Aria, clima, elettrificazione, acque e biodiversità. 4854 articoli raccolti da fonti istituzionali e specializzate, classificati per area ambientale e linkati al porto di riferimento.
European airlines will continue to face longer routings and higher operating costs after EASA renewed its warning against flying over Iran, Iraq, and Lebanon, despite signs that aviation activity across the Gulf has recovered sharply since the recent conflict. The European Union Aviation Safety Agency (EASA) yesterday published its Conflict Zone Information Bulletin, extending its guidance until 1 July, and maintaining its recommendation that operators do not fly through the airspace ... The post Europe keeps Middle East flight restrictions despite Gulf recovery appeared first on The Loadstar .
European airlines will continue to face longer routings and higher operating costs after EASA renewed its warning against flying over Iran, Iraq, and Lebanon, despite signs that aviation activity across the Gulf has recovered sharply since the recent conflict. The European Union Aviation Safety Agency (EASA) yesterday published its Conflict Zone Information Bulletin, extending its guidance until 1 July, and maintaining its recommendation that operators do not fly through the airspace of Iran, Iraq and Lebanon. It also continues to advise ‘heightened caution’ when operating through Bahrain, Kuwait, Israel, Jordan, Qatar, Oman, Saudi Arabia, and the UAE. While EASA acknowledged that the regional security situation had improved following the ceasefire, it warned that the truce remained fragile and that risks from missile activity, drones, air defence systems, and potential military escalation continued to justify the restrictions. “The situation has moved from an active intense conflict, with a high number of kinetic events, to a state of heightened tension, with limited, sporadic, and confined kinetic events. Short-term violations of the US-Iran ceasefire therefore remain possible… “While risks to aircraft operating in this airspace can be reduced through proactive airspace management and contingency measures, such mitigations are less effective in addressing risks to aviation infrastructure on the ground. Operators should therefore consider the potential vulnerability of airports and other critical aviation facilities when conducting risk assessments for their operations in the region.” The renewed guidance comes as new analysis from aviation intelligence company IBA suggests Gulf aviation has moved firmly into recovery mode. According to IBA, daily flights at Doha have increased from just 42 in March to 570 this month, while Dubai has recovered from 499 to 844 daily flights, and Abu Dhabi from 174 to 462. Gulf carriers have also brought substantial numbers of aircraft back into service, with Qatar Airways reducing parked aircraft from a peak of 181 in March to 45 in June, while Emirates cut its inactive fleet from 44 aircraft to 28. However, the recovery has yet to restore operational efficiency. IBA found average Europe-Asia flight times had increased from nine hours before the conflict to nine hours 47 minutes this month, reflecting airlines’ continued use of longer routings around restricted airspace. Jordan Amos, aircraft asset manager at IBA, said: “Major Gulf hubs have moved from acute disruption towards sustained recovery over the past three months, with flight activity increasing significantly as airspace restrictions ease and confidence returns across the region.” IBA added that although the market had “clearly moved out of crisis mode”, the effects of the disruption remained visible across fleet deployment, routing, and utilisation patterns”. It added airlines and lessors continued to operate in an environment that was stabilising, but was “not yet fully aligned with pre-conflict norms”. Recovery, however, remains uneven. While Gulf carriers have steadily rebuilt schedules and reactivated aircraft, many European and Asian airlines continue to wait for regulators to relax conflict-zone guidance before restoring services. British Airways’ planned partial resumption of Heathrow-Dubai services remains contingent on regulatory approval, while KLM has extended cancellations to Gulf destinations, and Cathay Pacific continues to suspend services to Dubai and Riyadh until at least the end of August. Martinair Cargo’s Dubai freighter operations also remain suspended. David Kerr, founder of JTD Advisory, said ahead of EASA’s decision that the regulator’s latest bulletin would be the first real test of whether aviation authorities considered the post-ceasefire environment materially safer. “The MOU is signed. The NOTAM is still in force. Those are different things,” he wrote, arguing that any return to normal routings would depend first on regulators easing conflict-zone guidance before airlines, insurers, and operators could begin restoring services. The differing pace of recovery highlights the divide between Gulf-based airlines, which have restored much of their regional flying, and international carriers that remain constrained by European safety guidance, insurance requirements, and corporate risk assessments. Until those restrictions begin to ease, airlines are likely to continue operating longer routings between Europe and Asia.
Container freight rates from China to India have substantially strengthened in the past few weeks, thanks to strong demand for vessel space by Indian importers, according to industry sources. For example, spot rates from Shanghai to Nhava Sheva (JNPA) have surged 25% to 30% since end-May, after cooling for a while, sources said. Carriers are booking cargo for the port pair at around $2,300 per teu and $2,400 per 40ft, from $1,800 ... The post Growing demand drives up China-India box rates, despite capacity boost appeared first on The Loadstar .
Container freight rates from China to India have substantially strengthened in the past few weeks, thanks to strong demand for vessel space by Indian importers, according to industry sources. For example, spot rates from Shanghai to Nhava Sheva (JNPA) have surged 25% to 30% since end-May, after cooling for a while, sources said. Carriers are booking cargo for the port pair at around $2,300 per teu and $2,400 per 40ft, from $1,800 and $1,900 a month ago. Growing booking demand for India has sent Shanghai-Chennai rates up even steeper: for 20ft bookings, a near 50% gain in a month, to $1,800 per teu from $1,200: while for 40ft boxes, up to the same level from about $1,400, according to data. India is a large consumer of goods imported from China, both for the industrial and household sectors. Seasonality is a factor for the current surge in demand and rate activity by carriers, sources believe, as imports typically gather pace ahead of the local festival season that begins in August/September. Pushpank Kaushik, CEO and head of business development for Indian subcontinent, Middle East & SEA at Hyderabad-based Jassper Shipping, toldThe Loadstar: “While businesses may need to account for some market fluctuations, trade volumes between India and China remain strong.” The elevated China-India rates come despite more capacity entering the tradelane, especially from CULines. The Chinese carrier began two new shuttle services connecting China and India to the Middle East in April, branded the CGX China-Middle East Express and CGS China-Khor Fakkan Express. The former, a standalone service, includes a call at Mundra in India. Other regional carriers, like Interasia Lines, SITC, and Sinolines, have also boosted capacity on intra-Asia trades connecting to India to capitalise on soaring volumes out of China. Cosco, Wan Hai, RCL, Evergreen, and TS Lines are the predominant intra-Asia operators. China is New Delhi’s largest trading partner, though the bilateral commerce pattern hugely favours Beijing. According to provisional official data, Indian imports from China in fiscal year 2025-26 were valued at some $132bn, up 16% year on year, compared with just some $20bn of trade in the reverse direction. Meanwhile, CULines is rapidly expanding services beyond the mainstay intra-Asia market coverage in a bid to transform itself into a mainline operator. It recently established a subsidiary in Turkey to support intercontinental trunk and regional feeder services. “Following the successful establishment of its CUL India, CUL West Asia (Dubai) and CUL Japan operations over the past year, it completes the layout of the company’s Europe-Asia-Africa regional service network,” it said.
A few days into peace talks being held in Switzerland between the US and Iran, there are tentative signs that shipping is gradually moving again through the Hormuz strait. The MoU signed between the two countries is set to last 60 days, allowing some sort of more permanent deal to be thrashed out. Meanwhile, a trickle of container vessels has begun to exit the Persian Gulf, picking their way through waters that ... The post Trickle of box ships brave mines to pick their way through Hormuz appeared first on The Loadstar .
A few days into peace talks being held in Switzerland between the US and Iran, there are tentative signs that shipping is gradually moving again through the Hormuz strait. The MoU signed between the two countries is set to last 60 days, allowing some sort of more permanent deal to be thrashed out. Meanwhile, a trickle of container vessels has begun to exit the Persian Gulf, picking their way through waters that are understood to still contain mines and demonstrating the practical obstacles to fully reopening navigation channels. There are currently two ways to access the Gulf: a southern route hugging the coast of Oman; or a northern route through Iranian waters – a full mine-clearance operation could take anything from one month to six. Maritime intelligence firm Windward recorded 20 vessels – of all types – moving inbound yesterday, 17 with AIS switched on and three sailing “dark”; while 16 vessels exited the Gulf, nine with AIS on and seven “dark”. The majority of transits in both directions used the northern route, which requires clearance from Iranian authorities. Windward data currently lists 47 containerships remaining in the Persian Gulf, and liner shipping intelligence platform Xeneta said the recovery in box shipping would likely take place in three stages. “Phase zero is the immediate priority, of extracting ships and crew stuck inside the Arabian Gulf for almost four months,” Xeneta said. This would include the 16,000 teuHMM Daon, which is reportedly exiting today, trapped since the onset of the conflict. It was deployed on the Premier Alliance’s Far East-Middle East GS2 service. The following, recovery, phase will see the “return of feeder and regional services into Arabian Gulf ports”, said Xeneta. “These smaller services carry lower risk if disrupted and will form the foundation for reactivating intra-regional trade. As feeder connectivity is restored, intra-Arabian Gulf services — which have fallen from 21 pre-crisis to 10 today — can begin to expand again,” it added. This could explain the course of the 7,700 teuMSC Qingdao, which reportedly exited the Gulf over the weekend heading for Khor Fakkan. The vessel is deployed on MSC’s Iraq Express service, which traditionally hubs at Abu Dhabi, but would have likely been using Khor Fakkan since the conflict as an alternative. Once feeder services are up and running, Xeneta said, the deepsea Asia-Europe and Asai-North America east coast strings could begin returning to the region, which has traditionally acted as a relay transhipment hub connecting these services with other strings to Africa, India, and the wider Indian Ocean rim. However, the timing of this is will very much depend on how negotiations in Geneva progress, and throwing further uncertainty into the mix is the Iranian proposal that all ships transiting Hormuz will have to obtain special insurance cover from the Iran-administered Persian Gulf Strait Authority According to shipping newspaperLloyd’s List, the proposal is that the cover would be provided free by Iran for the 60-day period covered by the ceasefire MoU – but it leaves open the possibility that Iran could demand vessels pay for the insurance at a later date, effectively paving the way for Iran to introduce a de facto toll on Hormuz transits, and thus introduce a new factor of uncertainty to the situation. “Carriers had to act fast when the conflict escalated and the Strait of Hormuz closed in February, but the return will be far more cautious,” commented Xeneta chief analyst Peter Sand. “A sudden deterioration in the security situation would have the most severe network-wide impact if it causes a failure on a mainhaul Asia-Europe or Asia North America string. So carriers will start with smaller, lower-risk feeder services,” he said. Over the longer-term, assuming normality had fully returned, Mr Sand suggested the established Gulf hubs – Dubai and Abu Dahbi handled a combined 22m teu last year – could be facing a very different future, increasingly being served by transhipment ports outside the Gulf. “The geopolitical situation will remain fragile for the foreseeable future, and carriers and shippers will want to protect against the disruption caused by the closure of the Strait of Hormuz first time round. “Increasing use of transhipment services into the Gulf creates additional transit time, but it insulates the long-haul network from future disruption,” he added.
Deal or no deal, logistics operators are expanding their Gulf land bridge offerings with DHL, GWC, and Oman Air Cargo all pumping further capacity into the region as shocks from the US/Israeli war against Iran continue to be felt across global supply chains. Oman Air Cargo this week launched a new daily Road Feeder Service (RFS) between Muscat and Dubai, with Qatar-based Gulf Warehousing Company (GWC) introducing a TIR-powered air-to-land logistics ... The post Gulf land bridge gains momentum as DHL, Oman Air and GWC expand capacity appeared first on The Loadstar .
