Porti & ambiente — le notizie raccolte

New report underscores rising manual inefficiencies and the necessity of real-time yard visibility in dock and yard management. Montreal, QC –C3 Solutions, a leader in yard and dock management solutions, today announced the release of its annual State of the Industry report for the second year running, providing critical insights into emerging trends and ongoing challenges in dock and yard operations. Based on responses from 149 industry professionals, this comprehensive report confirms significant year-over-year highlights, emphasizing the urgent need for modernization and effective system integration. The report reveals that manual process inefficiencies have intensified, now impacting 40.3% of operations, up from 35.9% in the previous year. This increase is notably linked to challenges further upstream in the operational chain, including overtime and temp labor hiring cost. “Year over year, the true cost of manual processes is becoming harder to overlook. As volumes grow and operations become more complex, more organizations are realizing just how much these inefficiencies are holding them back.” said Greg Braun, Chief Revenue Officer of C3. Real-time yard visibility remains a critical priority, with 59.1% of respondents marking it as essential. However, frustrations related to system implementation effectiveness tops have sharply risen, affecting 55.7% of professionals surveyed. The findings emphasize that how a system is deployed, adopted, and embedded into daily workflows determines whether it delivers value or collects dust “Dock and yard management has reached a pivotal maturity phase,” said Braun. “Our research clearly indicates that companies have moved beyond simply identifying inefficiencies on the ground, to rooting out their causes upstream. We expect this trend to continue going forward, and continue to frame our priorities around this.” In its second year, the report identifies critical shifts from previous findings, underscoring how the industry’s focus is transitioning from symptom identification to targeting root causes of operational challenges. This progression highlights an increased sophistication among operators, who are now more strategic in pinpointing specific areas of improvement. Industry professionals, decision-makers, and stakeholders are encouraged todownloadthe full 2026 State of Dock and Yard Management report to gain comprehensive insights and strategic recommendations for addressing current and future operational challenges. Download the full reporthere.

In logistics, cargo claims are more than an afterthought – they’re a financial inflection point. Goods can be lost, stolen, or damaged in transit before receipt, and navigating liability under the Carmack Amendment or Montreal Convention demands both precision and speed. Mishandling just a few high-value claims can cost insurers and carriers millions, year after year [1]. A 2023 analysis found that delayed or incomplete documentation reduces successful cargo recoveries by nearly 20 percent, turning what should be standard recoveries into net losses [2]. Cargo claims aren’t simple. Each file must satisfy stringent federal requirements: time limits for filing, documentation standards, and negotiated liability limits. State regulations often complicate matters further. Carriers are subject to strict timelines, like Cargo Inventory being reported within nine months and lawsuits needing to be filed within two years, as mandated by federal law [3]. Moreover, each mishap, from LTL transfers to multimodal freight, adds layers of touchpoints, increasing risk. LTL shipments, for instance, see more frequent damage due to multiple handling stages [4]. Veritas Cargo Servicesis tailored to tackle these challenges head-on. Every cargo specialist understands: A key differentiator is the ability to identify problems clients may not know exist. The team’s depth of expertise enables a broader search for recovery opportunities -including potential fraud claims, subrogation opportunities, appraisal, and salvage – with clients retaining final decision-making authority throughout. The approach includes: Reporting is structured with the client in mind, from deep-dive dashboards to portfolio-level views. Every claim is reviewed proactively to surface additional subrogation, salvage, or recovery paths. Over time, cargo claims can become profit generators. Frequent clients see recovery dollars fund other services, like appraisal or subrogation, making cargo a true high-impact contribution rather than a cost centre. These aren’t hypothetical gains. They’re reflected in client outcomes. A sizable load of oversize components damaged in transit was initially assessed for sub-limit coverage. After the damage chain was reconstructed, full recovery was secured, covering not just the loss, but salvage and handling fees. Another claim tied to a small but critical parts loss sat without motion due to documentation gaps. Once the paper trail was restored and the claim refiled, the recovery came in at twice what estimate tools had deemed recoverable. Clients have responded accordingly:“That’s above and beyond. It felt like you rewrote the playbook for that file.” “We thought we’d gotten what we could. You proved there was more to capture.” “Cargo is not usually the hero of the claim. You made it one.” These reactions demonstrate how specialization turns routine claims into recovery wins. The landscape is increasingly demanding. Greater volume of high-value freight, evolving transportation modes, and tighter regulatory scrutiny are raising stakes across the board. Insurance premiums are rising, with cargo insurance viewed as a growing cost centre, especially when policies must adapt to cover high-risk freight like heavy machinery or hazmat [5]. To keep pace, insurers need proactive, expert handling – not check-the-box processing. Cargo claims are more than paperwork, they’re a strategic opportunity. With complexity baked into regulation, liability, and logistics, only specialists win. Veritas Cargo Services blends regulatory expertise, exposure-specific experience, and data-driven reporting to turn claims into cash flow. This isn’t advocacy. It’s leadership built on recoveries, process excellence, and forward momentum. References [1] Setliff Law, May 2025 [2] PropertyCasualty360, 2023 [3] Setliff Law, May 2025 [4] ATS Logistics LTL article [5] FreightWaves, Nov 2024 This article is sponsored byVeritas Cargo Services.

