Marie island (PCADDISM), and seaweed company managers. (a)Planting of seaweed cuttings in the reef lagoon;(b)Seaweed cutting by a team composed exclusively of women;(c)Weighing of freshly harvested seaweed and drying tables;(d)Compaction of dry seaweed;(e)Programme kick-off meeting involving 17 villages (fokotany) representatives, the local fisheries committee, local partner NGOs: GRET (Groupe de Recherche et d’Échanges Technologiques) and Platform of consultation and support for the sustainable development of Sainte-Marie island (PCADDISM), and seaweed company managers. https://doi.org/10.1371/journal.pstr.0000241.g001 Overall, observation and interviews of habitants related that seaweed farming has significantly improved local livelihoods and quality of life (S1 Appendix- quotations). In 2024, the sector generated approximately two billion Malagasy Ariary (MGA) in revenue, with an average monthly income of around one million MGA per seaweed farmer, while employees received 1.6 billion MGA in wages. Increased income has enabled investment in housing and infrastructure and strengthened social cohesion through mutual support and self-help groups (Sources: semi-structured interviews, immersive participant observation, conference ‘L’Algoculture à Sainte-Marie’ Nosy Boraha Seaweed company director, S. Jan- October 2024.) (S1 Appendix1.1-1.2). All interviewees reported income improvements, and many households diversified their livelihoods by combining seaweed farming with fishing, rice cultivation, or petty trade. Socially, tasks are gendered: women are primarily responsible for seaweed cutting (Fig 1-b), enhancing their economic autonomy and role in household decision-making (S1 Appendix1.3), while men mainly conduct harvesting at sea and post-harvest processing, (Fig 1-a,c,d). Although most stakeholders expressed high satisfaction, some concerns were raised regarding production quotas, administrative delays, and inadequate infrastructure, the President of AVA association indicated that:“We can’t allow everyone to become an seaweed farmer because of organizational limitations in the companies”(S1 Appendix1.2-1.6). The activity has strengthened communities, seaweed farmers help each other with complex tasks, such as repairing ropes or installing cuttings. This solidarity has also led to the creation of self-help groups, where everyone exchanges tips on crop management and maintenance. Ilampy maintains strong ancestral traditions, including ritual practices suchValintafa- zebu sacrifices (i.e.Valintafa: Sacred rite of the Saints marians in which a zebu is sacrificed to thank the spirits after a vow has been granted. This is often a second sacrifice, in response to a first one in which the vow was made) which coexist with daily subsistence activities. Local cultural adoption an practices have been essential to the acceptance of seaweed farming with companies actively participating in local social and cultural life while respectingFady(taboos). Traditional ceremonies, including zebu sacrifices, have marked key stages in the development of seaweed farming, first for the initial vow, to ensure the success of seaweed farming, a second one as ‘expiatory sacrifice’was made to appease spirits during a green algae bloom episode that temporally stopped the seaweed activity, and a third one to express gratitude and celebrate improved conditions. Financial support from seaweed companies for cultural events (e.g., finance the purchase of zebu cattle for sacrifices) has further strengthened community relations, demonstrating how local belief systems facilitate the integration of seaweed farming into social dynamics. As it results from the interviews, concerns from fisherman committee were raised about potential coral reef degradation in specific zones linked to poorly regulated farming practices. A perceived decline in octopus population has also been reported by fishermen, possibly linked to the expansion of farming areas and increased human movement across reef and lagoon zones. These observed impacts contribute to the potential conflict in marine spatial management related to this new blue economy activity (S1 Appendix1.6). However, seaweed farming has reduced fishing pressure in the lagoon and may have contributed to habitat recovery in some areas. As it provides partially year-round income, it offers an important alternative for fishermen facing declining fish stocks. They therefore diversified their activities to insure a year-round quality of life for their family, Julino:“Before, I was just a fisherman with few resources. Now, I can send my children to school and offer them a better future”(S1 Appendix1.3). Literature review (Unpublished literature & institutional documents (non exhaustive list): Plan de Développement de l’Algoculture- Ministry of Agriculture, livestock and fisheries of Madagascar (MAEP), 2021; Report: A. T., Tatangirafeno, S., Rakotonjanahary, F., Tsiresy, G., Mara, E. R., Eeckhaut, I., & Lavitra, T. (2016). Inventaire et étude de faisabilité de sites propices à l’algoculture, l’holothuriculture, la gestion de l’exploitation de poulpes et de crabes dans la Région Atsimo Andrefana. Rapport d’étude, MHSA – PRU (Contrat n° 166/C/PIC2/2016), 357 p; Report: Inventaire et étude de faisabilité des sites propices à l’algoculture dans la région d’Atsimo-Andrefana. Mentionné pour l’équilibre entre régulations coutumières et modernes dans l’accès aux ressources marines, ainsi que pour les recommandations sur la cogestion participative (2020) pp. 3–12).) and fieldwork highlight the importance of participatory governance in the managing seaweed farming and marine resources. At Nosy Boraha, management is shaped by a combination of customary codes and modern regulations, but local participation remains limited due to power imbalances involving authorities and private companies. Access to marine space and resources has become often a source of conflict among fishermen, seaweed farmers and in some case with tourist operators (mainly represent by hotel industry). While many residents wish to engage in seaweed farming, limited farm availability creates frustration, though conflicts remain mostly low-intensity. The most significant tensions between fishermen and seaweed farmers, are mainly due to the activity management driven by company decisions and the absence of a clear spatial marine planning that could regulate resources uses (S1 Appendix1.6). The lexical analysis of anthropology corpus (results and interviews) shown that the most frequent terms primarily relate to economic activity and livelihoods:activity, farmers, economic, resources, as well as to social and spatial embeddedness:local, life, practices, village(Fig 2,S2 Appendix). This output reflects how people frame and perceive seaweed farming. This lexical distribution suggests that seaweed aquaculture is primarily perceived as a work-based activity embedded in everyday life. The concurrent presence of fishing-related terms further indicates a conceptual coexistence between seaweed farming and small-scale fisheries, without the emergence of an explicit vocabulary of conflict. However, the relative absence of resistance-oriented language should not be understood as an absence of tension, but rather as reflecting socially legitimate ways of speaking and the available frames of expression. Certain concerns, including economic dependency, intra-community tensions, physical hardship, or latent disagreements with governance arrangements, may remain unspoken, not because they lack significance, but due to social, political, or moral constraints. Font sizes are proportional to term frequency. Colour codes indicate analytical domains: blue – livelihoods and economic aspects; green – social and everyday life; teal – marine and environmental aspects; purple – place-based spatial identity. Terms that do not clearly belong to a single analytical category are shown in grey. Font sizes are proportional to term frequency. Colour codes indicate analytical domains: blue – livelihoods and economic aspects; green – social and everyday life; teal – marine and environmental aspects; purple – place-based spatial identity. Terms that do not clearly belong to a single analytical category are shown in grey. https://doi.org/10.1371/journal.pstr.0000241.g002 In the northern lagoon, sea surface temperature ranged from 24.9 ± 0.4°C in winter (July 2024) to 27.7 ± 0.5°C in summer (November 2024). Salinity varied from 33.04 ± 1.21 in winter to 34.38 ± 0.19 in summer (Fig 3, point RN 1C). Drifter deployments (n = 22) revealed spatially variable circulation patterns. In the northern lagoon, current were predominantly onshore and oriented north-east, influenced by the Ampanihy pass and mangrove system, which promotes lagoon - ocean exchange. In contrast, the southern lagoon was characterised by along-shore flowing from south to north (Fig 3). Points represent the locations of chemical sampling along three radials: North, South and Control. The red colour gradation of the points represents the geographical gradient from north to south and reflects the cross-shelf transition from the coastline to the barrier reef for each radial. The orthomosaic is a red–green–blue image. Base map data: OpenStreetMap contributors (https://www.openstreetmap.org), licensed under the Open Database License (ODbL) v1.0 (https://opendatacommons.org/licenses/odbl/1-0/). Points represent the locations of chemical sampling along three radials: North, South and Control. The red colour gradation of the points represents the geographical gradient from north to south and reflects the cross-shelf transition from the coastline to the barrier reef for each radial. The orthomosaic is a red–green–blue image. Base map data: OpenStreetMap contributors (https://www.openstreetmap.org), licensed under the Open Database License (ODbL) v1.0 (https://opendatacommons.org/licenses/odbl/1-0/). https://doi.org/10.1371/journal.pstr.0000241.g003 A single orthomosaic mapping the overall zone of seaweed farming occupancy within north reef lagoon zone. Of the 145 farms, 92 were actives at the time of the survey (date: 10/24/2024). Approximately 50% of this zone was utilised 300 c. of 600 ha seaweed farms occupying about 8% of this area (~ 25 ha) (Fig 4), each farm covered approximately 0.3 ha. The absence of some farms reflects temporary or permanent cessation of activity, dismantling during green algae bloom -notably in the southern zone between July and September-, or displacement following storm events. The farming zone was intensively used by farmers accessing sites on foot, by kayak or pirogue during low tide for seeding, maintenance and harvesting, while biomass collection was mainly conducted using motorised barges. Some farming activities partially overlapped reef associated habitats, particularly mixed seagrasses meadows and macroalgal assemblages zones (Halophila sp, Caulerpa sp)within farms areas, and ofThalassia spcloser to the shoreline, where fresh seaweed was unloaded at conditioning site (Figs 4and5). Seaweed activity zones are shown by orange dashed outlines. Farm layouts are represented by dark orange polygons (n = 92), with each farm consisting of six cultivation modules. The orthomosaic layer is a red–green–blue image. Base map data: OpenStreetMap contributors (https://www.openstreetmap.org), licensed under the Open Database License (ODbL) v1.0 (https://opendatacommons.org/licenses/odbl/1-0/). Seaweed activity zones are shown by orange dashed outlines. Farm layouts are represented by dark orange polygons (n = 92), with each farm consisting of six cultivation modules. The orthomosaic layer is a red–green–blue image. Base map data: OpenStreetMap contributors (https://www.openstreetmap.org), licensed under the Open Database License (ODbL) v1.0 (https://opendatacommons.org/licenses/odbl/1-0/). https://doi.org/10.1371/journal.pstr.0000241.g004 Colours represent benthic categories. Major categories are shown in the inner rings and minor categories in the outer rings. Major categories: orange – mineral; olive green – mineral_algae; turquoise – mineral_other; scarlet – mineral_algae_other; brown – seaweed farms; dark green – algae; violet – living coral. Minor categories: golden – sand (sa); light beige – sand and coral rubble (sa_rb); dark brown – sand and dead massive coral (sa_dmc); light yellow-green – sand, macroalgae and rubble (sa_rb_maa); light olive green – sand and macroalgae (sa_maa); light turquoise – sand and seagrass (sa_sg_genus); pink – sand and macroalgae with cyanobacteria (sa_maa_cyano); light orange – sand, seagrass and macroalgae (sa_sg_maa); two shades of light violet – massive and small branchingPoritessp. (ma or sbr).S3 Appendix, underwater photos of abiotic and biotic benthic categories. Colours represent benthic categories. Major categories are shown in the inner rings and minor categories in the outer rings. Major categories: orange – mineral; olive green – mineral_algae; turquoise – mineral_other; scarlet – mineral_algae_other; brown – seaweed farms; dark green – algae; violet – living coral. Minor categories: golden – sand (sa); light beige – sand and coral rubble (sa_rb); dark brown – sand and dead massive coral (sa_dmc); light yellow-green – sand, macroalgae and rubble (sa_rb_maa); light olive green – sand and macroalgae (sa_maa); light turquoise – sand and seagrass (sa_sg_genus); pink – sand and macroalgae with cyanobacteria (sa_maa_cyano); light orange – sand, seagrass and macroalgae (sa_sg_maa); two shades of light violet – massive and small branchingPoritessp. (ma or sbr).S3 Appendix, underwater photos of abiotic and biotic benthic categories. https://doi.org/10.1371/journal.pstr.0000241.g005 Total harvested biomass for October 2024 was estimated at ~590 tonnes across the entire zone, comprising 468 cultivation plots managed by 121 farms. Along radial 1, approximately 96 tonnes were harvested from 77 plots across 18 farms, while along radial 2, 86 tonnes were harvested from 85 plots across 28 farms. During this period, production was strongly affected by green algal bloom episode, which attached to cultivation lines and reduced Cottonii growth. Consequently, recorded biomass does not reflect typical production patterns, which usually show higher yields in the southern zone. The impact of the green algae bloom‘green tide’was particularly severe in the south, where farming activities were largely suspended for one to two months. Seaweed farming activities were primarily located on a sandy substrates with sparse seagrass and macroalgae covers (Figs 5and6). The dominant seagrass genera wereThalassia spandHalophila spfollowed by mixed macroalgae assemblages, mainly represented by:Caulerpa sp, Hydroclathrus sp, Acanthophora sp(S3 Appendixa, c, d, e). Radial 1 (north) showed a downstream assemblage dominated by mixed sand, seagrass and macroalgae (77%),Fig 5top-1A; while the mid-lagoon station (1B) corresponded to seaweed farm areas on sandy substrates (S3 Appendixb). Upstream areas (1C), were more diversified, with patchyHalophila spmeadows (38%), macroalgae (15.7%), and mineral components, sand and coral rubble 30%, (S3 Appendixh)Fig 5, top-1C. Radial 2 (south) was the most diverse, downstream zone (2A) was mainly sandy (67%) and macroalgae (33%),Fig 5middle-2A. Mid-lagoon station was dominated by macroalgae (57%), with presence of cyanobacteria (33%),Fig 5middle-2B (S3 Appendixf), and the upstream station (2C) near the reef, exhibited corals patches (Porites sp)(7.7%) macroalgae (13%), seagrass (Thalassia sp, Halophila sp)(3.7%), extensive coral rubble on sandy substrate (71.1%),Fig 5, middle-2C. The control radial (radial 3) showed patterns similar to radial 2 with lower upstream diversity, downstream (3A) and mid-lagoon stations (3B) were dominated by sand, seagrasses, and macroalgae, while upstream zones were largely sandy with limited coral cover, mainly massivePoritessp,Fig 5, bottom-3C. Maps described the spatial distribution of biotic benthic communities for each radial: North radial (NR), South radial (SR) and Control radial (CR). Polygon colours indicate the main habitats identified: dark yellow – benthic macroalgae zones (maa); light green – seagrass sp. (sg); dark green –Thalassiasp. seagrass; apple green –Halophilasp. seagrass; dotted light violet zones correspond to reef patch areas. The orthomosaic layers are red–green–blue images. Base map data: OpenStreetMap contributors (https://www.openstreetmap.org), licensed under the Open Database License (ODbL) v1.0 (https://opendatacommons.org/licenses/odbl/1-0/). Maps described the spatial distribution of biotic benthic communities for each radial: North radial (NR), South radial (SR) and Control radial (CR). Polygon colours indicate the main habitats identified: dark yellow – benthic macroalgae zones (maa); light green – seagrass sp. (sg); dark green –Thalassiasp. seagrass; apple green –Halophilasp. seagrass; dotted light violet zones correspond to reef patch areas. The orthomosaic layers are red–green–blue images. Base map data: OpenStreetMap contributors (https://www.openstreetmap.org), licensed under the Open Database License (ODbL) v1.0 (https://opendatacommons.org/licenses/odbl/1-0/). https://doi.org/10.1371/journal.pstr.0000241.g006 Seagrasses meadows represented the dominant habitat (~323 ha), including ~40 ha forHalophila sp, ~ 138 ha ofThalassia spand ~145 ha of mixed seagrass assemblages. Macroalgae zones ~110 ha, while reef patches occupied ~139 ha, forming a band of 300–600 m wide landward of the reef crest across (Fig 6). Along North radial-1, near-shore areas were dominated byThalassia spseagrass meadows, followed by deeper channel (~3–4 m depth) whit coral patches, mainly massive corals (Porites sp).Seaweed farms were located on a shallow(~500 m wide) sandy band with mixed macroalgae and seagrass. Drone mapping showed that coral communities increased towards the reef crest, with the most diverse assemblages confined to a ~ 350 m-wide crest zone (Fig 6-top). South radial-2 showed higher seagrass diversity nearshore and channel characterized by mixed seagrass meadows and coral patches. The farming zone was largely colonised by benthic macroalgae, while a well-developed coral community extended the outer of farms to the reef crest over ~600 m-wide (Fig 6-middle). Along the control radial-3, benthic communities transitioned from near-shoreThalassia spmeadows to sandy channel with dominated byHalophila sp, atmid-lagoon macroalgal