Deal or no deal, logistics operators are expanding their Gulf land bridge offerings with DHL, GWC, and Oman Air Cargo all pumping further capacity into the region as shocks from the US/Israeli war against Iran continue to be felt across global supply chains. Oman Air Cargo this week launched a new daily Road Feeder Service (RFS) between Muscat and Dubai, with Qatar-based Gulf Warehousing Company (GWC) introducing a TIR-powered air-to-land logistics corridor for the Gulf. Speaking toThe Loadstaron Wednesday, DHL Express’ chief executive officer for Europe, Mike Parra, said that he too has noted a marked uptick in demand for the company’s regional road freight connectivity in the Gulf. “With what has happened in the Middle East, with all the uncertainty, and with the Strait of Hormuz closure, we have seen a real necessity to leverage not only our heavyweight express product, but to leverage our network,” said Mr Parra. “When you have the network we have in the Middle East, on the ground and in the air, and have our capability to pivot – for instance from Bahrain to Muscat and Riyadh, which we did – and our road network in Europe, you become the logistics supplier of choice.” DHL may have been one of the early leaders on this pivot to the new Gulf overland trade corridor, but its rapid maturation into an established corridor in just four short months was made possible by determined and speedy work from regional governments. Saudi-based Flow Progressive Logistics’ chief executive Achraf Ellili noted that every authority contributed to have the entire ecosystem working together, “meaning things that we thought would take ages to happen have happened in 47 days”. Praising the rapid collaboration between GCC countries to improve the customs and border crossing processes for trucks, Saudi Automobile & Touring Association executive manager Hasan Almanasif called for operators to “take advantage” of the opportunity. Oman Air Cargo’s launch of its new RFS heeds that call, with the service set to support growing trade flows between the UAE and Oman by trucking goods each way, while also providing customers caught in the chaos options for alternative routings. Head of cargo for the carrier, Michael Duggan, said: “This new service creates greater flexibility for cargo movement between Dubai and Muscat by complementing traditional air freight operations and enabling the transport of a wider range of cargo types. “As regional supply chains continue to evolve, Oman Air Cargo remains focused on delivering reliable, customer-centric transport solutions that support trade across the Middle East.” Nor is the carrier alone in tapping up the opportunity – and it is a massive one with demand for RFSs surging 30% in the first three weeks of the war – with GWS’ new service, in which it uses its network to coordinate services from regional providers. Of course, the route’s long-term prospects continue to be challenged, with expectations that when the war definitively ends, carriers and shippers will revert to their traditional approaches, but hopes of a speedy resolution to the conflict continue to be dashed. Earlier today, news broke that just before boarding a plane to fly to negotiations US vice president JD Vance would no longer be attending the summit in Switzerland as talks had been abandoned. The reason for this cancellation has not yet been made public, but despite the ceasefire MoU signed on Wednesday stressing that attacks on Lebanon by the US and Israel were to halt immediately, Israeli forces have persisted. Indeed, those strikes began almost simultaneously with the news that President Trump had signed the MoU, prompting one forwarder to tellThe Loadstar, “How fucking long [was that]?” in reference to the length of time in which hostilities were paused. Such chaos offers the landbridge long-term prospects. Mr Ellili noted that with shippers having now experienced the route’s reliability, he expected them to “keep a percentage of their volumes moving this way now that it has been stress tested at scale”. “It is optionally now viable. Shippers require a dual corridor strategy and the GCC is now able to offer this. Jebel Ali will remain world class, but it’ll no longer be the only gateway. This new one has been stress-tested it is there, and it is complementary,” he said.
Feeder ships continue to dominate the boxship construction scene, including Chinese owners choosing to convert bulk carriers to container ships to beat the long wait for newbuildings, in order to capitalise on the red-hot charter market. The Cosco group is converting a pair of Diamond 53-type open-hatch Supramax bulk carriers into 2,500 teu container vessels. The work is expected to be completed between Q3 and Q4 this year. X-Press Feeders will ... The post Bulk-to-boxship conversion spree for Chinese carriers appeared first on The Loadstar .
Feeder ships continue to dominate the boxship construction scene, including Chinese owners choosing to convert bulk carriers to container ships to beat the long wait for newbuildings, in order to capitalise on the red-hot charter market. The Cosco group is converting a pair of Diamond 53-type open-hatch Supramax bulk carriers into 2,500 teu container vessels. The work is expected to be completed between Q3 and Q4 this year. X-Press Feeders will charter the vessels for 18 to 24 months for $27,000 per day. The conversion includes removing onboard cranes and elevating the wheelhouse by two decks, enabling up to seven rows of containers to be stacked. On Tuesday, China Classification Society (CCS) announced that Chan Xin 66, a 2012-built 80,000 dwt Kamsarmax bulk carrier, had been converted into a 3,600 teu container ship, claiming it is the largest project of its kind. The vessel owner, Shenzhen Qianhai Radiant Shipping, acquired Chan Xin 66 last November and converted the ship at Zhoushan Xinya Shipbuilding. Renamed Guang Qi De Er Ta, the transformed container ship entered service on 10 June. CCS, which supervised the five-month long project, described the conversion as challenging, involving large-scale hull structural modification, reconstructing the cargo hold, and installing a brand-new container securing system. Major shipbuilders are busy with orders until 2029, meaning the wait for a newbuilding could be three to four years. Greenfield shipyards are getting in on the boom, but it would also take them around two years to complete a vessel. Other than that, feeder vessels dominated the newbuilding scene this week: Dubai-based Emarat Maritime, an owner and operator of tankers and bulk carriers, has diversified into the container sector, ordering three 930 teu ships from Hubei Guangji Shipbuilding Heavy Industry Group, with delivery expected in 2028. Emerat, owned by the Sharaf family, has options for three more ships. Norway-based Eitzen group has ordered a pair of 900 teu electric vessels from Zhejiang Dongpeng Shipbuilding & Repairing, after winning a grant from the Norwegian government to design the ships build the needed electrification infrastructure. Eitzen subsidiary Zen, which focuses on the group’s electrification activities, will own the vessels. The ships, to be delivered in 2028, will be deployed to intra-Europe routes to form the basis of new electric freight corridors. Shandong Port Group’s feeder operating arm Shandong Marine Corporation has added to its orderbook, commissioning a pair of 1,100 teu ships from Shandong Marine Equipment. Costing $23.8m each, the vessels will be delivered in 2028. On the car carrier front, Sallaum Lines booked a pair of 8,600 ceu ships from Xiamen Shipbuilding Industry. The Cypriot ship owner said it would build more car carriers as it expects more demand amid rising exports of Chinese electric vehicles. Sallaum director Hasan Sallaum said: “With larger capacity, dual-fuel capability and an ammonia-ready design, these ships give us the flexibility to serve growing market demand while continuing to invest in lower-emission transportation.”
Container shipping rates from India to the Persian Gulf have significantly softened from the peaks recorded since the outbreak of hostilities in February. Freight rates ex-Nhava Sheva (JNPA)/Mundra to Jebel Ali (UAE) are down by up to 40% from the averages seen two weeks ago, according to data from industry sources. Companies are now booking cargo for that port pair in the region of $2,100 per 20ft and $3,200 per 40ft, slipping ... The post India-Gulf container rates plunge as capacity returns and cargo backlogs ease appeared first on The Loadstar .
Container shipping rates from India to the Persian Gulf have significantly softened from the peaks recorded since the outbreak of hostilities in February. Freight rates ex-Nhava Sheva (JNPA)/Mundra to Jebel Ali (UAE) are down by up to 40% from the averages seen two weeks ago, according to data from industry sources. Companies are now booking cargo for that port pair in the region of $2,100 per 20ft and $3,200 per 40ft, slipping from $3,500 and $4,800, respectively, say sources. They also reported significant rate declines for other ports of discharge across the Persian Gulf. Rates ex-Nhava Sheva/Mundra to Dammam (Saudi Arabia) have dropped to $4,700 per 20ft and $5,700 per 40ft, from $5,700 and $6,700, sources said. They believe the influx of capacity from regional lines looking to exploit the supply chain chaos for profitability, had helped improve supply-demand fundamentals in the war-disrupted corridor. For example, CULines in late April began two new shuttle services connecting China and India to the Middle East. A fleet of four ships, including the 10,000-teuExpress Berlinthat CULines had taken over from the downsized SeaLead, has been deployed on one of the standalone loops. Sources said the downward rate correction was also being driven by the slowing pace of Middle East-bound cargo flows, as mainline carriers had been able to evacuate the majority of containers rerouted to Indian ports, alongside clearing the backlogged Indian export boxes. “The correction in India–Middle East ocean freight rates is a sign that the market is gradually stabilising after a period of disruption and uncertainty,” Pushpank Kaushik, CEO and head of business development for Indian subcontinent, Middle East & SEA at Hyderabad-based diversified maritime group Jassper Shipping, toldThe Loadstar. “While freight rates have softened, the market is not entirely back to normal, as fuel costs, insurance premiums, and regional geopolitical developments continue to influence shipping economics,” he added. Meanwhile, Maersk has announced a series of Middle East trade relief measures in the form of extended free storage times – broadly 15 days more – for containers that consignees had been unable to clear timely out of Salalah (Oman), Jeddah (Saudi Arabia), and Jebel Ali (UAE). The carrier is also offering a concessional storage fee for affected transhipment containers at these Middle East hubs. “As part of our contingency actions and to support customers during this period, we are implementing temporary ‘line detention’ solutions to facilitate the timely return of empty containers and to provide greater flexibility to help you manage your supply chain,” Maersk told customers. “This means that customers who had contracted less than 15 days of free time now will automatically see their free time allowance extended,” the carrier explained. The Middle East has boosted the significance of multimodal logistics solutions for cargo movement within the region, with authorities vigorously establishing cross-border customs-enabled green corridors or land-bridge frameworks. The latest was an agreement between Sharjah Ports/Customs and Oman Customs, announced last month.
MSC is reported to have expanded its European port network this week, acquiring a majority stake in Ukraine’s Transinvestservice Container Terminal (TIS), the box facility at the port of Yuzhny, also known as Pivdennyi. Alphaliner this week reported that the world’s largest container shipping line had acquired a 51% stake in the facility. “Alphaliner understands the TIS deal has been finalised, but remains subject to confirmation. “So far, a transaction price has not ... The post MSC buys controlling stake in Ukraine’s Yuzhny box terminal appeared first on The Loadstar .
MSC is reported to have expanded its European port network this week, acquiring a majority stake in Ukraine’s Transinvestservice Container Terminal (TIS), the box facility at the port of Yuzhny, also known as Pivdennyi. Alphaliner this week reported that the world’s largest container shipping line had acquired a 51% stake in the facility. “Alphaliner understands the TIS deal has been finalised, but remains subject to confirmation. “So far, a transaction price has not been reported,” the analyst wrote. The facility was a joint-venture between DP World and local operator Transinvestservice, on a 51%-49% ownership split, established in 2020. However, Alphaliner said the Dubai-headquartered operator had departed the operation, and there is no mention of the Ukrainian facility in DP World’s latest port network map. “Alphaliner believes DP World made a quiet exit from TIS earlier this year, selling its stake, as well as the related local tugboat operations, back to Transinvestservice,” said the analyst. “This suggests MSC has likely acquired its stake in the Pivdennyi terminal from TIS.” If confirmed, the deal would mean MSC has added a second box terminal to its Ukrainian portfolio, as last year’s 49% acquisition of Germany’s HHLA gave it partial ownership of Container Terminal Odessa, the country’s main box gateway. Rail-connected TIS has 560 metres of berth with a draught of 14.7 metres, and has an annual handling capacity of around 600,000 teu. However, container traffic at the port has been difficult to quantify since Russia’s invasion of Ukraine in 2022, Alphaliner noted. “In reality, only a single berth of around 250 metres appears to be in use for containers, while the remainder of the site currently receives bulk vessels,” it said. “Limited volumes of containers, nevertheless, appear to be loaded and discharged at Pivdennyi, though actual ship movements are hard to track. “Given the high risk near the war zone, many ships in the region ‘go dark’ and switch off their AIS transponders,” it added.
MSC has confirmed that one of its vessels, the 4,800 teu MSC Sariska V, was hit by two “projectiles” last night, some 40 nautical miles south-east of the Iraqi port of Umm Qasr. “The first hit while the pilot was on board as the vessel departed from port, and a second impacted the crew area soon afterwards,” the carrier said. According to the UKMTO incident reporting centre, the second missile caused a ... The post MSC says Iran attack on its box ship was ‘completely unjustified’ appeared first on The Loadstar .