ANCONA Campionato Mondiale arriviamo. Inizia la campagna di avvicinamento di Giulio Pellizzari al suo esordio iridato con il decollo nelle prossime ore in direzione Montreal, Quebec, Canada. I precedenti Un altro marchigiano ai Mondiali dopo Gianmarco Garofoli un anno fa, che sostituì proprio il febbricitante Giulio. Per ritrovare una continuità del genere bisogna tornare agli anni di Michele Scarponi che partecipò a quattro prove iridate tra 2009 e 2013. Oltre alle quattro partecipazioni di Giancarlo Polidori da Sassoferrato tra anni Sessanta e Settanta, con il quarto posto di Mendrisio 1971, ancora oggi il miglior piazzamento iridato di un marchigiano. L’appuntamento più atteso del Mondiale è in programma domenica 27 settembre. Partenza alle 15 in Italia (le 9 del mattino in Canada), percorso di 273 km con 3800 metri di dislivello. Una mattonella in più sul suo cammino che si sta delineando a suon di vittorie in questo 2026, nel quale il camerte Giulio è finito già sei volte a braccia alzate, oltre a diverse altre soddisfazioni. I successi La scorsa settimana è stata probabilmente quella più densa per il corridore della Red Bull-Bora Hansgrohe con la vittoria al giro di Toscana, il secondo posto al Memorial Pantani e il sesto, con annessa fuga da lontanissimo, alla Coppa Sabatini. Un avvicinamento che fa rumore nell’ambiente a due ruote dove tutti conoscono il potenziale di Giulio. Ma lui è stato capace di stupire con azioni differenti, letture di grande maturità delle situazioni e un consolidato status nelle corse di un giorno. Il Mondiale canadese è il primo dopo tanti anni in cui manca il candidato numero uno alla vittoria e cioè Tadej Pogacar, messo ko da una caduta alla Vuelta. Quindi sono tanti gli atleti di valore che possono puntare alla maglia iridata e Pellizzari è uno di questi, legittimamente. I favoriti però sono altri, per status, maturità e anche scaramanzia. La lotta principale è tra i belgi Remco Evenepoel, Wout Van Aert e l’olandese Mathieu Van Der Poel. Il primo è già stato campione nel 2022 e con gli altri due si spartiscono da anni tutte le classiche che non vince Pogacar. Occhio poi al teenager francese Paul Seixas, ma alle loro spalle la bagarre è aperta. Il Mondiale è una gara lunga che si corre per squadre nazionali quindi i compagni di un intero anno diventano avversari. I compagni Ma anche il contrario: è il caso di Davide Piganzoli, amico fraterno di Giulio che lavora in Visma ma che sarà al suo fianco domenica 27. La formazione italiana ha la sua freccia più importante nell’altro Giulio, quel Ciccone miglior scalatore del Giro e piazzato in tante corse importanti comprese le ultime due proprio in Quebec dove ha fatto un secondo e un sesto posto la settimana scorsa. Pellizzari è subito dietro, o di fianco, a fari spenti ma con un sogno. E se è vero che nei sogno cominciano le responsabilità è anche vero che le aspettative vanno maneggiate con cautela per non venire schiacciati. Pronta a partire per Montreal anche la corridoniana Eleonora Ciabocco che giovedì 25 tenterà la scalata al titolo mondiale Under23, dopo il quarto posto di un anno fa e forte di due titoli consecutivi di campionessa italiana.

Advertisement Advertise with us Climate change and ice-strengthened ships — but not the most expensive icebreakers — could enable a much longer shipping season through the Port of Churchill, new studies released Friday suggest. Read this article for free: Already have an account?Log in here » To continue reading, please subscribe: One year of digital access for only $205* *First annual payment billed as $205.00 + GST for one year. This annual subscription will automatically renew at $233.00 + GST every 52 weeks (10% off the regular annual price of $259.35). Offer available to new and qualified returning subscribers only. Cancel any time. To continue reading, please subscribe: $1 for the first 4 weeks* *Your nextBrandon Sunsubscription payment will increase by $1.00 and you will be charged $17.95 plus GST for four weeks. After four weeks, your payment will increase to $24.95 plus GST every four weeks. Climate change and ice-strengthened ships — but not the most expensive icebreakers — could enable a much longer shipping season through the Port of Churchill, new studies released Friday suggest. Read unlimited articles for free today: Already have an account?Log in here » Climate change and ice-strengthened ships — but not the most expensive icebreakers — could enable a much longer shipping season through the Port of Churchill, new studies released Friday suggest. However, the studies flagged concerns including unpredictable sea ice conditions and tricky navigation to the northern Manitoba port. The provincial government shared results of studies from the University of Manitoba, Arctic Research Foundation and Fednav, Canada’s largest international dry bulk shipping company. JOHN WOODS/ THE CANADIAN PRESS FILESCurrently, ships travel through the Port of Churchill during a four-month window but that could extend to seven months by 2100 — or up to 10 months, depending on climate change, researchers have found. JOHN WOODS/ THE CANADIAN PRESS FILES Currently, ships travel through the Port of Churchill during a four-month window but that could extend to seven months by 2100 — or up to 10 months, depending on climate change, researchers have found. “Churchill could be a year-round port right now, with current technology and using icebreakers and ships that are a lot cheaper, a lot more affordable than we previously thought,” Premier Wab Kinew said. “What that means is a longer shipping season, more economic opportunity.” Open-water ships can travel through the Port of Churchill for five months of the year, new U of M findings show. That season could extend to seven months by 2100 — or up to 10 months, depending on climate change, researchers found. LIAM RICHARDS / THE CANADIAN PRESS FILESManitoba Premier Wab Kinew: "Churchill could be a year-round port right now." LIAM RICHARDS / THE CANADIAN PRESS FILES Manitoba Premier Wab Kinew: "Churchill could be a year-round port right now." Currently, traffic travels through the Port of Churchill during a four-month window between mid-July and October. The study analyzes historical sea ice data and climate modelling. It says the port’s navigable period will extend by roughly two weeks for every 0.5 C of global warming. As Hudson Bay changes, billion-dollar icebreakers aren’t needed for year-round shipping, according to Fednav. The Montreal-based company has been shipping through the Arctic for more than seven decades. It and Arctic Gateway Group, the port’s owner, announced a partnership on the Churchill study in August 2025. Fednav recommends Polar Class 4 vessels. The bulk carriers could cost up to $130 million new and up to $85 million used. Operating costs could range from $10 million to $14 million. Other types of bulk carriers could be used at a lesser cost, with a potential nine- to 10-month shipping season, according to the Arctic Research Foundation. The foundation’s study is preliminary; results should be finalized in March 2027. “What that means is a longer shipping season, more economic opportunity.” “What that means is a longer shipping season, more economic opportunity.” The provincial government is determining