Porti & ambiente — le notizie raccolte

FRANCOFORTE - Si chiude con un altro lampo d’argento il Mondiale di Sofia Raffaeli. Nell’ultima giornata dei Campionati del Mondo di ginnastica ritmica di Francoforte, dedicata alle finali di specialità, la fuoriclasse azzurra sale ancora una volta sul podio e si prende la piazza d’onore al cerchio. Non riesce, quindi, a conservare il titolo conquistato un anno fa a Rio de Janeiro, ma si conferma tra le grandissime dell’attrezzo e, soprattutto, mette il secondo sigillo su una rassegna iridata che aveva già regalato a lei e alla FGI il bronzo nel concorso generale e il preziosissimo pass per i Giochi Olimpici di Los Angeles 2028. Al cerchio, sulle note tecno-futuristiche di Arca, Kings & Creatures e William Morris, il “Terminator” marchigiano mette insieme l’ennesima prova di altissimo livello, premiata con 30.500 punti, frutto di 13.700 di Difficoltà, 8.400 di Artistico e 8.400 di Esecuzione. È stato un crescendo, in questa routine, con la quale era partita mercoledì con 30.100, per salire poi a 30.400 nella finale del Completo di venerdì, e aggiungere un altro decimo oggi: tre esecuzioni, tutte abbondantemente sopra il muro del 30. Davanti a lei soltanto una splendida Taisiia Onofriichuk, che firma la giornata perfetta e si prende il gradino più alto con 30.700. L’ucraina, in versione Michael Jackson nel videoclip di "Thriller" precede di appena due decimi Raffaeli, mentre alle spalle della poliziotta di Chiaravalle deve accontentarsi del bronzo l’idolo della Festhalle, la tedesca Darja Varfolomeev, terza con 30.400. Un podio di enorme spessore e una medaglia che conferma la nostra Sofi ai vertici del pianeta dei piccoli attrezzi. Più complicata la finale alla palla di Raffaeli. Sofia, ultima a salire in pedana, non riesce a trovare la stessa precisione mostrata poco prima al cerchio e chiude il nuovo programma, montato sulle musiche di Blake Neely e Andrew Hewitt, in quinta posizione con 28.450. Sfuma così la possibilità di mettere al collo la terza medaglia personale, non cambia però la sostanza di una settimana che la conferma ancora una volta stella assoluta del firmamento della ritmica internazionale. E che porta la campionessa di Chiaravalle a quota 17 medaglie (5 ori, 4 argenti e 5 bronzi), contando anche i tre podi nei Team Ranking del 2021, 2022 e 2023. ScegliAnconaTodaycome fonte preferita su Google News Vuoi navigaresenza pubblicità? Scopri come fare © Riproduzione riservata

Un bronzo che luccica come l’oro. Perché questa volta il metallo racconta soltanto una parte della storia. Sofia Raffaeli è ancora sul podio mondiale, terza nell’All-Around iridato di Francoforte con 117.550 punti, alle spalle della tedesca Darja Varfolomeev, regina del mondo con 119.500, e della bulgara Stiliana Nikolova, seconda con 117.600. Appena 50 millesimi separano l’azzurra dall’argento. Ma soprattutto quel terzo posto significa una cosa: la ginnastica italiana qualificata ai Giochi Olimpici di Los Angeles 2028. Le prime tre ginnaste del concorso generale mondiale, infatti, consegnavano alla rispettiva nazione il pass olimpico individuale. La carta non è nominativa, appartiene al Paese, ma a conquistarla sulla pedana della Festhalle è stata lei: Sofia Raffaeli. E c’è un altro dato che rende storica la serata di Francoforte: la ventiduenne marchigiana delle Fiamme Oro è la prima atleta dell’intera missione Coni, considerando tutti gli sport olimpici, a conquistare per l’Italia un posto ai Giochi di Los Angeles 2028, con quasi due anni d’anticipo. In altri termini, degli oltre 400 atleti che di solito, almeno nelle ultime edizioni, compongono la missione del Comitato Olimpico Italiano alla rassegna estiva del Cio, il primo viene dalla Federginnastica e, in particolare dalla sezione di Ritmica. Il presidente Andrea Facci, direttore tecnico0 nazionale ad interim dei piccoli attrezzi, ha subito ricevuto le congratulazioni dei suoi colleghi delle altre FSNI e del numero uno del Foro Italico, Luciano Buonfiglio. È la continuità delle grandi campionesse, comunque, a lasciare di stucco. E Sofia è ormai, a tutti gli effetti, una leggenda dello sport italiano, ancora nel pieno della sua attività. Bronzo olimpico a Parigi 2024 (come mai nessuna azzurra prima di lei), oro all around a Sofia nel 2022, argento a Valencia nel 2023, bronzo mondiale a Rio de Janeiro 2025, bronzo mondiale oggi a Francoforte 2026. Cinque grandi appuntamenti, cinque volte sul podio. Sofia non scende più da lì. Eppure la sua finale non era cominciata con i migliori auspici. Inserita nel Girone A, quello riservato alle Top 9 delle qualificazioni, Raffaeli vi era entrata con il quinto punteggio. Alla palla, primo attrezzo della sua rotazione, qualche imprecisione l’ha costretta a limitare i danni: 28.250. Niente di grave, anche se il suo volto scuro al kiss and cry tradiva quella sua ossessiva ricerca della perfezione. Poi, però, il vulcano di Chiaravalle ha cominciato a eruttare. Alle clavette arriva la svolta. Sofia graffia, cambia ritmo, aggredisce la pedana e costruisce un esercizio strepitoso: 30.250, una prestazione che la rilancia prepotentemente nella corsa al podio, senza più il timore dei ritorni pericolosissimi di Onofriichuk e Munits, dominatrici del girone B. Al nastro tiene alta la pressione con 28.650, senza concedere terreno nel momento in cui ogni decimo comincia, davvero, a pesare come un macigno. Resta il cerchio. Il suo attrezzo. Quello con cui è campionessa mondiale in carica dopo il titolo conquistato nella Cidade Maravilhosae, un anno fa, quello nel quale, qui a Francoforte, ha ottenuto il miglior punteggio delle qualificazioni guadagnandosi la finale di specialità di domenica. Praticamente è un calcio di rigore, tutto il destino era nelle sue mani, come dicevano gli antichi, e facendo il suo nemmeno il talento kazako Akmaral Yerekesheva, davanti di qualche decimo, avrebbe potuta impensierirla. E Sofia chiude da Sofia: 30.400. Il totale sale a 117.550. Poi non resta che guardare il tabellone. E sorridere di gioia!

August 13, 2026 Photo courtesy of Port of Los Angeles The Los Angeles Harbor Commission has approved an addendum to further accelerate clean air technologies and incentives as part of the Port of Los Angeles’ 2025 clean air Cooperative Agreement with the South Coast Air Quality Management District (South Coast AQMD) and neighboring Port of Long Beach. Under the updated agreement, the Port of Los Angeles – along with the Port of Long Beach – will enhance incentives for the cleanest ocean-going vessels, establish new incentives to increase the use of zero-emission trucks, and invest $20 million toward regional charging and fueling infrastructure for zero-emission drayage trucks. The agreement also includes implementation milestones, annual reporting and public engagement requirements to ensure transparency and accountability as the programs move forward. Signed by both ports and the South Coast AQMD in November 2025, the initial Cooperative Agreement called on both ports to develop comprehensive zero-emission infrastructure plans covering all major port emission source categories, including cargo-handling equipment, harbor craft, trucks, trains and ocean-going vessels. At that time, both ports agreed to continue working with South Coast AQMD to consider additional measures to reduce emissions from higher polluting sources, like trucks and ships. The new agreement builds on the success of the two ports’ Clean Air Action Plan (CAAP), a voluntary air quality program approved in 2006. Since that time, the Port of Los Angeles has cut overall emissions of diesel particulate matter (DPM) by 90%, sulfur oxides (SOx) by 98% and nitrogen oxides (NOx) by 73%. For every 10,000 containers, emissions of DPM, SOx and NOx are down 93%, 99% and 81%.

LOS ANGELES, CA — The Los Angeles Harbor Commission has approved expanded clean-air incentives for ships and trucks, including a $20 million investment in charging and fueling infrastructure for zero-emission trucks at the Port of Los Angeles, officials announced Thursday. The action amends a 2025 cooperative agreement involving the ports of Los Angeles and Long Beach and the South Coast Air Quality Management District. Under the updated agreement, the ports will increase incentives for cleaner ocean-going vessels, create new incentives aimed at boosting the use of zero-emission trucks and invest in regional charging and fueling infrastructure. "This next phase of the Cooperative Agreement builds on our success by focusing on the infrastructure and incentives that will accelerate the transition to zero-emission goods movement," Port of Los Angeles Executive Director Gene Seroka said in a statement. The agreement also includes implementation milestones, annual reporting requirements and provisions for public engagement. The original agreement, signed in November 2025, called for the two ports to develop zero-emission infrastructure plans covering cargo-handling equipment, harbor craft, trucks, trains and ocean-going vessels. The South Coast AQMD approved the addendum earlier this month, followed by the Long Beach Harbor Commission. Approval by the Los Angeles Harbor Commission puts the changes into effect, according to port officials. The updated agreement builds on the Clean Air Action Plan adopted by the two ports in 2006. Since then, the Port of Los Angeles said it has reduced overall diesel particulate matter emissions by 90%, sulfur oxides by 98% and nitrogen oxides by 73%. "Reducing pollution from the Port is not only keeping our port adjacent communities safe, but also helps the Los Angeles region achieve its ambitious climate goals," Mayor Karen Bass said. "In partnership with the Port of Long Beach, this updated agreement is another bold, historic step toward putting sustainability at the forefront of everything we do at the Port of Los Angeles." City News Service

California Launches Environmental Youth Council as Feds Silence Youth Voices SACRAMENTO — The California Environmental Protection Agency or CalEPA is now accepting applications for the California Environmental Youth Advisory Council or Youth Council, a new statewide leadership opportunity for young people ages 14-20 who want to help shape California’s environmental future. While the Environmental Protection Agency or U.S. EPA quietly disbanded the federal National Environmental Youth Advisory Council, California welcomes young leaders who will help shape and protect the environment they inherit. California’s Youth Council is open to young, passionate leaders from diverse backgrounds, communities, and experiences who are ready to bring fresh ideas to the table. California’s youth are no strangers to the effects of wildfires, extreme heat, flooding, poor air quality, and other pollution. The Youth Council will help advance California’s nation-leading environmental policies for the next generation. Young people from both rural and urban backgrounds, tribal communities, and those whose voices have historically been underrepresented in environmental decision-making are encouraged to apply. No previous advocacy or leadership experience is required. The mission of CalEPA is to restore, protect, and enhance the environment, to ensure public health, environmental quality, and economic vitality for all Californians. Members of the Youth Council will have the opportunity to: The application period is open now to Sept, 21. Applicants will be required to submit an online application and one letter of recommendation. For questions about the eligibility and application process, submit an email to YouthCouncil@calepa.ca.gov Details:https://calepa.ca.gov/youthcouncil Gov. Newsom Announces Appointments SACRAMENTO — Gov. Gavin Newsom Aug 5 announced the following appointment: Jennifer Song, of Los Angeles, has been appointed deputy secretary and special counsel for enforcement at the California Business and Consumer Services Agency. Song has been an economic impact fellow at the Progressive State Leaders Committee since 2026. She was an advisor and counsel to the director at the Consumer Financial Protection Bureau from 2021 to 2025. Song was chief of staff to the senior policy advisor at Harris for President in 2024. She was the director of policy at the Democratic Attorneys General Association from 2017 to 2021. Song held multiple positions at the California Department of Justice including special counsel for Consumer Protection in the Office of Attorney General Kamala D. Harris from 2015 to 2017 and a senior staff attorney at the California Monitor Program from 2012 to 2014. She was a staff attorney at Asian Americans Advancing Justice in 2012. Song was an Equal Justice Works AmeriCorps legal fellow at Asian Americans Advancing Justice from 2010 to 2012. She earned a Juris Doctor degree from the University of California College of the Law, San Francisco and a Bachelor of Arts degree in Political Science from the University of Southern California. This position does not require Senate confirmation,and the compensation is $220,008. Song is a Democrat. In "Announcements" In "Briefs" In "Briefs" LONG BEACH — The Long Beach Police Department has arrested a suspect for the… The Harbor Boulevard and 22nd Street project will develop a 17.5-acre parking area that will… SAN PEDRO — Caltrans announces a single-lane closure of southbound State Route 47 (SR-47)… MARAD, Port of Long Beach Announce Second-Best July on Record LONG BEACH — Stephen Carmel,… SACRAMENTO — Data brokers are starting to delete Californians' personal information, and the state… LONG BEACH — The City of Long Beach Department of Economic Development & Opportunity or…