MSC has confirmed that one of its vessels, the 4,800 teuMSC Sariska V, was hit by two “projectiles” last night, some 40 nautical miles south-east of the Iraqi port of Umm Qasr. “The first hit while the pilot was on board as the vessel departed from port, and a second impacted the crew area soon afterwards,” the carrier said. According to the UKMTO incident reporting centre, the second missile caused a fire on the ship which was extinguished by the crew. “All crew members are safe, unharmed, and acted with exceptional professionalism throughout the incident to secure the vessel and its cargo,” MSC added. Iran’s Islamic Revolutionary Guard reportedly claimed responsibility for the attack, claiming it was in response to a US attack on the Gambia-flagged bulk carrierLion Star,which was en route to Iran. It further claimed theMSC Sariska Vwas owned by “an American-Israeli” firm. “This retaliatory action is completely unjustified, since MSC is a neutral commercial carrier with no affiliation to the United States or Israel,” said MSC, insisting that the Panama-flagged vessel is under its ownership. “Founded by Italian national Capt Gianluigi Aponte, the company is headquartered and domiciled in Switzerland and is wholly owned by his children, Diego and Alexa Aponte, both Italian nationals with no other citizenship. “MSC is deeply concerned by these unprovoked attacks and the risk they create for its innocent seafarers and essential maritime trade in the region,” the world’s largest container shipping line said. According to the eeSea liner database,MSC Sariska Vhad been deployed on MSC’s Gulf Shuttle feeder service before the outbreak of the conflict and has been trapped behind the Hormuz strait since. The attack could force other carriers to rethink their Hormuz bypass strategies, given it took place deep inside the Gulf rather than as a response to an attempted Hormuz transit. The trucking landbridge option from Jeddah to the Gulf appears to be increasingly difficult to maintain, given the capacity constraints – in recent days Gemini partners Maersk and Hapag-Lloyd have separately notified customers that they would no longer accept UAE, Qatar, Kuwait, Bahrain, and Iraq bookings through Jeddah. While imports to Saudi destinations such as Jubail and Dammam would continue to be routed through Jeddah, imports for other Gulf countries will go via Khor Fakkan, then be trucked to Dubai and Sharjah, and then be loaded onto feeder vessels for onward transport to the Upper Gulf.
📰 The LoadstarAlta📅 2026-06-01📍 Jebel AlienSalute · ambiente
Leading global port agency provider Inchape Shipping services is moving into the US freight forwarding sector after receiving its Ocean Transportation Intermediary (OTI) license from the Federal Maritime Commission (FMC). The FMC license means Inchcape can operate in the US as an NVOCC [non-vessel operating common carrier], allowing it to issue its own House Bills of Lading, consolidate shipments, and negotiate directly with ocean carriers to secure space and rates for ... The post Inchape launches US forwarding service appeared first on The Loadstar .
Leading global port agency provider Inchape Shipping services is moving into the US freight forwarding sector after receiving its Ocean Transportation Intermediary (OTI) license from the Federal Maritime Commission (FMC). The FMC license means Inchcape can operate in the US as an NVOCC [non-vessel operating common carrier], allowing it to issue its own House Bills of Lading, consolidate shipments, and negotiate directly with ocean carriers to secure space and rates for shippers. “Becoming an FMC-licensed NVOCC is a major milestone for Inchcape Shipping Services and for the customers we serve,” said Irem Gokmen, regional CEO Americas of Inchcape Shipping Services. “This license reflects our commitment to operating at the highest standards of compliance, transparency, and service. “With our NVOCC offering, we can give shippers more control, more flexibility, and more competitive options for moving cargo to and from the United States,” she added. In the initial phase, Inchape will offer both full- and less-than-container load shipments to shippers as well as other forwarders. Securing the OTI license, which is mandatory to issue Bills of Lading, involves a process that requires applicants to demonstrate financial responsibility, regulatory knowledge, and operational readiness. “Our customers expect a partner they can rely on, especially when navigating the complexity of international ocean freight,” said Gerard Bradley, Director Americas Liner. “Being FMC-licensed isn’t just a regulatory checkbox, it’s a signal of trust. We’re proud to bring that trust into a new chapter of service,” he added. It is not the first time the firm has flirted with the freight forwarding sector. In 2018 it was acquired by the Dubai government which launched ISS Global Forwarding out of it. However,its ownership was transferred once againwhen it was bought by UK private equity platform Epiris in 2022. Inchape CEO at that time, Frank Olsen, said: “This investment by Epiris represents a rejuvenation of the company, enabling us to build on our solid business foundation, accelerate benefit realisation and unlock significant upside potential. “Inchcape can now move forward with deployment of capital to realise its strategic goal to become an aggregated platform in the maritime services industry and thereby accelerate realisation of benefits for our customers,” he added.
The geopolitical disruption in the Middle East is beginning to reshape cargo flows into and across Africa, with Kigali emerging as an alternative routing point as shippers seek to avoid increasingly exposed trade corridors. According to Bosco Gakwaya, director of cargo services at RwandAir’s freight division, instability in the Gulf forced rapid contingency planning across the carrier’s cargo network and reinforced the strategic value of Kigali’s location in the centre of ... The post Disruption triggers rethink by RwandAir as cargo potential grows in the heart of Africa appeared first on The Loadstar .
The geopolitical disruption in the Middle East is beginning to reshape cargo flows into and across Africa, with Kigali emerging as an alternative routing point as shippers seek to avoid increasingly exposed trade corridors. According to Bosco Gakwaya, director of cargo services at RwandAir’s freight division, instability in the Gulf forced rapid contingency planning across the carrier’s cargo network and reinforced the strategic value of Kigali’s location in the centre of Africa. “The disruptions in the Gulf were obviously significant for the industry as a whole, and we moved quickly to protect our customers’ supply chains,” he toldThe Loadstar. “This triggered immediate flight suspensions across the region. Our teams were in contact with forwarding partners within hours to identify alternative routings for time critical consignments.” The comments offer a rare glimpse into how African carriers are responding to geopolitical volatility that has repeatedly disrupted global air cargo supply chains over the past year. While the Gulf crisis affected operators worldwide, RwandAir believes the fallout has accelerated a broader rethink around routing resilience and hub diversification, particularly for cargo moving between Africa, Europe and Asia. “The disruption has also driven a modal shift from sea to air, which has brought new cargo onto our network,” said Mr Gakwaya. “The situation has reinforced what we have long believed: that Kigali’s position at the heart of Africa, away from the world’s most exposed trade corridors, is a strategic asset, and one that more customers are now recognising.” That positioning is becoming increasingly important as African airlines compete to establish regional cargo hubs capable of handling rising intra-Africa trade, perishables exports and fast-growing e-commerce flows. Perishables remain central to RwandAir’s cargo operation, particularly exports into Europe, the Middle East and the UK. The airline said Africa-Europe volumes increased by around 6% year on year in the first half of 2025, driven largely by perishables traffic. At the same time, pharmaceuticals are becoming a larger component of inbound freight into Rwanda and neighbouring markets. “We bring critical medicines and healthcare products into Rwanda and the wider region on return sectors, and our handling standards reflect the care those shipments require,” added Mr Gakwaya. In the meantime, the airline is focusing on continuously improving cold chain handling and cargo processing at the Kigali facility. “Temperature integrity and ground dwell times matter as much as aircraft capacity for the perishables and pharma customers we serve,” he said. The carrier also sees significant long term growth potential in e-commerce, particularly as African online retail volumes continue to expand. Mr Gakwaya said IATA forecasts intra African e-commerce traffic would expand by 15% a year through to 2030, with RwandAir’s growing narrowbody network giving the carrier the frequency and consistency needed to support rising shipper demand. The airline has been expanding its dedicated cargo operations as it looks to deepen connectivity within Africa and beyond. RwandAir launched freighter services to Dubai and Djibouti in 2024, using a B737 800 converted freighter, complementing bellyhold capacity across its passenger network. According to Mr Gakwaya, the combination gives the airline operational flexibility across multiple cargo segments, from perishables to e-commerce shipments. Looking ahead, he sees East and Central Africa as underdeveloped cargo markets with significant growth potential, while also identifying the Africa-Asia corridor as an area of increasing strategic importance. “One to watch, with air freight volumes growing around 9.5% year on year in late 2025, and we are well placed to develop services that connect African exporters to Asian markets through Kigali,” Mr Gakwaya said. The long-term vision for Kigali’s cargo ambitions is tied closely to the planned Bugesera International Airport, which is expected to open around the end of 2028. The new airport, located about 40km south of Kigali, is expected to significantly expand Rwanda’s cargo handling capacity and transit potential at a time when several African states are attempting to strengthen logistics infrastructure in support of the African Continental Free Trade Area. “There’s a lot happening in Kigali at the moment, and it’s all very much aligned with our cargo growth plans,” Mr Gakwaya said. Alongside physical infrastructure investment, RwandAir is also pushing ahead with digitalisation across its cargo division, including deployment of Cargo Flash Infotech’s cloud-based nGen cargo management platform. The airline said the system supported booking, documentation, warehouse management, tracking, and final delivery, while also supporting future compatibility with IATA’s ONE Record cargo data exchange standard. “The direction of travel is clear: shippers want transparency and real-time data, and we are building the systems to deliver exactly that,” said Mr Gakwaya.
We just got another reminder of how political shipping and logistics have become. As also confirmed now in our circles after talks that started earlier this year – Saudi Arabia’s top sovereign wealth fund PIF (Public Investment Fund) is considering pooling its logistics investments and building one global player, essentially following what Dubai (with DP World) and Abu Dhabi (with AD Ports via Noatum Logistics) started well before them. The US-Iran ... The post OceanX: Saudi Arabia PIFing along; politicisation; CMA CGM vs Zim vs others appeared first on The Loadstar .
We just got another reminder of how political shipping and logistics have become. As also confirmed now in our circles after talks that started earlier this year – Saudi Arabia’s top sovereign wealth fund PIF (Public Investment Fund) is considering pooling its logistics investments and building one global player, essentially following what Dubai (with DP World) and Abu Dhabi (with AD Ports via Noatum Logistics) started well before them. The US-Iran war could be the accelerant. After all In shipping, geopolitics have returned ...
Authorities across the Middle East continue to explore integrated trade corridors using multimodal solutions to keep cargo flowing without relying on port-to-port connectivity. The latest move is an agreement between the UAE’s Sharjah Ports/Customs and Oman Customs to connect with multiple ports in Oman – Sohar will be the primary gateway, with Duqm and Salalah for the intra-regional logistics framework. Authorities are claiming quicker customs clearance, competitive over-the-road freight costs and shorter ... The post Another UAE-Oman multimodal corridor to keep Gulf supply chains moving appeared first on The Loadstar .