which vessels it would consider purchasing, Kinew said: “I’m like you — I want the best possible vehicle for the lowest possible price. Then we’ll get to work in terms of landing all that investment.” The studies were released as Kinew prepares for the Canada Investment Summit. The September event will draw major global investors, such as banks and sovereign wealth funds, to Toronto. Kinew said he’ll pitch the Port of Churchill Plus plan. The proposed expansion includes an all-weather road, upgraded rail line, new energy corridor and ice-breaking vessels. Shipping challenges to note include a tricky final approach to the port, Fednav’s report says. Vessels must navigate a shallow shoal and narrow channel with several sharp turns. “Until comprehensive simulation-based studies demonstrate otherwise, approaches to the Port of Churchill should only be conducted in open water or minimal ice conditions,” the report says. It calls the approach a “significant, yet potentially manageable operational constraint.” RENAUD PHILIPPE PHOTOThe Port of Churchill is undergoing wharf refacing as part of its multimillion-dollar upgrades. The Port of Churchill is undergoing wharf refacing as part of its multimillion-dollar upgrades. Ice cover on the Hudson Bay and Hudson Strait is “highly dynamic,” Fednav’s report adds. It points to wind, currents and ice circulation — the pressure and deformation often are a “greater operational challenge” than ice thickness alone. “These projects could have really extensive environmental risks … whether that’s impacts on local wildlife or air pollution and noise pollution,” said James Wilt, Climate Action Team Manitoba’s policy manager. Underwater noise, spills from shipping and effects on marine animals were among the preliminary concerns the Arctic Research Foundation identified. “We want an opportunity. We want Churchill to flourish.” “We want an opportunity. We want Churchill to flourish.” Politicians’ tones around the studies’ release Friday were “celebratory, and that’s something we are quite disturbed by given what’s causing this,” Wilt said. Government and decision-makers have a role to play in guarding the environment, Churchill Mayor Mike Spence said. “At the same time, we want an opportunity. We want Churchill to flourish,” he said. “The fact of the matter is, there are strong possibilities.” Year-round shipping is a “prerequisite” for the level of investment needed to move liquefied natural gas through the deepwater port, Kinew said. He estimates an LNG terminal and related infrastructure, including the creation of an offshore port, would cost somewhere between $70 billion and $80 billion. Government can work with First Nations on their environmental concerns, Kinew added. Thirty northern communities have been consulted through the Arctic Research Foundation’s study. Winnipeg Free Press | NewsletterBusiness WeeklyMonday MorningsThe latest local business news and a lookahead to the coming week.Sign up for Business WeeklySign UpI consent to theTerms and Conditions, Cookie and Privacy Policies.I consent toCASL agreement. Monday Mornings The latest local business news and a lookahead to the coming week. The Port of Churchill Plus is being examined by the federal government’s Major Projects Office. It hasn’t yet been added to the list of national projects for expediting. Meantime, Arctic Gateway Group has been inking deals to increase shipments through the deep-water hub. The first grain shipment in six years is set for export next week, with potash to follow later this year, Spence said. Manitoba launched a market-sounding study on how the Hudson Bay Railway and port might attract business. Findings haven’t been publicly released. The study concluded in March. gabrielle.piche@winnipegfreepress.com Gabrielle PichéReporter Gabrielle Piché reports on business for theFree Press. She interned at theFree Pressand worked for its sister outlet,Canstar Community News, before entering the business beat in 2021.Read more about Gabrielle. Every piece of reporting Gabrielle produces is reviewed by an editing team before it is posted online or published in print — part of theFree Press‘s tradition, since 1872, of producing reliable independent journalism. Read more aboutFree Press’s history and mandate, andlearn how our newsroom operates. Our newsroom depends on a growing audience of readers to power our journalism. If you are not a paid reader, please considerbecoming a subscriber. Our newsroom depends on its audience of readers to power our journalism. Thank you for your support. Updated on Friday, August 21, 2026 5:14 PM CDT: Adds edits, second photo

By Jean-Benoit Legault, The Canadian Press Posted July 18, 2026 1:15 pm. Last Updated July 18, 2026 1:17 pm. A unique system of sensors can detect underwater earthquakes, whale songs, ship noise and tidal activity, shows an inter-university study led by McGill University. This monitoring network, developed by scientists from McGill, Natural Resources Canada, the University of Quebec at Montreal and Dalhousie University, has been deployed in the Lower St. Lawrence. It allows simultaneous monitoring of earthquakes, water behavior, human activity and whales, it was explained in a press release, which provides “a comprehensive view of what is happening in the water, under the water and at great distances from it”, but with a single device. “I think this is a really interesting, innovative and original aspect of this project: for the first time, we were able to install this equipment at the bottom (of the river) and leave it in place for a long period of time in order to record all these signals,” explained the study’s lead author, Professor Yajing Liu of McGill’s Department of Earth and Planetary Sciences. Seafloor seismometers provided by the National Centre for Seismological Studies were associated with coastal and land-based stations, which made it possible to monitor activity throughout the estuary. It is estimated that the experimental network detected “twice as many earthquakes as the national seismic monitoring system, in addition to recording whale songs, ship noise, tidal activity and mining explosions,” it was stated. “We use seismometers to record any source that could disturb or upset the seabed and cause very slight vibrations at sea level,” said Professor Liu. “These vibrations could therefore come from an earthquake, but they could also come from the cries (of whales), because these emit acoustic waves in the water column and thus disturb the seabed.” Professor Liu noted that the Lower St. Lawrence is not only one of the most seismically active areas in Canada, but it is also a busy shipping corridor, an activity that can harm whale habitats, since “the noise generated by shipping traffic can disrupt the songs of these animals.” “This is one of the main concerns regarding the St. Lawrence Estuary and Gulf: the disruption of whale communication by ship noise,” she noted. “This noise and the signals emitted by whales partially overlap on certain frequencies. And when ship noise becomes too loud, it interferes with whale communication. So this is one of the applications of this project that has a greater impact on the ecosystem, and I hope our data will also be useful in this regard.” Professor Liu and her colleagues