zones (Caulerpa spandHydroclathrus sp)were observed. Corals patches near the reef crest were less diverse than on radial 2 and extended over400 m-wide (Fig 6-bottom). Discrete salinity sampling on the three radials in November 2024 yielded an average value of 34.43 ± 0.04, with slightly lower values along the control radial (radial 3) compared to radials 1 and 2 (Fig 7-a). Nutrient concentrations were low and characteristic of tropical environments (Fig 7-b,c,d). Along the three radials, the trend was toward a decrease in dissolved inorganic nitrogen (nitrates, nitrites, ammonium) and particularly phosphate concentrations with distance from the reef crest. Phosphates were completely depleted at stations 3A and 3B (control radial), the phenomenon being less pronounced on radial 2 and especially radial 1 (downstream of the seaweed cultivation plots). At the same time, chlorophyll-a concentrations appeared to be higher at stations 3A and 3B compared to the other stations (Fig 7-e). https://doi.org/10.1371/journal.pstr.0000241.g007 Communities of Nosy Boraha are represented by through the Platform of consultation and support for the sustainable development of Sainte-Marie island (PCADDISM). Established in 2017 with the support from GRET, PCADDISM operates as a local association bringing together key community stakeholders. Its objectives include the conservation of shared natural resources and the promotion of their sustainable use by the island’s population. In 2020, PCADDSIM initiated the administrative process to establish Marine and Terrestrial Protected Area (AMTP) in Nosy Boraha, in collaboration with the Malagasy Ministry of Environment and Sustainable Development (GRET website, January 2025). This local initiative represents an unprecedented example of community-led conservation within Madagascar’s national framework, while aligning with the principles of the MIHARI network locally managed marine areas (LMMA). The current AMTP development plan was developed through consultations with local and scientific stakeholders and validated by the Madagascar Protected Zones System committee. The official handover of the signed decree granting temporary protection status to the new ‘Sorkay’ Marine and Terrestrial Protected Area (AMTP) was celebrated on 5 February 2026. This celebration marks the culmination of an inclusive consultation process initiated in 2018 and finally provides a legal framework for the traditional rules already implemented by local communities (GRET post LikedIn:https://www.linkedin.com/posts/gret_tsarakobaby-sainte-marie-mise-en-protection-activity-7425174167563517952-xExR?utm_source=share&utm_medium=member_desktop&rcm=ACoAADNy3wkBqmufPkP3j22zjeCrTBBq_-w_jys. (visited on: 7/02/2026)). Delineation of seaweed activities will be updated in future versions, following their inclusion in the newly defined ‘sustainable usage zone’was recently proposed during the local and scientific consultation. At the national level, the expansion of seaweed production is guided by key policy documents, notably the National Plan for Integrated Coastal Zone Management (PNGIZC) and the Seaweed Development Plan (2021). State law:short-list of the main provisions in the Malagasy Constitution (2010), legislation for environment, protected areas, marine protected areas and economic activities such as fisheries and aquaculture,Table 1-I. Customary code: definition of Dina,Table 1-IIand Nosy Boraha Dina,Table 1-III. https://doi.org/10.1371/journal.pstr.0000241.t001 The ethnographic component of this study revealed both direct and indirect benefits of seaweed aquaculture for the inhabitants of Ilampy and neighbouring villages. Increased household income has enabled investment in housing and education, while creating new employment opportunities for women and thereby enhancing their economic autonomy. These findings are consistent with observations from the Nosy Ankao archipelago and the Atsimo Andrefana region [28]. However, evidence from Zanzibar suggests that seaweed farmers income may remain constrained by limited market access, empowerment challenges and operational difficulties [11]. Outcomes must therefore be examined on a case-by-case basis, taking into account the specific local context of each seaweed-producing area. Seaweed farming also involves physically demanding and repetitive labour under harsh environmental conditions (intense heat, sun exposure, sea salt and strong odours), comparable to other aquaculture sectors such as oyster and shrimp farming. Although the company Nosy Boraha Seaweed has introduced measures to improve working conditions (e.g., provision of kayaks, shaded areas and adaptations at the processing site), long-term and comparative studies involving both participating and non-participating villages are needed to assess fully the socio-economic and cultural impacts. Beyond explicitly articulated narratives, this study also highlights the significance of silences and unspoken issues within seaweed aquaculture discourses. As argued by. Marco Furrasola (2023) [31] silence constitutes a social practice in its own right, shaped by power relations and specific contexts of enunciation. Attending to these silences enables a more nuanced understanding of marine socio-ecosystems and raises critical questions about the limits of participatory governance and the conditions under which interdisciplinary knowledge is produced within nature-based solutions frameworks. From an ecological perspective, seagrass and macroalgal zones were the dominant habitats co-occurring with seaweed farming activities within the lagoon. As noted by Spillias et al. (2023) [17], the large-scale and long-term effects of seaweed farming on seagrass ecosystems remain poorly documented, underscoring the need for extended monitoring. WhileKappaphycuscultivation plots take up dissolved inorganic nitrogen and phosphates from the water column (Fig 3), similarly low nutrient concentrations were recorded in natural communities at the control sites, particularly downstream of the reef crest (< 1 µM for dissolved inorganic nitrogen and < 0.04 µM for phosphates). Based on our survey conducted in November 2024, the presence of seaweed farms therefore appears to cause only limited, if any, changes in the physico-chemical conditions of the reef. However, the potential impact ofKappaphycusfarms on the release or uptake of dissolved organic matter remains to be determined. In November 2024, chlorophyll-a concentrations were higher at stations 3A and 3B along the control transect than at stations located within seaweed fields or downstream, possibly indicating higher phytoplankton production in natural seabed areas. Although this may partly explain the phosphate depletion observed at these stations, multiple interacting or confounding factors (e.g., terrigenous nutrient inputs or current dynamics) may also be involved. Further studies are required to clarify these trends and to confirm whetherKappaphycusfarming has no, or only limited, impact on nutrient cycling and planktonic communities within the lagoon of Nosy Boraha. We strongly recommend investigating the potential release of organic matter by farmedKappaphycus alvarezii, as this may affect microbial loops in both the water column and sediments. The presence of cyanobacterial mats within seagrass and macroalgal habitats raises concerns regarding eutrophication and cumulative anthropogenic pressures. Known drivers include warm and calm waters, high light availability, nutrient enrichment and reduced grazing pressure [32]. Potential local contributors include overfishing, destructive fishing practices, anchoring, trampling and increased nutrient or iron inputs. Disentangling these drivers will require seasonal surveys and long-term ecological monitoring. Such research would also improve understanding of episodic biological disturbances reported by farmers, including green tides (algal bloom episodes), epiphytic filamentous algae (EFA) proliferation and bacterial diseases such as ice-ice [33–35]. Notably, green tides are perceived locally as highly disruptive, underlining the importance of integrating ecological observations with local knowledge and interpretations. Regarding invasion risks, there is currently no evidence ofKappaphycus sp.invasion associated with seaweed farming in Madagascar (personal observations; personal communication with the NBS director). However, this apparent absence of impact may reflect limited monitoring capacity [10]. Governance and natural resource management constitute a third, closely interconnected domain shaping seaweed aquaculture outcomes. Over the past decade, the population of Nosy Boraha, supported by the NGO GRET through the ‘Tsarakobaby’ project (phases 1 and 2) under the ‘Commons and Shared Governance Programme’ of the French Development Agency, has actively promoted the establishment of a Marine and Terrestrial Protected Area. Aubert (2024) [14] documented strong local involvement in the use, regulation and protection of natural resources, a finding corroborated by testimonies from Ilampy inhabitants and AVA association members in the present study. Previous research similarly highlights strong local engagement in coastal protection and marine resource management [34,36], grounded in communal organisation and the articulation of Dina with national law. These findings support the arguments of Shackeroff et al. (2007) [35] and insights from Gentiluchi & Stoica (2024) [37] which suggest the resource management policies and environmental strategies are most effective when traditional knowledge and local populations are meaningfully integrated. In parallel, private seaweed farming actors, including Nosy Boraha Seaweed and Solvalg, have contributed to marine and land-use planning efforts aimed at organising activities, limiting environmental impacts and reducing potential spatial conflicts. The coexistence of scientific and local knowledge highlights a plurality of ecological rationalities: seaweed diseases, green algal bloom episodes and other environmental disturbances are not only biological phenomena, but also socially interpreted occurrences, codified through customary rules and revealing tensions between local temporalities and standardised scientific frameworks. Overall, this baseline study underscores the importance of a synergistic nature-based approach that integrates seaweed farming with small-scale fisheries and diversified marine production systems [7,38]. The concepts of marine permaculture and ‘Satoumi’ [39,40], offer a promising framework for productive seascapes capable of delivering positive ecological and social outcomes. Such an approach requires engagement across multiple disciplines, as well as the diversification of activities and markets. However, achieving these outcomes also demands close attention to underlying economic structures [7,41]. At present, much of the added value within the Cottonii seaweed value chain accrues outside producer countries [42]. A more equitable distribution of value, supported by adapted legal frameworks and strengthened local governance mechanisms, is therefore essential. In this context, local Dina conventions in Nosy Boraha may play a key role in reconciling environmental conservation with long-term social and economic development [14,15,43]. From a blue justice perspective, it is imperative to establish long-term socio-ecological programmes that critically assess how ecological, economic and social benefits, constraints and risks are unevenly distributed among different actors. While sustainability and nature-based solutions frameworks often prioritise measurable economic or ecological outcomes, they may overlook lived experiences of labour, power asymmetries between institutions, NGOs, private companies and local communities, as well as internal social differentiations related to gender, age and status [44,45]. The lexical analysis of the academic corpus on interdisciplinarity reveals a predominance of more abstract and normative concepts:ecosystem, management, governance, development, ecological, study, knowledges, reflecting the conventions of scientific writing and interdisciplinary research (Fig 8). This shift highlights the distance between lived experiences and their analytical translation, and points to the effects of genre and the epistemic priorities inherent in nature-based solutions and blue economy frameworks. Lexical analysis for academic discussion corpus. Font sizes are proportional to term frequency. Lexical analysis for academic discussion corpus. Font sizes are proportional to term frequency. https://doi.org/10.1371/journal.pstr.0000241.g008 The combined anthropological, ecological, and legal findings reveal that potential conflicts over: (i) marine spatial planning and (ii) seasonal disruptions such as green algae blooms are best addressed through integrated interdisciplinary approach. Ethnographic results show social cohesion rooted inFihavanaprinciple between seaweed farmers, fishers, companies, and other users. Ecological data highlight spatial location of seaweed farming areas, and natural habitats: seagrass meadows, macroalgae zones, and reef habitats, as well as potential seasonal productivity losses linked to green algal bloom (green tide), underscoring the need for adaptive, ecologically informed zoning. Legal analyses demonstrate that the emerging Marine and Terrestrial Protected Area framework and national coastal policies offer institutional tools to formalize such zoning while recognizing customary codes. Together, these domains suggest that conflicts are not merely spatial but temporal, shaped by seasonal ecological variability and livelihood dependencies. Interdisciplinary integration enables the alignment of customary norms with scientific monitoring and legal planning instruments. This alignment can support dynamic marine spatial planning that accommodates seasonal farm relocation, ecosystem protection, and livelihood continuity. By embedding ecological thresholds into socially legitimate governance structures, conflicts can be anticipated rather than reacted to. Ultimately, resolving spatial and seasonal tensions requires co-management approaches that integrate local knowledge, ecological evidence, and legal authority and Dina, which could already provide culturally legitimate mechanisms for conflict resolution between seaweed farmers, fishers, companies, and other users. Our investigations provide a first assessment of the sustainability of seaweed aquaculture on Nosy Boraha and its interactions with local communities and the natural environment. Our socio-ecological study identifies several challenges that need to be addressed. Key priorities include upgrading drying and storage infrastructure, revising quotas, mitigating seasonal and climatic constraints, and strengthening the legal and ecological monitoring frameworks for lagoon and coastal zones. Sustained collaboration among private operators, local authorities, and community organisations is essential to maximise the benefits of seaweed farming while minimising environmental and social risks. Mapping ecological, social, and economic processes is a critical step towards effective marine spatial planning. This study contributes detailed cartography of seaweed farming areas and associated natural habitats, which will be shared with environmental managers and local partners to support future decision-making. While the study highlights the socio-ecological and governance benefits of seaweed aquaculture, it also calls for complementary ecological studies and a deeper examination of the power relations and inequalities that may shape these dynamics. Overall, our findings demonstrates that, when carefully managed and locally integrated, seaweed farming represents a promising model for sustainable blue economy development in Madagascar and the Western Indian Ocean. Nosy Boraha (Sainte-Marie Island) is located off the north-eastern coast of Madagascar and belongs to Analanjirofo Region (Fig 9). The island covers approximately 245 km² and has a population of about 30,282 inhabitants (~120 inhabitants/km²). It is administratively divided into four districts that comprising 17 villages (fokontany). The main economic activities includes tourism, fishing, seaweed farming, and agriculture. The island hosts a diversity of marine ecosystems, including mangroves, seagrass, rocky shores, and coral reefs. Along the eastern coast, a lagoon approximately 15km long extends from Île aux Nattes in the south to the Ampanihy Peninsula and mangrove forest in the north,covering an area of about 2,400 ha. The lagoon is bounded by a barrier reef located on average at 1.5 km, based on offshore GIS measurements derived from remote sensing imagery. Lagoon depth ranges from 1.5 m and 5 m, with tidal amplitudes between 0.5 m and 1.5 m. Seaweed aquaculture areas are indicated by dashed orange lines for Nosy Boraha Seaweed (lagoon reef area north) and Société de Valorisation des Algues (lagoon reef area at the south of NBS). The barrier reef is marked with dashed green lines. The three shore-to-reef radials (North 1, South 2 and Control 3) were used to characterise the northern lagoon at three sampling points (A-C) along each radial, the red colour gradation of the points represents the geographical gradient from north to south and reflects the cross-shelf transition from the coastline to the barrier reef for each radial. Villages involved in ethnographic surveys and environmental law studies are indicated by dashed light violet lines: Ilampy (east coast), Ambodifotatra (west coast), and Ankobaoba (east coast), Nosy Boraha, Madagascar (Western Indian Ocean). Base map data: OpenStreetMap contributors (https://www.openstreetmap.org), licensed under the Open Database License (ODbL) v1.0 (https://opendatacommons.org/licenses/odbl/1-0/). Seaweed aquaculture areas are indicated by dashed orange lines for Nosy Boraha Seaweed (lagoon reef area north) and Société de Valorisation des Algues (lagoon reef area at the south of NBS). The barrier reef is marked with dashed green lines. The three shore-to-reef radials (North 1, South 2 and Control 3) were used to characterise the northern lagoon at three sampling points (A-C) along each radial, the red colour gradation of the points represents the geographical gradient from north to south and reflects the cross-shelf transition from the coastline to the barrier reef for each radial. Villages involved