LONG BEACH — Stephen Carmel, Administrator of the U.S. Maritime Administration, joined Port of Long Beach CEO Dr. Noel Hacegaba to announce our second-busiest July on record and the fourth-strongest month in the Port’s 115-year history. The Port of Long Beach moved 928,508 twenty-foot equivalent units last month, down 1.7% from July 2025. Imports declined a flat 0.1% to 467,461 TEUs, exports rose 14.8% to 104,843 TEUs and empty containers were down 7.4% to 356,205 TEUs.Year-to-date, the Port of Long Beach has moved 5,758,086 TEUs through the first seven months of 2026, up 1.2% compared to the same period last year.Details:Watch the announcement video here.Port of Los Angeles to Increase Clean Ship, Truck IncentivesLOS ANGELES — The Los Angeles Harbor Commission has approved an addendum to further accelerate clean air technologies and incentives as part of the Port of Los Angeles’ 2025 clean air cooperative agreement with the South Coast Air Quality Management District or South Coast AQMD and neighboring Port of Long Beach.Under the updated agreement, the Ports of Los Angeles and Long Beach will enhance incentives for the cleanest ocean-going vessels, establish new incentives to increase the use of zero-emission trucks, and invest $20 million toward regional charging and fueling infrastructure for zero-emission drayage trucks.The agreement also includes implementation milestones, annual reporting and public engagement requirements to ensure transparency and accountability as the programs move forward.Signed by both ports and the South Coast AQMD in November 2025, the initial cooperative agreement called on both ports to develop comprehensive zero-emission infrastructure plans covering all major port emission source categories, including cargo-handling equipment, harbor craft, trucks, trains and ocean-going vessels. At that time, both ports agreed to continue working with South Coast AQMD to consider additional measures to reduce emissions from higher polluting sources, like trucks and ships.The new agreement builds on the success of the two ports’ Clean Air Action Plan or CAAP, an air quality program approved in 2006. The South Coast AQMD approved the cooperative agreement addendum earlier this month, and with the approval of the Los Angeles Harbor Commission, the addendum officially goes into effect.Related Year-to-date, the Port of Long Beach has moved 5,758,086 TEUs through the first seven months of 2026, up 1.2% compared to the same period last year.Details:Watch the announcement video here.Port of Los Angeles to Increase Clean Ship, Truck IncentivesLOS ANGELES — The Los Angeles Harbor Commission has approved an addendum to further accelerate clean air technologies and incentives as part of the Port of Los Angeles’ 2025 clean air cooperative agreement with the South Coast Air Quality Management District or South Coast AQMD and neighboring Port of Long Beach.Under the updated agreement, the Ports of Los Angeles and Long Beach will enhance incentives for the cleanest ocean-going vessels, establish new incentives to increase the use of zero-emission trucks, and invest $20 million toward regional charging and fueling infrastructure for zero-emission drayage trucks.The agreement also includes implementation milestones, annual reporting and public engagement requirements to ensure transparency and accountability as the programs move forward.Signed by both ports and the South Coast AQMD in November 2025, the initial cooperative agreement called on both ports to develop comprehensive zero-emission infrastructure plans covering all major port emission source categories, including cargo-handling equipment, harbor craft, trucks, trains and ocean-going vessels. At that time, both ports agreed to continue working with South Coast AQMD to consider additional measures to reduce emissions from higher polluting sources, like trucks and ships.The new agreement builds on the success of the two ports’ Clean Air Action Plan or CAAP, an air quality program approved in 2006. The South Coast AQMD approved the cooperative agreement addendum earlier this month, and with the approval of the Los Angeles Harbor Commission, the addendum officially goes into effect.Related Details:Watch the announcement video here.Port of Los Angeles to Increase Clean Ship, Truck IncentivesLOS ANGELES — The Los Angeles Harbor Commission has approved an addendum to further accelerate clean air technologies and incentives as part of the Port of Los Angeles’ 2025 clean air cooperative agreement with the South Coast Air Quality Management District or South Coast AQMD and neighboring Port of Long Beach.Under the updated agreement, the Ports of Los Angeles and Long Beach will enhance incentives for the cleanest ocean-going vessels, establish new incentives to increase the use of zero-emission trucks, and invest $20 million toward regional charging and fueling infrastructure for zero-emission drayage trucks.The agreement also includes implementation milestones, annual reporting and public engagement requirements to ensure transparency and accountability as the programs move forward.Signed by both ports and the South Coast AQMD in November 2025, the initial cooperative agreement called on both ports to develop comprehensive zero-emission infrastructure plans covering all major port emission source categories, including cargo-handling equipment, harbor craft, trucks, trains and ocean-going vessels. At that time, both ports agreed to continue working with South Coast AQMD to consider additional measures to reduce emissions from higher polluting sources, like trucks and ships.The new agreement builds on the success of the two ports’ Clean Air Action Plan or CAAP, an air quality program approved in 2006. The South Coast AQMD approved the cooperative agreement addendum earlier this month, and with the approval of the Los Angeles Harbor Commission, the addendum officially goes into effect.Related Port of Los Angeles to Increase Clean Ship, Truck IncentivesLOS ANGELES — The Los Angeles Harbor Commission has approved an addendum to further accelerate clean air technologies and incentives as part of the Port of Los Angeles’ 2025 clean air cooperative agreement with the South Coast Air Quality Management District or South Coast AQMD and neighboring Port of Long Beach.Under the updated agreement, the Ports of Los Angeles and Long Beach will enhance incentives for the cleanest ocean-going vessels, establish new incentives to increase the use of zero-emission trucks, and invest $20 million toward regional charging and fueling infrastructure for zero-emission drayage trucks.The agreement also includes implementation milestones, annual reporting and public engagement requirements to ensure transparency and accountability as the programs move forward.Signed by both ports and the South Coast AQMD in November 2025, the initial cooperative agreement called on both ports to develop comprehensive zero-emission infrastructure plans covering all major port emission source categories, including cargo-handling equipment, harbor craft, trucks, trains and ocean-going vessels. At that time, both ports agreed to continue working with South Coast AQMD to consider additional measures to reduce emissions from higher polluting sources, like trucks and ships.The new agreement builds on the success of the two ports’ Clean Air Action Plan or CAAP, an air quality program approved in 2006. The South Coast AQMD approved the cooperative agreement addendum earlier this month, and with the approval of the Los Angeles Harbor Commission, the addendum officially goes into effect.Related Under the updated agreement, the Ports of Los Angeles and Long Beach will enhance incentives for the cleanest ocean-going vessels, establish new incentives to increase the use of zero-emission trucks, and invest $20 million toward regional charging and fueling infrastructure for zero-emission drayage trucks.The agreement also includes implementation milestones, annual reporting and public engagement requirements to ensure transparency and accountability as the programs move forward.Signed by both ports and the South Coast AQMD in November 2025, the initial cooperative agreement called on both ports to develop comprehensive zero-emission infrastructure plans covering all major port emission source categories, including cargo-handling equipment, harbor craft, trucks, trains and ocean-going vessels. At that time, both ports agreed to continue working with South Coast AQMD to consider additional measures to reduce emissions from higher polluting sources, like trucks and ships.The new agreement builds on the success of the two ports’ Clean Air Action Plan or CAAP, an air quality program approved in 2006. The South Coast AQMD approved the cooperative agreement addendum earlier this month, and with the approval of the Los Angeles Harbor Commission, the addendum officially goes into effect.Related The agreement also includes implementation milestones, annual reporting and public engagement requirements to ensure transparency and accountability as the programs move forward.Signed by both ports and the South Coast AQMD in November 2025, the initial cooperative agreement called on both ports to develop comprehensive zero-emission infrastructure plans covering all major port emission source categories, including cargo-handling equipment, harbor craft, trucks, trains and ocean-going vessels. At that time, both ports agreed to continue working with South Coast AQMD to consider additional measures to reduce emissions from higher polluting sources, like trucks and ships.The new agreement builds on the success of the two ports’ Clean Air Action Plan or CAAP, an air quality program approved in 2006. The South Coast AQMD approved the cooperative agreement addendum earlier this month, and with the approval of the Los Angeles Harbor Commission, the addendum officially goes into effect.Related Signed by both ports and the South Coast AQMD in November 2025, the initial cooperative agreement called on both ports to develop comprehensive zero-emission infrastructure plans covering all major port emission source categories, including cargo-handling equipment, harbor craft, trucks, trains and ocean-going vessels. At that time, both ports agreed to continue working with South Coast AQMD to consider additional measures to reduce emissions from higher polluting sources, like trucks and ships.The new agreement builds on the success of the two ports’ Clean Air Action Plan or CAAP, an air quality program approved in 2006. The South Coast AQMD approved the cooperative agreement addendum earlier this month, and with the approval of the Los Angeles Harbor Commission, the addendum officially goes into effect.Related The new agreement builds on the success of the two ports’ Clean Air Action Plan or CAAP, an air quality program approved in 2006. The South Coast AQMD approved the cooperative agreement addendum earlier this month, and with the approval of the Los Angeles Harbor Commission, the addendum officially goes into effect.Related

The Port of Long Beach has approved an addendum to the 2025 cooperative agreement with the South Coast Air Quality Management District, with that change going next to the Port of Los Angeles. The AQMD has already approved the additions to the plan that drew some criticisms from environmentalists when it was approved in late 2025. The addition adds incentives and funding into the program that seeks to reduce emissions from port-related operations. The Long Beach harbor commission approved the new provisions on Monday, Aug. 10, and the Los Angeles harbor commission is scheduled to take up a vote at its meeting on Thursday, Aug. 13. The new cooperative agreement addendum to the original measure was passed by the AQMD on Friday, Aug. 7. The addendum proposes three new incentive-based and a funding measures for ocean-going vessels and trucks; defines a role for AQMD during development and implementation; and commits to a pubic process, enforcement and reporting during the five-year term of the original 2025 agreement adopted by all three parties. The vote came three days after the South Coast Air Quality Management District’s Governing Board approved the new portions, adding incentives for cleaner ships and zero-emission trucks, along with a $40 million investment in regional charging and fueling infrastructure. The South Coast AQMD is the regulatory agency responsible for improving air quality for large areas of Los Angeles, Orange, Riverside and San Bernardino counties. “These measures are an evolution of the collaborative framework established last year and enable us to make progress toward zero emissions through concrete, measurable and transparent actions,” Long Beach harbor commission President Steven Neal said in a statement. “We appreciate the partnership with SCAQMD staff to get to this point, which involved more than six months of public input, meetings and discussions.” The update authorizes new actions aimed at reducing emissions from goods movement at the ports of Long Beach and Los Angeles. Theoverall 2025 agreementcommits the two ports to developing and implementing plans for zero-emissions infrastructure for equipment types in three phases, starting with a draft plan in May 2027. That would be followed by approved plans in place for all categories by the end of 2029. “This is a milestone more than a decade in the making,” South Coast AQMD Governing Board Chair Vanessa Delgado said in a written statement in 2025 when the rule was approved, “and reflects a collective commitment to cleaner air for the South Coast region.” But not everyone was fully on board with the original agreement. Environmental groups, including the Coalition for Clean Air, criticized the agreement at its adoption in 2025, calling it a closed-door “cooperative agreement” with the San Pedro Bay ports. The coalition, in a news release, said the South Coast AQMD had “surrendered its regulatory authority to the ports.”