are compiling a catalogue of whale songs, but also a catalogue of noise generated by river transport, with the aim of “determining the extent to which these two elements overlap in space and time,” the researcher said. A question of frequencies The team installed these seabed seismometers, as well as land and coastal stations, in the St. Lawrence River estuary between Rimouski and Sept-Îles. The network was in place from September to May, between 2023 and 2025. The researchers wanted to avoid the summer season to prevent their instruments from being damaged by trawling. The sensors continuously recorded 250 data points per second. The scientists then separated the different types of signals according to their frequency using spectral analysis. They were then buried, quite literally, under a veritable tsunami of data. The team initially observed that data from the same day showed whale songs and maritime traffic occurring simultaneously in the same location. This raises the question of the extent to which ship noise interferes with communication between these large mammals. The instruments also picked up signals related to tidal activity, it was revealed. Ocean current models developed by oceanographers are frequently based on measurements at the water surface or a few tens of meters deep in the water column, but they often lack measurements directly at the bottom of the sea or the bottom of the river, Professor Liu noted. “Thus, since seismometers provide a constraint at the lower layer level to these ocean current models, this allows us to have a better prediction of ocean circulation in the estuary,” she explained. “And again, this has broader repercussions for the ecosystem, because we know that whales depend on circulation for their nutrient supply.” Taken together, this information “could be used to improve ocean circulation models, which generally rely on surface measurements, and teach us more about whale activity,” it is estimated. The result of chance Professor Liu’s team had previously deployed land-based seismometers along the shores of the St. Lawrence Estuary. These devices had recorded an increase in the number of whale songs during the winter months. “We stumbled upon certain regular signals that we later identified as the repetitive calls of fin and blue whales, captured by these land-based stations,” explained Professor Liu. “We compiled a catalogue of whale calls, but to be detected, the calls had to come from very close to the stations. We were certainly missing a large portion of the calls when the whales were swimming in the middle of the river.” The effectiveness of land-based seismographs decreases with distance from the coast. Since the St. Lawrence estuary can extend for hundreds of kilometers in some places, events further offshore essentially went undetected. Seabed seismometers circumvent the problem by being deployed, as their name suggests, directly on the riverbed. They may help to elucidate a phenomenon that intrigues researchers: data collected by land-based seismometers suggests that whales, instead of heading towards Florida, spend more time in the estuary during the winter months, without us really understanding why. “This is possibly linked to the warming of the water over time, but we will need to validate this with marine biologists,” said Professor Liu. Researchers believe that the data obtained through this “unique and multi-benefit system (…) could guide environmental protection efforts and the regulation of maritime traffic on one of Canada’s busiest waterways.” The findings of this study were published in the scientific journal Seismica. –This report by La Presse Canadienne was translated by CityNews

Il buco nell'ozono antartico è stato scoperto nel 1985 e questa data è diventata uno spartiacque tra il prima e il dopo nella letteratura scientifica. In realtà lo scudo che filtra i raggi ultravioletti, stando a un recente studio pubblicato da un gruppo di ricercatori del Massachusetts Institute of Technology, avrebbe iniziato a scalfirsi a partire dal 1957. In pratica se scienziati dell'epoca avessero disposto dei sensori e dei satelliti odierni avrebbero potuto misurarlo con quasi trent'anni di anticipo. Lo studio, condotto dalla chimica dell'atmosfera Susan Solomon e firmato come primo autore dallo studente di dottorato Jian Guan, si può consultare sulla rivista Proceedings of the National Academy of Sciences, ed è illustrato dal Mit. “Il fatto che l'assottigliamento dell'ozono sarebbe avvenuto già alla fine degli anni Cinquanta, molto prima di quanto avrei immaginato, mi ha lasciato senza parole”, ha commentato Solomon. Un esperimento di retrovisione Il gruppo di ricerca ha “semplicemente” simulato il passato, ricostruendo al computer la chimica dell'atmosfera anno dopo anno, con sedici diverse versioni di un modello che ha accoppiato chimica e clima. Ogni simulazione ha tenuto conto delle interazioni tra l'ozono e le altre molecole, ma anche delle oscillazioni naturali dovute alle eruzioni vulcaniche, al ciclo solare e all'oscillazione quasi biennale dei venti stratosferici. Da questa gamma di variabilità naturale, il cosiddetto rumore, i ricercatori hanno cercato di far emergere un segnale attribuibile con chiarezza all'attività umana. La chiave è stata osservare l'ozono strato per strato, come fanno i satelliti di oggi, e non soltanto nella colonna complessiva. Negli anni Cinquanta le fluttuazioni naturali della colonna totale erano almeno doppie rispetto alla perdita in corso e l'avrebbero nascosta: è questo il motivo per cui all'epoca il fenomeno passò inosservato. Guardando invece l'alta stratosfera, la soglia di rilevabilità si colloca già al 1957. E non sopra l'Antartide, bensì nell'alta stratosfera tropicale dove le fluttuazioni naturali sono più contenute. Il colpevole inatteso: non i clorofluorocarburi ma un solvente Storicamente l'erosione dell'ozono è sempre stata attribuita ai clorofluorocarburi, i Cfc usati come refrigeranti, propellenti e agenti espandenti. Il lavoro del Mit indica invece che il primo responsabile fu un'altra sostanza: il tetracloruro di carbonio, usato come solvente industriale fin dai primi anni del Novecento e diffuso su larga scala a partire dagli anni Trenta, circa due decenni prima dei clorofluorocarburi. “Dai manuali si impara che sono i Cfc a distruggere l'ozono”, ha sottolineato Guan. “Si scopre invece che un altro composto ha causato quel danno molto prima. È stata una grande sorpresa”. A dare forza all'ipotesi ci sono le misurazioni dell'aria intrappolata nel “firn”, lo strato di neve compattata che sovrasta il ghiaccio glaciale e conserva campioni delle atmosfere del passato, insieme agli inventari storici della produzione industriale. Già nel 1950 la concentrazione al suolo del tetracloruro di carbonio aveva raggiunto dai 30 ai 40 parti per mille miliardi, mentre quella dei clorofluorocarburi restava sotto le 10. Ma tra il 1920 e il 1960 quel solvente è stato il principale veicolo del cloro di origine umana diretto verso la stratosfera: circa il 69% del totale nel 1950 e il 56% nel 1960. Il meccanismo chimico è quello noto. Portato in alto nell'atmosfera, il tetracloruro di carbonio viene spezzato dalla radiazione ultravioletta e libera atomi di cloro, che innescano una reazione a catena capace