in ethnographic surveys and environmental law studies are indicated by dashed light violet lines: Ilampy (east coast), Ambodifotatra (west coast), and Ankobaoba (east coast), Nosy Boraha, Madagascar (Western Indian Ocean). Base map data: OpenStreetMap contributors (https://www.openstreetmap.org), licensed under the Open Database License (ODbL) v1.0 (https://opendatacommons.org/licenses/odbl/1-0/). https://doi.org/10.1371/journal.pstr.0000241.g009 The lagoon area used for NBS seaweed farming is delimited by two reef passes that allow flow circulation with oceanic waters. Farming activities are concentrated in very-shallow waters (0.50-2 m depth) on the lagoon reef area (Fig 9). The most recent coral reef monitoring program focused on outer reef slop and reported a stable coral cover in the north >45% (station îlot Boeny). In contrast, southern stations (Lakana and île aux Nattes) exhibited several coral degradation, with coral cover below <10% and extensive macroalgae colonisation [46]. Earlier surveys reported an overall mean coral cover approximately 35% [47], suggesting a decline potentially linked to anthropogenic pressures and/or natural disturbance, fringing reefs along the eastern having ‘low ecological interest’[36]. But, to date inner reefs and lagoonal habitats have not been specifically investigated. The Asiatic haplotypeof Kappaphycus alvarezii(Cottonii) was introduced into the Western Indian Ocean in the late 1980s and subsequently established in Madagascar due to its high growth rate (4–12% day-1) and the low cost and simplify of cultivation techniques [28,42,48]. Three seaweed farming companies currently operates on Nosy Boraha: Nosy Boraha Seaweed (NBS), Société de Valorisation des Algues (Sovalg), and Madalgue. Theses companies collaborate with 238 local seaweed farmers operating under an entrepreneurial status, each managing around 0.3 ha of farming area. Individual production ranges from 5 to 15 tonnes of fresh seaweed per month, equivalent to 0.5-1.5 tonnes of dry biomass, corresponding to an annual production of 6–18 tonnes of dry seaweed per farmer. In addition to production, theses companies play a central role in structuring the local seaweed farming sector, employing approximately 129 permanent staff and 200–350 seasonal or daily workers. Seaweed farming by NBS and Sovalg relies on the off-bottom cultivation method, which is well suited to very shallow lagoonal environments. NBS farming activities are concentrated in the northern part of the lagoon, where 145 farms are deployed (Fig 9). Each farm comprises six cultivation plots, each containing 100 cultivation lines, subdivided into four compartments of 25 lines. Lines are 11 m long and stocked 100 g ofK. alvareziicuttings. Yield is expressed as harvested biomass per plot (in tonnes). Farms are managed individually, whit one module planted per week (100 lines). A production cycle (planting - harvest) lasts approximately 45 days, allowing about seven cycles per year. The approach combined anthropology, marine ecology and environmental law, defining sustainability as the capacity of seaweed farming to improve local livelihoods while maintaining or enhancing ecosystem conservation. Geomatic tools were used to design the sampling strategy and to locate the main east coast villages involved in the activity (Fig 9). Team composition, stakeholders engagement and integration of findings were identified as key components of the approach. Regular coordination meetings were held to align objectives and terminology, share relevant literature and develop the methodological framework (Table 2). https://doi.org/10.1371/journal.pstr.0000241.t002 An interdisciplinary exploratory lexical analysis was conducted and visualised on word clouds. This was applied to two distinct corpora: (i) ethnographic materials derived from interviews and field observations, and (ii) the discussion section of this article. Prior to analysis, the texts were normalised and filtered to remove stop words, grammatical connectors, and verb forms, retaining only meaning-bearing lexical items (primarily nouns and descriptors). Word frequencies were then computed and visualised using word clouds, with font size proportional to term frequency. This approach does not aim to provide a comprehensive linguistic analysis nor to establish an objective hierarchy of issues, but rather to make visible the frames of meaning through which seaweed aquaculture is articulated, experienced, and discussed by both local actors and researchers. All activities were conducted in accordance with Malagasy cultural, socio-economic and institutional contexts. Prior to participation, all individuals received a clear explanation of the study objectives, procedures, expected benefits, and their rights, including the right to withdraw at any time without consequences. This information was provided during an initial briefing meeting and field campaigns, a verbal informed consent was obtained from all participants before their inclusion in the study. The study was conducted in accordance with the American Anthropological Association (AAA) Statement on Ethics, adhering to core principles of ethical and methodological best practice, including: doing no harm, transparency and honesty in research activities, obtaining informed consent and necessary permissions, balancing ethical obligations to collaborators and affected parties, ensuring accessibility of research results, maintain respectful and ethical professional relationships protecting and preserving research records, please see fully definition in: American Anthropology Association Statement on Ethicshttps://americananthro.org/about/policies/statement-on-ethics/. In addition, explicit permission was obtained from all individuals prior to photographing, audio recording or conducting interviews. All participants approved the publication of images and recordings included in this study. The ethnographic data for this study were collected over eight months (May to December 2024). We apply a qualitative study case in the main seaweed village farmer of Nosy Boraha. First phase consist in the review of tropical seaweed farming studies in the Western Indian Ocean region and specially in Madagascar, archives, decrees, laws, and other unpublished data ‘grey literature, (unpublished literature & institutional documents (non exhaustive list): Plan de Développement de l’Algoculture- Ministry of Agriculture, livestock and fisheries of Madagascar (MAEP), 2021; Report: A. T., Tatangirafeno, S., Rakotonjanahary, F., Tsiresy, G., Mara, E. R., Eeckhaut, I., & Lavitra, T. (2016). Inventaire et étude de faisabilité de sites propices à l’algoculture, l’holothuriculture, la gestion de l’exploitation de poulpes et de crabes dans la Région Atsimo Andrefana; Rapport d’étude, MHSA – PRU (Contrat n° 166/C/PIC2/2016), 357 p; Report: Inventaire et étude de faisabilité des sites propices à l’algoculture dans la région d’Atsimo-Andrefana. Mentionné pour l’équilibre entre régulations coutumières et modernes dans l’accès aux ressources marines, ainsi que pour les recommandations sur la cogestion participative (2020) pp. 3–12). The second phase consisted if in semi-structure interviews, participative and floating observation [49] and discourse analysis using a thick description approach [50]. At the out-set of the study, the research team conducted courtesy visits to villages involved in seaweed aquaculture (Ambodivoanio, Ambodiforaha, Ankobahoba and Ilampy), as well as seaweed processing sites for two companies, Sovalg (Ilampy) and Nosy Boraha Seaweed (Ankobahoba) (Fig 1c,d). These visits aimed to introduce the study, contextualise local practices, and identify where seaweed farmers primarily reside (Fig 1b-d). Based on these visits, Ilampy was selected as the main study site. Then, the Master’s student in Anthropology and the Postdoctoral researcher conducted participant observations and semi-structured interviews with seaweed farmers, stakeholders, company managers and community representatives, in both the local Malagasy dialect spoken on Sainte-Marie Island and French. To deepen the study and better understand the social dynamics linked to the seaweed activity (e.g., labour distribution, gender issues, and daily routines), the Master’s student lived during fourth months with a woman seaweed farmer who lives with her daughter. ‘Tatie Andrea’s’ house is located in Ilampy, near the seaweed conditioning site, allowing convenient access. This immersion allowed the researcher to deeply experience de all-day life, establish relationships with both seaweed farmers and activity managers. All personal and place names are real and were approved by participants for publication (see Ethical Statement). To complement the data collected, a lexical frequency analysis was conducted on interviews (S1 Appendix) and the anthropological results corpus to identify salient concepts in participants’ perceptions of seaweed farming and visualised in word-cloud representation following the procedure principles from qualitative content analysis and lexical ethnography (Fig 2) [51,52]. Three shore-to-barrier reef radials were chosen within the study area (Fig 9): one located in the northern part of NBS exploitation zone (North radial, R1), one in the southern part of the NBS zone (South radial, R2), and one control radial located south of the NBS exploitation area where no seaweed farming occurs (Control radial, R3). Along each radial, three sampling stations (A, B, and C) were established within the lagoon. For the North and South radials, station A was located downstream of the seaweed farms, station B within the farming area, and station C upstream of the farms, closest to the reef crest. The control radial followed the same spatial configuration. Benthic communities along each shore-to-barrier reef transect were assessed using underwater visual censuses following the Line Intercept Transect (LIT) method, in accordance with the Global Coral Reef Monitoring Network protocol [67]. At each sampling station (A, B, and C), three 20 m transects were surveyed, resulting in a total of 27 transects across the study area. Benthic composition was classified into four major biotic and abiotic categories: unconsolidated substrate (sand), live coral, algae, and other benthic components. Additional minor categories were assigned based on the dominant benthic organism present (S4 Appendix). When possible, organisms were identified to genera level (S5 Appendix). Aerial photogrammetric surveys were conducted using uncrewed aerial system (UASs, drone) equipped with RGB sensor (DJI Phantom 4 and DJI Mavic 3), image processing and orthomosaic reconstruction were performed using Agisoft Metashape (v.2.1.2) following the flight and photogrammetric processing parameters described by Urbina-Barreto et al. (2026) [53]. Geographic Information System (GIS) analyses were carried out in QGIS (v. 3.26.3) to define sampling locations, describe the spatial distribution of benthic habitats, characterise current orientation, and quantify the spatial extent of seaweed-farming activities (surface occupancy). Habitat and farming areas were manually delineated as polygons from the orthomosaics. The surface area of each polygon was calculated by GIS command and aggregated to estimate total habitat coverage and the lagoon area occupied by NBS seaweed-farming activities. Habitat maps derived from orthomosaics were validated with field observations, underwater photos/videos, and underwater benthic surveys (LIT). Temperature and salinity were measured in the northern lagoon (near point 1c,Figs 3,9) in July 2024 (winter) and November 2024 (summer) using Aquabox (monthly continue register – NBS systems) and RBR concerto multi parameter sensors (7 days continue register). Hydrodynamic conditions were assessed using surface drifter deployments conducted at high tide near the reef crest, as seawater circulation is primarily driven by incident ocean waves [54]. Drifters consisted of a custom-built system equipped with a portable GPS (Garmin GPSMAP 86i). Each deployment lasted approximately 45 minutes. At each station along all radials, seawater samples were collected in triplicate (n = 3) at low tide and one hour before and after. Samples were used to determine nutrient concentrations (i.e., nitrate, nitrite, ammonium, phosphate, and silicate), pigment concentrations (chlorophyllaand pheopigments), and salinity. Samples for nutrient analyses were filtered either through Millex-HA cellulose ester filters (for silicate analysis) or GF/F glass fibre filters (Whatman) for all other nutrients. Filtered samples were stored in 125 mL Nalgene bottles, or 100 mL Schott bottles for ammonium, kept cool during transport, and subsequently stored at −18°C until analysis, except for silicate samples, which were stored at 4°C. Ammonium concentrations were determined using the manual colorimetric method described by Aminot A (1983) [55], with absorbance measured in 10 cm path-length cuvettes using a UV-1900 spectrophotometer (Shimadzu). Other nutrients were analysed using an AutoAnalyser III (Seal Analytical) following the methods of Treguer and Le Corre (1975) [56], with modifications for phosphate and silicate analysis as described by Aminot and Kerouel (2007) [57]. For pigment analyses, 1 L of seawater was filtered through a 47 mm Whatman GF/F filter (for al other nutrients), and filters were stored at −80°C until analysis. Pigments were extracted in 90% acetone and quantified using a Trilogy fluorimeter (Turner Designs), following protocols recommended by the SOMLIT observation network. Salinity was measured using a Guildline Autosal (OSIL) salinometer. As replication per station was limited (n = 3), no statistical analysis was performed. The reported results therefore represent a point-in-time observations in November 2024. The analysis of the governmental and customary legal framework was primarily based on a review of legal texts, institutional reports, and relevant scientific and grey literature, complemented by online sources and field observations. Particular attention was given to the interaction between national legislation and local customary code (Dina), and to how these regulatory systems are applied within local communities to reconcile the development of blue-economy activities with ecosystem conservation at Nosy Boraha. Data collection was conducted in close collaboration with agents from Groupe de Recherche et d’Échanges Technologiques (GRET) and the Platform of Consultation and Support for the Sustainable Development of Sainte-Marie Island (PCADDISM). GRET staff provided expert testimonies and access to archival materials relevant to local governance and environmental management (GRET post LikedIn:https://www.linkedin.com/posts/gret_tsarakobaby-sainte-marie-mise-en-protection-activity-7425174167563517952-xExR?utm_source=share&utm_medium=member_desktop&rcm=ACoAADNy3wkBqmufPkP3j22zjeCrTBBq_-w_jys. (visited on: 7/02/2026)). Customary laws (Dina) were investigated through a series of meetings and semi-structured interviews with the local population, members of PCADDISM, fishing committee, AVA association, and seaweed workers and coordinators team on conditioning sites. These exchanges provided insights into the role of Dina in marine resource governance, including rules governing the protection of marine areas and the authorisation of economic activities such as seaweed farming and fishing. https://doi.org/10.1371/journal.pstr.0000241.s001 (PDF) https://doi.org/10.1371/journal.pstr.0000241.s002 (PDF) https://doi.org/10.1371/journal.pstr.0000241.s003 (PDF) https://doi.org/10.1371/journal.pstr.0000241.s004 (PDF) https://doi.org/10.1371/journal.pstr.0000241.s005 (PDF) The authors are very grateful to the management of Nosy Boraha Seaweed, in particular Sébastien Jan (Director) and to all staff members: Manon, Ravo, Anthony, JP, Fransicine, Doumé, Jean-Aimé, Joyce- for their kindness and strong involvement in fieldwork activities, without which this research could not have been carried out. Nosy Boraha Seaweed Company co-supported drone surveys funding, manpower, and gave logistical means and all information relevant to the cultivation plots stages, and seaweed aquaculture activity. Special thanks are extended to Telina Minolalaina Randrianary and Kevin CH Andriamanevarivo (Drone Madagascar), Ravo Randriamaroson and Anthony Rakotovao (NBS), and Jerome Mathey (DronoGO) for their assistance and contributions in drone-flights design advice, support, piloting, and aircraft configuration. We are grateful to the inhabitants of Ilampy village and the local communities involved in seaweed aquaculture for their assistance and for sharing testimonies that contributed to our investigations. We also thank, the president of the AVA association, as well as the president and members of PCADDISM, and the fisheries committee, for their support and contribution to the study. We thank the GRET Sainte-Marie team: Mahandry Rakotomovo, Clodio Travouck; Barbara Mathevon; Judicaël Fétiveau, for providing information on local communities and the context related to the creation of the on the Terrestrial and Marine Protected Area, and for their support during meetings with local communities, partners and ministerial representatives. We are also grateful to the PRÎSM association team and Nosy Boraha Diving&Research: Jean Loncle, Tatiana Brouers, Luciano Landry and Senga for their support during outer reef slope sampling and for sharing valuable information on coral reef monitoring in Sainte-Marie. We thank Michael Roleda for his assistance with macroalgae identification and François Guilhaumon for advice on the sampling design and support with data handling. Thanks to Laura Suarez Barrera for advice and suggestions on the ethnographic study. Thanks are extended to the Alliance Française de Sainte-Marie, and to Mme Larissa Edie for providing premises and hosting conditions for the three Master’s students. The authors are also thankful to La Varangue & CetaMada (Kate Dupouy); Rando Sainte-Marie (Agostino) and Oclin for the logistical support during field campaigns. We are grateful to the IRD Madagascar office: Thierry Portafaix (IRD representative), Regine, Hary, Hartinulice, as well as the IRD Réunion office: Laurence Tibère (IRD representative), Florence, Aurelia, Prisca, Evelyne for overall support and administrative management. Photos credits: A.C., R.R.; ONA.RA., M.M. and I.U-B.