Sable Offshore, a Texas-headquartered oil and gas company, is set to resume oil production at its third platform off the California coast next month, marking the latest step in the company’s phased effort to bring its offshore operations back online. Sable claims to have progressed field operations at theSanta Ynez Unit (SYU), theLas Flores Canyon Midstream Processing Facility (LFC), and theSanta Ynez Pipeline System (SYPS)towards steady-state operations, after resuming oil production from theHeritageplatform in early April 2026. An average of approximately 47 wells at theHarmonyandHeritageplatforms were online in July 2026, producing around 721 gross barrels of oil a day per well. While the firm expects to bring all 77 production wells on these two platforms online during the third quarter of 2026, it anticipates theHondoplatform to come online in September 2026. The company confirmed that the wireline campaign for perforation additions and producing well optimization at the Harmony platform started in August 2026. Sable elaborates that five completed perforation additions, each forecasted to produce an incremental 600 estimated gross barrels of oil per day, are expected to come online at Hondo along with the restart of the platform in September 2026. This content is available after accepting the cookies. California’s first of three offshore platforms back in oil production business after 10 years In addition, four more perforation additions at the Hondo platform, projected to produce an incremental estimated 600 gross barrels of oil per day, are planned for completion and to be brought online in early Q4 2026. The U.S. firm highlighted:“Due to the California regulatory environment, local refineries were not able to plan in advance for SYU first sales and ultimately were forced to displace various imported cargos in the second quarter. As a result, Sable incurred $18.5 million of non-recurring demurrage charges throughout the quarter, recognized in operational expenses. “The sudden supply influx of Pacific Outer Continental Shelf (Pacific OCS) crude has forced refiners to temporarily limit throughput of Pacific OCS crude and charge quality deducts for sulfur content and other items.” According to Sable, the Hondo platform is expected to produce lower sulfur content oil, which should bring field-wide sulfur content to normal levels upon planned restart in September 2026. This content is available after accepting the cookies. Oil sales kick off from offshore asset in Golden State “Chemical-based solutions are expected to be tested in Q4 2026 that would potentially sweeten SYU crude production and lower sulfur content with full implementation anticipated in 2027,”underlined the U.S. player. Sable points out that California refineries are expected to adjust their crude oil supply slate starting in September 2026 to begin accepting more Pacific OCS barrels from the SYU and less imported barrels, alleviating the SYU throughput constraint altogether. The company is also in active negotiations to implement waterborne crude oil marketing solutions from existing marine terminals in the Los Angeles area in the near-term in order to improve marketing optionality. Jim Flores, Sable’s Chairman and Chief Executive Officer, commented:“The Sable team was able to make strong progress in ramping up operations in the second quarter. We are encouraged by the productivity of the wells at the SYU with their higher-than-expected production with minimal to no observable decline. “Through the various solutions we have identified, we look forward to working with our midstream and downstream partners to maximize the amount of domestic crude oil from the SYU getting to market for the benefit of California consumers and the U.S. Military and its allies globally.” 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!

The Port of Long Beach has unanimously approved three new clean air strategies in coordination with the South Coast Air Quality Management District and the Port of Los Angeles, advancing the shared goal of zero-emissions goods movement at the nation’s largest port complex. The measures, approved as an addendum to the Cooperative Agreement adopted last December, build on the voluntary San Pedro Bay Clean Air Action Plan that has delivered reductions of 90% in diesel particulate matter, 68% in nitrogen oxides and 98% in sulfur oxides from port-related sources since 2005. The three approved strategies comprise US$ 40 million in new funding from the two ports for a regionwide zero-emissions truck charging network extending beyond the port complex into key locations across Southern California, enhancements to existing green ship incentive programmes to encourage calls from the cleanest available oceangoing vessels, and a new programme to further incentivise the deployment of zero-emissions trucks. The Port of Long Beach currently operates 102 charging stations on site, the most of any seaport in the United States, with 92 additional stations coming online later this year. The regionwide charging network will expand this infrastructure into the broader Southern California heavy-duty truck corridor, creating wider benefits beyond port operations. Long Beach Mayor Rex Richardson described the strategies as accelerating the journey toward cleaner, electrified port operations while growing charging infrastructure that benefits the entire region. Harbor Commission President Steven Neal characterised the measures as a concrete, measurable and transparent evolution of the collaborative framework established last year, acknowledging more than six months of public input and stakeholder engagement in their development. Port CEO Dr Noel Hacegaba framed the strategies as strengthening the port’s commitment to becoming a 100 percent zero-emissions facility as it prepares to handle 20 million TEUs annually by 2050. The first phase of comprehensive zero-emissions infrastructure plans is expected to be released in spring 2027.

Port of Long Beach LONG BEACH — Three new strategies to improve air quality and lessen community impacts from port-related emissions have been approved by the Port of Long Beach, in coordination with the South Coast Air Quality Management District or SCAQMD and Port of Los Angeles, as they work toward a shared goal of zero-emissions goods movement at the ports complex. These strategies build on the historicCooperative Agreement adopted last Decemberand include: The Long Beach Board of Harbor Commissioners Aug. 10 voted unanimously in favor of the above “CAAP Plus” (Clean Air Action Plan) measures following SCAQMD board approval on Aug. 7. The Los Angeles Board of Harbor Commissioners is scheduled to vote on the issue on Aug. 13. The new strategies are part of an Addendum to the Cooperative Agreement entered into by the Ports and South Coast AQMD last year, and expand on theSan Pedro Bay Clean Air Action Plan that has delivered progress in cutting emissions from port-related sources, including reductions of 90% in diesel particulate matter, 68% in nitrogen oxides and 98% in sulfur oxides from port-related sources since 2005. The three-party Cooperative Agreement was negotiated to ensure that both ports maintain their competitiveness while completing comprehensive zero-emissions infrastructure plans to improve air quality in the region. The first phase of the zero-emissions infrastructure plans is expected to be released in spring 2027. The Port of Long Beach currently has 102 charging stations on site, with 92 more coming online later this year. The addendum to the agreement between the SCAQMD, Port of Long Beach and Port of Los Angeles will expand charging infrastructure outside the complex and into key locations around Southern California. Details:polb.com/environmentandwww.cleanairactionplan.org. In "Briefs" In "Announcements" Longtime shipping and ports industry leader Bryan Brandes joined the Port of Long Beach… LOS ANGELES — The Los Angeles County Board of Supervisors Aug. 11 approved a… SACRAMENTO — The California Latino Legislative Caucus Aug. 5 demanded greater transparency and accountability… CARSON — On Aug. 14, Rep. Nanette Barragán (CA-44) will host her annual senior… The GOP was playing checkers with the full name of Abdul El-Sayed, the Democrat’s… LOS ANGELES — For the second time this year, sitting Los Angeles City Councilmember Curren…

Marine Group Boat Works, a boat building and repair company operating a shipyard in Chula Vista, Calif., has been selected to begin construction of a new low-emissions passenger ferry for Catalina Express. This cutting-edge vessel will meet the requirements of the California Air Resources Board Commercial Harbor Craft Regulation, advancing the state’s commitment to cleaner maritime transportation, while adding significant economic impact to the community. The vessel is expected to be launched and begin sea trials in the third quarter of 2027. Catalina Express is part of the LA MER (Los Angeles Marine Emission Reduction) project, a collaborative initiative between CARB and the Port of Los Angeles. Backed by a $31 million CARB grant, the project aims to accelerate the adoption of lower emission harbor craft across California. As part of this effort, Catalina Express received a $15 million grant to match its own $15 million contribution to the project. This emission-reducing technology demonstration project aligns with Catalina Express’ and MGBW’s dedication to environmental consciousness and revitalizing the California boatbuilding industry. The new 46-meter Catalina ferry, designed by Incat Crowther, will be equipped with four Tier 4 MTU 12V 4000M65L engines and a proposed CARB-verified diesel particulate filter once certified by the EPA, USCG, and CARB to meet CARB commercial harbor craft regulations. This state-of-the-art vessel represents the latest chapter in Catalina Express’s long-standing commitment safe, efficient, and comfortable travel. The company was founded in 1981 by Greg Bombard, his father Doug Bombard, and partner Tom Rutter to meet the growing need for reliable transportation between Southern California and Catalina Island. What began with a single 60-passenger vessel has grown into a robust fleet of eight vessels transporting more than one million passengers annually. “For over 45 years, Catalina Express has been committed to environmentally conscious operations, consistently meeting or exceeding federal and state emissions standards,” said Greg Bombard, president and CEO of Catalina Express. “We’re proud to be part of the LA MER program and grateful for the opportunity to collaborate with MGBW Shipyard on this next-generation vessel. It’s an exciting step forward in our legacy of innovation and service to the Catalina Island community.” Catalina Express is the primary link between the Southern California mainland and Catalina Island, making sustainable transportation a critical priority. The introduction of this new 524-passenger vessel will streamline operations by replacing three Tier 2 and Tier 3 vessels, enhancing service efficiency while also cutting down on environmental impact. “Projects like this demonstrate how environmental innovation and economic opportunity can go hand in hand,” said Port of Los Angeles Executive Director Gene Seroka. “We’re proud to work with Greg Bombard and the Catalina Express team, along with the California Air Resources Board and Marine Group Boat Works to advance cleaner maritime technology while supporting skilled jobs and strengthening California’s shipbuilding industry.” The new vessel construction represents a significant investment in Southern California’s maritime economy and workforce. The project will generate more than 100 full-time jobs for craftsmen, engineers, production personnel and support staff throughout construction. In addition to the direct employment impact, the project strengthens the regional supply chain through the purchase of more than 200,000 pounds of locally sourced aluminum and over 880 feet of piping materials. Using standard MARAD maritime industry economic multipliers, the project is estimated to generate more than $54 million in total regional economic impact. “This program demonstrates that shipbuilding is far more than vessel construction — it is a powerful economic engine that sustains California’s maritime industrial base, creates skilled trade careers, and supports local businesses throughout the regional supply chain,” said Todd Roberts, CEO of Marine Group Boat Works. “Projects like this keep critical maritime craftsmanship and manufacturing capabilities here in California while delivering long-term economic value to the community.” About Catalina Island and Catalina Express Located 22 miles off the coast of Southern California, Catalina Island is accessible by boat from three ports via Catalina Express: San Pedro, Long Beach and Dana Point. Catalina Express offers up to 30 daily departures and year-round service to Avalon and Two Harbors, transporting nearly one million passengers annually. It offers comfortable airline-style seats and a galley with a full bar and light snacks. Traveling to Catalina Island in as little as one hour, each vessel was designed and built/purchased specifically for comfort and speed. Catalina Express is an unparalleled resource in Southern California, and one of the world’s most respected ferry fleets. For information and reservations, call 800-429-4601, or visit Catalina Express. About Marine Group Boat Works Marine Group Boat Works is a full-service maritime vessel construction and repair company with two waterfront facilities, on San Diego Bay and in Los Cabos, Mexico. Its largest shipyard in Chula Vista, Calif., encompasses one million square feet, with over 2,000 feet of dockage and a new 820-ton lift, rough terrain cranes, a machine shop, metal working equipment and a propeller shop. Its sister boatyard in San Jose del Cabo features over 300,000 square feet of land and water, with a 660-ton, 150-ton and 75-ton Travelift. Between the two facilities, MGBW employs over 210 ABS-certified welders, shipfitters, pipefitters, mechanics, electricians, painters and other boatbuilding and repair specialists. For more information, visit www.marinegroupboatworks.com. About the Sustainable Heavy-Duty Initiatives for Future Technology (SHIFT) Program SHIFT is an incentive program administered by the California Air Resources Board (CARB) supporting the development and demonstration of advanced, low- and zero-emission technologies for heavy-duty vehicles, off-road equipment, and goods movement. Formerly known as Advanced Technology Demonstration and Pilot Projects, SHIFT investments help accelerate the transition of emerging technologies from pre-commercial demonstration to commercial deployment by supporting early deployments and at-scale testing in real-world use. As a part of CARB’s Clean Transportation Incentives, SHIFT projects advance innovative on- and off-road solutions that reduce air pollution, improve public health and support California’s climate and air quality goals. About the California Air Resources Board (CARB) This project is part of Sustainable Heavy-Duty Initiatives for Future Technology (SHIFT), a program administered by the California Air Resources board and funded through California Climate Investments. CARB’s mission is to promote and protect public health, welfare, and ecological resources through effective reduction of air pollutants while recognizing and considering effects on the economy. CARB is the lead agency for climate change programs and oversees all air pollution control efforts in California to attain and maintain health-based air quality standards. About CCI LA MER is part of California Climate Investments, which uses billions of Cap-and-Invest dollars to fund projects that reduce harmful emissions, protect public health, strengthen local economies, and support natural environments. With a strong focus on communities most impacted by pollution and limited access to resources, California Climate Investments helps build a more equitable and sustainable future.