di smontare le molecole di ozono. Da Solomon al Protocollo di Montreal Fu proprio la professoressa Solomon, negli anni ‘80, a guidare le spedizioni antartiche che misurarono livelli anomali di biossido di cloro nella stratosfera e collegarono l'erosione dell'ozono ai Cfc. La teoria che legava questi composti alla distruzione dell'ozono era stata formulata nel 1974 dai chimici Mario Molina e Frank Sherwood Rowland, un lavoro che sarebbe valso loro il Nobel per la chimica nel 1995, condiviso con Paul Crutzen. Il primo segnale ora ricostruito dal gruppo di Guan e Solomon precede di quasi vent'anni perfino quella intuizione. Da quelle scoperte nacque il Protocollo di Montreal del 1987, l'accordo che ha portato quasi tutti i Paesi del mondo a eliminare i Cfc e che oggi viene indicato come il trattato ambientale di maggior successo. Grazie a quell'intesa la fascia di ozono ha ripreso a ricostituirsi e, secondo l'Organizzazione meteorologica mondiale, il buco antartico dovrebbe richiudersi intorno al 2066. Il solvente che continua a sfuggire Un secondo studio pubblicato ad aprile su Nature Communications, firmato da un gruppo internazionale che comprende ricercatori del Mit e dei laboratori federali svizzeri Empa, ha mostrato che proprio il tetracloruro di carbonio e altre sostanze dannose per l'ozono continuano a essere prodotti e a disperdersi in atmosfera. Il Protocollo di Montreal ne vieta gli usi diretti ma esenta l'impiego come materia prima industriale sulla base di un'assunzione degli anni Novanta: che solo lo 0,5% della quantità prodotta finisse in aria e che questi impieghi fossero destinati a esaurirsi. È accaduto il contrario. Le perdite reali sono oggi stimate intorno al 3,6% della produzione, e il ricorso a queste sostanze come materia prima è cresciuto del 163% tra il 2000 e il 2024, sostenuto dalla domanda di plastiche e di componenti per le batterie al litio. Secondo i calcoli del gruppo, la falla potrebbe ritardare il pieno recupero dell'ozono di circa sette anni, e fino a undici negli scenari più sfavorevoli, spostando la scadenza dal 2066 verso il 2073.

Ocean and coastal creatures are being put at risk by the spills, noise, dredging and shipping associated with new offshore oil and gas infrastructure, says a new report by a group of environmental NGOs. Thereportby 12 environmental groups analysed planned new offshore oil and gas blocks covering 430,000 square kilometres - an area the size of Sweden - in 11 countries. Blocks in countries such as Kenya, Indonesia and Australia overlap with some of the planet's hotspots for marine biodiversity, home to mangroves, coral reefs, sea turtles, sharks and whales. Oil and gas expansion is advancing in spite of the legal protections already in place, the report says, with a third of the area being licensed overlapping with marine and coastal protected areas. "It is alarming to see the research findings and the sheer scale of fossil fuel expansion trajectories threatening the health and future of our shared ocean," said Tyson Miller, executive director of Earth Insight, one of the environmental NGOs involved in the report. Our reporters on the negotiating rooms in Bonn. This is the coverage that other outlets often skip — get unlimited access from £40/quarter. Email or Username Password Remember me Forgot your password? Ocean and coastal creatures are being put at risk by the spills, noise, dredging and shipping associated with new offshore oil and gas infrastructure, says a new report by a group of environmental NGOs. Thereportby 12 environmental groups analysed planned new offshore oil and gas blocks covering 430,000 square kilometres - an area the size of Sweden - in 11 countries. Blocks in countries such as Kenya, Indonesia and Australia overlap with some of the planet's hotspots for marine biodiversity, home to mangroves, coral reefs, sea turtles, sharks and whales. Oil and gas expansion is advancing in spite of the legal protections already in place, the report says, with a third of the area being licensed overlapping with marine and coastal protected areas. "It is alarming to see the research findings and the sheer scale of fossil fuel expansion trajectories threatening the health and future of our shared ocean," said Tyson Miller, executive director of Earth Insight, one of the environmental NGOs involved in the report. At the first conference on Transitioning Away from Fossil Fuels in Santa Marta, around 60 countriesfloated the ideaof creating "fossil fuel-free zones", which would seek to place limits on coal, oil and gas in areas where development would lead to severe social and environmental harm. As part of the landmarkKunming-Montreal biodiversity deal, governments have also pledged to protect at least 30% of the planet's land and marine ecosystems by 2030. This could be used as an opportunity to limit oil and gas expansion in sensitive areas, Miller said. The report says the findings "reinforce the need for governments, financial institutions and companies to stop funding and supporting offshore oil and gas expansion", and calls for the creation of fossil fuel-free zones in "high-value marine and coastal areas". As one of the case studies, Kenya — which is set to host the Our Ocean Conference in Mombasa later this month — has opened 50 offshore oil and gas blocks for bidding in the Lamu Basin, one of East Africa's marine biodiversity hotspots. These blocks overlap with all the region's mangroves and coral reefs, the report says, which provide nursery habitats for fish, sea turtles and the vulnerable dugong. These ecosystems are already under severe stress from climate change-related ocean heating and increased water acidity and could now face seismic surveys, offshore drilling, dredging, increased shipping traffic, oil spills, chemical discharge and underwater noise pollution. The government estimates that oil production will start by 2026, aligning with "global best practices", andhas saidthe Lamu basin has vast "untapped potential". The countryis expectedto open bidding for the first 10 blocks by September. Muturi wa Kamau, network coordinator for the Kenya Oil and Gas Working Group, said in a statement that the country "is preparing to open ecologically sensitive areas for fossil fuel exploration" while positioning itself as a leader in ocean diplomacy. "The question is: at what cost are we willing to risk these fragile ecosystems and the livelihoods of coastal communities who have depended on them for generations?" Kamau said. After a four-year pause, Australia — which will act as co-president of the COP31 climate summit — resumed offshore exploration in the Otway Basin last year, with American energy firm ConocoPhillips among the operators approved for exploratory drilling off the country's southern coast. The sites under exploration are as close as one kilometre to a series of marine reserves known as sanctuaries for pygmy blue whales, who travel thousands of kilometres to reproduce in those waters. Orange roughy, a deep-sea fish that can live for over 140 years, may also be harmed. In total, the report analysed new LNG export projects in Argentina, Alaska, Mexico and Tanzania, as well as expanded offshore oil and gas licensing in Australia, Cameroon, Indonesia, Jamaica, Kenya, Norway and Trinidad and Tobago.