Nel porto di Ravenna, anche grazie alla recente Ordinanza sugli accosti della Capitaneria di Porto che tiene conto dei fondali più profondi grazie ai lavori di dragaggio effettuati, nei giorni scorsi è approdata al terminal Bunge la nave bulk carrier Star Sophia, che con una lunghezza di 229 metri (per oltre 32 di larghezza), stabilisce il record storico di carico per lo scalo romagnolo. Lo ha fatto sapere l’Autorità di sistema portuale spiegando che “è il carico più grande che sia mai stato sbarcato nel porto, di circa 53.500 tonnellate di merce”. Il primato, evidentemente, riguarda il segmento merceologico delle rinfuse solide. La stessa port authority ha inoltre fatto sapere che nel mese di aprile 2026, sulla base dei primi dati rilevati dal Port community system, la movimentazione complessiva dello scalo è stimata in circa 2,8 milioni di tonnellate, con un incremento di quasi 700 mila tonnellate (+32%) rispetto allo stesso merse del 2025. L’andamento risulta positivo per la maggior parte delle principali merceologie. In particolare viene evidenziata una crescita significativa degli agroalimentari, sia liquidi (+61,5%) sia solidi (+42,7%), dei concimi (+33,5%), dei prodotti metallurgici (+45,7%), dei materiali da costruzione (+13,2%) e dei prodotti petroliferi (+40,8%). In controtendenza risultano invece i prodotti chimici, in calo sia nella componente liquida (-6,1%) sia in quella solida (-5,1%). Segnali positivi arrivano anche dal traffico dei trailer che registra un aumento del 4,6%, mentre la merce trasportata su trailer cresce del 4,9%. Positivo anche il comparto container, con un incremento del 14,7% nel numero di Teu e del 13,7% nella merce movimentata. Nel periodo gennaio – aprile 2026, la movimentazione complessiva supera i 9,4 milioni di tonnellate, segnando un aumento dell’8,4% rispetto allo stesso periodo del 2025. A livello merceologico, si stimano in crescita gli agroalimentari solidi (+4,7%), i concimi (+18,1%), i prodotti petroliferi (+30,0%) e i materiali da costruzione (+4,1%). Risultano invece in calo gli agroalimentari liquidi (-6,0%), i prodotti chimici liquidi (-30,0%) e i metallurgici (-3,2%). Anche nel quadrimestre risulta positivo il numero dei trailer, in aumento del 4,6%, e la merce su trailer del 7,1%. In crescita anche il traffico containerizzato, con un +3,9% nei Teu e un +4,4% per tonnellate di merce. 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

Partiranno a breve due interventi di adeguamento dei fondali in due scali amministrati dall’Autorità di sistema portuale del mare Adriatico centrale Secondo quanto riferito dall’ente, infatti, sono in corso di affidamento i lavori per lo spostamento dei sedimenti nel porto di Pesaro a vantaggio della marineria peschereccia e il dragaggio del fondale della banchina 22 nel porto di Ancona. “Il quadro economico complessivo dell’intervento, affidato mediante procedura negoziata, ammonta a 322.971 euro, cofinanziato dal Pnrr “Sviluppo logistica per i settori agroalimentare, pesca e acquacoltura, silvicoltura, floricoltura e vivaismo” Next generation Eu. Nella giornata di ieri sono state aperte le offerte economiche arrivate per l’affidamento dei lavori. Una volta completate le verifiche sull’operatore economico, si procederà con l’aggiudicazione dell’intervento che dovrà essere concluso entro il mese di giugno, come previsto dal Pnrr” ha detto l’Adsp senza indicare il nome dell’aggiudicatario. Nel porto di Pesaro, come richiesto dalla Capitaneria di porto di Pesaro e dagli operatori portuali, l’Autorità di sistema portuale procederà con un intervento di livellamento dei fondali, finalizzato al miglioramento delle condizioni di accessibilità e di sicurezza dello scalo. L’attività prevista consiste nello spostamento, all’interno dell’ambito portuale, di circa 6 mila metri cubi di sedimenti. L’intervento interesserà cinque diverse aree interne allo scalo, per una superficie complessiva di circa 17.200 metri quadrati, con l’obiettivo di migliorare le manovre delle unità navali e assicurare una migliore navigabilità, in particolare in corrispondenza dell’imboccatura e delle zone più critiche della darsena interna. I sedimenti saranno prelevati dalle aree individuate e successivamente ricollocati in un’apposita zona interna al porto, situata in prossimità del pennello del molo Nord. Nel porto di Ancona, l’Autorità di sistema portuale effettuerà un intervento di dragaggio di circa 6 mila metri di sedimenti nello specchio acqueo di fronte alla banchina 22. I lavori interesseranno un’area di circa 14.500 metri quadrati. L’attività di dragaggio avrà, in questo caso, lo scopo di raggiungere la quota batimetrica che consentirà l’ormeggio in sicurezza di unità navali con pescaggi fino a 10,20 metri. “Realizziamo due interventi che contribuiranno a migliorare la sicurezza della navigabilità degli scali coinvolti, preludio ad un più incisivo progetto di dragaggio” ha detto Vincenzo Garofalo, Commissario straordinario dell’Autorità di sistema portuale del mare Adriatico centrale. “Una richiesta che, nel porto di Pesaro, ci è stata sollecitata dalla Capitaneria di porto e dagli stessi operatori dello scalo mentre ad Ancona l’intervento contribuirà a migliorare la fruizione di una delle più importanti banchine commerciali”. 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

Giornalisti italiani ed europei alla scoperta dei tesori del mare della natura, dell’archeologia e del gusto PORTO CESAREO – Le meraviglie di Porto Cesareo protagoniste del 76° educational tour per giornalisti organizzato dalla rivista Spiagge, diretta da Carmen Mancarella, in programma dal 5 al 12 maggio. Un viaggio esperienziale che ha portato in Salento redattori e inviati di importanti testate italiane ed europee specializzate in turismo, territori, lifestyle, eventi e cultura. Il gruppo continuerà le sue escursioni per raccontare uno dei territori più affascinanti del Mediterraneo, dove natura incontaminata, biodiversità marina, archeologia, tradizioni e sapori autentici si fondono in un patrimonio unico. Tra le testate presenti figurano National Geographic edizione Polonia, Il Resto del Carlino, Il Giorno e La Nazione del gruppo QN Quotidiani, oltre a numerosi magazine e portali europei di settore come reise.news.de , einfachraus.de , Funken Medien di Berlino, Week End and Morgen Medien Group, House&Hotel Luxury Berlino, tenminutesetravel.com di Bruxelles, viaggiemondo.it di Tenerife, Turismo del Gusto, Web Lombardia, cosabolleinpentola.it , ambienteeuropa.com , insieme alle emittenti radiofoniche CS Radio Canarie Media Group e WNET Varsavia. Oggi 8 maggio, la visita al Museo di Biologia Marina “Pietro Parenzan”, autentico presidio di divulgazione scientifica e memoria del mare, alle spettacolari dune costiere di Porto Cesareo, l’incontro con uno storico pescatore e un emozionante tour in barca tra acque cristalline, fondali ricchi di biodiversità e paesaggi mozzafiato. I giornalisti potranno inoltre conoscere le testimonianze archeologiche del territorio, le eccellenze enogastronomiche locali e i tesori ambientali che rendono Porto Cesareo una delle destinazioni più amate del turismo nazionale e internazionale. L’iniziativa rappresenta una straordinaria opportunità di promozione per il territorio salentino, che sarà raccontato attraverso reportage, servizi, approfondimenti, collegamenti radiofonici e pubblicazioni online diffuse in Italia e in diversi Paesi europei. Al progetto ha aderito il Comune di Porto Cesareo, guidato dalla gestione commissariale, con il supporto del commissario straordinario Emanuela Pellegrino e dei subcommissari Antonio Calignano e Simona Maselli che hanno condiviso l’importanza strategica dell’iniziativa per la valorizzazione e la promozione del territorio e accompagnato i giornalisti nel tour. «Porto Cesareo continua ad affermarsi come destinazione di eccellenza del turismo esperienziale e sostenibile – sottolinea Carmen Mancarella –. I giornalisti avranno modo di vivere un’esperienza autentica tra mare, cultura, natura e tradizioni, diventando ambasciatori di questo straordinario angolo di Puglia nel mondo». Ancora una volta Porto Cesareo si conferma così non solo meta balneare d’eccellenza, ma luogo identitario capace di offrire esperienze autentiche in ogni stagione, grazie alla sua straordinaria ricchezza ambientale, culturale ed enogastronomica. . .

PORTO CESAREO – La tutela e il controllo dei fondali grazie alle nuove tecnologie e all’innovazione al servizio del mare e in questo caso dell’area marina protetta di Porto Cesareo. Il ministero dell’Ambiente e della sicurezza energetica con il supporto scientifico di Ispra, e grazie ai fondi messi a disposizione dal Pnrr (con la misura sulla digitalizzazione delle Aree marine protette), ha dotato il parco marino protetto di Porto Cesareo di una nuova strumentazione tecnologica per il monitoraggio dei fondali marini. Come spiegato dalla gestione dell’area marina si tratta di un avanzatissimo strumento, altamente innovativo dal punto di vista tecnologico, costituito da un veicolo di superficie senza pilota (Usv) Otter, implementato con un sistema multibeam, una tecnologia avanzata di mappatura che utilizza fasci acustici per rilevare e ricostruire con elevata precisione la morfologia dei fondali marini, permettendo di studiare habitat, biodiversità e cambiamenti dell’ambiente sommerso. La nuova tecnologia per il monitoraggio del parco marino In questi giorni, sul litorale cesarino, si sono svolte le attività formative dedicate all’utilizzo della nuova strumentazione, concluse oggi con l’ultima giornata di corso. Hanno partecipato alle attività formative anche rappresentanti delle aree marine protette di Capo Rizzuto, Torre del Cerrano, Torre Guaceto e Isole Tremiti. In una logica di sistema, infatti, lo strumento potrà essere utilizzato in rete per favorire l’implementazione di tali tecnologie e la condivisione dei risultati ottenuti dalla loro applicazione non solo a Porto Cesareo, ma anche nelle altre aree marine protette coinvolte. Le nuove tecnologie permetteranno quindi di migliorare il monitoraggio degli habitat e delle specie marine, analizzare le pressioni sugli ecosistemi e osservare gli effetti dei cambiamenti climatici, contribuendo a una tutela del mare sempre più efficace e consapevole, non solo a Porto Cesareo ma anche negli altri ecosistemi marino-costieri protetti d’Italia. LeccePrima è anche su Whatsapp.Seguici sul nostro canale. LeccePrima è anche su Mobile!Scarical’App per rimanere sempre aggiornato. © Riproduzione riservata

(Porto Cesareo, 09 Mag 26) Con immenso piacere comunichiamo che il Ministero dell'Ambiente e della Sicurezza Energetica (MASE), con il supporto scientifico di ISPRA, grazie ai fondi del PNRR – Digitalizzazione delle Aree Marine Protette, ha dotato l'Area Marina Protetta Porto Cesareo di una nuova strumentazione tecnologica per il monitoraggio dei fondali marini. L'avanzatissimo strumento, altamente innovativo dal punto di vista tecnologico, è costituito da un veicolo di superficie senza pilota (USV) Otter implementato con un sistema Multibeam, una tecnologia avanzata di mappatura che utilizza fasci acustici per rilevare e ricostruire con elevata precisione la morfologia dei fondali marini, permettendo di studiare habitat, biodiversità e cambiamenti dell'ambiente sommerso. Durante questi giorni, a Porto Cesareo, si sono svolte le attività formative dedicate all'utilizzo della nuova strumentazione, concluse oggi con l'ultima giornata di corso. Hanno partecipato alle attività formative anche rappresentanti di: - AMP Capo Rizzuto - AMP Torre del Cerrano - AMP Torre Guaceto - AMP Porto Cesareo - AMP Isole Tremiti In una logica di sistema, infatti, lo strumento potrà essere utilizzato in rete per favorire l'implementazione di tali tecnologie e la condivisione dei risultati ottenuti dalla loro applicazione non solo a Porto Cesareo, ma anche nelle altre Aree Marine Protette coinvolte. Le nuove tecnologie permetteranno quindi di migliorare il monitoraggio degli habitat e delle specie marine, analizzare le pressioni sugli ecosistemi e osservare gli effetti dei cambiamenti climatici, contribuendo a una tutela del mare sempre più efficace e consapevole, non solo a Porto Cesareo ma anche negli altri ecosistemi marino-costieri protetti d'Italia

VENEZIA - Cinque domande legate al porto e quaranta minuti a testa per rispondere. Il timer è stato attivato prima per il candidato sindaco del centrosinistra Andrea Martella (con l'avversario tra il pubblico ad ascoltare) poi per il candidato sindaco del centrodestra Simone Venturini che non ha risparmiato stoccate su quanto appena sentito (con il rivale assente). A "interrogare" i due Davide Calderan presidente di Venice Port Community che aveva chiesto il confronto sul futuro del porto di Venezia-Marghera a breve e lungo termine, sui quattro progetti che riguardano l'isola delle Tresse 2, la manutenzione del canale Malamocco-Marghera, il nuovo terminal crociere nel Canale Nord-sponda Nord, lo scavo del Vittorio Emanuele per portarlo a un pescaggio di 9 metri, inferiore rispetto agli 11,5 originali, e infine su gestione del Mose legata all'operatività portuale. Una realtà, quella del porto, con 26.000 lavoratori e 1.400 aziende. Il format nella sede di Confindustria Veneto Est con il vicepresidente Mirco Viotto, delegato per il territorio di Venezia. Aggiunti quindi approfondimenti su Zone logistiche semplificate (Zls), attrattività del territorio e gestione del turismo. Nessuna interlocuzione e domanda dal pubblico: presenti 150 persone con esponenti di 40 aziende che hanno partecipato con applausi alle risposte di Venturini e in silenzio alle illustrazioni di Martella. ZLS Martella ne rivendica la "paternità" da sottosegretario del governo: «Creata su mia iniziativa trasformando le Zes in Zls anche per le zone industriali a Nord del Paese». Parla di necessità di ulteriore programmazione e sviluppo: «Servono garanzie triennali sul finanziamento da parte del governo e si può valutare di abbassare la soglia di investimento per aver accesso al contributo in modo che possano agevolare anche gli artigiani». Sulle attività da attrarre: «Idrogeno, logistica e green economy. Marghera deve diventare sede di innovazione, ho già proposto un centro internazionale per l'intelligenza artificiale». Venturini sulle Zls ricorda «il grande lavoro fatto da Confindustria e Regione Veneto, a fronte di chi ne rivendica la paternità, qui i padri sono stati molti». Il primo obiettivo «chiedere al governo finanziamenti con una prospettiva lunga, perché gli imprenditori hanno bisogno di certezze». Tutela di quanto c'è, «non bisogna far chiudere le attività presenti a porto Marghera e attivare tutte le azioni di salvaguardia del porto, perché se non arrivano navi il porto chiude». PORTO I due candidati su un punto concordano, entrambi si occuperanno del porto in prima persona. Diverse le posizioni sui quattro progetti sul tavolo: l'isola delle Tresse per la raccolta dei sedimenti che ha già ottenuto l'ok dalla commissione Via, di seguito il nuovo terminal crociere sul canale Nord, la manutenzione dei canali Malamocco-Marghera e Vittorio Emanuele ancora in attesa di Via. Martella insiste sul mantenere una visione unitaria e di equilibrio che non contrapponga l'attività del porto alla tutela della laguna «si rischia di arrivare all'aut aut come è successo per le grandi navi». Esordisce dicendo «non sono un venditore di tappeti nel confronto di chi parla di porto aperto o chiuso (con riferimento a Venturini), sul porto non si fa propaganda, ma chiarezza». Rilancia il progetto del porto off-shore: «Le alzate sempre più frequenti del Mose, i cambiamenti climatici, gli innalzamenti dei mari ci impongono di guardare in prospettiva. Dobbiamo pensare al post-Mose e non abbandonare il progetto del porto off-shore. Ora vediamo come va il concorso di idee e se non dovesse andare bene ci si mette attorno a un tavolo perché il futuro si costruisce oggi». Detto questo i quattro progetti per rendere operativo il porto «serviranno come fase di transizione e non dovranno diventare definitivi». Quanto all'attesa della Via ricorda che «la commissione ha avanzato delle prescrizioni e come Comune faremo in modo che vengano rispettate, se le valutazioni d'impatto ambientale saranno positive si procederà. Rifiuto le semplificazioni, il porto è fondamentale per la città». Esordisce con una citazione dal Vangelo Venturini: «Dici sì-sì, no-no e le parole in più sono del diavolo» in riferimento ai 15 minuti di intervento di Martella. «Per me sono cinque sì - in riferimento alle domande di Vpc - non si può temporeggiare e dire deciderà la Via. Io sono pronto ad andare a Roma insieme agli operatori per sbloccare i nodi burocratici e difendere la piena funzionalità del porto». Ricorda il programma del centrosinistra sul porto: «Da una parte c'è chi frena lo sviluppo e dice solo "no" alle opere necessarie, dall'altra ci siamo noi, che consideriamo il porto una risorsa strategica da far crescere, perché il lavoro va difeso senza ambiguità». MOSE Martella ricorda come nel 2020 si è impegnato per istituire l'Autorità per la laguna e considera quello di Venezia «un porto regolato» che coinvolga autorità portuale, ma anche operatori e enti locali. In riferimento all'attivazione del More «bisogna proteggere la città e l'operatività del porto». Venturini: «Diciamo grazie che il Mose c'è e grazie a chi in questi anni ha spinto per realizzarlo. Non dimentichiamo che pezzi della coalizione di Martella sventolavano la bandiera no Mose e oggi si propongono come alternativa alla città. Ora bisogna risolvere i problemi legati alla funzionalità portuale, migliorare gli avvisi alla cittadinanza, innalzare le rive e impermeabilizzare piazza San Marco». E quanto al Mose «ridurre le tre ore necessarie per l'attivazione delle barriere, penalizzanti per le navi e provare ad alzarlo in solo due bocche di porto, lasciando libera quella di Malamocco».