Authorities across the Middle East continue to explore integrated trade corridors using multimodal solutions to keep cargo flowing without relying on port-to-port connectivity. The latest move is an agreement between the UAE’s Sharjah Ports/Customs and Oman Customs to connect with multiple ports in Oman – Sohar will be the primary gateway, with Duqm and Salalah for the intra-regional logistics framework. Authorities are claiming quicker customs clearance, competitive over-the-road freight costs and shorter cargo release delays as part of the integrated logistics programme, another example of how Oman has emerged as a critical corridor in evolving Persian Gulf supply chains. And the Sharjah-Oman overland link builds on a similar “green corridor” programme the Dubai and Oman Customs authorities instituted in early March. The Dubai authorities said it reflected “the spirit of cooperation and fraternal relations between the two sides”. According to available updates, following the green corridor arrangement, customs declarations had shot up from some 12,000 in March to approximately 100,000 in April. Under that multimodal plan, which works on both directions, shipments cleared through Omani ports are transported overland into Dubai via the Hatta border point. Goods arriving at ports in Oman are cleared in accordance with the sultanate’s customs regulations and procedures before a customs seal is fixed to the containers/trucks, the authorities explained. As multimodal activity makes rapid strides, Middle East port authorities are bolstering their landside infrastructure. AD Ports’ Fujairah Terminals yesterday inked three land lease agreements to develop additional backup areas. “The leased lands, with a combined area of 130,000 sq metres, will be utilised to enhance the logistics capabilities of Fujairah terminals, reinforcing Fujairah’s role as a key gateway for regional and global trade, and support the UAE’s position as a leading hub for logistics, maritime services, and industrial growth,” AD Ports said. And Maersk has announced some relief in the form of 15-day extended free time for containers that had overstayed at Salalah and Jeddah (Saudi Arabia) in the aftermath of the disruption. “As part of our contingency actions and to support customers during this period, we are implementing temporary line detention solutions to facilitate the timely return of empty containers and to provide greater flexibility to help you manage your supply chain,” the carrier told customers. But Maersk said the additional free-time window would be open only to local/cross-border cargo, covering both dry and reefer boxes, with no respite in the carrier detention tariff available for “change of destination” shipment cases. Meanwhile, there are no signs of any sort of a major freight rate cooling in the overheated India-Middle East market. Listen now for a data-rich deep dive into the volatility redefining global shipping in 2026
Nine airports in the Middle East suffered a combined loss of 620,000 tonnes of cargo across the two months from end-February to end-April – a decline of 52% year on year. April showed indications of partial recovery, with 312,000 tonnes handled, but that is still 43% below last year. These are among the major findings of “a comprehensive assessment of the operational and economic impact of the ongoing military conflict in the Gulf ... The post Conflict has cost Middle East airports $1bn appeared first on The Loadstar .
April showed indications of partial recovery, with 312,000 tonnes handled, but that is still 43% below last year. These are among the major findings of“a comprehensive assessmentof the operational and economic impact of the ongoing military conflict in the Gulf on regional aviation infrastructure in Middle East”,by Flare Aviation Consulting,commissioned by the regional branch of Airports Council International. The restriction of Gulf airspace effectively removed nearly 20% of all east-west connecting capacity from the global aviation network within hours –“an event of systemic significance for international air transport,”the assessment noted. The nine airports sustained a combined revenue shortfall of between $900m and $1bn over the two months as passenger and cargo volumes fell 55% on budgeted target. ACI described the loss as being“of exceptional magnitude”for “an industry characterised by regulated margins, fixed cost structures, and long-term capital commitments tied to infrastructure programmes”. As to the outlook for traffic at Middle East airports, recovery is expected to follow a gradual“swoosh-shaped”trajectory – a slow initial rebound followed by a longer, gradual climb back to baseline – rather than a rapid rebound, the airport trade association noted. And continuing airspace restrictions, security risks, and elevated fuel prices are likely to weigh on demand and airline capacity. The pace of recovery will also depend on coordinated airspace reopening, clearer regulatory guidance, stabilisation of fuel markets, and the ability of Middle Eastern carriers to rebuild networks and restore customer confidence. The return of passenger services is of particular importance to air cargo, given that more than 50% of global shipments are transported in the bellyholds of pax aircraft. At a recent webinar,Ben Lambert, DHL Global Forwarding’s VP, regional head of airfreight, Middle East & Africa, highlighted that while the volume of cargo handled at the region’s airports was on the rise–it remained well below pre-crisis levels. He said the“big movers”,in terms of tonnage recovery, were Dubai airports DXB and DWC, along with Doha. Meanwhile, two of the region’s airports experienced a surge in cargo traffic during the hostilities – Riyadh, in Saudi Arabia, and Muscat, in Oman. Both continue to serve as back-up hubs for DHL. At the beginning of last month, the integrator launched a thrice-weekly freighter service between Liège and Jeddah, in Saudi Arabia, offering 100 tonne+ capacity, dedicated to pharma and life science cargo, with onward distribution across the GCC.And this month, DHL replaced Jeddah with DWC as the flight’s destination after the re-opening of Dubai airspace. Stefano Baronci, ACI’s regional director general, saidthat against a backdrop of renewed upward pressure on jet fuel prices, longer routings driven by geopolitical tensions, persistent supply bottlenecks, and chronically elevated inflation, the aviation ecosystem in Asia-Pacific and the Middle East was showing its resilience. But he warned: “We are at a critical juncture, since protracted instability over the summer may have a far more negative impact on the economic sustainability of the airport sector.”
Sources in the Middle East have reported that Nabil Sultan, formerly of Emirates SkyCargo and currently EVP passenger sales and country management, is to take on a new senior leadership role within the group, following the release of its 2025/6 financial results last week. Mr Sultan led Emirates SkyCargo for 10 years, after replacing Ram Menem, before taking on the passenger role in 2024 – one well-placed source commented: “It’s a ... The post EXCLUSIVE: Emirates cargo chief gets major new role after ‘challenging’ period appeared first on The Loadstar .
Sources in the Middle East have reported that Nabil Sultan, formerly of Emirates SkyCargo and currently EVP passenger sales and country management, is to take on a new senior leadership role within the group, following the release of its 2025/6 financial results last week. Mr Sultan led Emirates SkyCargo for 10 years, after replacing Ram Menem, before taking on the passenger role in 2024 – one well-placed source commented:“It’s a fantastic choice. “Nabil Sultan is taking over as CEO of dnata.” Dnata has confirmed the appointment withThe Loadstar, noting Mr Sultan will start on June 15. The news emerged as Emirates Group filed its full-year results. Mr Sultan will take overat a pivotal moment for the Emirates group’s cargo and logistics operations, as regional conflict, shifting trade patterns, and aggressive infrastructure expansion reshape the role of Gulf aviation. The appointment comes after a year in which cargo and airport operations emerged as key growth drivers for Emirates Group, with dnata handling 3.2m tonnes of freight globally, and Emirates SkyCargo contributing AED16.2bn ($4.4bn) to airline revenues. The group’s full-year report, out last week, also revealed more about the carrier’s operations during an “extremely challenging March”, when military activity involving Iran, Israel, and the US disrupted Gulf airspace, forcing airlines and logistics operators across the region to rapidly reconfigure operations. The group said Emirates and dnata had “quickly mobilised” after the outbreak of conflict on 28 February, restoring operations via safe air corridors, while prioritising cargo flows into and through the UAE. By the end of March, Emirates had restored connectivity to 122 destinations in 65 countries and ramped up cargo operations to maintain the movement of essential goods. The report said the Emirates fleet of 13 B777 freighters had “never been busier”, while the carrier temporarily reassigned 14 passenger aircraft to cargo-only operations. April saw it field 15% more freighter capacity than in March, with new destinations appearing as the carrier looked to be flexible in the face of significant challenges. The airline also established new trucking routes and multimodal corridors across the UAE and wider region to keep supply chains moving during the disruption. The group acknowledged it was “too early to tally the impact of the war” on its balance sheet, warning that markets remained volatile amid concerns over fuel supply, travel advisories and reduced intercontinental capacity through Gulf hubs. Emirates SkyCargo also continued expanding beyond traditional air freight, launching Emirates Courier Express, a door-to-door cross-border delivery product aimed at the fast-growing ecommerce market. The cargo division additionally introduced dedicated aerospace and engineering logistics products, expanded its freighter network to 44 destinations, and took delivery of five new 777Fs during the year. Meanwhile, dnata, under Steve Allen – who has headed the company for more than five years – has continued to expand aggressively internationally, with 77% of revenue now generated outside the UAE. The company also accelerated investment in cargo infrastructure, automation, and logistics technology. Among dnata’s biggest recent investments was the opening of its highly automated Cargo City Amsterdam facility at Schiphol, capable of processing more than 600,000 tonnes a year, although the transition to the new terminal did trigger disruption and congestion as the company grappled with integrating multiple new automated systems. In Italy, dnata committed more than €25m to a new cargo facility at Milan Malpensa, and €20m in new ground support equipment in Rome. The company also expanded its logistics footprint through the acquisition of Australia-based Wymap Group, adding domestic trucking and freight capabilities across Australia and New Zealand. Meanwhile, automation is increasingly central to dnata’s strategy. During the year it deployed autonomous electric baggage tractors at Dubai World Central, launched a smart cargo screening hub at DXB in partnership with Dubai Police, and expanded its use of AI-driven operational planning systems. Another source said the appointment of Mr Sultan was “a smart move” by the group.
South Korean flagship carrier HMM said today that the fire on one of its ships, following an explosion in the Strait of Hormuz yesterday, has been extinguished and the vessel is being towed to Dubai for repairs. The newly built 38,000 dwt multi-purpose HMM Namu, which had been among those stranded in the strait, was reportedly hit by an Iranian missile off Umm Al Quwain, in the UAE. An HMM spokesperson told ... The post Strait-stranded HMM cargo ship crew all safe after explosion appeared first on The Loadstar .
South Korean flagship carrier HMM said today that the fire on one of its ships, following an explosion in the Strait of Hormuz yesterday, has been extinguished and the vessel is being towed to Dubai for repairs. The newly built 38,000 dwt multi-purposeHMM Namu, which had been among those stranded in the strait, was reportedly hit by an Iranian missile off Umm Al Quwain, in the UAE. An HMM spokesperson toldThe Loadstarall 24 crew, comprising six South Koreans and 18 foreigners, were safe. She added: “We are investigating the cause [of the fire], including potential contact with an external object, in close coordination with relevant authorities.” HMM has four other ships – two tankers, another multi-purpose vessel, and a containership, stranded in the Gulf. Maritime security firm Vanguard Tech said an explosion had been detected on the port side ofHMM Namu, near its engine room and, citing security sources, said the source was either a sea drone or drifting mine. TheNamuincident coincided with Iran announcing a new maritime control zone in the strait, extending from south of the line between Mount Mubarak in Iran and south of Fujairah in the UAE; and from the west, the line between the tip of Qeshm Island in Iran and Umm Al Quwain in UAE. HMM Namuhad been delivered from China in January and was on its maiden voyage when it became one of many ships to get stuck in the strait when the US/Israel-Iran conflict broke out on 28 February. South Korea’s second vice-minister for foreign affairs, Kim Jin-ah, said the incident was the first strike on a South Korean-owned ship. The minister has met with representatives of seven Middle Eastern diplomatic missions, and said it was fortunate that nobody was injured in the incident. HMM Namuwas one of three ships reportedly attacked within 24 hours yesterday, the UK Maritime Trade Office reporting a tanker had been hit by unknown projectiles, and a bulk carrier attacked by multiple small craft 11 nautical miles west of Sirik, Iran. On Sunday, several ship masters in the vicinity of Ras Al Khaimah, UAE, reported they had been directed via a VHF broadcast to move from their anchorages. Meanwhile, a Maersk car-carrier, the US-flaggedAlliance Fairfax, left the strait yesterday escorted by the US Navy. The US Central Command said onXthat the military were working to restore commercial shipping through the Strait of Hormuz, a scheme termed “Project Freedom”. Alliance Fairfaxis part of the ‘US Maritime Security Program’, which pays US-flagged privately owned merchant ships to guarantee transport for the US military during a war or national emergency.
Hapag-Lloyd seems to have geared up to fill the booking gaps following the suspension of landbridge-based coverage by Gemini partner Maersk for imports into the Persian Gulf region. The German liner has announced it would accept dry, reefer and in-gauge special cargo containers for Kuwait, Saudi Arabia, Qatar, Iraq, and the UAE, supported by a bonded trucking service between Sharjah and Khor Fakkan. Hapag-Lloyd claimed this partnership, using third-party feeder services, would ... The post Hapag-Lloyd fills the land gap between India and the Gulf appeared first on The Loadstar .