The Miami Dolphins made official their new power structure in their front office Monday, and the most noteworthy development involved the promotion of Brandon Shore to the role of executive vice president of football operations. Shore had served as senior vice president of football and business administration the previous five years, but this is a whole different level. It's a position, in fact, that hasn't been filled since 2018 when Mike Tannenbaum handled the role. In his new capacity, per the Dolphins, Shore will work alongside new GM Jon-Eric Sullivan and new head coach Jeff Hafley and oversee "athletic training and performance, football technology, strategy and analytics, team and training facility operations, sod farm operations, equipment, video, team security, and player engagement. He also serves as the team's chief negotiator for player contracts, manages the salary cap and club compliance with the NFL's Collective Bargaining Agreement, and acts as the organization's liaison on labor relations and league matters." Sullivan made clear after his hiring in January that he's the final decision-maker when it comes to personnel, but this is noteworthy nonetheless. Shore has worked his way up the ranks since joining the Dolphins in 2010 and was a voice in the organization alongside former GM Chris Grier and former head coach Mike McDaniel, both of whom were dismissed over the past nine months. Shore always has operated in the background, never doing media interviews, and one can't help but wonder whether he voiced an objection to the doomed contracts the Dolphins gave Tua Tagovailoa, Tyreek Hill and Jalen Ramsey in 2024 that clearly played a signifcant role in the front office overhaul. Another area where the Dolphins made a significant change involves "player performance" and strength and conditioning. The Dolphins promoted Kyle Johnston, who had been head athletic trainer for the past eight years, adding the title of vice president of sports medicine and performance. The team also hired Todd Hunt as director of strength and conditioning after he spent the past two seasons with the Green Bay Packers, where Sullivan and Hafley previously worked. Gone are Dave Puloka as director of player performance and Brent Callaway as strength and conditioning coach. Puloka, who had been with the Dolphins since 2008, has joined the Tennessee Titans as a senior assistant. One noticeable change in terms of training early on has been much longer stretching periods before practice.Whether that changes the Dolphins' bad luck with injuriesis debatable, but it obviously doesn't hurt to try something different. Among the other front office additions, most of which already were known but not quite official yet, the Dolphins hired former Tennessee Titans GM Jon Robinson and longtime NFL executive Shaun Herock as senior personnel executives. Herock is entering his 38th NFL season and his resume includes 19 years with the Packers, eight of which (2004-11) were spent working with Sullivan. The Dolphins also made official the hiring of Kyle Smith as assistant general manager, though it looked for a bit as though that announcement never would be made. Smith was among the candidates who interviewed for the Minnesota Vikings GM position. Loading recommendations... Please wait while we load personalized content recommendations Alain Poupart is the publisher/editor of Miami Dolphins On SI and host of the All Dolphins Podcast. Alain has covered the Miami Dolphins on a full-time basis since 1989 for various publications and media outlets, including Dolphin Digest, The Associated Press and the Dolphins team website. In addition to being a credentialed member of the Miami Dolphins press corps, Alain has covered three Super Bowls (for NFL.com, Football News and the Montreal Gazette), the annual NFL draft, the Senior Bowl, and the NFL Scouting Combine. During his almost 40 years in journalism, which began at the now-defunct Miami News, Alain has covered practically every sport at one time or another, from tennis to golf, baseball, basketball and everything in between. The career also included time as a copy editor, including work on several books, such as "Still Perfect," an inside look at the Miami Dolphins' 1972 perfect season. A native of Montreal, Canada, whose first language is French, Alain grew up a huge hockey fan but soon developed a love for all sports, including NFL football. He has lived in South Florida since the 1980s.