Cetaceans face a multitude of well-recognised anthropogenic threats, many of which can be attributed to the activities of marine vessels that are increasing in number throughout the world’s oceans. This study applies a systematic map methodology to better understand the current state of knowledge on vessel impacts to cetaceans, and to identify data gaps relating to specific geographies, vessel types and species. Literature searches were undertaken in January 2023 using three databases (Scopus, Web of Science, ProQuest), yielding 28,452 results. After duplicate removal and title, abstract and full-text screening, 568 documents were included in this review, resulting in 661 records of empirical evidence being extracted for further analysis. These records highlighted a focus on certain species (bottlenose dolphins (n = 133) and humpback whales (n = 89)) and vessel types (e.g., eco-tourism boats (n = 145)), and the majority of records were from North American waters (n = 274). There was also limited evidence demonstrating impacts of vessels for entire groups of species including porpoises (n = 21) and beaked whales (n = 22). Given the global distribution of marine mammals and vessels, there were few published records available for African waters and international waters. However, for 41.4% of the records it was not possible to classify the type(s) of vessels represented. Therefore, greater clarity and recognition of the heterogeneity of vessels and their associated impacts would both help improve our understanding of potential knowledge gaps and, importantly, help refine our ability to holistically evaluate and assess the risk(s) maritime traffic poses to cetaceans. Citation:Ferrari V, Hague E, Sciberras M, Alexander KA, O’Hara PD, McWhinnie L (2026) Exploring the evidence of direct threats to cetaceans from maritime vessels: A systematic map. PLoS One 21(5): e0348502. https://doi.org/10.1371/journal.pone.0348502 Editor:Vitor Hugo Rodrigues Paiva, MARE – Marine and Environmental Sciences Centre, PORTUGAL Received:November 6, 2025;Accepted:April 16, 2026;Published:May 7, 2026 Copyright:© 2026 Ferrari et al. This is an open access article distributed under the terms of theCreative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original author and source are credited. Data Availability:All relevant data are within the paper and itsSupporting Informationfiles. Funding:The author(s) received no specific funding for this work. Competing interests:The authors have declared that no competing interests exist. Maritime vessel traffic is now recognised as a pervasive and intensifying source of anthropogenic stressors across the world’s oceans [1]. For the past few decades, marine transportation has undergone continuous increasing growth in terms of the number of vessels at sea, but also in relation to the size of vessels and their propulsion capabilities [2–4]. The International Chamber of Shipping documented that commercial shipping (at least 100 gross tons) now accounts for 105,500 vessels, amounting to around 85% of trade occurring globally [2]. This number is projected to increase in the future [2] as globalisation and demands for international trade continue to grow and more proposals for new shipping routes are being discussed [5,6]. Non-commercial traffic in coastal areas has also increased significantly in recent decades driven in part by coastal developments, maritime industries (e.g., fishing) and an increase in recreational boating and tourism [7,8]. Many coastal zones have undergone rapid economic expansion due to Blue Growth policies, resulting in a surge in vessel activity ranging from larger commercial cruise ships, to industrial operations and maintenance vessels, to small private boats [9–11]. This growth in maritime activity has also resulted in an increased awareness of the resultant pressures vessels can place on marine environments including various forms of noise, air and water pollution, as well as collision with marine megafauna [12–23]. The widespread and diverse nature of vessel activities means that these potential impacts are not just confined to inshore industrial regions but also extend to remote, vulnerable and/or protected areas. And this is only likely to increase further as Blue Economy industries move offshore. Furthermore, the potential environmental impacts of vessel traffic may be exacerbated by other phenomena such as climate change and biodiversity loss, or amplified due to cumulative or co-occurring stressors, leading to complex and often poorly understood ecological consequences [24–27]. Although often considered to be a more cost-efficient, safe and ‘greener’ form of travel and transportation [28,29], vessel activity can result in notable environmental impacts, such as increased noise, chemical and air pollution, introduction of non-native species, disturbance to seabeds and benthic communities, collision with marine megafauna (including penguins, turtles, pinnipeds, sharks, sirenians and cetaceans) [30–32]. Indeed, many pressures now recognised in marine and coastal habitats can either be directly or indirectly attributed to vessels [33,34]. A broad range of threats have been connected to maritime traffic, and subsequently documented for many marine species but cetaceans as a group have been identified as being particularly vulnerable to direct threats from the vessels themselves such as: underwater noise [13,35–44], discharges and contaminants [17,45,46], and vessel strikes [14–16,18,20–22,47–55]. In addition, there is a large body of evidence showing that activities associated with different vessel types such as pile driving, seismic surveys, sonar, dredging and fishing gear can also have a negative impact on cetaceans (e.g., displacements from core habitats, changes in vocalization, masking and entanglement) [35,56–64]. These ‘secondary’ impacts are often considered in environmental assessments, while impacts that are directly related to the vessels themselves can sometimes be overlooked as a contributing stressor [65–70]. While direct interaction between cetaceans and vessels may be localized, the wider ecological impacts are often experienced and measured elsewhere. For example, although vessel strikes occur at the specific location of the vessel [71], demographic changes, declines in population and ecosystem consequences are manifested and detected far from the site of collision [72–75]. And other vessel-related threats (like underwater noise generated by vessels) have a much broader spatial footprint, with the potential to affect cetaceans over greater distances, with the magnitude of responses depending on species sensitivity, habitat characteristics, and source levels [76–78]. For example, humpback whales reduced the number of vocalizations when vessel traffic passed within 1.2 km away from the animal [79], Blainville’s beaked whales (Mesoplodont densirostris) altered their feeding behaviour in response to vessel noise up to distances of 5 km [35], and harbour porpoises (Phocoena phocoena) showed avoidance responses up to 4 km away from construction-related vessels [80]. These behavioural changes in response to increased noise levels have also been documented for repeated or prolonged periods of vessel exposure [81,82]. Individuals that are disturbed or have interactions with vessels will potentially alter their behaviour or have a physiological response to the encounter. Behavioural responses generally include changes in behavioural state (e.g., from resting or foraging to travelling; [83–87]), in swimming patterns (e.g., more “erratic” travelling direction, increased speed, changes in breathing intervals and diving behaviour; [88–95]) and in group cohesion [96,97]. Vessel noise has also been shown to result in changes in vocal behaviour including modification of the frequency range used and the rate of vocalization, with instances where animals even stopped vocalising altogether [39,98–104]. Introduction of vessel noise also has the potential to result in acoustic masking for some species that vocalise in similar frequency ranges as the vessels, which can affect their ability to communicate and navigate effectively [105–110]. Vessels can also have direct physical impacts: physiological responses have been documented during exposure to noise and disturbance [65,111–115], and a number of vessel types have been evidenced to cause both lethal and sub-lethal injuries to cetaceans as a result of vessel strikes [15,47,51,54,74,116–120]. Evaluating the potential severity of vessel impacts or risk they pose to cetaceans is complex. Cetaceans spend much of their time submerged, while many research approaches gather evidence of impacts from visible changes in above-water physical behaviour [12] or injuries [121], and tend to focus on acute, short-term effects that are generally more readily observed. Therefore we have less of a grasp of the long-term chronic impacts resulting from vessels [12]. Similarly, while there is increasing evidence of the impacts of vessels on individual cetaceans, the potential population-level implications are less well understood [122,123], though vessels have now been documented to contribute to declines in population size, changes in distribution, and even long-term displacement from key habitats for some species [32,100,124–133]. Growth in marine traffic has fundamentally led to an increase in the spatial and temporal overlap, or co-occurrence, between vessels and cetaceans, and consequently resulted in conservation challenges for several populations [134,135]. Those species that inhabit productive coastal areas and shelf seas would appear to be particularly vulnerable as they coincide with some of the world’s busiest shipping corridors, fisheries, energy infrastructure and tourist areas [136–140]. However, the potential for chronic or acute impacts will vary depending on the stressor being considered, i.e., vessel noise can affect the recipient over different distances while strike risk is dependent on direct co-occurrence. The length of exposure to the stressor will also elevate the risk of impact and its potential severity, for example responses such as habitat displacement [141,142], behavioural change [60,143] and temporary (or permanent) threshold shifts [144] have all been shown to be influenced by the frequency and duration of exposure. Recent advances in technologies such as passive acoustic monitoring (PAM) and remote sensing (Automatic Identification Systems (AIS) data) have advanced our understanding and ability to evaluate and in some cases mitigate the threats posed by vessels [15]. For many species and sea areas, improved data capture capabilities have increased our capacity to assess the risks posed by vessels, e.g., through calculating listening space reductions [145] or identifying areas of heightened collision risk [21,146]. This has given rise to many studies that model and predict vessel impacts, which can be used to support empirical studies or management and mitigation efforts. Previous reviews have focussed on describing the effects of specific type of impact [147] or quantifying evidence available for a particular species or group of recipient species [12], vessel type or activity [12,32], or defined geographic areas [148]. Few, however, have taken a holistic approach, assessing global literature on marine vessel impacts across all vessel types and cetacean species. This study aims to, for the first time, synthesise the currently available evidence for all marine cetaceans, all vessel types and all geographies, allowing for a fuller understanding of this issue. Given the large and highly varied body of literature on this topic, a systematic map was used, over a more extensive literature review, in order to better highlight knowledge gaps and quantify the spatial distribution of the evidence. In particular, with this study, we asked the following questions: This study adopted a systematic map protocol, summarised below and guided by the Collaboration for Environmental Evidence Guidelines and Standards for Evidence Synthesis [149] and Preferred Reporting Items for Systematic Reviews and Meta-Analyses (PRISMA) protocol [150]. Search terms were chosen to target marine cetacean species and different types of maritime vessels, and were combined into search strings, using appropriate database-specific syntax. Searches were conducted on 31stJanuary 2023 in the following bibliographic databases: Scopus and Web of Science for peer-reviewed publications, and ProQuest for peer-reviewed and grey literature (search strings and number of documents found per database are provided in S1 Table inS1 Appendix). Only documents in English were included. Eligibility criteria were developed based on the PICO/PECO elements described below: In addition, only studies presenting new data were included (either empirical studies or reviews of previous data with new evidence provided). Both field-based observations or experiments (e.g., controlled exposure experiments) and modelled or simulated responses were considered eligible as long as an impact was assessed. Studies where spatial overlap between cetacean and vessel distribution is reported but no measure of impact is presented were excluded. Results from all the bibliographic database searches were imported into the systematic review application “Rayyan” [151] for the screening process. The initial search resulted in a total of 28,452 documents (Fig 1). The “Duplicate Detection” function in Rayyan was used to identify duplicate records, which were then manually inspected for confirmation, resulting in a final 13,729 reports that underwent the screening process. Documents were first screened by title and abstract only, following the aforementioned eligibility criteria; uncertain documents were also forwarded to allow decision at the full-text screening stage. 999 documents were accepted for title-abstract screening. Of these, 110 could not be accessed or located, a further 2 were identified as duplicates and 319 were excluded after reading the full-text. This resulted in a final number of 568 documents included in this systematic map (Fig 1). https://doi.org/10.1371/journal.pone.0348502.g001 To test the clarity of the eligibility criteria, one reviewer screened all 13,729 abstracts, while a second reviewer screened only a subset (2,125, or 15%). The two processes were carried out independently and decisions were compared afterwards. There was a high rate of agreement between the two reviewers, with only 0.6% (n = 12) of conflicting decisions. All 568 included documents were manually processed by the main reviewer to compile the relevant information into a single Excel database. This included: World continent and EEZ layers obtained under CC BY 4.0 license from Natural Earth [152] and MarineRegions.org [153]. World continent and EEZ layers obtained under CC BY 4.0 license from Natural Earth [152] and MarineRegions.org [153]. https://doi.org/10.1371/journal.pone.0348502.g002 https://doi.org/10.1371/journal.pone.0348502.t001 For the purpose of this review, the publications that were screened (peer-reviewed paper, thesis, report, etc.) are hereafter referred to as “documents”. From each document, a new “record” was extracted for each species-stressor-country combination addressed, meaning that a single document often resulted in multiple records. From the 568 included documents, 919 records were extracted and summarized in this systematic map. The majority of the evidence identified by this systematic map involved empirical records (n = 661, or 71.9%) rather than predictive studies (n = 258, or 28.1%), and this was the case for all species groupings and vessel categories with the exception of commercial cargo and passenger vessels, for which only 41% of the records were of empirical nature (S1 Fig inS1 Appendix). The majority of all the records (87.8%) also reported one (or more) response(s) to the impacts from marine vessels (S2 Fig inS1 Appendix). The results hereafter will only present empirical records, the data for predictive records can be reviewed in the Supplementary Material (S7-9 Tables and S1,2,4,5 Figs inS1 Appendix). These are presented separately as they represent different types of evidence: empirical observations of a response as opposed to speculated, modelled outcomes. Most (552 out of 661) empirical records analysed were sourced from peer-reviewed publications (Fig 3). The remaining 109 records comprised of Master’s or PhD thesis (n = 63), technical reports (n = 26) and conference proceedings (n = 19). There was also a single magazine article that contributed to the evidence synthesised. https://doi.org/10.1371/journal.pone.0348502.g003 The earliest online record was published in 1981, however it should be noted that the availability of digital documents was notably low until the early 2000s, with an average of only 3–4 records per year before 2000, rising to about 15 per year in the following decade, and exceeding 30 annually after 2010 (Fig 3). In terms of the spatial distribution of these records, the majority were documented within the Exclusive Economic Zones (EEZs) of North American countries (n = 274), followed by countries of the European continent (n = 113), Oceania (n = 81), Asia (n = 67), South America (n = 60), Africa (n = 29) and Antarctica (n = 4) (Fig 4). There were relatively few records that took place within international waters (n = 10). For the remaining 23 (3.4%) records, the exact location of the study could not be attributed to a particular geographic area. https://doi.org/10.1371/journal.pone.0348502.g004 Empirical records of vessel impact(s) were found for all Balaenidae (4), Eschrichtiidae (1). Neobalaenidae (1), Monodontidae (2), Physeteridae (1) and Kogidae (2) species and the majority of Delphinidae (28 out of 36) and Balaenopteridae (8 out of 10) species. However, less than half of porpoises (Phocoenidae; 3 out of 7) and beaked whales (Ziphiidae; 7 out of 24) had any reported empirical evidence of vessel impacts, and no records were found for the Franciscana dolphin (family Pontoporidae) (S3 Fig inS1 Appendix). The majority (46.4%) of records documenting vessel impacts involved species from the Delphinidae family (n = 307), followed by Balaenopteridae (n = 175), while much fewer records were found for the other families (less than 50 each) (S1a Fig inS1 Appendix). Only 1% (n = 8) of the records were more broadly classified as “cetaceans” due to the lack of further taxonomic details. Within each family, records were not evenly distributed between species (S3 Table inS1 Appendix). For the Balaenidae and Balaenopteridae families most records of vessel impacts involved, respectively, Northern Atlantic (Eubalaena glacialis; 17 out of 46) and Southern Right whales (E. australis; 18 out of 46), and humpback whales (Megaptera novaeangliae; 89 out of 175), while for Delphinidae the majority of records were attributed to bottlenose dolphins (Tursiopssp., 133 out of 307) and killer whales (Orcinus orca; 24 out of 307). For the family Monodontidae, records on beluga (Delphinapterus leucas; 15 out of 18) were 5 times more abundant than on narwhals (Monodon monoceros; 3 out of 18), and similarly, for the Kogiidae, pygmy sperm whales (Kogia breviceps; 6 out of 8) held triple the number of records than dwarf sperm whales (K. sima). Porpoise (Phocoenidae) records were dominated by a single species: harbour porpoise (Phocoena phocoena; 18 out of 21). Beaked whale (Ziphiidae) records on vessel impacts were limited, with the most evidence obtained for goose-beaked whales (Ziphius cavirostris; 9 out of 22) and only 1 or 2 for the other six species for which records were found. The number of records attributed to different families over time reflects the same publication trends shown inFig 3, with fewer online documents prior to 2000 and a notable increase after 2010 (S4a Table inS1 Appendix). By