The chances of the NCAA hosting a tournament and national championship forwomen’s flag footballin 2028 are increasing. On Thursday, August 6, the NCAA Board of Governors approved funding to support a championship and committee for women’s flag football, marking another meaningful step forward for the growing sport. The board also approved an NCAA-wide budget allocation for women’s flag football, moving oversight of the championship budget to Division I — which is consistent with other national championships — beginning with the 2027-28 season. Put more simply, the money is there for the NCAA to host a national championship for women’s flag football, and it’s likely that fans will see one in spring 2028 ahead of the sport’s debutat the Summer Olympics in Los Angeles. “The Board of Governors is proud to support the continued growth of women’s flag football,” ACC commissioner Jim Phillips, chair of the board, said in a statement. “Establishing funding for a National Collegiate Championship is an important milestone that provides a pathway for future championship competition and reinforces our commitment to fostering additional growth opportunities for women in college sports.” More:Flag football's next frontier? Class of 2026 athletes highlight the answer — and challenges In May, women’s flag footballreceived a formal recommendationto become a championship sport when the NCAA Committee on Access, Opportunity and Impact voted at its spring meeting to recommend Divisions I, II and III sponsor legislation to add a National Collegiate Flag Football Championship. Those proposals will be voted on by member schools in January 2027 at the annual NCAA convention. This past January, flag football was added tothe NCAA’s Emerging Sports for Women program. For a sport to graduate from that program and receive championship status, at least 40 schools must sponsor it at a varsity level and meet the sport's minimum competition and participant requirements. The NCAA says that the sport met those thresholds required to move forward this spring. With support from the NFL, women’s flag footballhas grown rapidlyat the college level over the past few years. More than 20 Division I programs —including one at the Power 4 level, Nebraska— have announced their intentions to launch teams at the varsity level by 2028, and many more are playing the sport at the Division II and III levels. Recent Division I programs to announce the addition of women’s flag football teams include Sacramento State and Maryland Eastern Shore. More than 75 schools across the NCAA’s three divisions plan to play women’s flag football in the next academic yearand have hired coaches. In this upcoming academic year, the Mid-Eastern Athletic Conference — one of two Division I NCAA conferences that is made up of only historically Black colleges — will be the first at the D1 level tohost a conference championship for the sport. The Big South will sponsor a full season and championship for women’s flag football in the 2027-28 season too. At the Division II and III levels, this has already been accomplished by the Atlantic East and Conference Carolinas. Wingate won the first Conference Carolinas' league championship in women’s flag football this spring, defeating Ferrum College, 32-14. Marymount repeated as the champs of the Atlantic East with a 12-6 win over Eastern. In lieu of an official NCAA Tournament this past year,the Fiesta Sports Foundationheld its own national championship for flag football,inviting seven club teamsand one varsity squad. UCFwon the Fiesta Sports championship, defeating Florida 19-7. The Big 12 plans to have six teams playing women’s flag football at the varsity level by 2028. The ACC, Phillips told USA TODAY Sports last month,is also talking about flag football. “We've talked to our membership in the ACC about it, and campuses are having internal conversations about what's best for their individual school,” Phillips said at ACC Kickoff in Charlotte, North Carolina. “But it's certainly something that's in our landscape right now as an emerging sport.” Another data point of evidence for the sport's growth is the audience ESPN drew for NFL Flag's girls high school championship, which averaged 1.12 million viewers, making it the most-watched flag football game on record. By comparison, this year's Women's College World Series for softballaveraged 1.6 million viewers per game.

A container ship fitted for shore power in Los Angeles cannot be un-fitted, and across most of the fleet calling San Pedro Bay there is no commercial reason to want to. That is worth establishing at the outset, because on 22 July the Environmental Protection Agency sent the federal authorisation behind California's At Berth regulation to Congress for disapproval. The rule that made cold ironing compulsory at Californian berths now sits in front of a legislature that has already disapproved three Californian authorisations under this administration and received four more in June. The odds are not obviously in California's favour. None of which reaches the plug on the ship, because Europe got there second and will arrive first in practice. Under the Alternative Fuels Infrastructure Regulation, EU member states must ensure that TEN-T maritime ports averaging more than 100 annual calls by container ships above 5,000 gross tonnes can supply shore power to at least 90% of that demand by 31 December 2029. Create a free account to access full articles, analysis and editorial content from Container Management.

The shipsidlingoff the California coast aren’t just waiting for a dock—they’re waiting on government policy. The cost of these delaysis embeddedinto every American taxpayer’s bill, as products needed for basic utilities and everyday groceries take longer and cost more to reach American households. And the worst part? Those delays are entirely avoidable. They only exist because of a flawed Californian rule which Congress could strike down tomorrow. Congress should use theCongressional Review Actto overturn the Environmental Protection Agency’s (EPA) waiver for the “Vessels At-Berth” rule. The rulerequiresincoming ships to shut off their diesel engines and connect to shore-side power sources, forcing expensive infrastructure updates and additional changes that ripple through the shipping industry. That rule unfairlyexportsthe cost of California’s climate agenda to the rest of the country byraisingconsumer prices,disruptingsupply chains, and shaking the balance between state and federal authority. California’s massive handling of US imports and exports under the “Vessels At-Berth” rule naturallyraisescompliance costs, whichtranslatesinto higher prices for fuel, food, and other consumer goods. 12 local portshandle40% of American imports and 30% of exports, meaning an additionalcostof more than $2 billion by 2032 across various products under the regulation. As national economicchokepoints, Ports of Long Beach and Los Angeles administering the mandate are setting a policy taxpayers never endorsed. This invisible tax on local and international trade will eventually make American exporters less competitive in global markets, as well as bumping up prices here at home. In addition to orchestrating maritimetrafficalong the coast, the rule adds to thestrainon local power grids while forcing captains to turn off all diesel engines andplugvessels into a pre-approved clean energy source as soon as they dock. Violators and ships without the required technology are swiftly charged a fee. That money is deposited into the state’sRemediation Fund—sometimes costingthousandsper hour—including noncompliance fines that can reach up to$50,288 per violation, per day. If a ship’s energy isn’t clean enough to appease California’s state government, its owner will have to cough up for the right to offload its goods—hence the higher prices for you and I at the grocery store. The rule only exists because of the EPA’sClean Air Act waiver, whichallowsCalifornia to enact stricter rules than federal restrictions due to its extreme air quality conditions. California does not make it easy for ships to comply with the rule and avoid the heavy fines. Plugging into the land-based grid alone takesup to 3 hours. During thattime, ships must berth, secure the vessel, switch to shore power, back to onboard power, cast off, and exit. These processrequirementsincrease vessel turnaround time, reduce dock availability, and contribute to port congestion when repeated across thousands of port calls. Implementing shore-based electrical infrastructure alsointroducesoperational and safety risks. For some ships, likepetroleum tankers, compliance is technologically impossible, making the fines inescapable and unfair. Through the EPA waiver, California’s state government is essentially regulating state and global commerce at its shores—an area traditionally managed by the federal government. A repeal through the Congressional Review Act (CRA) can correct this. The CRAallowsCongress to disapprove federal agency rules by passing a fast-tracked Joint Resolution of Disapproval with a simple majority. Once signed, the legislation would repeal the “Vessel At-Berth” rule, which cannot be re-issued without congressional approval after that. Repealing the waiver would reverse many of its negative effects listed above. It would also restore balance between state and federal power. Even better, the overturn wouldpreventfuture administrations from issuing similar waivers without congressional approval. One state’s regulatory agenda shouldn’t govern an entire nation’s economy. California is free to pursue its own policies, but shouldn’t have the ability to unilaterally impose its own policy costs on the rest of the country. The longer Congress waits to act against this, the higher the bill will be for American taxpayers. Lora Karch is an independent policy writer with Young Voices, passionate about individual liberties. Her work has appeared in The National Interest, Washington Examiner, RealClearWorld, Times of Israel, and more. You can follow her for more of her work on X: @LoraKarch