Un bagno di folla ha accolto Andrea Kimi Antonelli a Brisighella in occasione del 33esimo Trofeo Bandini. Il giovane pilota, attuale leader del mondiale di Formula 1, è arrivato nel borgo romagnolo al volante di una Mercedes GT3, dopo essere partito da Imola e aver fatto tappa anche a Faenza. Davanti a una platea gremita di appassionati e giornalisti, Antonelli ha ritirato il prestigioso premio, inserendo il proprio nome in un albo d'oro che vanta leggende del calibro di Michael Schumacher, Lewis Hamilton e Max Verstappen. Durante la conferenza stampa, moderata dalla giornalista della Gazzetta dello Sport Giulia Toninelli, il pilota della Mercedes ha toccato i temi caldi della stagione: dalla gestione della pressione alla rivalità interna con George Russell, fino al sogno (per ora rimandato) di correre a Imola. Cosa si prova a ricevere un premio così prestigioso e a vedere il proprio nome accanto a quello di piloti che hanno fatto la storia della Formula 1? “Sono davvero molto contento e onorato di ricevere questo trofeo, ringrazio tutti coloro che hanno reso possibile questa premiazione. È una giornata speciale, c'è un sacco di gente ed è un evento incredibile che mi ricorderò per sempre. Riguardo alla classifica, è sicuramente un bel momento ma la stagione è ancora molto lunga. L'importante adesso è restare con i piedi per terra, continuare a lavorare e poi si vedrà alla fine dell'anno”. Il suo nome è stato accostato a quello di grandi icone del passato. Che effetto ti fa questo paragone e cosa sapevi del Trofeo Bandini? “Siamo partiti molto bene in questo inizio di stagione e insieme al team stiamo facendo un grandissimo lavoro. Sentire accostare il mio nome a piloti che hanno fatto la storia fa sicuramente effetto, ma cerco di non lasciarmi trasportare: io penso solo a fare il massimo ogni volta che salgo in macchina. Del trofeo ne ero a conoscenza, anche perché molti dei piloti che corrono tuttora lo hanno ricevuto. È un riconoscimento molto noto nel Circus”. Si parla spesso della tua capacità di entrare in una sorta di "tunnel" o "bolla" di concentrazione assoluta in pista. È una condizione che riesci a controllare o dipende dalle circostanze? “Non è mai facile entrare in quella modalità e non è una cosa scontata, perché richiede un livello di focus davvero elevato. Quest'anno mi è capitato a Suzuka dopo la Safety Car e a Miami, dove sono rimasto in quella "bolla" per tutta la gara; a Montreal un po' meno. Quando ci riesci è una delle sensazioni più belle in assoluto, perché è come se guidassi in automatico. Non ti rendi conto perfettamente di ciò che fai, ma tutto ti riesce alla perfezione e consumi anche molta meno energia mentale. Adesso ci riproveremo a Monaco”. Molti addetti ai lavori lodano la sua spontaneità e il tuo modo di comunicare. Pensi che parte del tuo successo sia legato anche a questo tuo carattere? “Sicuramente il mio obiettivo principale è vincere in pista, ma mi piacerebbe avere un impatto positivo anche al di fuori, rimanendo esattamente la persona che sono. Non voglio cambiare il mio modo di essere, mi comporto così perché mi viene naturale. Spero di poter essere un esempio per i ragazzi, mantenendo questa genuinità sia dentro che fuori dal paddock”. In pista mostra un'aggressività notevole. Tua mamma dice che hai la "faccia da angelo" ma che poi tiri fuori gli artigli… “In pista serve, lì è come essere in una vasca piena di squali: o mangi o vieni mangiato. Bisogna essere aggressivi nella giusta dose. A Montreal forse lo sono stato anche troppo in certi frangenti; se dovesse ricapitare una situazione simile, bisognerà essere più lucidi. Ma la competitività è questa, stiamo correndo per vincere e in questo momento sono davanti in classifica, quindi voglio sfruttare al massimo ogni opportunità”. Avverte uno sguardo diverso da parte dei suoi avversari o dei suoi compagni di squadra ora che è in testa al campionato? “Non so se mi temano, ma sicuramente adesso ho molta più voce in capitolo e avverto maggior rispetto da parte degli altri piloti. Mi sto facendo notare e in pista cerco di mandare un messaggio chiaro: io non mi tiro mai indietro. L'obiettivo è vincere ogni volta, anche se ci sono domeniche in cui è più importante guardare ai punti in ottica campionato. Voglio cercare di lasciare il mio segno”. Quest'anno Imola non è nel calendario della Formula 1. Quant’è il rammarico di non poter correre sulla pista di casa in un momento così favorevole? “È un grande peccato. Spero vivamente che si possa tornare a correre a Imola in futuro, perché è a tutti gli effetti il mio circuito di casa ed è un tracciato a cui sono legatissimo. Sarebbe stato bellissimo correrci quest'anno con una macchina così forte e in questa posizione di classifica”. Nel box la temono di più per la sua velocità in pista o per i suoi scherzi e i "furti" di torte di compleanno? “Credo più per le torte! I meccanici si guardano sempre le spalle perché non sanno mai cosa posso combinare. Scherzi a parte, mi piace portare energia positiva e un po' di "italianità" all'interno del team. È giusto divertirsi e alleggerire l'ambiente quando si può, poi quando è il momento di concentrarsi e andare in pista si torna seri. Questo splendido clima aiuta a godersi meglio il lavoro”. Ha studiato le grandi rivalità interne del passato, come Senna-Prost o Hamilton-Rosberg? Come gestirà il duello ravvicinato con il suo compagno di squadra George Russell per il titolo? “Sì, ho guardato quei duelli passati. Il segreto principale per vincere un mondiale è la costanza, massimizzando il risultato ogni weekend e correndo in modo aggressivo ma intelligente. Essendo una battaglia interna al team, il discorso è leggermente diverso: con un compagno di squadra corri prestando più attenzione, perché non vuoi fare danni per la squadra. Io e George siamo in una posizione grandiosa per lottare per qualcosa di importante, ma non vogliamo rovinare la bellissima dinamica che c'è nel box. Correremo duramente l'uno contro l'altro, saremo accaniti, ma in modo corretto e senza contatti. Mercedes deve vincere”. Dal punto di vista tecnico, a Montreal la concorrenza sembra essersi avvicinata. Vi aspettate che Ferrari o McLaren vi diano del filo da torcere da qui alla fine? “Vedremo chi riceverà gli aggiornamenti. La Ferrari sembra una di quelle più accreditate: se riusciranno a sviluppare la power unit si avvicineranno, perché a livello di telaio sono messi molto bene. Spesso la gente si concentra solo sul nostro motore, ma vi assicuro che anche il nostro telaio è fantastico, andiamo forte in curva e consumiamo poco le gomme. Anche McLaren e Red Bull hanno fatto passi in avanti notevoli e saranno della partita, ma io preferisco concentrarmi su me stesso. Siamo in ottime mani, il team sta spingendo fortissimo e questo dà una carica pazzesca a noi piloti”. Domenica scorsa a Montreal l’abbiamo visto parlare a lungo sul podio con Max Verstappen. C'è una bella intesa tra voi? “Sì, parliamo un po' di tutto. Parliamo molto di GT3, dato che lui ha un team in quella categoria, e a Montreal abbiamo commentato la sua recente gara alla 24 Ore virtuale. Ma parliamo anche di vita privata, del weekend di gara e delle sensazioni sulla vettura. Abbiamo entrambi una grande passione per il motorsport a 360 gradi, non solo per la F1, ed è sempre molto piacevole confrontarsi con lui”. Il suo futuro: un giorno ti vedremo in Ferrari? “(Sorride, ndr) La Ferrari è un team immenso, ha un seguito pazzesco e una storia che resterà per sempre. Però io adesso sono un pilota Mercedes, sono felicissimo di essere con loro. Mi hanno dato una grande opportunità fin da piccolo, mi hanno accompagnato in tutto il percorso e sento il dovere di dare il massimo per questo team. Sono in debito con loro e voglio vincere il più possibile con la Mercedes, poi in futuro si vedrà”.