contrast, the number of species studied showed a more gradual increase for most families (S4c Table inS1 Appendix). Spatial trends in records are more challenging to interpret, for reasons discussed later. However, it is possible to discern that evidence of vessel impacts on baleen whales (Balaenidae, Balaenopteridae, Eschrichtiidae, Neobalaenidae), delphinids (Delphinidae and Monodontidae) and Physeteridae has been documented in all (or most) marine areas covered by the distribution ranges of those species. Records for Kogiidae was available only for Europe, North America and Asia, while there were no records of empirical evidence of vessel impacts on porpoises (Phocoenidae) and beaked whales (Ziphiidae) from South America, Oceania, Africa, Antarctica and international waters (S4b Table inS1 Appendix). Almost half (317 out of 661) did not specify the vessel type involved. For the remaining 344 records, recreational vessels were most abundant (n = 209), followed by support survey and government (SSG) vessels (n = 55), commercial cargo and passenger (C&P) vessels (n = 41) and fishing vessels (n = 39) (S1b Fig inS1 Appendix). Records indicating impacts from unspecified vessel types were found from all decades and steadily increased after 2000, to the point of taking up 59% of empirical records in the period between 2020 and 2023 (S5a Table inS1 Appendix). Records with unspecified vessel types are distributed across all continents, particularly in North America (152 out of 274) and Europe (68 out of 120) (S5b Table inS1 Appendix). For 220 of the records where no vessel type was specified, no assumption could be made about the size of the vessel involved, due to the data being related to stranding events or scarring on the animals’ body (n = 152), or from being obtained from locations where vessels of various sizes and types were likely to have been operating (n = 68). Of the remaining evidence, the majority involved large vessels (n = 61) as opposed to small ones (n = 36). Records from large unspecified ships and other unclassified vessels focused mainly on impacts to Balaenopteridae species (n = 27 and 66, respectively) and those from small unspecified vessels were mostly related to Delphinidae species (n = 28), while comparatively few documented impacts on Physeteridae and Kogiidae sperm whales, beaked whales and porpoises (respectively n = 17, 7, 14 and 11 across all unspecified vessel categories) (Fig 5). In terms of species specifics, the records predominantly involved humpback whales (n = 44), bottlenose dolphins (n = 42), and sperm whales (Physeter macrocephalus, n = 17) (S6 Table inS1 Appendix). https://doi.org/10.1371/journal.pone.0348502.g005 A substantial number of records related to recreational vessels were published after 2010, with a minimal number (n = 9) published before 2000 (S5a Table inS1 Appendix). Among these records, 69.4% (n = 145) corresponded to eco-tourism vessels, 24.8% (n = 52) to motorboats, 4.8% (n = 10) to sailing vessels, and only 1% (n = 2) to jet skis (Fig 6). Impacts from motorboats and eco-tourism vessels have been documented in all marine areas except Antarctica. Conversely, records focusing specifically on jet ski impacts have been found only in North America and Oceania (S5b Table inS1 Appendix). https://doi.org/10.1371/journal.pone.0348502.g006 Overall, recreational vessels have been primarily studied in relation to Delphinidae (n = 125) and Balaenopteridae (n = 47) species, while much less evidence was available for Phocoenidae, Kogiidae and Ziphiidae (two records each family) (Fig 6). However, the distribution of records varies across different vessel types (S6 Table inS1 Appendix). Eco-tourism vessels were associated with all cetacean families except porpoises and Neobalaenidae, but in particular bottlenose dolphins (n = 40) and humpback whales (n = 30). By contrast, impacts from recreational motorboats have only been recorded for baleen whales (Balaenidae, Balaenopteridae and Eschrichtiidae), delphinids (Delphinidae and Monodontidae), and porpoises (Phocoenidae), and sailing vessels only for Balaenopteridae, Eschrichtiidae, Delphinidae and Physeteridae. Published records evidencing impacts from jet-ski were limited (n = 2): a collision event with a common dolphin (Delphinus delphis) [154] and avoidance responses from bottlenose dolphins [155] (S6 Table inS1 Appendix). The temporal distribution of records varies across SSG vessel types: for most, evidence of impacts only begins to emerge from the year 2000 onwards, with the exception of icebreaker vessels, whose records are concentrated in the 1980s and 1990s (S5a Table inS1 Appendix). Impacts from cetacean research vessels have been studied in most sea areas, however evidence for other SSG vessel types was typically limited to only one or two regions, with a notable absence of records from African waters (S5b Table inS1 Appendix). 61.8% (34 out of 55) of SSG records involved cetacean research vessels, while a far smaller proportion provided evidence from seismic and icebreaker vessels (n = 7 each), supply vessels (n = 6), and tugs (n = 1) (Fig 7). https://doi.org/10.1371/journal.pone.0348502.g007 Impacts attributed to SSG vessels have predominantly been documented for Delphinidae species (n = 25), with far fewer records for the other families (less than 10 each) (Fig 7). Despite the notable diversity of vessel types included in this category, there were relatively few records (n = 55) that reported interactions between SSG vessels and cetaceans. Often there was only one record evidencing impacts from a specific vessel type within this category on a singular species (e.g., effects of supply vessels on harbour porpoises), with some notable exceptions (S6 Table inS1 Appendix): - disturbance from seismic vessels on bowhead (Balaena mysticetus; n = 3 [156–158]) and humpback whales (n = 4 [159–162]); - effects on noise from icebreakers on beluga (n = 3 [163,164]); - disturbance from cetacean survey vessels on bottlenose dolphins (4 [165–168]) and sperm whale (n = 6 [165,169–172]). Evidence of cetacean impacts from commercial cargo and passenger vessels is greatest between 2010–2019, with only four records published before 2000 (S5a Table inS1 Appendix). Records for vessels specifically identified as commercial goods vessels and ferries could be found across most sea areas, while evidence of impacts for tankers and cruise ships was restricted to Europe and North and South America (S5b Table inS1 Appendix). It is important to note that some of these vessels were likely captured as part of the “large unspecified” and “other unspecified” vessels (mentioned in section 3.3.1.). 63.4% (26 out of 41) of the C&P vessels records referred to cargo traffic (in particular goods vessels, n = 16), while the remaining 36.6% (15 out of 41) was passenger traffic (notably ferries, n = 11) (Fig 8). https://doi.org/10.1371/journal.pone.0348502.g008 Most records involving C&P vessels considered their impacts on Balaenopteridae species (n = 16), followed by the Delphinidae (n = 15) (Fig 8), and these records were dominated by three species: bottlenose dolphins (n = 7), blue whales (Balaenoptera musculus; n = 5) and humpback whales (n = 4) (S6 Table inS1 Appendix). This review identified no specific records of C&P vessels directly impacting sperm whales (Physeteridae and Kogiidae) and only four records for beaked whales (Ziphiidae) and porpoises (Phocoenidae) (Fig 8). The only beaked whale record evidences a collision between a ferry (hydrofoil) and a Stejneger’s beaked whale (Mesoplodon stejnegeri) in Japan [173], while the three porpoise records all involved harbour porpoises responding to noise or disturbance from commercial cargo vessels or ferries [174–176] (S6 Table inS1 Appendix). Before 2000, there were no records related to the impacts of fishing vessels (S5a Table inS1 Appendix). Evidence of impacts is available for all marine areas except Antarctica, with most records originating from North America (n = 12), Europe (n = 9), and Asia (n = 7) (S5b Table inS1 Appendix). Most records (25 out of 39) associated with fishing vessels involved almost exclusively Delphinidae species, particularly bottlenose dolphins (Fig 9; S6 Table inS1 Appendix). Only 7 records were found for baleen whales (3 for humpback, 2 for southern right, 1 for minke whales (Balaenoptera acutorostrata) and 1 for an unidentified baleen species), while minimal evidence was available for porpoises (2 records on harbour porpoise) and beaked whales (2 records on goose-beaked whale and 2 for an unidentified beaked whale species). No impacts involving fishing vessels were reported for Physeteridae or Kogiidae species. https://doi.org/10.1371/journal.pone.0348502.g009 This systematic map highlights that, despite a significant volume of publications that consider maritime vessels and cetaceans, a comparatively smaller proportion (50%) of the literature reports on the direct impacts (e.g., vessel strike or disturbance associated with vessel presence or approach) that different vessel types can have on different groups of cetaceans. Importantly, the published knowledge identified in this review is unevenly distributed across species and vessel type(s). Despite this, a number of important findings have been identified. The results show an increasing amount of published evidence over the decades, in particular after 2000. This is likely due to a growing interest in charismatic megafauna and awareness of the potential effects that anthropogenic activities as a whole can have on the environment [177], as well as higher availability of online digital documents and reduced barriers in the publication process [178,179]. Spatial trends are more difficult to infer. Larger regions may hold a higher number of records partly because of their size, and not necessarily only because of differences in research effort. Similarly, vessels may be unevenly distributed between marine regions, but accurate estimates on the number and types of vessels operating in each area are lacking, as the current reporting system appears to focus more on the country of registration rather than place of operation [2]. However, information on cetacean presence is more readily available and numbers are indeed comparable between the marine regions as defined for this systematic map (45-54 species, [180]). The results can therefore help shed light on possible geographical disparities in the research effort on vessel impacts, with most of the evidence being gathered in North American or European waters and far fewer records documenting impacts in international waters or other marine areas. This could be partially explained by the fact that this study reviewed only documents written in English: certain document types (like technical reports, thesis or grey literature) will likely be published in the country’s main language and not always translated into English, which may have resulted in records from non-English speaking areas being under-represented in the results. Other factors that may have played a role in the geographical differences in the evidence base include the dominance of the Western scientific paradigm in research, funding availability, policy and conservation obligations, as well as challenges associated with surveying expansive or remote areas [181]. The observed variability in research outputs could also reflect a global disparity in monitoring capacity [182]. Countries with greater access to information gathering technologies (e.g., dense/accessible AIS coverage, established Passive Acoustic Monitoring (PAM) networks, repositories of satellite imagery or the capacity to task satellite time, and long-term, funded, research programmes) are better equipped to generate empirical evidence, whereas regions with limited resources or a lack of established research infrastructure may struggle to implement comprehensive monitoring programs, leading to significant knowledge gaps concerning local cetacean populations and the potential impacts of maritime vessels [183–185]. Areas with greater evidence (e.g., North American/European waters) are also where management tools, such as those implemented by the International Maritime Organization (IMO), including traffic separation schemes and areas to be avoided, or by local port and harbour authorities, such as seasonal or dynamic vessel speed regulations, and emissions/noise controls, are most frequently trialled or implemented [186–188]. In addition, the presence of regulatory frameworks in high‑income countries (such as EU Habitats and Birds Directives, the Natura 2000 network or the U.S. Marine Mammal Protection Act) have directly stimulated investment in cetacean monitoring and research [189–192], whereas in regions of the global South, weaker implementation capacity and competing development priorities have limited sustained cetacean research despite legal protections [193]. All these differences could create a feedback loop where management policies and regulatory frameworks reflect monitoring capacity rather than true need based on impact risk, underscoring the importance of international cooperation for targeted capacity building and technology transfer [194–196]. Lastly, there may be other safety obstacles (such as piracy) that could hinder research and possibly affect the number of other maritime vessels on the water, especially in the global South [197,198]. It’s finally important to note that in this systematic map a “central location” was chosen to indicate where the research has been conducted, as often the information on the full extent of the study area was missing or unclear, and it could vary the different types of impacts being studied. While this standardised approach allowed to place a study within the respective marine region, it does not allow to discern finer scale patterns within these regions or where the exact study locations are in relation to high vessel traffic areas. The disparity in records between groups and individual species may be explained by a variety of factors including but not limited to: the number of species associated with each group, their geographic range and habitat preferences, their ecology, their sensitivity to particular vessel threats and their overall conservation status. To start, species with a cosmopolitan distribution (e.g., humpback whales, bottlenose dolphins) are more likely to be the subject of multiple studies on similar topics across their whole range, as opposed to species found in unique areas (e.g., finless porpoises) [199,200]. Species exhibiting preferences for coastal habitats and/or shallower waters are generally easier and less costly to study than those in offshore waters [201]. As a result, they are more likely to generate a higher number of records, a trend that may be further amplified by the typically high levels of vessel traffic in these areas, particularly near port and harbour entrances. Several species that inhabit heavy traffic coastal areas have impacts from vessels recognized as a primary threat to their conservation status, like in the case of North Atlantic Right whales [202], St. Lawrence Estuary belugas [203], Southern Resident killer whales [204], Atlantic humpback dolphins [205] or Hector’s dolphins [206]. In addition to species’ geographical distribution and/or migratory behaviour, vertical movement can also influence the amount of available evidence. Species with deep-diving habits, often coupled with cryptic behaviour such as avoiding boats and spending minimal time at the surface, are generally harder to encounter and study, as exemplified by beaked whales [207]. Conservation status will also likely influence the amount of effort dedicated to understanding a species’ or population’s threats and its survival, though it appears that charisma and accessibility are stronger driving factors [208]. For many species (especially porpoises and beaked whales) the main threats identified in the IUCN Red List are either noise-related, which is often studied through predictive approaches, or fall outside the inclusion criteria of this systematic map because they are associated with human activities rather than vessels themselves (e.g., coastal development, bycatch, plastic ingestion, or noise from active sonar; [209–214]). Lastly, it is important to acknowledge that, in using record counts as a measure of research effort, the values presented could be influenced by long-term studies or establishment of research programmes which can result in multiple publications/records being generated. While the size of the marine regions used to collate records in this systematic map does not allow us to evaluate the extent of fine-scale spatial patterns in research efforts, some of the geographical differences that were, identified for individual species may be, at least in part, also related to the presence of such long-term studies or established research programmes. For example, nearly half (15/32) of the European studies on Atlantic bottlenose dolphins (Tursiops truncatus) were documented within UK waters. Similarly, virtually all of the identified records for killer whales (22/24) were collected in North American waters, there were no records available for Antarctic, African, European and Asian waters, despite this species having a global range. Of these North American records, majority focus on Southern Resident killer whales (e.g., [215–218]), while less research has focused on other populations, such as Northern Resident or transient killer whales (e.g., [219,220]). This suggests that research effort may not be evenly distributed between populations, not just species, as highlighted by another study that considered evidence of vessel impacts for specific species subpopulations in the Arctic [71]. Because cetacean populations differ in distribution, habitat use, demography, and baseline status, the same vessel pressure may present very different risk(s) across sub‑populations [221,222]. Spatially averaged or species‑wide assessments ignore local hotspots of high overlap, place‑specific sensitivities (e.g., small, closed, or breeding populations), demographic differences in response, and variation in traffic type and seasonality [222–227]. As such, these findings suggest that just because there appears to be a relatively high volume of available evidence for a species, this shouldn’t be misinterpreted, or preclude from further efforts to investigate possible variability in exposure and responses at the population or sub-population level. This map has shown that whilst interaction with commercial cargo ships and passenger vessels is recognised as a potential threat related to cetacean conservation [134,228], there is less empirical evidence than expected documenting their impacts [71], with only 41 out of 100 records providing empirical evidence. This gap is especially critical from a management perspective, as these are the target vessel categories of many regulatory frameworks, from the international IMO guidelines to national regulations, such as traffic separation schemes, speed-reduction measures and routeing changes [32,229]. For other vessel types, the relatively fewer records may reflect the fact that the focus of the study has been on the activity being performed, rather than on interactions between cetaceans and the vessels themselves. For instance, while fishing gear and of entanglement are widely recognised as main threats to cetaceans and much effort has been put into understanding and mitigating their impacts [230–232], this review identified fishing boats as some of the least represented vessel types. This however does not automatically translate in a lower risk associated with fishing boats, as the available records provide evidence of collisions with cetaceans as well as behavioural responses and changes in vocalizations [233–235]. Similarly, there is also limited available evidence regarding the potential impacts