Search across reports, market insights, and blog stories. The U.S. Environmental Protection Agency has transmitted two additional California waivers to Congress, covering the Ocean-Going Vessels At Berth and Commercial Harbor Craft regulations. According to Pacific Environment, the precedent established over the past 50 years under both Democratic and Republican administrations is that Clean Air Act waivers are not considered rules and therefore are not subject to review under the Congressional Review Act. The group stated that the EPA's move to reclassify these waivers represents a misuse of the CRA and an unlawful attack on clean air protections. Davina Hurt, Climate Policy Director at Pacific Environment, commented that the federal government's action against the waivers is a misuse of the Congressional Review Act. She noted that Clean Air Act waiver programs have been respected by administrations of both parties for more than five decades. Hurt warned that Congress should recognize what she described as an overreach by the oil and gas industry, rather than jeopardizing billions of dollars in public and private investments made under these regulations. The At Berth regulation has provided regulatory certainty to the shipping industry since 2007, when California began regulating emissions from ships docked at port. These rules were updated in 2020, with compliance requirements phased in over more than a decade starting in 2014. The last requirements are set to become enforceable in 2027. Shipping companies, ports, terminal operators, utilities, and equipment manufacturers have made long-term investments based on this framework, including shore power infrastructure, vessel retrofits, and equipment purchases. Unwinding this program after those investments risks creating stranded assets and discouraging future private investment. Andrea Marpillero-Colomina, Sustainable Communities Policy Advisor at GreenLatinos, said the EPA is targeting communities already burdened by polluted air. She noted that the At Berth and Commercial Harbor Craft rules exist because frontline families near the Ports of Los Angeles and Long Beach have suffered from diesel pollution. She called on Congress to reject the policy attack. The California Air Resources Board's economic analysis of the 2020 At Berth Regulation update estimated compliance costs at about $0.0079 per gallon of fuel in the state supply. Even if the full cost is passed to consumers, the impact on an average California driver using 350 gallons of gas per year would be less than $3 annually. The analysis indicated that Californians would pay pennies while saving billions in health care costs. Eli Lipmen, Executive Director of Move LA, stated that frontline communities suffer from the impacts of living near goods shipping. He called the federal government's action capricious and illegal, urging Congress and the State of California to stop it. The 2020 At-Berth Regulation is projected to reduce potential cancer risk for California's portside communities by about 60%. According to CARB's initial analysis, the amended regulation will save 230 lives and prevent 73 hospital admissions and 116 emergency room visits statewide, with health benefits valued at $2.31 billion. Caroline Bonfield,Ocean Conservancy's senior U.S. policy manager for climate, noted that while Americans are aware of poor air quality from wildfires, port communities face this reality year-round. She said removing these protections is illegal and will worsen air quality. The Commercial Harbor Craft Rule is expected to save 530 California lives and protect 9.7 million Californians from elevated air pollution levels, according to CARB. Dori Chandler, Policy Advocate with the Coalition for Clean Air, said reducing pollution from large ships docked near communities is essential for protecting health and serves as a benchmark for global emissions reductions. Sam Wilson, Senior Analyst with theUnion of Concerned Scientists, stated that the At-Berth and Commercial Harbor Craft regulations address the air quality crisis harming millions of Californians. He noted that the At-Berth regulation alone is estimated to result in net health benefits that far outpace ongoing costs to industry during its first decade. Wilson said the current administration's efforts to strip California's authority would harm over 10 million Californians living near freight facilities. Jasmin Vargas, Air Quality and Clean Port Campaign Director at the Environmental Health Coalition, said the EPA is attempting to roll back two effective rules without evidence that the maritime industry is hurting. She described the action as putting industry profits over children's health. Shannon Olivieri Hovis, Chief Strategy Officer at California Environmental Voters, stated that California has led the nation with stronger transportation standards that have worked. She said the two standards are expected to cut cancer risk in half in coming decades, and called for state leaders to defend California's clean air leadership. Ports have made progress toward zero-emission futures. ThePort of Los Angeles, which receives 40% of the nation's cargo volume, received $15 million in Clean Ports Program funds for shore power deployment at the Wallenius Wilhelmsen Auto Terminal. David Pettit, senior attorney at theCenter For Biological Diversity, said the Trump administration will do anything to prop up oil company profits even if it harms Californians' health. He stated that port-related pollution protections have saved lives. Veronica Eady, Executive Director of the West Oakland Environmental Indicators Project, said diesel pollution from ocean-going vessels is a silent killer in port-adjacent communities like West Oakland. She noted that the waivers have allowed ships at the Port of Oakland to plug into the electric grid and shut off diesel engines, cutting a major pollution source. Katherine Garcia, Sierra Club's Clean Transportation for All Campaign Director, said the Trump administration is abusing its authority to do the bidding of the fossil fuel industry. She called the attempt to nullify waivers a political attack on California's ability to reduce toxic diesel pollution. In June 2026, California Attorney General Rob Bonta, Governor Gavin Newsom, and CARB filed a motion for a preliminary injunction to block the Trump administration's actions targeting four Clean Air Act preemption waivers. These waivers concern CARB's 2008 Greenhouse Gas Emission Standards for cars, 2012 Emissions Standards for Cars, and 2022 Small Offroad Engine Rule amendments. California also filed a lawsuit challenging the EPA's latest attack on state efforts to improve air quality. Attorney General Bonta stated at the time that the administration's assault on California's waivers is politically motivated and that the state will not stand for it. Making Data-Driven Decisions to Grow Your Business A Quick Overview of Market Performance Understanding the Current State of The Market and its Prospects Finding New Products to Diversify Your Business Choosing the Best Countries to Establish Your Sustainable Supply Chain Choosing the Best Countries to Boost Your Export The Latest Trends and Insights into The Industry The Largest Import Supplying Countries The Largest Destinations for Exports The Largest Producers on The Market and Their Profiles The Largest Markets And Their Profiles Instant access. 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CALIFORNIA ENVIRONMENTAL VOTERS * CENTER FOR BIOLOGICAL DIVERSITY * COALITION FOR CLEAN AIR * ENVIRONMENTAL HEALTH COALITION * FRIENDS OF THE EARTH * GREENLATINOS * LITTLE MANILLA RISING * MOVE LA * OCEAN CONSERVANCY * PACIFIC ENVIRONMENT * SIERRA CLUB * UNION OF CONCERNED SCIENTISTS * WEST OAKLAND ENVIRONMENTAL INDICATORS PROJECT WASHINGTON, DC — TheU.S. Environmental Protection Agency transmittedtwo additional California waivers to Congress, including the Ocean-Going Vessels At Berth and Commercial Harbor Craft waivers. For 50 years, the precedent set under both Democratic and Republican administrations is that Clean Air Act waivers are not rules and are therefore not subject to review under the Congressional Review Act (CRA). EPA’s move to reclassify them is not only a misuse of CRA, but an unlawful and reckless attack on vital clean air protections. “The federal government’s attack on California’s At Berth and Commercial Harbor Craft waivers is a misuse of the Congressional Review Act. For more than 50 years, Clean Air Act waiver programs have been respected by Republican and Democratic administrations alike. Instead of playing politics with our health, undermining the regulatory certainty businesses rely on and jeopardizing billions of dollars in public and private investments made under these life-saving rules, Congress should recognize this blatant overreach by the oil and gas industry to continue to put profits over people. Communities, workers, businesses and our economy will pay the cost, not polluters, if Congress repeals California’s Clean Air waivers,” saidDavina Hurt, climate policy director at Pacific Environment. The At Berth regulation provides regulatory certainty to the shipping industry, and is not a fly-by-night regulation. To protect public health, improve the environment and meet the requirements of the federal Clean Air Act, California has been regulating emissions from ships docked at port through the At Berth Regulation since 2007. These rules were updated in 2020. Compliance requirements for the regulation have been phased in for over a decade based on vessel type and location, starting in 2014 with the last requirements becoming enforceable in 2027. Shipping companies, ports, terminal operators, utilities and equipment manufacturers have made long-term investments based on this established regulatory framework. Shore power infrastructure has been built, vessels have been retrofitted, equipment has been purchased and workers have been hired to design, construct, install, operate and maintain these systems.Attempting to unwind a decades-long regulatory program after those investments have already been made risks creating stranded assets, disrupting business planning, discouraging future private investment and placing companies that invested in America at a competitive disadvantage. “Once again, EPA is targeting the communities already most burdened by polluted air. The At Berth and Commercial Harbor Craft rules exist because Latine and other frontline families living next to the Ports of Los Angeles and Long Beach have suffered decades of diesel pollution, asthma and premature death from idling ships and outdated harbor craft. Weaponizing the Congressional Review Act to strip California of its Clean Air Act waiver authority knowingly hands polluters a green light to keep dumping toxic emissions into our neighborhoods. GreenLatinos calls on Congress to reject this reckless policy attack and stand with the people in port communities who bear the true cost of dirty air,” saidAndrea Marpillero-Colomina, Ph.D., sustainable communities policy advisor at GreenLatinos. California Air Resources Board (CARB)’s economic analysis of the impacts of the 2020 At Berth Regulation update estimated that compliance with the regulation would cost about $0.0079 per gallon of fuel in the state supply (SRIA Appendix D, page 281 to 287). Even if the entire cost of compliance is passed down to the consumer, which is a needless assumption, given that the average California driver uses 350 gallons of gas a year, the impact to any driver will be less than $3 per year. Californians would pay pennies while saving billions of dollars in health care costs and cleaner air. Without these rules, it will undermine public health, regulatory certainty, and investments that businesses have already made to comply with the law. “Frontline communities suffer the impacts of living next to our ever-expanding desire for goods to be shipped directly to our homes. This capricious and illegal act by the Federal government will hurt local businesses, undermine good-paying jobs and harm local residents. Move LA opposes this change and calls on Congress and the State of California to stop it in its tracks,” saidEli Lipmen, executive director of Move LA. “Portside communities already bear an unfair share of the health and environmental burden from freight pollution. Many neighborhoods near California’s ports are home to disproportionately low-income residents and communities of color who face elevated rates of asthma, cardiovascular disease and other pollution-related illnesses. California’s Clean Air Act waivers are a vital tool for requiring cleaner technologies that reduce harmful emissions from marine vessels and port operations. If these waivers are overturned through the Congressional Review Act, residents living near ports would face higher pollution levels, delayed health protection, reduced state authority to address local environmental harms and a widening of existing environmental inequities. California must retain the flexibility to adopt stronger standards where federal protections fall short and where communities urgently need cleaner air,” saidTerrance L. Bankston, ports campaign manager at Friends of the Earth (FOE). The At Berth and Commercial Harbor Craft regulation saves costs and lives. The 2020 At-Berth Regulation will reduce potential cancer risk for California’s portside communities by about 60%. According to CARB’s initial analysis, the amended regulation will save 230 lives and prevent 73 hospital admissions and 116 emergency room visits statewide.These health benefits are valued at $2.31 billion. “At this point every American knows all too well the impacts of poor air quality, thanks to this summer’s wildfires. But for port communities exposed to dirty shipping fumes, this is a year-round reality. They always have to worry about the air they’re breathing. Removing these protections is illegal and guaranteed to make air quality worse,” saidCaroline Bonfield, Ocean Conservancy’s senior U.S. policy manager for climate. The Commercial Harbor Craft Rule will save 530 California lives and protect 9.7 million Californians from elevated levels of air pollution, according to CARB. Frontline Black and brown communities have been bearing the brunt of pollution for far too long and moving to zero-emissions ferries and away from diesel and other toxic fossil fuels would clear the air for port neighbors. “Reducing pollution from large ships when they are docked near our communities through the at berth rule is essential to protecting the health of Californians and a benchmark for emissions reductions globally. Rolling back these emission standards will take away good jobs, detrimentally impact communities living nearest to these emissions and prevent healthy competition in a pollution reduction market that is already up and running,” saidDori Chandler, policy advocate with the Coalition for Clean Air. “The At-Berth and Commercial Harbor Craft regulations are impactful methods to address the compelling and extraordinary air quality crisis harming the health, well-being and productivity of millions of Californians. While EPA focuses on compliance costs, many of which reflect investments already made by industry, it ignores both the economic costs of air pollution. The At-Berth regulation alone is estimated to result in net health benefits that far outpace on-going costs to industry during its first decade of implementation. The Trump Administration’s efforts to strip California of its authority to enforce these and other proven, cost-effective public health protections would harm the over 10 million Californians living near freight facilities, create additional regulatory uncertainty for industry and undermine our nation’s progress toward a cleaner, modern and more internationally competitive freight system,” saidSam Wilson, senior analyst with the Union of Concerned Scientists. “Without any actual evidence that the maritime industry is hurting, the EPA is attempting to roll back two of the most effective rules California has to protect Portside communities from the health risks of lung-damaging pollution. This is another example of the current federal government putting industry’s profits over children’s health. Years of environmental justice wins are at stake if the Trump administration gets their way,” saidJasmin Vargas, air quality and clean port campaign director at Environmental Health Coalition Eliminating this rule would do virtually nothing to lower prices at the pump while sacrificing significant public health benefits. You can’t deregulate your way out of global oil price volatility. All you are doing is increasing pollution and undermining investments that industry has already made to comply with the law. “For decades, California has led the nation by adopting stronger, health-based transportation standards to tackle our state’s severe air pollution — and it’s worked. We’ve become the gold standard for protecting public health. These two standards alone are expected to cut cancer risk in half in the coming decades. Now, the Trump Administration is selling off our clean air to protect corporate polluters’ bottom line. If there was ever a time for California congressional and state leaders to stand shoulder to shoulder in defense of our state’s clean air leadership, it’s now,” saidShannon Olivieri Hovis, chief strategy officer at California Environmental Voters. Ports have made significant progress and investments in a zero-emission free future. In a Bloomberg opinion piece, columnistDavid Fickling said, “…it’s remarkable how quickly parts of the sector have been quietly going electric. Almost all large gantry cranes — the vast metal structures that move shipping containers from deck to shore and around the port — are now grid-powered rather than dependent on engines.” Ports are also leveraging federal funding under the Clean Ports Program on their road to decarbonization. For example, the Port of Los Angeles, which receives 40% of the nation’s cargo volume, received $15M in Clean Ports Program funds for shore power deployment at Wallenius Wilhelmsen Auto Terminal. “The Trump administration will do anything to prop up oil company profits, even if it means harming Californians’ health. Port-related pollution protections have been successful at saving lives and there’s no support for wiping out these common-sense rules. Trump’s scheme won’t help oil companies or anyone else, but it will make our communities sicker, less safe and more polluted,”saidDavid Pettit, senior attorney, Climate Law Institute at the Center For Biological Diversity. ​​”Diesel pollution from ocean-going vessels is a silent killer in port-adjacent communities like West Oakland,” saidVeronica Eady, executive director of the West Oakland Environmental Indicators Project.“Our neighbors deal with higher rates of stroke, asthma and other illnesses because of nonstop air pollution from the Port of Oakland. The Ocean-Going Vessels At Berth and Commercial Harbor Craft waivers have been a huge success for our community: they’ve allowed ships at the Port of Oakland to plug into the electric grid and shut off their diesel engines, cutting a huge source of air pollution. The EPA’s attack on these waivers is an attack on the health of communities like ours.” “The Trump administration is once again abusing its authority to do the bidding of the fossil fuel industry at the expense of people’s health, saidKatherine García, Sierra Club’s Clean Transportation for All campaign director. “This sham attempt to nullify waivers is nothing more than a political attack on California’s ability to reduce the toxic diesel pollution spewing from ships, ferries and tugboats. Congress should reject this blatant overreach. Sierra Club will continue fighting to defend these life-saving protections and states’ rights to protect the air their residents breathe.” InJune 2026, California Attorney General Rob Bonta, Governor Gavin Newsom and California Air Resources Board (CARB)filed a motion for a preliminary injunctionto block the Trump administration’s recent actions targeting four Clean Air Act preemption waivers previously granted to California. The four waivers — which concern CARB’s 2008 Greenhouse Gas Emission Standards for cars; CARB’s 2012 Emissions Standards for Cars (Advanced Clean Cars I Rule); and 2022 Small Offroad Engine Rule amendments — enable California to enforce state-level emission standards to address its severe air pollution. Additionally, California filed alawsuitchallenging EPA’s latest attack on states’ efforts to improve air quality and protect public health. “The Trump Administration is resorting to a familiar illegal playbook. Its continuous, outright assault on California’s waivers is blatantly politically motivated and California won’t stand for this,”said Attorney General Bontaat the time. “We’re asking the court to stop the Administration’s latest attack on our waivers that threatens both public health and good, green jobs that bolster our economy.” ### Pacific Environmentconfronts our most urgent environmental issues by connecting local and global movements, catalyzing policy change and inspiring action for the benefit of people and our planet. Together, we promote a healthy climate, reduce pollution and conserve biodiversity for an equitable and thriving future.