Hapag-Lloyd seems to have geared up to fill the booking gaps following the suspension of landbridge-based coverage by Gemini partner Maersk for imports into the Persian Gulf region. The German liner has announced it would accept dry, reefer and in-gauge special cargo containers for Kuwait, Saudi Arabia, Qatar, Iraq, and the UAE, supported by a bonded trucking service between Sharjah and Khor Fakkan. Hapag-Lloyd claimed this partnership, using third-party feeder services, would enable connectivity into the upper Gulf without transiting the Strait of Hormuz – but questions remain over schedule reliability. “Feeder rotations do not operate on a fixed weekly schedule and remain subject to transit safety conditions in the region,” the advisory noted. “The lead time for bonded transport between Sharjah and Khor Fakkan is approximately five days.” Hapag-Lloyd, like other carriers, halted Middle East booking on 4 March, soon after the US/Israel-Iran conflict broke out. Several mainline carriers have returned to the Gulf trade in recent weeks, concentrating calls at Khor Fakkan and Fujairah in the UAE, and Sohar in Oman, as alternatives to Jebel Ali, as authorities there laid out multimodal networks extending beyond the regional borders. However, on17 April Maersk told customers it was temporarily pausing bookings for the upper Gulf with landbridge solutions, due to supply chain bottlenecks on the land side. Meanwhile, Hapag-Lloyd had a critical breakthrough in the Gulf: one of its six containerships stranded by the conflict safely passed through recently, according to reports. Said to have been deployed on an India-Africa service, it had been trapped for almost seven weeks. According to reports, the charter held by Hapag-Lloyd for one of the other ships expired, so the carrier now needs deal with the release of only four. A Panama-flagged general cargo ship –HMM Namu, reportedly operated by South Korean liner HMM, came under attack yesterday while at anchor outside the port limits of Umm Al Quwain in the UAE, which has caused fresh supply chain security tensions.
Investor interest in major tech offerings remains strong. Mukesh Ambani's Jio Platforms is preparing for a significant IPO in India. However, historical data indicates that large IPOs can signal market peaks. Concerns exist about liquidity draining from seco…
Listen to this article in summarized format Unlock AI Briefing and Premium Content Jio is fundamentally an emerging-market story, and global investors have recently been pulling money out of the asset class, wary of stretched valuations. As on 12 Jun 2026, 01:30 AM IST (What's movingSensexandNiftyTracklatest market news,stock tips,Budget 2025,Share Market on Budget 2025andexpert advice, onETMarkets. Also, ETMarkets.com is now on Telegram. For fastest news alerts on financial markets, investment strategies and stocks alerts,subscribe to our Telegram feeds.) Subscribe toET Primeand read theEconomic Times ePaperOnline.andSensex Today. Top Trending Stocks:SBI Share Price,Axis Bank Share Price,HDFC Bank Share Price,Infosys Share Price,Wipro Share Price,NTPC Share Price (What's movingSensexandNiftyTracklatest market news,stock tips,Budget 2025,Share Market on Budget 2025andexpert advice, onETMarkets. Also, ETMarkets.com is now on Telegram. For fastest news alerts on financial markets, investment strategies and stocks alerts,subscribe to our Telegram feeds.) Subscribe toET Primeand read theEconomic Times ePaperOnline.andSensex Today. Top Trending Stocks:SBI Share Price,Axis Bank Share Price,HDFC Bank Share Price,Infosys Share Price,Wipro Share Price,NTPC Share Price Can targeted reforms at home save India from external shocks? Paisabazaar wanted to get you loans; now it wants your funds How new securities law changes the definition of depositories Is Air India the cocktail turning bitter for Tatas? As West Asia boils, will Dubai’s loss be a GIFT for India? Long-term investing: The only play in today’s market; 5 large-caps from different sectors with upside potential of up to 33%
La compagnia di navigazione entra in un network da 883 navi che trasportano soprattutto cellulosa. Le rotte tra geopolitica e dazi Usa, fino al ruolo chiave del porto di Livorno L'articolo Mauro Tosi spiega l’impatto atteso in Italia dal passaggio di Saga Welco a Nyk proviene da Shipping Italy .
Livorno – Saga Welco cambia assetto e diventa interamente giapponese. Entro i primi giorni di luglio diventerà ufficiale l’acquisizione del 100% delle quote da parte del colosso nipponico Nyk. L’operazione mette fine alla precedente joint venture paritetica: la società, prima controllata al 50% dai norvegesi di Westfall Larsen e al 50% da Saga Ship Holding (realtà quest’ultima già in mano a Nyk), passa così sotto l’unico controllo del gruppo di Tokyo. SHIPPING ITALY ne ha parlato con il general manager Mauro Tosi degli sviluppi che questa decisione porterà alla compagnia a livello nazionale e globale.
Mauro Tosi, quali valutazioni di strategia e di governance hanno portato al superamento della formula societaria paritetica al 50% con Westfall Larsen?
“Gestire una società divisa equamente al 50% comporta una complessità notevole, soprattutto quando si tratta di trovare un accordo sulle strategie di lungo termine. Nell’ultimo periodo sono emerse priorità differenti tra i due soci: da un lato la parte norvegese di Westfall Larsen, concentrata su un importante ricambio generazionale tipico delle storiche aziende familiari, e dall’altro il gruppo giapponese Nyk, intenzionato a spingere su una decisa politica di investimenti e sviluppo globale. Per garantire una linea strategica univoca e immediata, Nyk ha scelto di rilevare interamente la quota dei partner, comprese le loro 16 navi di proprietà, così da poter guidare i futuri investimenti in totale autonomia. L’operazione è nota da marzo ma l’ufficialità, legata alle autorizzazioni antitrust in cinque continenti, è attesa tra la fine di giugno e i primi giorni di luglio, con il pagamento della prima tranche per il riscatto delle unità.”
Questo passaggio sotto il controllo esclusivo di un grande gruppo globale quali cambiamenti determinerà a livello operativo e di brand?
“Finora abbiamo gestito una flotta specializzata di 48 navi con 120 dipendenti. Entrando pienamente nel network di Nyk passiamo a un gruppo che controlla complessivamente 883 navi – tra portacontainer, navi da crociera, navi cisterna e unità breakbulk – e conta oltre 35.000 dipendenti. Per noi significa poter contare su spalle molto più larghe e su una flessibilità operativa inedita: le navi breakbulk di Nyk potranno supportare i nostri traffici e viceversa, creando sinergie importanti. Al momento l’assetto futuro del brand è oggetto di attente valutazioni interne a Tokyo e vige riservatezza. Entrando pienamente nel network di un colosso globale, è comunque naturale attendersi una progressiva integrazione della flotta sotto le insegne della capogruppo. Nelle prossime settimane capiremo se e come i marchi verranno declinati all’interno della nuova livrea, o se la flotta assumerà direttamente l’identità visiva globale di Nyk.”
Quali fattori macroeconomici stanno sostenendo il mercato della cellulosa e come si stanno ridisegnando le vostre rotte commerciali?
“La spinta principale è arrivata nel post-Covid, con un incremento strutturale nei consumi globali di prodotti tissue e carte monouso. Questo ha spinto i grandi produttori sudamericani, in particolare in Brasile e Uruguay, ad aumentare la capacità produttiva con nuovi impianti industriali. Dal punto di vista geografico, oltre ai mercati storici del Mediterraneo come Spagna, Francia e Italia, assistiamo a un’espansione importante verso la Turchia – dove oggi tocchiamo tre porti grazie al contratto logistico siglato con il produttore Upm in Uruguay – e verso l’India, con navi dirette a Mumbai, Kandla e Haldia. Anche l’area del Golfo Arabico esprime una domanda alta, sebbene l’attuale chiusura dello stretto di Hormuz per via delle tensioni geopolitiche ci costringa a sbarcare le merci ad Aqaba o Jeddah, per poi farle proseguire via terra verso Dubai e Abu Dhabi.”
Le tensioni internazionali influenzano direttamente anche le scelte sui cantieri per il rinnovo della flotta. Come vi state orientando?
“La nostra flotta attuale ha diverse unità che sfiorano i 30 anni, che è il limite massimo di operatività per questo tipo di navigazione, e Nyk ha intenzione di procedere con nuove costruzioni. Storicamente le nostre navi sono sempre state costruite nei cantieri giapponesi e questa impostazione viene mantenuta. Guardare ad altri mercati, come la Cina, oggi comporta inoltre rischi commerciali: i dazi statunitensi impongono a qualunque nave costruita in un cantiere cinese il pagamento di una tassa di un milione di dollari ogni singola volta che effettua un accosto in un porto degli Stati Uniti. Per una compagnia che opera su scala globale toccando tutti i continenti, l’opzione cinese diventa strutturalmente antieconomica.”
Le vostre navi impiegano sistemi di caricamento molto distanti da quelli delle rinfusiere convenzionali. Quali vantaggi operativi derivano da questa specializzazione?
“La specificità della flotta è il nostro marchio di fabbrica: siamo l’unica compagnia al mondo a operare interamente con navi dotate di cariponte anziché di gru convenzionali a braccio. Si tratta di un investimento finanziario radicalmente diverso: installare quattro gru convenzionali costa circa 2 milioni di dollari l’una, per un totale di 8 milioni, contro i 20 milioni richiesti per l’allestimento con i nostri cariponte. Il ritorno in termini di qualità del servizio è però evidente: la cellulosa viaggia in balle unitizzate; i cariponte sono strutture squadrate dotate di un tetto retrattile incorporato: quando aprono i bracci per sbarcare la merce direttamente sul mezzo sottobordo, l’intero raggio d’azione rimane coperto. Questo ci permette di continuare a lavorare a pieno ritmo anche sotto la pioggia battente, proteggendo la merce dall’umidità e velocizzando i tempi di sosta della nave.”
Sul fronte della sostenibilità ambientale e della riduzione delle emissioni, quali sono i piani del gruppo?
“La nostra capogruppo Nyk è stata un pioniere, avendo già convertito gran parte della propria flotta per l’utilizzo del Gnl. Sul mercato si stanno affacciando soluzioni alternative, come i motori ad ammoniaca scelti da alcuni concorrenti, anche se questa tecnologia desta ancora qualche riserva legata alla sicurezza intrinseca del combustibile. Nello stesso tempo, guardiamo con interesse ai progetti di cold ironing promossi dai porti. Quando le navi sono ormeggiate hanno la necessità di tenere i generatori di bordo accesi per garantire l’energia elettrica necessaria ai servizi e ai cariponte e poter collegare la nave direttamente alla rete di terra permetterà in futuro di spegnere i motori termici durante le operazioni commerciali, azzerando l’impatto acustico e atmosferico a ridosso delle aree urbane.”
Come si articola la presenza di Saga Welco sul mercato italiano e quali sono i punti di forza e le criticità dello scalo di Livorno?
“In Italia il nostro network tocca regolarmente i porti di Napoli, Monfalcone e, saltuariamente, Savona, ma Livorno rimane l’hub di riferimento per i prodotti forestali: lo scalo movimenta circa 700.000 tonnellate di cellulosa all’anno e noi ne gestiamo circa 500.000, lavorando in piena sinergia sulle banchine dell’Alto Fondale con la Cilp, del Molo Italia Sud con il terminalista MarterNeri e, quando disponibili, del Molo Italia Nord. Comunque, le criticità infrastrutturali non mancano, a partire dai pescaggi. I nuovi standard del gigantismo navale vedono l’introduzione di navi da 80.000 tonnellate di portata, ma Livorno offre attualmente un pescaggio massimo di 12 metri. Questo spesso ci costringe a effettuare scali di alleggerimento a Tarragona, in Spagna, che dispone di 15 metri di fondale, per sbarcare parte del carico prima di poter entrare nello scalo toscano. Un altro problema è di natura logistica e si lega ai modelli di approvvigionamento ‘just-in-time’ adottati da molti ricevitori della merce, in particolare nel distretto cartario della Lucchesia. La tendenza strutturale a ridurre al minimo gli stock all’interno degli stabilimenti finisce per scaricare la pressione sui magazzini di temporanea custodia del porto, che si trovano a fare da polmone di stoccaggio per le materie prime in attesa del consumo. Questo inevitabilmente condiziona il ritmo di rotazione delle merci in banchina e richiede uno sforzo di coordinamento straordinario tra terminalisti e autotrasporto.”