of motorized sailing boats (only one document, [236]). While this could be attributed to the fact that they operate mostly in coastal areas, many cetaceans (across most, if not all, families) also inhabit the same waters, making these vessels a potential source of impact. Instead, the number may be explained by differences in classification: as many sailing vessels use engine propulsion for large portions of their operational time [237], they may have been reported as “motorboats” in some of the analysed documents. It may also be possible that majority of the reports of the impacts of sailing vessels (and sailing competitions) may exist in other forms of grey literature (e.g., blog posts, videos) that were not included in this systematic map. This type of evidence can be imperfect and is generally not included in scientific reviews. However, it is still valuable and should be considered when it makes up the majority (if not all) of the available information. The wide physical, operational, and geographical variability of maritime vessels complicates their classification, influencing both the type and severity of potential impacts on cetaceans and the availability of data [238,239]. Consequently, categorising vessels in this review involves important caveats that should be considered when interpreting the results. In particular, it is important to note that, for this systematic map, vessels were classified mainly based on their speed, size, distance to shore and whether they directly target cetaceans (e.g., eco-tourism boats) or are more likely to encounter them incidentally (e.g., fishing vessels). Therefore, some of the types (e.g., eco-tourism, cetacean research or fishing vessels, ferries) include vessels of a wide range of size and therefore a variety of potential impacts, that differ either in type or intensity [75]. Even seemingly straightforward terms such as “AIS vessels” or “AIS data” actually refer to a wide variety of vessel types, with categorization also being subject to user error as category is programme by the vessel operators instead of automatically assigned. In addition, geographical area can affect which vessel types are represented in AIS data. For example, in international waters, these likely include only class A vessels (those obligated to operate an AIS transponder under the International Maritime Organisation (IMO) Safety of Life at Sea (SOLAS) Regulation V/19 of 2004), whose data is also given priority on the satellite AIS receivers. In national waters however such assumptions cannot be made. While priority might still be given to class A vessels, the percentage of class B vessels is likely higher than in international waters and, since requirements for class B are set by the individual countries and can differ between EEZs (e.g., mandatory for commercial fishing vessels in USA but not Canada; [240,241]), generalizations in national waters cannot be made. In addition, vessels were assigned to a category other than “unspecified” only if the vessel type was explicitly stated in the publication. As such, when terms like “shipping” were found, records were considered as indicating “large unspecified vessels” since the term, while widely used to refer to commercial cargo traffic, does not inherently define a precise vessel type. One of the notable challenges with this review was classifying the records into different vessel types, as very often (in almost 40% of cases) studies did not include specific details on the vessels included in the research. In many studies authors often referred to the stressor as simply “vessels” and no further information on vessel characteristics could be inferred from the text. This was most common for those studies considering the effects of underwater noise, when the source vessel was not specifically identified or cumulative noise exposure was being evaluated. Similarly, reports of stranding events or injuries on the animals were rarely able to explicitly state the size and type of vessel involved, because it was often unknown. There were cases, however, where the terminology used or the location of the study area allowed us to make informed decisions about the size of these “unspecified vessels”. For example, documents referring to “commercial traffic” or “shipping traffic”, or those evaluating noise inside shipping lanes were categorised as “likely-large unspecified vessels”, as they would likely target large cargo or passenger vessels but didn’t explicitly state so. Similarly, studies conducted in coastal waters (3–5 nautical miles from the coast) and away from main ports were assigned to the “likely-small unspecified vessels” category, as they probably referred to smaller recreational boats. While these decisions were discussed between the authors in an effort to ensure consistency, we acknowledge that the use of expert judgement introduces a level of subjectivity in the classification and that many of these studies including “unspecified vessels” could still refer to vessels of various sizes and types. Inaccurate classification of vessel types limits our understanding of the threats they pose, potentially leading to over- or underestimation of impacts. Without a holistic view of how impacts vary by vessel type, informed decisions on management and risk mitigation are difficult. Therefore, it is essential to report vessel characteristics in detail whenever possible to achieve a comprehensive and nuanced understanding of their potential effects. Despite the challenges in identifying and categorising vessel types involved in some records, this review can highlight specific knowledge patterns. In contrast to the lack of empirical evidence on fishing, sailing and commercial cargo and passenger vessels, there are records to suggest the presence of potential impacts associated with cetacean research activity itself, though effort appears to have focused mostly of dolphin species (Delphinidae and Monodontidae). While the recent years have seen a rapid growth in the use of remote sensing and autonomous technologies to quantify and mitigate vessel impacts on cetaceans [242–244], as long as boat-based research will be conducted it would still be valuable to assess the potential impact of the research platform itself, especially on those species groups for which evidence is currently lacking. It is also true that unmanned aerial vehicles (UAVs), autonomous surface and underwater vehicles, and satellite remote sensing are increasingly being combined with PAM and biologging to map cetacean distribution, behaviour, and exposure to shipping noise and collision risk, with higher resolution and at lower cost than traditional ship‑based surveys, thereby providing an emerging technological toolbox for evidence‑based vessel‑impact assessment and mitigation [245–247]. For example, passive acoustic monitoring (PAM) has moved beyond traditional moored recorders to include cabled observatories, seafloor telecommunication cables, and mobile platforms (such as underwater gliders, wave gliders, and other unmanned surface vehicles), greatly expanding spatial and temporal coverage of ship noise and whale occurrence [247,248]. These mobile PAM systems are also now being utilised in dynamic management schemes, where near‑real‑time detections of endangered North Atlantic right whales from gliders trigger mandatory vessel slow‑downs and other risk‑reduction measures over large regions and across seasons [249,250]. In parallel, satellite‑linked telemetry of whales is increasingly combined with terrestrial and satellite AIS data on vessel movements to quantify spatial overlap, identify critical habitats and migratory corridors that intersect high‑traffic routes, and evaluate ship‑strike risk at regional and basin scales [244,251,252]. Lastly, it is important to note that the type of impacts considered in relation to each vessel type requires further scrutiny. Research effort might not be equally distributed across impacts, and indeed we noted that, for example, effects of behavioural disturbance from recreational motorboats appear to be more studied [253–257] than those of noise [145,258]. Importantly, this systematic map does not analyse or consider different types of impacts separately or based on their severity, and as such, record frequency cannot, and should not be interpreted as a proxy for the scale or severity of the threat that a vessel type might pose to a particular species. Beyond individual impacts there is a growing body of evidence pointing to the necessity of considering the cumulative impacts that vessels may have on cetaceans, when investigating the conservation concerns that these stressors may have [259–262]. Approaches that attempt to take a more holistic view of impacts, such as Cumulative Impact Assessments (CIAs) and Ecosystem-Based Models (EBMs), can provide a more inclusive framework for trying to evaluate the combined effects of diverse maritime activities on marine mammal populations [263,264]. However, attempting to evaluate multiple stressors and their interactions over space and time to provide a more realistic understanding of anthropogenic pressures is something that is widely pointed to as being one of the biggest challenges when managing marine systems [265,266]. This comprehensive perspective is essential for informing policy development and it underscores the urgent need for standardized methodologies in impact assessment and monitoring [261,267]. Indeed, few of the documents identified from this review attempted to consider multiple vessel types (e.g., [51,257,268,269]) and none explicitly assessed the cumulative impacts from all those vessels. Similarly, studies that do attempt to evaluate cumulative exposure tend to focus on a single type of stressor (e.g., noise) and often examine different sources in addition to vessels, rather than multiple vessel types [270–272], while impacts from different stressors are understudied and empirical evidence is especially lacking [273]. The volume of evidence analysed in this systematic map supports our understanding that vessels, regardless of their type, pose a range of ubiquitous threats to all cetaceans. Yet in order to design effective measures to ensure that vessels do not pose a conservation risk, more empirical evidence on the threats associated with different vessel types is required. Therefore vessel types and their attributes should be clearly documented in every study to ensure that management tools (such as speed-reduction zones, shipping lane adjustments, dynamic management areas, noise management [32,229,274,275]) are appropriate and proportionate to effectively mitigate the potential impacts of vessels while minimising unnecessary disruption to maritime traffic where possible. Recognizing the differences in species-specific responses and vessel characteristics is critical for tailoring conservation policies and monitoring strategies effectively. Different cetacean species exhibit varied sensitivities to vessel disturbances [256,276,277], and vessel types differ substantially in their size, speed, noise frequency, and operational patterns, which may result in different impacts [278,279]. This heterogeneity necessitates conservation approaches that are nuanced and adaptive, ensuring that mitigation measures are both species-appropriate and vessel-specific. As such, future field studies should be dedicated to those under-represented species (like most porpoise and all beaked whale species) and vessel types (such as fishing, sailing or seismic vessels), making sure to include, where possible, clearer details about the vessels that are being considered, like information on engine size, overall length, speed and hull type. Efforts should also focus on Asian, African, South American, international and polar waters, where evidence is still lacking. With the increase in maritime activities and the expansion to newer, previously inaccessible parts of the ocean, it is also important to extend research efforts to offshore areas and remote regions like the Arctic and Antarctic, where populations have been less subjected (and therefore more sensitive) to anthropogenic pressures [41,280,281]. While these regions are inherently more challenging to survey, coordinated international effort should employ recent technological innovations (such as PAM, high-resolution satellite imagery, or unoccupied aerial systems) to expand data coverage to now provide the opportunity to capture evidence even in such remote areas and cryptic species [243,282]. These technological advances also provide opportunities for continuous, non-invasive, long-term monitoring data that was previously unattainable, for cetaceans and vessels alike. It is however important for this new research to follow more standardised protocols. The heterogeneity in methodologies identified across studies highlights the need for greater standardisation in data collection, reporting and vessel classification. While for some stressors (e.g., noise) vessel types have been well characterised and responses to different vessel types are well studied [283], such level of detail may not be available for other stressors. Only recently, risk of lethal collision with large whales has been described for vessels of different sizes, while previously it was solely based on vessel speed [238]. And for other impacts, like behavioural disturbance due to vessel presence, variation in responses to different vessel types have not been analysed yet and the vessel categorization systems used for noise (by type and operational characteristic) and collision (by size) may not be suitable to assess this impact as a variable relating to activity might need to be incorporated to account for those vessels that are more likely to encounter cetaceans due to their operations (e.g., whale-watching and fishing vessels) or those that have the ability to actively pursue the animals (e.g., whale-watching or recreational boats, as opposed to commercial vessels with stricter routes and schedules). Despite these challenges, developing shared protocols for describing vessel characteristics and defining vessel categories according to size and activity, and developing consistent monitoring approaches would enhance comparability across studies and regions, improve the transferability of results to management contexts, and facilitate the integration of evidence into policy and regulatory frameworks. In addition to guiding new empirical research, this systematic map can also guide future systematic evidence analysis. Firstly, future synthesis should account for different responses from the animals, with clear distinctions between behavioural, social or physiological responses, vocalization changes, and lethal or sublethal injuries, as well as short- or long-term consequences. Secondly, future reviews should explore seasonal patterns in the available evidence and the possible lack of data during months where survey conditions are commonly unfavourable (like boreal winter, austral summer, monsoon seasons). High-resolution spatial patterns should also be investigated to assess possible biases at a local scale and between inshore and offshore waters, which necessitates recording the full extent of the study area rather than a central location. Thirdly, with the emergence of new technologies, future synthesis could include information of the data sources used for both cetaceans (e.g., land- or ship-based studies, visual or acoustic, eDNA) and vessels (e.g., land- or boat-based surveys, AIS data), with particular interest on temporal and spatial patterns. It will also be important to compare distribution of empirical and predictive evidence, as that is likely to differ between vessel types, species (or species groups) and response types. For example, research using AIS data might be more predictive in nature, and studies on elusive species might rely more strongly on modelling due to the lack of observational records. At a smaller scale, future systematic literature reviews should focus on assessing potential knowledge gaps at the population and sub-population level for those apparently better-studied species, like humpback whales, bottlenose dolphins, killer whales and sperm whales. For this to happen, a higher spatial resolution than the one used in the current study is needed. In particular, extracting information of the size on the study area (rather than the centre location) would allow to better evaluate overlap with both high vessel traffic zones and protected areas, to assess whether cetaceans are being studied and protected where they are actually more vulnerable. In addition to systematic literature reviews, future studies focusing on data-deficient species or vessel types should also attempt to collate information for any types of documentation and media (including generally disregarded sources like blog posts or videos) as well as conducting interviews with marine users, like has been done to document entanglement and bycatch for example [284–288]. Lastly, while this systematic map cannot result in direct suggestions on managing vessel traffic, it provides an established, user-friendly evidence base that is easier to interrogate, as opposed to reading each singular document identified in this review. As such, policy makers and managers, both at the local and international level, now have the means to explore the collated resources and form the basis for developing evidence-based guidance and regulations regarding the impacts on vessels. The outcomes of this systematic map can also support international mitigation efforts that emphasise data acquisition and analysis, potentially securing targeted funding toward understudied species, regions, or vessel types. Additionally, it highlights the need for harmonised reporting, which could promote international coordination and compliance and the formulation of industry bodies’ best-practice guidelines. In a world of increasing maritime activity, in particular in the form of vessel traffic, this systematic map summarises the distribution of available empirical studies on the impacts of maritime vessels on cetacean species. It highlights that our current understanding is built on the responses of few species in specific parts of the world. Future research should therefore seek to build an understanding related to the currently data-deficient species or species groups (such as porpoises and beaked whales) and marine regions (such as African, polar and international waters). Similarly, not all vessel types have received equal research attention, and for some vessel types the evidence remains predominantly of predictive rather than empirical nature. In addition, the ambiguity on vessel characteristics due to the quality of information provided in the document can lead to further uncertainty. Effort should be made to strive for more detailed records of the vessels involved in the studies and to assess the impacts of different vessels on different species, both singularly and cumulatively. Finally, recognizing and addressing the global disparities in monitoring capacity through capacity-building initiatives, technology transfer, and collaborative research networks is essential for equitable conservation outcomes. By fostering partnerships among developed and developing regions, sharing expertise, and promoting access to cutting-edge monitoring technologies, the global community can work towards a more unified and effective approach to marine mammal conservation. This comprehensive, multi-faceted strategy is vital for safeguarding marine biodiversity in an era marked by escalating maritime pressures and rapid environmental change. https://doi.org/10.1371/journal.pone.0348502.s001 (DOCX) https://doi.org/10.1371/journal.pone.0348502.s002 (XLSX) We would like to thank Chris Reilly for their contribution as secondary reviewer during title-and-abstract screening stage of this systematic map.