Il World Container Index di Drewry registra il secondo calo consecutivo. Pressione sulle rotte transpacifiche e lieve flessione sui collegamenti Asia-Europa Londra – Il World Container Index (Wci) di Drewry ha registrato il secondo calo settimanale consecutivo, diminuendo del 4% nella rilevazione del 23 luglio e attestandosi a 4.374 dollari per feu, rispetto ai 4.547 dollari della settimana precedente. Nonostante la flessione, l’indice resta superiore del 74% rispetto allo stesso periodo dello scorso anno. La riduzione più marcata interessa le rotte transpacifiche in partenza dalla Cina. Il nolo da Shanghai a Los Angeles è sceso del 6%, attestandosi a 5.878 dollari per feu, mentre quello verso New York è diminuito del 4%, a 7.598 dollari. Su base annua le due rotte continuano tuttavia a registrare incrementi rispettivamente del 120% e dell’80%. Anche il corridoio Asia-Europa mostra una tendenza al ribasso. Il nolo tra Shanghai e Genova è diminuito del 5%, scendendo a 5.988 dollari per feu e tornando sotto la soglia dei 6.000 dollari, mentre la tratta Shanghai-Rotterdam ha perso l’1%, attestandosi a 4.824 dollari. Secondo Drewry, la maggiore disponibilità di capacità, confermata dall’aumento dei servizi programmati e dalla riduzione dei blank sailing, potrebbe favorire un’ulteriore lieve discesa delle tariffe nelle prossime settimane. Sulle altre direttrici le variazioni risultano più contenute. Il nolo Rotterdam-Shanghai è rimasto stabile a 607 dollari per feu, quello Los Angeles-Shanghai è salito del 2% a 839 dollari, mentre sul corridoio transatlantico il collegamento Rotterdam-New York ha perso l’1%, scendendo a 2.635 dollari, e la tratta inversa è aumentata dell’1%, raggiungendo 1.050 dollari per feu. Il mercato continua comunque a essere influenzato dall’incertezza geopolitica e commerciale. Da un lato, la crescita della capacità disponibile sta attenuando le tensioni sui noli; dall’altro, le preoccupazioni legate allo Stretto di Hormuz hanno spinto diversi vettori ad annunciare Emergency Fuel Surcharge a partire da agosto, mentre l’evoluzione della politica tariffaria statunitense continua a rappresentare un elemento di incertezza per gli operatori della supply chain globale.