In merito ai progetti infrastrutturali in discussione a Livorno, dal potenziamento ferroviario alla Darsena Europa, qual è la sua valutazione?
“Il fattore ferroviario è vitale: con l’aumento dei costi dei carburanti, il trasporto esclusivo su gomma è diventato economicamente pesante per le aziende. Un collegamento ferroviario efficiente fluidificherebbe l’intero sistema. Guardiamo con interesse anche al progetto della Darsena Europa: se il traffico dei container si sposterà nella nuova infrastruttura a mare, la Darsena Toscana si libererà e potrà essere interamente ridestinata alle merci varie e ai prodotti breakbulk, dando allo scalo un polmone di spazi eccezionale. Tuttavia, sento parlare di questa opera da così tanto tempo che ormai mi vedo più vicino alla pensione che a vederla completata. L’auspicio è che l’intero iter proceda finalmente spedito verso decisioni concrete, anche perché lo scenario italiano si sta muovendo velocemente: basti guardare a come il fondo Fhp (F2i Holding Portuale) stia concentrando asset e terminal a Monfalcone, Porto Marghera, Marina di Carrara e nello stesso scalo di Livorno.”
Per concludere, il mercato della cellulosa vede una forte spinta da parte di competitor asiatici e scandinavi. Qual è la strategia commerciale per difendere il vostro posizionamento?
“La concorrenza muove investimenti importanti: il nostro principale competitor globale, la cinese Cosco Shipping, ha ordinato 76 nuove navi per questo segmento, mentre l’altro grande player, G2 Ocean (controllata per l’80% da Mitsui attraverso la divisione Gear Bulk), ha già ampliato la flotta e ordinato altre sei unità. Poiché i grandi produttori mondiali di cellulosa sono un gruppo ristretto e consolidato – parliamo di player come Eldorado, Cenibra, Upm, Stora Enso, Arauco e Cmpc – i contratti di trasporto vengono periodicamente rinegoziati. L’unico modo per difendere i volumi è garantire navi moderne, massima affidabilità del servizio e tariffe competitive. Certamente un colosso come Cosco gioca un’altra partita: ha alle spalle lo Stato cinese, e questo gli garantisce una forza finanziaria e una resistenza ai rischi che un operatore privato semplicemente non ha. Con il supporto strategico e i numeri della flotta del gruppo Nyk, l’obiettivo è proprio quello di incrementare la nostra capacità di competere sul mercato globale.”
ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY
SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI
The port equipment predictive maintenance market offers significant opportunities through AI-based solutions, IoT integration, and cloud-based systems to minimize downtimes and enhance efficiency amid rising global trade volumes and automation trends, particu…
Dublin, June 09, 2026 (GLOBE NEWSWIRE) -- The"Port Equipment Predictive Maintenance Global Market Report 2026"has been added toResearchAndMarkets.com'soffering. The port equipment predictive maintenance market is experiencing rapid growth, rising from $1.22 billion in 2025 to $1.44 billion in 2026, with a CAGR of 18.6%. The historic period growth can be attributed to increased port equipment downtime, reliance on reactive maintenance, basic monitoring adoption, rising operational costs, and global port operations expansion. Looking ahead, the market is projected to reach $2.87 billion by 2030, with a CAGR of 18.8%, driven by AI-based predictive maintenance, IoT sensor integration, reduced operational downtime demand, cloud-based maintenance solutions investment, and smart port infrastructure expansion. Key trends include real-time health monitoring, predictive analytics, remote diagnostics, integration with port management systems, and AI-driven scheduling. Increasing trade volumes are expected to drive market growth. As global economies recover and expand, demand for goods rises, boosting cargo movement across major ports. Predictive maintenance solutions minimize unexpected breakdowns, optimize maintenance schedules, enhance asset utilization, and control operational costs. UNCTAD reports a 2.4% increase in seaborne trade in 2024, with containerized trade projected to grow at 2.7% annually from 2025 to 2029, supporting market expansion. Leading companies are innovating to enhance real-time monitoring and operational efficiency. In September 2025, Dubai Ports World launched quay cranes and electric RTG cranes at Mundra terminal, integrating advanced diagnostics, real-time condition monitoring, CCTV-enabled analytics, and energy-efficient mechanisms. These technologies enhance safety, precision, and equipment uptime, reducing emissions and noise while enabling proactive maintenance scheduling. Automation is further boosting market growth. As automation reduces human intervention, port efficiency and reliability improve. Automated port equipment allows real-time machinery performance monitoring, identifying potential failures early. According to the Government Accountability Office, as of March 2024, all ten major U.S. container ports have adopted automation technologies, facilitating predictive maintenance and reliable operations. Major players include Siemens AG, IBM Corporation, Oracle Corporation, Schneider Electric SE, Honeywell International Inc., SAP SE, ABB Ltd., and others. Asia-Pacific led the market in 2025, with North America anticipated as the fastest-growing region. Key markets encompass Asia-Pacific, North America, South America, Europe, and more. Countries covered include Australia, Brazil, China, and others. The market includes revenues from services like condition monitoring, diagnostics, predictive analytics, performance assessment, failure analysis, and maintenance scheduling. Revenue values reflect goods sold by manufacturers or service companies, excluding resales. Despite tariff challenges increasing costs for imported technology, tariffs encourage local manufacturing and innovation in cost-effective solutions, supporting long-term growth. The market research report offers comprehensive insights into market statistics, trends, competitors, and growth opportunities, providing critical analysis for industry success. ThePort Equipment Predictive Maintenance Market Global Report 2026is an essential resource for strategists, marketers, and senior management seeking to identify growth opportunities in a rapidly expanding market. The report provides a comprehensive overview of the trends shaping the market over the next decade and beyond, delivering critical insights into the key factors driving growth. Reasons to Purchase: Description:The report explores the largest and fastest-growing markets for port equipment predictive maintenance and examines the market's relationship with global economic and demographic trends. It addresses industry-shaping forces, including technological disruptions and regulatory shifts. The report covers market characteristics, size, and growth, segmentation, and regional analysis. It includes strategic insights into supply chain analysis, innovation trends like digital transformation, and investment flows.Key features include: Report Scope: Companies Mentioned:Siemens AG, IBM Corporation, Oracle Corporation, SAP SE, ABB Ltd., among others. Geographies:Australia, Brazil, China, Germany, India, Japan, USA, and more. Regions:Asia-Pacific, Europe, North and South America, Middle East, Africa. Time Series:Five-year historical data and ten-year forecast. Data:Market ratios, GDP proportions, expenditure per capita, among others. Delivery Formats:Word, PDF, Interactive Report, and Excel Dashboard with bi-annual updates. Added Benefits:Bi-Annual Data Update, Customization, Expert Consultant Support Key Attributes: Companies FeaturedThe companies featured in this Port Equipment Predictive Maintenance market report include: For more information about this report visithttps://www.researchandmarkets.com/r/l9gbb About ResearchAndMarkets.comResearchAndMarkets.com is the world's leading source for international market research reports and market data. We provide you with the latest data on international and regional markets, key industries, the top companies, new products and the latest trends. Attachment
NIMASA highlights the critical need for international support, technology transfer, and climate finance for Africa’s green shipping transition. Learn more.
Read More: https://punchng.com/africa-needs-support-for-green-shipping-transition-nimasa/
Dr Oma Ofodile Credit: Climagraphy Kindly share this story: As global leaders prepare to converge on Mombasa, Kenya, for the 11th Our Ocean Conference scheduled for June 16 to June 18, the Nigerian Maritime Administration and Safety Agency says stronger collaboration, reliable emissions data, technology transfer, and climate finance will be critical to achieving net-zero emissions in the maritime sector.NIMASA added that developing countries, particularly in Africa, cannot successfully navigate the global transition to cleaner shipping without coordinated international support and strategic partnerships.Speaking in an exclusive interview with The PUNCH, the Director of Marine Environment Management at NIMASA, Dr Oma Ofodile, said Nigeria would use the conference to reinforce the need for an inclusive and equitable approach to maritime decarbonisation.According to her, the future of green shipping will depend not only on environmental commitments but also on the ability of countries to access technology, build capacity, generate reliable emissions data, and mobilise adequate funding.Ofodile said one of the major lessons from Nigeria’s engagement at recent climate conferences was that no country could achieve maritime decarbonisation in isolation.She recalled that at COP28 in Dubai, NIMASA championed the idea of an African coalition to support the implementation of the International Maritime Organisation’s greenhouse gas reduction strategy.The initiative, she explained, was driven by the recognition that African countries face similar challenges in the transition to low-carbon shipping and would benefit from collective action.“We recognised early that collaboration would be essential. No single country can successfully navigate this transition alone. African countries need to work together, share experiences, attract investments, and build common positions on key issues,” she said.The NIMASA official noted that one of the strongest outcomes of those discussions was the growing consensus that reliable emissions data must form the foundation of any meaningful decarbonisation strategy.According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. NIMASA added that developing countries, particularly in Africa, cannot successfully navigate the global transition to cleaner shipping without coordinated international support and strategic partnerships.Speaking in an exclusive interview with The PUNCH, the Director of Marine Environment Management at NIMASA, Dr Oma Ofodile, said Nigeria would use the conference to reinforce the need for an inclusive and equitable approach to maritime decarbonisation.According to her, the future of green shipping will depend not only on environmental commitments but also on the ability of countries to access technology, build capacity, generate reliable emissions data, and mobilise adequate funding.Ofodile said one of the major lessons from Nigeria’s engagement at recent climate conferences was that no country could achieve maritime decarbonisation in isolation.She recalled that at COP28 in Dubai, NIMASA championed the idea of an African coalition to support the implementation of the International Maritime Organisation’s greenhouse gas reduction strategy.The initiative, she explained, was driven by the recognition that African countries face similar challenges in the transition to low-carbon shipping and would benefit from collective action.“We recognised early that collaboration would be essential. No single country can successfully navigate this transition alone. African countries need to work together, share experiences, attract investments, and build common positions on key issues,” she said.The NIMASA official noted that one of the strongest outcomes of those discussions was the growing consensus that reliable emissions data must form the foundation of any meaningful decarbonisation strategy.According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. Speaking in an exclusive interview with The PUNCH, the Director of Marine Environment Management at NIMASA, Dr Oma Ofodile, said Nigeria would use the conference to reinforce the need for an inclusive and equitable approach to maritime decarbonisation.According to her, the future of green shipping will depend not only on environmental commitments but also on the ability of countries to access technology, build capacity, generate reliable emissions data, and mobilise adequate funding.Ofodile said one of the major lessons from Nigeria’s engagement at recent climate conferences was that no country could achieve maritime decarbonisation in isolation.She recalled that at COP28 in Dubai, NIMASA championed the idea of an African coalition to support the implementation of the International Maritime Organisation’s greenhouse gas reduction strategy.The initiative, she explained, was driven by the recognition that African countries face similar challenges in the transition to low-carbon shipping and would benefit from collective action.“We recognised early that collaboration would be essential. No single country can successfully navigate this transition alone. African countries need to work together, share experiences, attract investments, and build common positions on key issues,” she said.The NIMASA official noted that one of the strongest outcomes of those discussions was the growing consensus that reliable emissions data must form the foundation of any meaningful decarbonisation strategy.According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. According to her, the future of green shipping will depend not only on environmental commitments but also on the ability of countries to access technology, build capacity, generate reliable emissions data, and mobilise adequate funding.Ofodile said one of the major lessons from Nigeria’s engagement at recent climate conferences was that no country could achieve maritime decarbonisation in isolation.She recalled that at COP28 in Dubai, NIMASA championed the idea of an African coalition to support the implementation of the International Maritime Organisation’s greenhouse gas reduction strategy.The initiative, she explained, was driven by the recognition that African countries face similar challenges in the transition to low-carbon shipping and would benefit from collective action.“We recognised early that collaboration would be essential. No single country can successfully navigate this transition alone. African countries need to work together, share experiences, attract investments, and build common positions on key issues,” she said.The NIMASA official noted that one of the strongest outcomes of those discussions was the growing consensus that reliable emissions data must form the foundation of any meaningful decarbonisation strategy.According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. Ofodile said one of the major lessons from Nigeria’s engagement at recent climate conferences was that no country could achieve maritime decarbonisation in isolation.She recalled that at COP28 in Dubai, NIMASA championed the idea of an African coalition to support the implementation of the International Maritime Organisation’s greenhouse gas reduction strategy.The initiative, she explained, was driven by the recognition that African countries face similar challenges in the transition to low-carbon shipping and would benefit from collective action.