SirDavid Attenboroughhas mastered the craft of storytelling. He has undoubtedly inspired generations of people around the globe tolove and care for the natural world. And in doing so, he’s become one of the most recognisable – and most trusted –faces on our screens. Now,he’s celebrating his 100th birthdayand a lifetime of wildlife filmmaking. As part ofThe ConversationUK’s climate storytelling strand, four experts critique how he has influenced everything from conservation and documentary production to the communication of the biggest story of all –climate change. Ben Garrod, science broadcaster and Professor of Evolutionary Biology and Science Engagement at the University of East Anglia, has presented alongside Attenborough in several landmark documentaries. Here he reflects on Attenborough’s passion for furthering our scientific understanding of the natural world. I once sat on a remote beach with Attenborough, near the very tip of South America. I can still clearly remember the warmth of the rounded, flat stones beneath me. We sat only a metre or so apart. We’d just spent the morning filming the excavation of the largest dinosaur ever discovered. Over lunch, Attenborough had recalled we were close to a beach he’d filmed at years before, where grey whale mothers drew in close to shore with their calves to rub against the stone in the shallows to exfoliate their skin. As luck would have it, it was the perfect time of year and before long, there we were watching a mother and calf just a few metres offshore. Facts and figures bubbled out of Attenborough excitedly, not at all like the calm and more measured way we’re all so used to. For those few minutes, he was childlike in his wonder and excitement at the scene in front of us and I marvelled at how he has not only maintained that love for the natural world for so long but how he has always so passionately shared it with the rest of us. For a century now, Attenborough’s life has been intimately interwoven not only with humanity’s growing scientific understanding of the natural world but also its accelerating loss. Spanning over 70 years, Attenborough has been our most trusted and prolific mediator between scientific knowledge and the public. His early landmarkBBCseries Life on Earth: A Natural History (1979) did something few academic texts ever could. It made the complexity of evolutionary biology accessible. Across his work, natural selection, adaptation, ecology and behaviour are not presented as intangible concepts but as organic processes shaping form, function and ultimately survival across the natural world. In doing so, Attenborough helped normalise evolutionary thinking for hundreds of millions of viewers worldwide, embedding complex scientific principles into popular culture, right in our living rooms. Central to his work has been a commitment to scientific accuracy. Attenborough’s programmes have been developed in close collaboration with academics and field researchers, ensuring narratives about animal behaviour, ecosystems and biodiversity reflect current evidence. This relationship between science and storytelling has been crucial because rather than dumbing down complexity, Attenborough’s “everyday” approach demonstrates audiences can engage with content that could all too easily be written off as belonging to more academic and scientifically literate viewers. Yet the tone of his work has changed. His early documentaries were characterised by a sense of abundance and discovery. Over time, as scientific evidence for biodiversity loss and climate change mounted, his work shifted accordingly. More recently, his documentaries increasingly shine a light on human impact, habitat destruction and extinction risk. This evolution of change in his own tone mirrors the science itself, highlighting Attenborough’s credibility as a communicator willing to adjust his message as the evidence demands. Attenborough’s contribution to conservation has not come through activism alone.Research showsthat an emotional connection to nature precedes any behavioural change. Attenborough has actively helped build the public conditions necessary for conservation policy and action by fostering wonder, curiosity and empathy for the natural world. His influence can be traced in the generations of scientists, conservationists and educators who cite his programmes as formative experiences. For many, particularly those without access to wild spaces, Attenborough’s work provides an opportunity and gateway to encounter wild animals and remote ecosystems but also local habitats, helping give us all access to the wonder he perceives in the world around him. As he turns 100, Attenborough’s legacy is surely inseparable from the global environmental challenges we now face. He has helped society understand not only how life evolved, but, more importantly, why it matters that we protect it now. In an era defined by ecological crisis, his work reminds us that scientific knowledge is most powerful when it connects people to the living world so strongly, it compels us to care enough to protect it, so that we might carry on his legacy and, just like him, act as stewards. Jean-Baptiste Gouyon, Professor of Science Communication at the UCL Department of Science and Technology Studies, explains the impact Attenborough has had on natural history television. In the early 1950s, television was taking off across Britain, but the BBC was still finding its visual voice. Its controller, Cecil McGivern, warned in June 1952 that there was “far too much emphasis…on the spoken word and far too little on the thing seen”. Most early television producers had come from BBC radio and initially made programmes that resembled radio with pictures. Into this world stepped a young David Attenborough, unencumbered by a career in sound, ready to invent a new language for television and, in the process, reshape natural history filmmaking. At 26, he earned his first natural history credit as producer of The Coelacanth (1953), a 20-minute programme prompted by the capture of a live coelacanth “living fossil” fish off Madagascar. Eschewing sensationalism, Attenborough tied the story to Darwin’s theory of evolution. This use of wildlife programmes to communicate scientific ideas became his trademark. The programme blended prerecorded footage with live studio sequences featuring evolutionary biologist Julian Huxley, who used the coelacanth to illustrate life’s transition from sea to land. With the Zoo Quest series (1954), Attenborough began reshaping wildlife television. For these programmes, he travelled to exotic places with staff from the London Zoo to capture animals for the collection. Each episode relied on prerecorded film linked by live studio sequences, allowing tighter narrative control. The hero in the films, shot by Charles Lagus, was Attenborough himself, who back in London also presented the studio sequences. By assuming all the roles of hero, producer, narrator and presenter, Attenborough became the central performer in the story. From then on, Attenborough’s fluid on-screen performances gained him much acclaim. A very hard worker, he put much effort in producing highly detailed scripts, which left little to chance. Indeed, by the early 1960s, he had all but lost faith in live television, writing to a BBC colleague: “To begin with I got a tremendous kick out of the excitement of putting out programmes live. But it wore off after a bit and really, except for challenging interviews with lots of ‘immediacy’, I’m for film or some other sort of controlled recording process every time. It is so maddening to miss an effect because of some small mechanical hitch, as so often happens live.” Consistently high ratings encouraged others to emulate his method, and live formats became less fashionable. Film-based production also allowed programmes to be stockpiled, repeated and sold, supporting a more sustainable business model. Chloe Brimicombe is a Postdoctoral Researcher, Climate Science at the University of Oxford. Ben Garrod is a Professor of Evolutionary Biology and Science Engagement at the University of East Anglia. Jean-Baptiste Gouyon is the Head of Department, Science and Technology Studies, UCL. Saffron O'Neill is a Professor of Geography at the University of Exeter. This article was first published byThe Conversationand is republished under a Creative Commons licence. Read theoriginal article. After Attenborough moved into BBC management in 1965, his goal was to turn natural history television into a science communication genre. He argued that it was “important” to move away from programmes that simply showcased the beauty of nature and instead engage viewers “to examine in a serious and critical way new trends and ideas in zoology”. Returning to hands-on programme-making a decade later, he embedded this vision in his magnum opus, Life on Earth (1979). In the early 1950s, when Attenborough joined the BBC, natural history television had been mostly conceived of as a specialist genre catering for amateur naturalists to share in the aesthetic and emotional enjoyment of nature. By the 1980s, he had helped transform it into one of the most popular genres of TV programming and a powerful conduit for science communication. This influence continues in his later work, including Planet Earth II, Blue Planet II and Our Planet, which combine cinematic storytelling with urgent environmental themes. As he celebrates his 100th birthday, Attenborough’s legacy endures, defining natural history television as one of the most powerful forms of science communication and inspiring generations to look at the living world with wonder and understanding. Saffron O'Neill researches climate communication and public engagement. She explains the ways Attenborough has shaped climate communication techniques across the world. Attenborough is one of the few voices on climate change that almost everyone is willing to listen to. Over seven decades, his work has transformed how scientific knowledge is communicated, combining advances in broadcasting with powerful storytelling. Research by Climate Outreach in 2020 found that Attenborough is trusted by people across the political spectrum, from “progressive activists” to “backbone conservatives”. More than 95% of people surveyed recognise him and his programmes reach an exceptionally diverse audience, even in today’s competitive media landscape. My colleague, PhD researcher Kate Holden, is exploring how young people engage with marine sustainability through online video, from traditional nature documentaries to YouTubers like MrBeast. Attenborough still stands out as an expert young people take seriously. Part of his appeal lies in his willingness to meet audiences where they are, adapting to changing media habits. He joined Instagram in 2020 (breaking the Guinness World Record for the fastest time to reach one million followers) and has collaborated with Netflix to stream shows. Attenborough has shown the power of the media to shape how we see the natural world. Although there is little evidence for the appealing notion that watching a documentary like Blue Planet II directly drives behavioural change (such as reducing peoples’ plastic consumption), nature documentaries can certainly drive both public and policy interest via increased media attention. Engaging the public on climate and nature requires moving beyond a simple notion of “getting the message across” and towards recognising the complexity and power of storytelling. For this, Attenborough’s success is an invaluable model. His programmes combine top-class storytelling with pioneering technology. The visual appeal of his richly crafted documentaries is matched by compelling stories about little-known species. His work forms a substantial archive of success – many of the most popular TV programmes of all time are his nature documentaries. In a highly cited paper from 2007, a team led by environmental social scientist Irene Lorenzoni defined engagement with climate change. They claimed that: “It is not enough for people to know about climate change in order to be engaged; they also need to care about it, be motivated and able to take action.” Early Attenborough programming focused on increasing peoples’ knowledge about the natural world and as part of this, implicitly providing a reason to care about it. Increasingly though, he has moved to a more explicit stance about the climate emergency and our moral and ethical duty to act. An analysis of Attenborough’s use of language carried out in the late 2010s demonstrates this. It shows how he now uses emotional appeals to action. During an appearance on the Outrage + Optimism podcast he said: “we have an obligation on our shoulders and it would be to our deep eternal shame if we fail to acknowledge that.” When a communicator like activist Greta Thunberg makes an appeal to morality, it can polarise audiences. Attenborough’s broad popularity makes his message reach wider audiences. His trustworthiness, storytelling mastery and innovative use of technology helps explain why he continues to have such a lasting impact on science and environmental communication, seven decades after his first broadcast. Chloe Brimicombe, Climate Scientist at the University of Oxford, explores whether Attenborough’s on-screen attention to the climate crisis could have started earlier. In his early documentaries, Attenborough focused on the wonder of the natural world. He did go on to warn of the dangers of how humans were damaging the environment, but much of his early messaging reflected the belief that climate change can be linked to overpopulation. This is not demonstrated by the evidence. In fact, the richest in society are the most polluting but the smallest population group. However, in recent years his beliefs changed with the science and more of his films started to cover climate change directly. For example, Climate Change: The Facts in 2019 and Perfect Planet 2021. Attenborough’s works are part of the culture of the UK and the world. In my own life Attenborough’s works have always been present. During my undergraduate degree at Aberystwyth University, I was shown Frozen Planet in a lecture about glaciers and ice sheets because my lecturer was featured in the series. That moment stuck with me as I started my career as a climate scientist. During my PhD in environmental sciences at the University of Reading, my fellow researchers were all big fans of Attenborough and of what could be achieved through the power of documentary film-making. In 2025, I was lucky enough to attend the film premier of Ocean with David Attenborough, something I consider a once-in-a-lifetime opportunity. As well as inspiring audiences with awe and wonder, documentaries can be an important way to communicate what is happening to our changing climate. They reach audiences that might not otherwise engage on the subject. Documentary making has drawn critique for focusing on a producer’s interest instead of capturing the scientific background behind a certain issue. This has led to schemes such as the Wellcome Trust Public Engagement Scheme being setup to help bring scientists and documentary makers together. In Attenborough’s A Life on Our Planet (2020), he talks about the changes he has seen in the natural environment and his concern for the future of the planet. In the film Ocean with David Attenborough, the 2025 premier took place just before the UN’s ocean summit in Nice, France. This helped lead to real policy discussions and changes. That includes supporting the global ocean’s treaty, a landmark international agreement which creates a network of protected ocean sanctuaries. Attenborough may have been late in communicating specifically on climate change. But, in recent years he has changed to being a strong advocate. Now, it’s time to make sure that message is heard and acted upon so that the world’s wonders remain for many generations to come.