This is the final entry in an ongoing series covering thirty years of bests (and blursts) of Colorado Avalanche hockey! The past thirty years of Avalanche hockey have featured incredible highs, and some very,verydismal lows. As an avid fan ofThe Simpsons, I’ve witnessed plenty of “best of times” moments, but also been subjected to a smattering of unpleasant “blursts” of times. In the final edition of this off-season series, I take a look back through the past thirty years, highlighting one moment that stands among the best, and comparatively, the worst (or blurst, if you will) each season. Here are the best and blurst moments from another five years of Colorado Avalanche history. As the COVID-19 pandemic continued after the conclusion of the 2020 Stanley Cup Playoff bubble, the NHL tried to find a way for its member clubs to play with minimal disruptions for the upcoming season. A shortened, fifty-six game schedule was unveiled, along with a temporary division realignment. Instead of all 31 teams playing against each other, teams would play solely against members of their own division. Each team would play a total of eight games against each division opponent. As was the case during the playoff bubble, fans were not permitted to attend. This policy was lifted in April, allowing fans to attend games, albeit in a very reduced capacity. The Avs were one of eight teams that made up the West Division, facing off against the Anaheim Ducks, Arizona Coyotes, Los Angeles Kings, Minnesota Wild, San Jose Sharks, St. Louis Blues, and Vegas Golden Knights. In order to minimize potential risks associated with traveling from city to city, teams often played “miniseries” of games against the same opponent. The schedule had a couple of variations to keep things a little interesting. In order to re-create home ice advantage, teams would play a couple of games against each other in one city, then travel to the other for a third game. Or, they would play a pair of games in a specific city, then play another pair against that same team on the road as the season progressed. Playing consecutive games against the same opponent—sometimes on back to back nights—evoked a playoff series atmosphere, and added a new dimension to regular season play. Since teams could only play against other ones within their division, every point held even more significance as the shortened season progressed. This led to heightened physicality during games and, as the season marched towards the playoffs, increased urgency for better playoff positioning, if not staving off elimination from playoff consideration. The Avs finished with a 39-13-4 record and 82 points, narrowly edging out Vegas via tiebreakers for the best record in the League and their third Presidents Trophy in franchise history. The format has yet to return in the years following this one, and due to the myriad scheduling conflicts for each venue, it likely won’t be seen again. I felt this scheduling adjustment was a unique method of making the regular season games more compelling. If there’s ever a chance that the League could re-imagine the now 84 game season to recreate this format in some capacity, it could help draw in more viewers that may be inclined to see a rematch between two clubs after a tightly contested game, or see if one team can respond after a blowout loss. Case in point: the Avs lost their season opener to the St. Louis Blues by a score of 4-1 at Ball Arena on January 13. Two nights later, they responded in convincing fashion, defeating St. Louis by a 8-0 decision. The highlights below speak for themselves. Who wouldn’t be drawn in by a response like that? This scheduling strategy was the best move the League could have made under such challenging circumstances. After securing the top seed in the 2021 Stanley Cup Playoffs, the Avs drew the St. Louis Blues in the first round. Both teams had previously met only once in the postseason: the Avs defeated St. Louis in five games during the 2001 Western Conference Final en route to their second Stanley Cup championship. In comments to the media before the series began,St. Louis Blues captain Ryan O’Reilly professed his beliefin his team’s capability to prevail over the Avs. “We know that they have a lot of talent over there and they work hard, but for us, it’s an exciting challenge,” said O’Reilly. “We’re going have some fun and we’re going to beat them.” Oh,oh,oh…O’Reilly. The Avs took that bulletin board material and ran with it all the way to a 4-1 victory in Game One. Game Two followed a similar blueprint, until things took an unfortunate turn in the third period. Blues defenseman Justin Faulk had received a drop pass from teammate Robert Thomas in the Avs zone. Avs center Nazem Kadri began skating towards Faulk in an attempt to disrupt the play. Immediately after Faulk shot the puck towards goaltender Philipp Grubauer, Kadri forcefully hit Faulk, with the majority of the contact up high. The force of the impact spun Faulk around before he tumbled to the ice, laying motionless. Kadri was assessed a match penalty for the hit, and on May 21 ahead of Game Three at Enterprise Center in St. Louis,he was suspended eight games for the hit. The Avs would go on to sweep St. Louis out of the postseason, and advance to face the Vegas Golden Knights. On May 31, one day after the Avs won Game One by a 7-1 score, Kadri filed to appeal his suspension with the NHL, but the Leagueupheld their decision. The Avs won Game Two against Vegas in overtime by a 3-2 decision the next day. With half of Kadri’s suspension now served, and two games away from the Western Conference Final, the Avs still had a huge hill to climb. Even if they were to sweep Vegas, they would still be without Kadri for at least two more games in the next series. If Vegas were to push back, the soonest Kadri would be available would be in a winner-take-all Game Seven at Ball Arena. Unfortunately for the Avs, they wouldn’t get the chance to find out. Vegas won the next four straight games, eliminating the Avs in six. This was the third consecutive second-round exit for the Avs, and with it, a possible Stanley Cup berth went bust (or blurst). Nathan MacKinnon bemoaned the loss in this infamous video. “I’m going into my ninth year next year,” he began, “and I haven’t won shit, so I’m definitely motivated [for next year].” A year later, the hockey world would find out just how motivated he and the Avs would be. After the disappointing end of their playoff run at the hands of Vegas last year, the Avs vowed that this season would be different. To a man, they knew that they couldn’t afford to have another early exit when the playoffs rolled around the following spring. The COVID-19 protocols presented an added layer of complexity as the year started out. The Avs certainly had some trouble finding their rhythm, losing six of their first ten games of the season. Things went on the upswing afterwards, as the Avs won thirteen of their next sixteen games. With rising COVID-related concerns, the NHL instituted a schedule pause (spoilers) as the calendar year concluded. When January rolled around, the Avs picked up right where they left off, going 23-2-2 into March. They finished the season on a 15-9-3 run, clinching the top seed in the Western Conference as the 2022 Stanley Cup Playoffs began. The Avs handily swept the Nashville Predators in the first round, but had a scare in Game Three when goaltender Darcy Kuemper suffered a freak eye injury at the hands offuture Avs centerNashville’s Ryan Johansen. Pavel Francouz stepped in to keep the goaltending steady. A second round rematch against the St. Louis Blues proved to be a formidable challenge, and one that was not without controversy. Both teams weathered key injuries in Game Three, with defenseman Sam Girard suffering a broken sternum that knocked him out for the remainder of the playoff run, and Blues goaltender Jordan Binnington sustaining a lower body injury in the aftermath of a collision between Nazem Kadri and Blues defenseman Calle Rosén. Kadri became the target of racist remarks from a select segment of the St. Louis fanbase after the hit, resulting in an increased security presence for Game Four. Kadri let his on-ice play do the talking, as he recorded a hat trick to give the Avs a 3-1 series lead as the series shifted to Denver for Game Five. Unable to close things out on home ice, the Avs returned to Enterprise Center for Game Six, with Darren Helm providing a last-minute goal to secure the series win. A highly anticipated Western Conference Final with the Edmonton Oilers turned into another lopsided affair. After a high-scoring victory in Game One, Kuemper would be shelved for the remainder of the series due to the aftereffects of his eye injury against Nashville. Francouz again answered the call for the Avs, and an overtime goal from Artturi Lehkonen in Game Four secured their berth in the Stanley Cup Final. The Avs also lost Kadri to injury early in Game Three, and his return for the remainder of the playoffs was in question. The Avs hosted the two-time defending champion Tampa Bay Lightning to begin the series, winning both games on home ice. They earned a split on the road thanks to an overtime goal by the returning Kadri. Tampa staved off elimination in Game Five, and Lehkonen gave the Avs the go-ahead goal in Game Six to win the series, claiming their third Stanley Cup in franchise history and snapping a twenty-one year championship drought. Four days later, the Stanley Cup made its long-awaited return to Denver, with fans lining the downtown streets to celebrate the victory. Head coach Jared Bednar unarguably gave his finest speech of his coaching tenure to date. As for MacKinnon? He finally won something! What a difference a year makes. Winning cures a lot of ills, but even for all its might, it can’t cure COVID. The Avs were in Nashville to face the Predators in what was originally scheduled to be a quick visit to the Music City before returning home for a rematch against Tampa. However, a surge in positive COVID-19 cases resulted in a total of twelve players for both teams being ruled out of action. Missing from Colorado’s lineup were goaltender Darcy Kuemper, defensemen Cale Makar and Devon Toews, and forwards Andre Burakovsky and J.T. Compher. The Avs weren’t able to call up any players from Loveland to shore up their suddenly thin lineup, and were forced to play with sixteen skaters. Goaltender Pavel Francouz was pressed into service shortly before puck drop, and Dustin Smith served as the emergency backup goaltender (EBUG) for the game. On Nashville’s side of the ice, forwards Nick Cousins, Mikael Granlund, Ryan Johansen, Matt Luff, Michael McCarron, Philip Tomasino, and defenseman Ben Harpur also missed the game due to COVID protocol. In addition to the players, Nashville’s coaching staff of Jon Hynes, Dan Hinote, Dan Lambert, Todd Richards, and Ben Vanderklok were also missing. Unlike the Avs, however, Nashvilledidcall up reinforcements from their farm team in Milwaukee. Nashville held a 2-0 lead into the second period, but Mikko Rantanen finally broke through against goaltender Jusse Saros just before the halfway point of regulation. Nashville’s Filip Forsberg would restore the two-goal margin in late in the period. Valeri Nichushkin scored in the third period to keep the margin within one goal, but Nashville added a pair in the final stages of the game to secure a 5-2 victory, which snapped a five game winning streak for the Avs. “They were shorthanded, we were shorthanded,”Avs head coach Jared Bednar said.“We’re not using COVID as an excuse. We’re here to win a hockey game. We had plenty of capable bodies in the lineup.” The next day, the NHLannouncedthat it had postponed the Avs’ remaining four games before the holiday break amid more positive COVID-19 cases. On December 20, the NHL went a step further,announcingthat it was pausing all games through December 27. However, on the day that the pause was to conclude for the Avs, the Leagueannouncedthat the two remaining games in December—both against the Dallas Stars—would also be postponed. In total, seven games were postponed and rescheduled in the wake of the Avs’ visit to Nashville. While it was in the NHL’s best interest to take action to adjust and reschedule postponed games, it’s a poor look on the League to risk the health of their entire contingent of players—not just the superstars—amid an uptick in the middle of a two year long global pandemic. It’s a blurst that, thankfully, didn’t seem to have more longer-lasting consequences. Opening night is special on its own, but it takes on a whole different aura when the Stanley Cup is the guest of honor in commemorating that long road to championship glory, a ceremony exclusive to only one franchise. Of all the sights I’ve witnessed in my time watching this team over the years, the sight of Gabe Landeskog (gingerly) skating the Stanley Cup on Ball Arena ice was truly one of the greatest moments I’ve experienced as an Avs fan. The other great moment? Watching the 2022 Stanley Cup Champions banner being raised to the Ball Arena rafters. This team was the laughingstock of the hockey world five years prior. Matt Duchene—labeled as the heir to Joe Sakic when the Avs drafted him third overall in 2009—infamously asked for a trade (“I only get one shot at this. I need to play playoff hockey.”) when this team was at its lowest. Patrick Roy—the goaltending backbone of the Avs’ initial championship era—gave the finger to the franchise where he won two more Stanley Cups and had his first head coaching assignment. Several others took their shots at this franchise when it was at its lowest. Five years later, that had all changed, with that glistening silver chalice and accompanying championship banner as proof of their renaissance to relevance. Other than winning the Stanley Cup, things don’t get any better than this. The Avs had high hopes of defending the Stanley Cup as the season got underway, but started the season without its captain. Gabe Landeskog missed the first three games of the year with a lower body injury. On October 19, the teamannouncedthat Landeskog would miss twelve weeks to undergo arthroscopic knee surgery. The news sent shockwaves through the fanbase. Head coach Jared Bednar said that Landeskog’s knee—the one he had surgery on back in March—began to bother him as the start of the season drew closer. The decision was made early to have the procedure done in the hopes that Landeskog would return shortly after the start of the new year. Landeskog’s surgery seemingly went through without complication. The Avs carried on without their captain, and as the season progressed, worked to position themselves favorably for their title defense. Unfortunately, Landeskog’s recovery stretched beyond the twelve week mark. As January turned to February, then to March, many began to wonder if he would make a return for the upcoming playoffs, if he returned at all. He did make a rare appearance on April 30 as the Avs faced the expansion Seattle Kraken in a do-or-die Game Seven at Ball Arena. Unfortunately, the Avs’ Stanley Cup defense came to an end that evening. On May 9, the teamannouncedthat Landeskog would undergo knee surgery yet again: this time for knee cartilage replacement. The news meant that the Avs would not have his services for the entirety of the 2023-2024 season. Further, there was no guarantee that the surgery would allow Landeskog to return to action. “I just have to do what’s right for my health and really, ultimately, do what I can so I’m able to go out there and play with the guys and continue chasing more Stanley Cups,”Landeskog told reporters on a Zoom call prior to the surgery.“Is it going to be a long road? Yeah. But motivating factors are plenty.” The cartilage replacement surgery was performed on May 10, and Landeskog began the very lengthy rehab process shortly after. Losing your captain for a whole season after a first round exit at the hands of an expansion team that ended your championship reign, then finding out he’s not coming back for the entirety of the next season? Better believe that’s a blurst. When the Pittsburgh Penguins came to Denver for a Sunday matinee late in the 2023-2024 season, they faced an Avs squad that had won eleven of their last twelve games. Pittsburgh, however, had lost ten of their previous thirteen games. With one team red hot and the other ice cold, the outcome seemed like a foregone conclusion. Things got off to a great start…for Pittsburgh. They scored a pair of goals on Avs goaltender Alexandar Georgiev in the first period, then added another pair during the second period. Pittsburgh thwarted every chance the Avs had, giving goaltender Alex Nedeljkovic a relatively easy time in goal. The Avs found some life late in the second period, as defenseman Sean Walker and forward Yakov Trenin would score a pair of goals 3:25 apart to put some pressure on Pittsburgh. Jonathan Drouin pulled the Avs within one early in the third. Nedeljkovic was forced to leave the game after a collision with Avs center Casey Mittelstadt halfway through the period. A few minutes later, Nathan MacKinnon scored to tied the game at four. The Avs wasted little time in the overtime session, as Jonathan Drouin completed the comeback in just under a minute to secure the 5-4 victory for their ninth consecutive win. MacKinnon scored a goal and two assists, putting him at a total of 122 points on the season, eclipsing the previous record held by Joe Sakic (120) in Avalanche history. For his part, Crosby scored one goal and added three assists. Both players combined for two goals and five assists for a total of seven points, an impressive performance regardless of the outcome. If there’s a better best than rallying from a four goal hole and pulling out a win, it would have to be something pretty remarkable (which may be further down on this list). Trailing 2-1 in their second round series against the Dallas Stars, the Avs needed to earn another split on home ice to keep the series on even footing. Having lost Game Three by a 4-1 decision, a solid performance throughout the lineup, especially from its impact players, would be essential. Unfortunately for the Avs, they were about to receive some very bad news. Roughly two hours before puck drop, the NHLannounced that Valeri Nichushkin was placed in Stage Three of the League’s Player Assistance Program. As a result, Nichushkin would be suspended for a minimum of six months without pay. Once the entire suspension was served, he would be eligible to apply for reinstatement. The abrupt announcement meant that the Avs would be without Nichushkin for not just the duration of the Stanley Cup Playoffs, but through the middle of November in the upcoming 2024-2025 season. With Logan O’Connor already out with injury, and Gabe Landeskog fresh off his knee cartilage transplant surgery, the Avs were now missing three key components from their roster. Nichushkin’s absence was noticeable as the Avs took the ice for Game Four. Dallas raced to a three goal lead in the first half of regulation, handily winning by a score of 5-1 to take a commanding 3-1 series lead. The Avs forced a Game Six with a 5-3 victory in Dallas, but a double-overtime goal by Matt Duchene two nights later snuffed out the Avs’ playoff hopes. While losing Nichuskin was a big factor in the Avs losing this series, there were other factors that led to their demise. However, Nichushkin’s own personal struggles consumed him in the worst way at the worst possible time. With two previous strikes against him in the past, the third proved to be his most costly, and an even costlier blurst for his team. You knew this was coming. After three knee surgeries, including a knee cartilage transplant that had no guarantee of a successful return to the game, which resulted in three lost seasons totaling over 1032 games, the wait was over. Captain Gabe Landeskog had been activated from injured reserve, making his long-anticipated return. Earlier in this article, I mentioned that the sight of Landeskog skating the Stanley Cup on Ball Arena ice was one of the greatest moments I’ve experienced as an Avs fan. This was on a whole other level. The anticipation inside Ball Arena was the highest it had ever been, even surpassing the energy during the 2022 Stanley Cup Final. As soon as Landeskog appeared on the Ball Arena video boards, all that pent-up energy stored over three years by Avs fans in attendance, finally found its rightful place. When the house lights came up and Landeskog took pregame warmups, Ball Arena was louder than I’ve ever heard it. Louder than any comeback victory. Louder than the fiercest rivalry match-up between any of the franchise’s most despised foes over the years. Louder than any of the three Stanley Cup wins. Louder than any—or every—jersey retirement of the greats from the past. This moment beats them all. The video above doesn’t do Landeskog’s re-introduction justice. Every fan of this team rode the highs and lows of his recovery, openly speculating—some even doubting—the probability of his return for three years. And finally, three years of determination, commitment, and incredible discipline, finally paid off. You truly had to be there to witness how much emotion went into that moment. Of all the bests covered in this series, this one may be the absolute summit. It is said that, when the doomsday clock strikes twelve, a man-made global catastrophe will come about. This is the hockey equivalent. Not forgotten amid the sheer elation of Gabe Landeskog’s return to action wasanotherfamiliar face returning: Mikko Rantanen, who had been traded to the Carolina Hurricanes on January 24, had been acquired by the Dallas Stars on March 07. Rantanen previously returned to Denver as a member of the Stars on March 16, but this was the first time that he would face his now-former teammates in a playoff setting. Rantanen had a quiet start to the playoffs, recording the secondary assist on Tyler Seguin’s overtime goal that secured a 2-1 victory for Dallas in Game Three. As the series progressed, his presence became more noticeable: he collected three goals and five assists for Dallas in Game Five and Game Six. The Avs, who weren’t able to force a Game Seven the previous season, managed to do so with their emphatic 7-4 victory at Ball Arena. Two nights later, goals from Josh Manson and Nathan MacKinnon gave the Avs a 2-0 lead, which they carried into the third period. From there, it all fell apart in the worst way imaginable. Rantanen scored his first goal at 7:49 of the third period to solve former teammate Mackenzie Blackwood. Nearly six minutes later, with Cale Makar in the box for a tripping penalty, Rantanen tied the game on a shot that deflected off defenseman Sam Girard’s skate. Nearly three minutes later, Dallas took the lead on another power play opportunity. With Blackwood on the bench for the extra skater in the final minutes, Rantanen gained control of the puck and had nothing between him and the empty net. He completed the hat trick among cheers from the crowd in attendance, adding the exclamation point on the series. Once again, the Dallas Stars eliminated the Avs for the second straight season, but this time, it was at the hands of someone who had been one of their own for nearly a decade. Indisputably, a blurst of doomsday-level proportions. A sweep of the Los Angeles Kings in the first round gave the Avs an opportunity to rest up in advance of the upcoming second round. Either they would face the Dallas Stars for the third straight postseason, or they would draw the Minnesota Wild. With Minnesota winning their first round series against Dallas, the Avs knew they had their work cut out for them, but neither team expected this series to start out quite likethis. Just after the halfway point of the first period, the Avs scored three goals on Minnesota’s Jesper Wallstedt in 2:01 to take the lead. Later in the period, Minnesota responded with two goals in 1:02 to keep the game close. The Avs added another goal early in the second period, but Minnesota turned up the pressure, scoring three goals in 10:10 to take a 5-4 lead. Late in the period, the Avs found the equalizer, sending both teams to the locker room tied at five goals apiece. Early in the third, the Avs scored twice in 2:22, retaking the lead. Minnesota cut the lead to one with just over four minutes to play, but two goals in 0:46 from the Avs (one of which was an empty net tally) capped off the scoring frenzy. When the dust settled, the Avs won by a final score of 9-6, in what became the highest scoring game in franchise history, taking a 1-0 series lead in the process. A performance like this, and the series clincher against Minnesota in Game Five, made believers out of many people—including me—that the franchise’s fourth Stanley Cup Final appearance was all but inevitable. Inevitable, however, would have to wait for another day. Until then, we’ll always have the best memory of a season filled with incredible moments to remember forever. During the shortened 2020-2021 season, the Avs released an updated jersey design as part of the Adidas Reverse Retro ollection. Those jerseys were the envy of the League thanks to their integration of the Avs’ burgundy and white color scheme into the classic look of the original Quebec Nordiques jersey design. Whilethosejerseys won’t ever see a re-release (although they probably should), the Avs did the next best thing as part of their thirtieth anniversary celebrations this past season: a re-release of the original powder blue Nordiques jersey would be worn on select game nights to honor the team’s Québécois roots. Not counting the Reverse Retro release, this was the very first time the Avs publicly celebrated their Canadian origins as part of an anniversary year. Putting the classic Nordiques logo front and center, down to the smallest details, even going so far as to integrate Badaboum (Quebec’s original mascot), demonstrated that the organization wanted to put a lot of effort into recognizing their roots. Given all of this attention to detail, what made this whole effort a blurst? In total, the Avs wore the Nordiques sweaters for eight games as part of their Heritage Series. Here’s a brief look at how the team performed: October 23, 2025 vs. Carolina Hurricanes: after trailing Carolina (who wore their throwback Hartford Whalers jerseys for the occasion) 4-1 in the first period, the Avs rallied to tie the game late in the third period, but lost via a 5-4 shootout decision. November 29, 2025 vs. Montréal Canadiens: the Avs scored a pair of goals in both the first and second period, eventually cruising to a 7-2 victory. January 03, 2026 @ Carolina Hurricanes: Trailing 3-1 to Carolina (who again wore their throwback Hartford Whalers jerseys) after two periods, the Avs scored four unanswered goals to win by a score of 5-3, but lost defenseman Devon Toews to injury. January 12, 2026 vs. Toronto Maple Leafs: The Avs saw a 2-1 lead turn into a 3-2 deficit in the third period. A third period goal by Martin Nečas tied things up, but an overtime goal from Toronto’s William Nylander saw the Avs fall by a 4-3 score. January 29, 2026 @Montréal Canadiens: Montréal scored early and often in this contest, jumping to a 3-1 lead after the first period, ultimately avenging their November loss with a 7-3 defeat of the Avs at Centre Bell. March 16, 2026 vs. Pittsburgh Penguins: Pittsburgh jumped out to a 4-2 lead in the first period and never looked back, as they would win one for the returning (but injured) Sam Girard by a score of 7-2. April 01, 2026 vs. Vancouver Canucks: Goaltending wasveryoptional in this game, as Vancouver’s Kevin Lankinen and Colorado’s Mackenzie Blackwood and Scott Wedgewood surrendered a combinedfourteengoals. Even though the Avs somehow rallied from 3-1 and 6-3 deficits to tie the game, they still wound up on the losing end, falling to Vancouver by a 8-6 final score. April 11, 2026 vs. Vegas Golden Knights: In what could have been a foreshadowing of future events, both teams traded goals in the first and second periods, only for Jack Eichel to score the game-winner in overtime, defeating the Avs by a 3-2 decision. In total, the Avs finished with a 2-3-3 record while wearing the Nordiques logo, honoring that less successful side of their Quebec heritage a littletooliterally. Looking at those results, there’s no way that this nod to history—even one that was as well-meaning as this one—couldn’t be considered a blurst. Was there a best (or blurst) from these most recent years of Avalanche hockey that was overlooked? Share your thoughts in the comments below! This is the title for the native ad