“We recognised early that collaboration would be essential. No single country can successfully navigate this transition alone. African countries need to work together, share experiences, attract investments, and build common positions on key issues,” she said.The NIMASA official noted that one of the strongest outcomes of those discussions was the growing consensus that reliable emissions data must form the foundation of any meaningful decarbonisation strategy.According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. She recalled that at COP28 in Dubai, NIMASA championed the idea of an African coalition to support the implementation of the International Maritime Organisation’s greenhouse gas reduction strategy.The initiative, she explained, was driven by the recognition that African countries face similar challenges in the transition to low-carbon shipping and would benefit from collective action.“We recognised early that collaboration would be essential. No single country can successfully navigate this transition alone. African countries need to work together, share experiences, attract investments, and build common positions on key issues,” she said.The NIMASA official noted that one of the strongest outcomes of those discussions was the growing consensus that reliable emissions data must form the foundation of any meaningful decarbonisation strategy.According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. The initiative, she explained, was driven by the recognition that African countries face similar challenges in the transition to low-carbon shipping and would benefit from collective action.“We recognised early that collaboration would be essential. No single country can successfully navigate this transition alone. African countries need to work together, share experiences, attract investments, and build common positions on key issues,” she said.The NIMASA official noted that one of the strongest outcomes of those discussions was the growing consensus that reliable emissions data must form the foundation of any meaningful decarbonisation strategy.According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. “We recognised early that collaboration would be essential. No single country can successfully navigate this transition alone. African countries need to work together, share experiences, attract investments, and build common positions on key issues,” she said.The NIMASA official noted that one of the strongest outcomes of those discussions was the growing consensus that reliable emissions data must form the foundation of any meaningful decarbonisation strategy.According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. The NIMASA official noted that one of the strongest outcomes of those discussions was the growing consensus that reliable emissions data must form the foundation of any meaningful decarbonisation strategy.According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. According to her, Nigeria’s collaboration with University College London to develop a national maritime emissions inventory revealed significant weaknesses in existing data collection systems.She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. She explained that much of the information required to assess emissions levels within the maritime sector was still being collected manually, limiting accuracy and making long-term analysis difficult.“You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. “You cannot effectively manage what you cannot measure. Before discussing emission reduction targets or financing mechanisms, we needed to understand the actual emissions profile of the Nigerian maritime sector,” she said.The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. The study, she added, exposed the urgent need for digitalisation and more sophisticated monitoring systems capable of providing continuous emissions data.That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. That process subsequently led to the development of the Nigerian Maritime Continuous Emissions Monitoring System, an initiative designed to provide a structured and digital framework for collecting, analysing, and updating emissions information across the maritime industry.Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. Ofodile described the monitoring system as one of the first initiatives of its kind in Africa and said it could serve as a model for other countries seeking to strengthen emissions accountability.Nature has been sending us signals. Our Farmers read them firstAfrica entering most transformative maritime era — OlubowaleA strategic thrust for Nigerian inland waterway developmentShe stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. She stressed that reliable data would be essential for tracking progress toward the International Maritime Organisation’s target of achieving net-zero emissions from international shipping around mid-century. Beyond data collection, the NIMASA director identified technology gaps as one of the biggest obstacles confronting developing countries.According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. According to her, many African ports lack the infrastructure needed to support emerging low-carbon shipping technologies. She said facilities such as shore power systems, smart port infrastructure, digital platforms, and automated operations would become increasingly important as the industry transitions away from conventional fossil fuels.“Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. “Many ports around the world are already investing in automation, digital systems, and advanced energy infrastructure. Nigeria must also move in that direction if it wants to remain competitive in the future maritime economy,” she said.She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. She further noted that alternative fuels expected to power future vessels would require entirely new technical capabilities, creating an urgent need for capacity building across the maritime sector.Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. Seafarers, engineers, port operators, and regulators, she said, would all need specialised training to adapt to evolving technologies and environmental standards.However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. However, Ofodile maintained that finance remains the single biggest challenge confronting maritime decarbonisation efforts in many developing countries.She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. She explained that virtually every aspect of the transition, including infrastructure development, emissions monitoring systems, alternative fuels, and human capacity development, would require substantial investment.“Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. “Finance is critical. Whether you are talking about smart ports, digital infrastructure, emissions monitoring systems, or capacity building, all these require significant funding,” she said.While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. While acknowledging the existence of several international climate finance mechanisms, she noted that many developing countries struggle to access available resources due to institutional and technical limitations.She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. She therefore called for stronger coordination around climate finance and improved support for developing countries seeking to implement emissions reduction projects.According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. According to her, governments must also ensure that projects are properly structured and aligned with international funding requirements if they hope to attract investment.Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. Ofodile said Nigeria’s message at the upcoming Our Ocean Conference would emphasise the need for stronger partnerships among governments, international organisations, development agencies, and the private sector.She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. She argued that maritime decarbonisation presents opportunities not only for environmental sustainability but also for innovation, industrial growth, job creation, and economic development.Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. Countries that invest early in technology, skills, and green maritime infrastructure, she said, stand to benefit from emerging opportunities within the global blue economy.“The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. “The transition must be inclusive, practical, and equitable. Developing countries are committed to supporting climate action, but they need adequate support to implement ambitious targets,” she said. Kindly share this story: All rights reserved. This material, and other digital content on this website, may not be reproduced, published, broadcast, rewritten or redistributed in whole or in part without prior express written permission from PUNCH. Contact:[email protected] Stay informed and ahead of the curve! Follow The Punch Newspaper on WhatsApp for real-time updates, breaking news, and exclusive content. Don't miss a headline – join now! Stay in the know—fast. Get instant alerts, breaking headlines, and exclusive stories with thePunch News App.Download nowand never miss a beat.
Il responsabile del Chartering & Bunker Dept. di Grimaldi Group da fine estate inizierà una nuova sfida professionale sempre nel settore dei carburanti navali L'articolo Nova Marine Carriers investe sul bunker con Alcyon Blue Markets e Andrea Realfonzo proviene da Shipping Italy .
Dal prossimo mese di settembre la shipping company Nova Marine Carriers di Lugano (joint venture fra Duferco e la famiglia Romeo) avrà un nuovo bunker manager che risponde al nome di Andrea Realfonzo, nome italiano molto noto nel mondo dei carburanti per aver lavorato quasi 20 anni (dal 2007) per Grimaldi Group nel Chartering & Bunker Dept. dove oggi ricopre il ruolo di responsabile a livello corporate per tutte le società del gruppo partenopeo. Da Ottobre 2024 Realfonzo è membro del regional board dell’associazione internazionale Ibia per l’area Med.
Ad attenderlo a fine estate una nuova avventura professionale presso la società Alcyon Blue Market, nuova realtà recentemente costituita da Nova Marine Carrier con sedi a Lugano, Ginevra e Dubai e dedicata a supportare società armatrici e compagnie di navigazione nella gestione dei rischi nel mercato del trasporto marittimo per tutto ciò che riguarda l’acquisto, la fornitura, l’intermediazione di bunker, di permessi di emissione (European Union Allowance) e di strumenti derivati.
“Desidero ringraziare la famiglia Grimaldi che ormai quasi 20 anni fa mi ha dato la possibilità di entrare a far parte di un gruppo straordinario, spero di aver ripagato la fiducia che mi è stata data. Resterà per me una seconda casa” ha fatto sapere Andrea Realfonzo a SHIPPING ITALY, commentando le notizie che lo riguardano.
N.C.
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
Por Redacción PortalPortuario @PortalPortuario El jeque Hamdan bin Mohammed bin Rashid Al Maktoum, príncipe heredero de Dubái, viceprimer ministro, ministro La entrada Príncipe heredero de Dubái revisa operaciones y principales avances en Puerto de Jebel Ali se publicó primero en PortalPortuario .
Por Redacción PortalPortuario
@PortalPortuario
El jeque Hamdan bin Mohammed bin Rashid Al Maktoum, príncipe heredero de Dubái, viceprimer ministro, ministro de Defensa y presidente del Consejo Ejecutivo de Dubái, visitó el Puerto de Jebel Ali, operado por DP World, para revisar las operaciones, reunirse con los equipos que mantienen el flujo del comercio regional y observar de primera mano las inversiones multimodales que fortalecen la infraestructura comercial regional.
Durante la visita, el jeque fue informado sobre el desempeño operativo del puerto y las capacidades logísticas multimodales, especialmente durante los últimos dos meses, en los que DP World gestionó cerca de 200.000 TEU a través de corredores regionales de transporte terrestre por carretera y ferrocarril, lo que refleja la resiliencia de la amplia red del puerto.
“La posición de liderazgo de Dubái en el comercio mundial se ha forjado gracias a una visión a largo plazo, una infraestructura avanzada y su capacidad para conectar mercados entre continentes. Durante casi cinco décadas, el puerto de Jebel Ali ha sido el eje de una historia de éxito continua, desempeñando un papel fundamental en la conexión de las cadenas de suministro regionales e internacionales, al tiempo que garantiza el flujo ininterrumpido del comercio en cualquier circunstancia. Elogiamos el papel desempeñado por DP World en el avance de la visión de los EAU y Dubái para un futuro económico sólido y sostenible que contribuya a la prosperidad y el bienestar en todo el mundo”, afirmó Hamdan bin Mohammed bin Rashid Al Maktoum.
Durante la visita, la autoridad recorrió tres instalaciones, entre ellas la terminal ferroviaria de Jebel Ali, que actualmente opera hasta ocho servicios diarios, el sistema de almacenamiento de gran altura Boxbay y el centro de operaciones de la Terminal 2.
El jeque también fue informado sobre la Terminal Ferroviaria de Jebel Ali, que tiene una capacidad anual de 800.000 TEU, con planes para expandirse a 1,6 millones de TEU anuales en línea con la demanda del mercado. DP World está integrando el ferrocarril en el ecosistema logístico multimodal más amplio de Jebel Ali, complementando las redes marítimas y de carreteras con hasta ocho servicios de tren diarios.
A group of national industry players has come together to form the first shipbuilders […] The post Industry players unite to form UAE’s first shipbuilding consortium appeared first on Offshore Energy .
A group of national industry players has come together to form the first shipbuilders consortium in the United Arab Emirates (UAE), which will work toward aligning national shipbuilding capabilities to drive maritime innovation and growth. According to AD Ports, the initiative is designed to strengthen coordination across the domestic maritime sector and provide opportunities for small and medium-sized companies to access larger and more complex projects in both local and international markets. The consortium gathers an initial group of UAE players from shipbuilding, steel production, marine engineering, and fabrication, including AD Ports Group, SAFEEN Drydocks, Premier Marine Engineering Services, Dubai Shipbuilding & Engineering (DSBE), Al Seer Marine, Dutch Oriental, JOME Engineering, Saifee, Blue Gulf Ship Builders, and MBK Marine Industries, among others. The aim is to enhance collaboration and strengthen the UAE’s position in the maritime industrial sector and improve visibility across project pipelines, enable more efficient procurement, and support coordinated execution, increasing delivery capability and overall sector competitiveness across the full maritime value chain. The consortium is led by Noatum Maritime, part of AD Ports Group’s Maritime & Shipping Cluster. “The establishment of the UAE’s first Shipbuilders Consortium reflects our commitment to advancing the nation’s industrial capabilities, in line with the vision of our wise leadership in the UAE and broader economic diversification objectives,”saidMohamed Juma Al Shamisi, Managing Director and Group CEO of AD Ports Group. “By strengthening alignment across the sector, we are enabling greater scale, enhancing competitiveness, and positioning the UAE to play a more prominent role in global maritime trade and manufacturing. Through our maritime division, we are helping to shape a more connected and competitive national shipbuilding ecosystem.” 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!