posted by AJOT|May 20 2026at 12:25 PM |Ports & Terminals The Port of Halifax has received two new electric rail-mounted gantry (RMG) cranes at PSA Halifax’s Atlantic Hub terminal, introducing the first remotely operated yard equipment in Halifax, which increases capacity, efficiency and reliability. The new cranes enable operators to control movements from a centralized control room, improving safety and comfort by eliminating the need to work at height and in variable weather conditions, while enhancing operational accuracy and throughput in yard operations. The addition of the electric RMG cranes supports faster turnaround times for customers and consistent performance across the terminal. As electric-powered units, they also contribute to lower emissions. The new equipment is expected to reduce carbon emissions by at least 640 tonnes annually, the equivalent of removing nearly 140 passenger vehicles from the road. The investment is part of the Inter-Terminal Rail Solution Project, a multi-year initiative led by the Halifax Port Authority and supported by Transport Canada’s National Trade Corridors Fund. This project includes optimizing the railhead at Atlantic Hub to scale capacity in line with growing demand. The cranes will handle the loading and unloading of containers for rail shuttles to and from the PSA Halifax Fairview Cove terminal, removing up to 75% of truck traffic generated by port activities from Halifax’s urban roads. The increased rail capacity will also allow the Port of Halifax to handle full container trains to Toronto, Montreal and other destinations in Canada. This further enhances Halifax’s value proposition of “big ships – big trains”, as it is the only port on Canada’s East Coast capable of handling vessels of 18,000 TEUs. "These new cranes are an investment in people and performance,”says Fulvio Fracassi, President and CEO of the Halifax Port Authority.“As the new railyard is built at the Atlantic Hub terminal, the cranes are key elements contributing to safe, resilient operations and terminal efficiency”. Duncan Glass, Chief Executive Officer of PSA Halifax, said,"The new electric rail-mounted gantry cranes enable remotely operated yard operations, enhancing safety and working conditions for our team. The use of electric equipment also supports PSA International’s sustainability goal of achieving net zero carbon emissions by 2050. Collectively, these upgrades strengthen the reliability of rail operations and enable faster, more efficient cargo flow for customers across the region."

Por Redação PortalPortuario @PortalPortuario A Reserva Caruara, criada e mantida de forma voluntária pelo Porto do Açu, e 11 grandes empresas anunciaram a criação da Rede Brasileira de Reservas Privadas (RBRP), iniciativa inédita que reúne organizações privadas responsáveis pela conservação de áreas naturais no país. Idealizada por Vale, Suzano e Reservas Votorantim, a Rede tem como objetivo fortalecer políticas de proteção ambiental, promover a troca de experiências e incentivar o desenvolvimento de pesquisas A RBRP foi oficializada no segundo semestre de 2025, durante cerimônia realizada na Reserva Caruara, em São João da Barra (RJ), o que reforça o papel estratégico da área no avanço da agenda de conservação ambiental no Brasil. Com presença em diversos biomas brasileiros, a Rede reúne reservas protegidas na Mata Atlântica, no Cerrado, no Pampa, no Pantanal e na Amazônia. Entre os exemplos estão a própria Reserva Caruara, abrigo do maior fragmento de restinga em área privada do país, com 4 mil hectares de área protegida; o Legado das Águas (SP), com 31 mil hectares, a Reserva Natural Vale (ES), de 23 mil hectares, e o Parque das Neblinas (SP), com 7 mil hectares, que protegem biodiversidade e mananciais na Mata Atlântica; e áreas preservadas da Anglo American na Serra do Espinhaço (MG), com cerca de 27 mil hectares, incluindo campos rupestres. No Pampa (RS), a CMPC Brasil mantém duas RPPNs que somam 2,6 mil hectares, contribuindo para a conservação desse bioma único no sul do país. No Pantanal (MS), a Caiman, Pantanal integra turismo ecológico, conservação e geração de conhecimento, sendo referência mundial na proteção da onça-pintada e da arara-azul. Já na Amazônia, a Fundação Cristalino (MT) atua no fortalecimento da proteção florestal, da pesquisa e da educação ambiental. Além da troca de experiências entre os membros e do fortalecimento das políticas ambientais, a RBRP tem o objetivo de desenvolver estudos científicos, promover capacitações e atuar como apoiadora de projetos de conservação, contribuindo para o cumprimento das metas globais de biodiversidade estabelecidas no Marco de Kunming-Montreal. Com governança colaborativa, a iniciativa contará com membros fundadores, membros efetivos e observadores, permitindo a participação tanto de instituições que já possuem reservas formalizadas quanto de organizações aspirantes ou apoiadoras. Segundo o regimento da RBRP, reservas privadas de proteção da natureza são áreas sob posse ou domínio privado, geridas de forma regular e efetiva para garantir a conservação da biodiversidade a longo prazo, bem como os serviços ecossistêmicos e valores culturais associados. Assinam o regimento da Rede Brasileira de Reservas Privadas: Vale, Anglo American Minério de Ferro Brasil S/A, Caiman Pantanal, Fundação Cristalino, Fundação Eco+/BASF, Instituto Ambiental Vale, Instituto Ecofuturo, Instituto Marcos Daniel, Reserva Caruara, Reservas Votorantim Ltda e Suzano. Além delas, a CMPC Brasil integra a rede como membro efetivo.