Il Drewry World Container Index, principale indice di andamento del mercato delle spedizioni in container, è diminuito questa settimana del 4% a 4.374 dollari per container da 40 piedi, a causa del calo delle tariffe sulle rotte commerciali Asia-Europa e transpacifiche. Sulla rotta commerciale transpacifica, le tariffe spot da Shanghai a Los Angeles sono diminuite del 6% a 5.878 dollari per container da 40 piedi, mentre quelle da Shanghai a New York sono calate del 4% a 7.598 dollari per container da 40 piedi, a causa dell’aumento della capacità e del calo della domanda. Secondo il Container Capacity Insight di Drewry, la prossima settimana sono previste sei cancellazioni di partenze sulla rotta transpacifica, rispetto alle nove previste questa settimana, il che indica un maggiore utilizzo della capacità da parte delle compagnie di navigazione e un divario crescente tra domanda e offerta. Drewry prevede che le tariffe rimarranno stabili la prossima settimana. A contribuire, il fatto che gli attuali dazi di importazione globali statunitensi del 10% scadono oggi e si prevede che le nuove tariffe entreranno in vigore all’inizio di agosto, creando incertezza per gli spedizionieri. Le tariffe spot sono diminuite del 5% a 5.988 dollari per container da 40 piedi sulla tratta Shanghai-Genova, mentre quelle sulla tratta Shanghai-Rotterdam sono calate dell’1% a 4.824 dollari per container da 40 piedi. Secondo il Container Capacity Insight di Drewry, la prossima settimana sono previste quattro cancellazioni di partenze sulla rotta commerciale Asia-Europa, due in più rispetto alla settimana scorsa, a testimonianza di un aumento della capacità disponibile sul mercato. Con il calo della domanda e l’aumento della capacità, Drewry prevede una leggera diminuzione delle tariffe la prossima settimana. Le tensioni geopolitiche tra Stati Uniti e Iran sono continuate e, a causa delle persistenti preoccupazioni relative allo Stretto di Hormuz, diverse compagnie di navigazione hanno annunciato l’introduzione di supplementi carburante di emergenza a partire da agosto 2026. Nel frattempo, le tariffe di trasporto sulle principali rotte commerciali Est-Ovest sono diminuite per la seconda settimana consecutiva, in quanto l’aumento della capacità sul mercato ha coinciso con un calo della domanda. Gli sviluppi geopolitici in corso e l’incertezza relativa alle politiche tariffarie statunitensi potrebbero continuare a influenzare le condizioni di mercato e l’andamento delle tariffe di trasporto nelle prossime settimane. 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

Welcome to the July edition of Pacific Current!This month we are celebrating Plastic Free July by highlighting real solutions to the plastic pollution crisis (and how you can get involved!). We also share an exciting coalition update and spotlight our latest blogs spanning the Arctic to our maritime decarbonization efforts in Asia. Happy Plastic Free July! Every year, people around the world participate in thisglobal challengeto rethink our relationship with single-use products, reduce plastic use and build a future beyond plastic. While individual actions matter, they are only one piece of the solution; addressing the plastic pollution crisis requires systemic change. Learn how you canreduce your exposure to harmful chemicalsin plastics while taking action to support the transition to safer, more sustainable reuse systems. Check out our short list below of ways that you can get started: So are we! Escape the heat and head to a major grocer near you to do aSupermarket Audit. Led by Break Free From Plastic, this global citizen science project will gather crucial global data to help us fight for supermarkets to adopt viable reuse systems and pressure regulators for plastic-free policies. Pacific Environment is now a proud member of theHigh Seas Alliance, a coalition of over 70 organizations dedicated to protecting the high seas through stronger international governance and collaboration. Pacific Environment joins organizations such as Ocean Conservancy, Global Fishing Watch and Conservation International that are working hard to protect ocean ecosystems and support coastal communities. We’re excited to continue our efforts across strategic spaces including at the United Nations. Did you know Arctic Sea Ice Day takes place in July? Arctic sea ice is important not just for its valuable role in the Arctic ecosystem, but also as an essential component in maintaining the global climate and our planet. Our blog on Arctic Sea Ice Day underscores this message:protecting the Arctic starts with cleaner shipping. Pacific Environment was proud to partner with Move LA for their 2026 Community Conversation and Policy Conference at the Long Beach Convention Center on June 24. State Climate Policy Manager Reema Bzeih and Climate Campaigner, Southern California Cristhian Tapia-Delgado joined Move LA in-person to talk aboutCalifornia’s clean shipping ruleand how to protect our state’s shore power for ships rule. We look forward to continuing to work with Move LA to ensure cleaner and more just transit in Los Angeles County! Explore some of our latest media highlights and expert commentary featured in leading outlets. At this year’s 2026 Jeju Forum in Jeju, Republic of Korea, Pacific Environment explored how this leading renewable energy region in Korea can demonstrate how maritime decarbonization, port electrification and energy hub development can synergize for a cleaner, more productive future. The answers to Korea’s renewable energy challenges may lie in acombined future for port electrification. Pacific Environment is excited to welcome four new team members advancing our work across the Climate program and across Asia. Be a part of our mission to ensure a cleaner, thriving Pacific Rim with a gift today! Your support helps ustackle the immense challenges facing our oceans and coastal communitiesand fuels the solutions we work toward year-round.

Los Angeles and Long Beach port officials will provide an update on their joint clean air plan next week. The meeting about the San Pedro Bay Ports Clean Air Action Plan will take place from 10 a.m. to noon Tuesday, July 28, at the Banning’s Landing Community Center, 100 E. Water St., in Wilmington. The meeting will include updates on the ports’ Clean Truck Program, Clean Marine Fuels Feasibility Assessment and workforce assessments. The meeting will also be live-streamed onZoom; goshorturl.at/x9dbaand use the passcode “886660.” Limited free parking will be available at the Wilmington Waterfront Promenade parking lot next to Banning’s Landing Community Center. The CAAP, first adopted in 2006 and last updated in 2017, lays out a comprehensive strategy for accelerating progress toward a zero-emissions future while protecting and strengthening the ports’ competitive position in the global economy. Since 2005, port-related air pollution emissions in San Pedro Bay have dropped 90% for diesel particulate matter, 70% for nitrogen oxides and 98% for sulfur oxides, according to the ports. Targets for reducing greenhouse gases from port-related sources were introduced as part of the 2017 CAAP. The document calls for the ports to reduce GHGs 40% below 1990 levels by 2030 and 80% below 1990 levels by 2050. Latest emissions inventories for the Port of Long Beach can be viewed on thatport’s website; Port of L.A. numbers are onthat port’s emissions web page. The ports will take public comments from in-person attendees — but not Zoom participants — at the meeting to receive input on CAAP implementation. The agenda will be posted on the CAAP website prior to the meeting. For more information, visitcleanairactionplan.org.

“Benvenuti nello Speciale Best Stories 2026. Vi stiamo raccontando le storie delle aziende italiane e internazionali protagoniste a livello mondiale della nautica. Oggi andiamo alla scoperta di quella di Meteomed il miglior sistema di previsione meteo marine navigabile direttamente dal browser di qualsiasi device”. Il meteo su misura di chi va per mare Diportisti, porti, agenzie marittime e compagnie di navigazione. A loro si rivolgono i servizi meteorologici professionali Meteomed con un servizio che va oltre le previsioni con la figura del weather strategist e un modello meteo-marino esclusivo pensato per il Mediterraneo. Meteomed nasce nel 2006 da un’intuizione di 3BMeteo e del Giornale della Vela e ispirata dall’esigenza di offrire ai diportisti previsioni meteorologiche professionali, dettagliate e affidabili: ricordiamolo, in quel periodo il diportista doveva spesso accontentarsi di dati approssimativi. Quella prima idea si è strutturata formalmente con la costituzione della società Meteomed S.r.l. il 14 aprile 2009, ponendosi come obiettivo strategico la fornitura di servizi e consulenze meteo dedicate alla navigazione attraverso una piattaforma web. La svolta avviene nel dicembre 2016, quando Meteosolutions, tra i principali operatori meteo italiani, diventa socio unico. L’anno successivo l’azienda viene trasferita da Milano a Bergamo, dando il via a una serie di investimenti costanti in modelli previsionali proprietari ed esclusivi per il Mediterraneo. Oggi il marchio opera in modo integrato nel gruppo Meteosolutions, conservando la sua identità di specialista verticale della meteorologia marina per la navigazione sia da diporto sia professionale. In questo percorso di crescita la figura chiave è Riccardo Ravagnan, entrato in azienda nel 2015, socio dal 2018 e oggi volto pubblico del brand. Geologo e meteorologo originario di Chioggia (VE), Ravagnan è un weather strategist di livello olimpionico. Da oltre dodici anni, infatti, guida la strategia meteo della Nazionale olimpionica spagnola di vela, con cui ha conquistato due bronzi a Tokyo 2020 e un oro a Parigi 2024. Il suo profilo professionale unisce la consulenza per eventi sportivi di rilievo, come Milano Cortina 2026 e Los Angeles 2028, alla gestione applicata della scienza meteorologica. Più di un semplice “metereologo” La competenza del weather strategist fa da ponte tra l’elaborazione dei dati e le scelte concrete di chi si trova in mare. A differenza del tradizionale meteorologo, che si limita a prevedere l’evoluzione del tempo, questa figura analizza come le condizioni specifiche incidano sulla navigazione e suggerisce le decisioni d’azione più adeguate. L’architettura tecnica di Meteomed si fonda su un modello meteo-marino esclusivo e “home made” per il Mediterraneo. Il sistema integra un modello atmosferico ad alta risoluzione con un modello di moto ondoso basato sul WaveWatch3 della NOAA, con una risoluzione fino a due miglia e mezzo. Il software prevede tre emissioni giornaliere con un orizzonte temporale di previsione a dieci giorni. La precisione è garantita dalla validazione di uno staff di meteorologi professionisti, offrendo una previsione controllata anziché un semplice dato grezzo. La struttura dispone anche di una sala operativa che supporta l’interpretazione dei fenomeni locali; il servizio di weather routing, denominato MeteoRotte, permette inoltre la suddivisione in tratte della rotta in base a località o meteo locali. Sul piano pratico, i servizi si rivolgono a due categorie distinte. Per il diportista l’accesso a bollettini e rotte assistite permette di conoscere in anticipo variazioni meteo e gestire l’ormeggio in sicurezza. Dopo vent’anni, l’azienda ha costruito una comunità di oltre quattordicimila navigatori, basando la propria filosofia sulla sostanza dei dati piuttosto che sull’estetica. Per la nautica professionale, invece, l’ottimizzazione delle rotte è legata alla sicurezza e all’efficienza economica, oltre che al rispetto delle nuove normative internazionali (CII dell’IMO, l’EU ETS e il FuelEU Maritime). In questo settore l’efficienza non è più facoltativa, ma rappresenta un obbligo di conformità legale. A tal fine è stato sviluppato il protocollo AMAC, dedicato ad agenzie marittime, compagnie di navigazione, yacht club, porti turistici e commerciali. Dai diportisti alle realtà portuali Oggi la società assiste già circa trenta realtà portuali e gli yacht club italiani, promuovendo anche corsi di formazione per diffondere la cultura del mare. L’evoluzione attuale del settore vede il marchio Meteomed potenziare i servizi aziendali e investire nell’applicazione dell’intelligenza artificiale, per trasformare costantemente il meteo in una decisione sicura e renderlo un ausilio su cui contare durante la navigazione, sia professionale che diportistica. di Federico Lanfranchi www.meteomed.it Leggi tutte le news della sezione Best Stories 2026