Iran, la guerra nel Golfo in diretta: "Gli Usa rinunciano dispiegare la Black Jack in Europa" | Libero Quotidiano.it Libero Quotidiano
Il dipartimento della Guerra degli Stati Uniti ha cancellato all'ultimo momento il dispiegamento in Polonia della Seconda Brigata corazzata della Prima divisione di cavalleria, nota come "Black Jack", che conta oltre 4 mila uomini. Parte dei militari e dei mezzi era già diretta in Europa quando l'operazione è stata cancellata, secondo fonti informate citate dal quotidiano statunitense Wall Street Journal. Nei giorni scorsi Washington aveva già annunciato il ritiro di 5.000 militari dalla Germania. Una mossa significativa, da leggere anche nel quadro della guerra in Iran. Di seguito, le principali notizie di giornata dal Golfo:
Trump: "Xi favorevole ad accordo e vuole aiutare" - Il presidente americano Donald Trump ha dichiarato che il leader cinese Xi Jinping sarebbe favorevole a un accordo con l'Iran e avrebbe persino offerto il proprio aiuto per favorirlo. In un'intervista a Fox News, Trump ha raccontato che Xi "vorrebbe vedere raggiunto un accordo" con Teheran. "Chi compra così tanto petrolio ha ovviamente qualche tipo di rapporto con loro - ha affermato Trump riferendosi alla Cina - Ma lui ha detto: 'Mi piacerebbe essere d'aiuto. Se posso essere utile in qualsiasi modo'. Vorrebbe vedere aperto lo Stretto di Hormuz".
Centcom: "Distrutte 161 navi da guerra e il 90% delle mine dell'Iran" - "In mare abbiamo distrutto 161 unità navali totali relative a 16 diverse classi di navi da guerra, compromettendo di fatto la capacità operativa del regime" iraniano. L'ammiraglio Brad Cooper, a capo del Centcom, ha riferito che le forze Usa hanno eliminato "oltre il 90% di quello che era un imponente arsenale di mine navali fatto di oltre 8.000 ordigni, attraverso oltre 700 attacchi aerei mirati". In sintesi, ha aggiunto Cooper in un'audizone al Congresso, "la Marina iraniana non può più rivendicare lo status di potenza marittima e non è in grado di proiettare la sua forza nel Golfo di Oman o nell'Oceano Indiano".
ll Papa, sbagliato chiamare difesa un riarmo che impoverisce - "Quanto sta avvenendo in Ucraina, a Gaza e nei territori palestinesi, in Libano, in Iran - afferma Leone XIV - descrive la disumana evoluzione del rapporto fra guerra e nuove tecnologie in una spirale di annientamento. Lo studio, la ricerca, gli investimenti vadano nella direzione opposta: siano un radicale 'sì' alla vita! Sì alla vita innocente, sì alla vita giovane, sì alla vita dei popoli che invocano pace e giustizia!". "A chi è più adulto - dice quindi Leone - il malessere giovanile domanda: 'Che mondo stiamo lasciando?'. Un mondo purtroppo storpiato dalle guerre e dalle parole di guerra. Si tratta di un inquinamento della ragione, che dal piano geopolitico invade ogni relazione sociale. La semplificazione che costruisce nemici va allora corretta, specie in università, con la cura per la complessità e il saggio esercizio della memoria". "In particolare, il dramma del Novecento non va dimenticato - inovoca il Papa -. Il grido 'mai più la guerra!' dei miei predecessori, così consonante al ripudio della guerra sancito nella Costituzione Italiana, ci sprona a un'alleanza spirituale con il senso di giustizia che abita il cuore dei giovani, con la loro vocazione a non chiudersi tra ideologie e confini nazionali".
Rubio; "Missili e droni passo preliminare di Teheran verso l'atomica" - Il segretario di Stato Usa, Marco Rubio ha difeso la guerra contro l'Iran, sostenendo che Teheran si sia dotato di un vasto arsenale di missili e droni come passo preliminare verso l'ottenimento di un'arma nucleare. In un'intervista concessa all'emittente televisiva "Fox News" prima di partire alla volta della Cina, Rubio ha affermato che prima dell'intervento militare degli Stati Uniti l'Iran stava accumulando capacità convenzionali tali da poter sopraffare qualsiasi sistema di difesa nella regione e dissuadere così eventuali attacchi contro il Paese. Secondo Rubio, una volta ottenuta questa sorta di "immunità" convenzionale, la Repubblica islamica contava di incedere indisturbata verso la realizzazione di un'arma atomica.
Seoul minaccia "ritorsioni diplomatiche" dopo l'attacco a Hormuz - Il governo della Corea del Sud ha promesso una risposta diplomatica contro i responsabili dell'attacco a una propria nave cargo verificatosi all'inizio di questo mese nello Stretto di Hormuz, una volta conclusa l'indagine ufficiale in merito all'accaduto. Secondo l'agenzia di stampa "Yonhap", fonti governative sudcoreane ritengono altamente improbabile che dietro l'attacco vi sia un soggetto diverso dall'Iran, che nei giorni scorsi ha negato di essere coinvolto nell'attacco. Il ministero della Difesa sudcoreano ha inviato a Dubai una squadra tecnica incaricata di analizzare l'esplosione e l'incendio avvenuti il 4 maggio a bordo della nave Hmm Namu, battente bandiera panamense ma gestita dalla compagnia sudcoreana Hmm.
Hormuz, seconda petroliera legata al Giappone attraversa lo stretto - Una petroliera battente bandiera panamense e gestita dal gruppo giapponese di raffinazione Eneos ha attraversato lo Stretto di Hormuz, diventando la seconda nave legata al Giappone e diretta nel Paese asiatico a transitare ad attraversare lo stretto nonostante il blocco parziale legato al conflitto tra Stati Uniti e Iran. Secondo dati di monitoraggio navale, la nave trasporta circa 1,9 milioni di barili di greggio provenienti da Kuwait ed Emirati Arabi Uniti e dovrebbe arrivare in Giappone il 3 giugno. Ieri anche una superpetroliera cinese con due milioni di barili di greggio iracheno aveva attraversato lo stretto dopo essere rimasta bloccata nel Golfo per oltre due mesi a causa della guerra tra Stati Uniti e Iran.
Kuwait has accused Iran of sending an armed Revolutionary Guard team to launch a failed attack on an island in the Middle East nation
Kuwait has accused Iran of sending an armed Revolutionary Guard team to launch a failed attack on an island in the Middle East nation DUBAI, United Arab Emirates --Kuwait accused Iran on Tuesday of sending an armed paramilitary Revolutionary Guard team to launch a failed attack earlier this month on an island in the Middle East nation home to a China-funded port project. The accusation by Kuwait of an Iranian link to the incident came just before U.S. President Donald Trump travels to Beijing for a meeting with Chinese President Xi Jinping. Iran didn't immediately acknowledge the allegation by Kuwait, which came under repeated attack by Iran in the war and even during the shaky ceasefire still holding in the region. However, the allegation and ongoing attacks throughout the region have threatened to tip the region back into open warfare. The accusation came as the U.S. ambassador to Israel, Mike Huckabee, said that Israel sentIron Domeanti-missile batteries and personnel to operate them to the United Arab Emirates to defend the country during the war as well. That underlined the growing defense relationship between Israel and the UAE, countries long suspicious of Iran. It also represents the first publicly acknowledged deployment of Israel's military to the Emirates, a federation of seven sheikdoms on the Arabian Peninsula home to Abu Dhabi and Dubai. The narrow Strait of Hormuz remains in Tehran's chokehold and negotiations between the U.S. and Iran appear at a standstill for the moment — also raising the risk of the conflict breaking out again. Kuwait said that a team of six armed members of the Guard tried to infiltrate Bubiyan Island in the northwest corner of the Persian Gulf near Iraq and Iran on May 1. It accused the team of planning to carry out “hostile acts,” without elaborating. Kuwait said that it detained four of the men, while two escaped when its forces disrupted their infiltration of the island. Kuwait that said one of its security officials had been wounded in the attack, which initially was announced on May 3 without any details. Kuwait identified the men held as two Guard naval captains, a Guard naval lieutenant and a Guard army lieutenant. Bubiyan Island is home to Mubarak Al Kabeer Port, which is under construction as part of China’s “Belt and Road” initiative. That project also came under attack during the war by Iran. Kuwait provided no reason for why it delayed linking the attack to Iran. Trump is traveling this week to China for a summit with Xi, during which Iran will likely be a topic. Beijing long has been a buyer of sanctioned Iranian crude oil and has been hurt by the strait's closure, which has sparked a global energy crisis. Huckabee, a Baptist minister, former governor of Arkansas and one-time presidential candidate, made the comment on stage at an event in Tel Aviv, Israel. “I’d like to say a word of appreciation for United Arab Emirates, the first Abraham accord member,” Huckabee said at the Tel Aviv Conference. “Just look at the benefits. Israel just sent them Iron Dome batteries and personnel to help operate them.” The United Arab Emiratesdiplomaticallyrecognized Israelin 2020. That drew criticism from Iran, long Israel's main regional enemy. Iran didn't immediately respond to Huckabee's remarks, though it has repeatedly suggested over the years that Israel maintained a military and intelligence presence in the Emirates. The UAE and Israel didn't immediately respond to a request for comment over the acknowledgment by Huckabee. However, Huckabee's remarks came after the U.S. ambassador to the United Nations, Mike Waltz, was quoted as saying the same during an event at the Israeli mission there Monday night — suggesting this was an intentional release of the information, likely with the Emiratis' and Israelis' blessing. It comes as the UAE has faced Iranian missile and drone fire even after the ceasefire was reached in the war and has been trying to signal to nervous investors and the public it remains open for business and safe. The UAE also has closed down Iranian government-linked sites in the country since the war began. The Emirates long has been used by both the Iranian government and average Iranians as a place to safely do business offshore from the Islamic Republic. On Thursday during a visit to the Emirates by Egyptian President Abdel-Fattah el-Sissi, his Emirati counterpart Sheikh Mohammed bin Zayed Al Nahyan accompanied him to an air base where Egyptian pilots and Rafael fighter jets were stationed — the first acknowledgment of a detachment operating in the UAE. Sheikh Mohammed and the UAE strongly backed el-Sissi as he rose to power in 2013 and in the years since. Huckabee added that he was “very optimistic” that additional countries in the region will soon join the Abraham Accords, the 2020 diplomatic recognition deal that also included the Gulf Arab kingdom of Bahrain, for formal relations with Israel. However, many Arab states remain incensed by Israel's wide-ranging military campaigns after Hamas' 2023 attack on the country, which has seen the Gaza Strip leveled and Iran's allies attacked across the wider Mideast. Israel now controls territory in Lebanon and Syria as well. Huckabee in his remarks also sought to shore up U.S. support for the recent war, suggesting that “Israel is the appetizer, America has always been the entrée" for Iran's theocracy. “The Gulf states now understood they will have to make a choice — is it more likely they will be attacked by Iran or Israel?" Huckabee asked. "They see that Israel helped us and Iran attacked us. Israel is not trying to take over your land, and is not sending missiles to you.” Meanwhile Tuesday, prosecutors in Bahrain said at least two dozen people were handed prison sentences on Tuesday on charges including espionage and conspiring with Iran’s paramilitary Revolutionary Guard. They said three were sentenced to life. Others received shorter Iran-related sentences. Bahrain — an island nation ruled by a Sunni Muslim monarchy with a Shiite-majority population — has sentenced dozens on Iran-related charges since the start of the war. Prosecutors and the Interior Ministry have alleged that Iran maintains cells that carry out espionage and help identify targets there. Rights groups say the island nation has widened a crackdown on dissidents during the war, as well as on Shiites. ___ Lidman reported from Tel Aviv, Israel. Sam Metz contributed to this report from Ramallah, West Bank.