Porti & ambiente — le notizie raccolte

Paul Bird will be the next chief executive of the Montreal Port Authority as the gateway looks to his infrastructure expertise amid a major expansion project. Vancouver and Prince Rupert recorded solid year-over-year gains in the eastbound trans-Pacific as they focused on improving their intermodal efficiency to the interior of Canada and the US. New legislation passed by the US House will help fight cargo crime, but theft prevention starts with identity verification, experts told a Journal of Commerce webcast.

This article was originally published as an op-ed in the Vancouver Sun on September 12, 2026.Read the original article here. The proposed West Coast Oil Pipeline, Roberts Bank marine terminal expansion and changes to the Species at Risk Act could reshape the future of British Columbia’s coastal ecosystem It’s been a tumultuous summer in Canada. Heatwaves, floods and fires have swept across the country and around the world. Many of these extreme weather events – including the European heat waves that claimed an estimated 10, 000 lives, and the terrifying jökulhlaups (glacial collapse) in Nepal, would have been virtually impossible without human-caused climate change. Against this backdrop, Prime Minister Mark Carney remains committed to making Canada an energy superpower. But while much of the world is racing toward increasingly affordable renewable energy like wind and solar, Canada appears determined to run the other way by doubling down on fossil fuels. In recent weeks, three announcements have made that direction unmistakable. Ottawa has proposed sweeping changes to federal environmental law that would gut federal reviews, permitting and oversight of major projects, including pipelines. Alberta has formally proposed the West Coat Oil Pipeline that would largely follow the Trans Mountain route before ending at a new marine terminal at Roberts Bank in Delta. Meanwhile, BC and Canada have agreed to billions in public funding towards an expanded trade corridor at Roberts Bank. Plans for another pipeline to tidewater raise obvious questions. Why should taxpayers shoulder the cost? Will another pipeline meaningfully lower household bills? Why is Canada stepping away from its commitments to reduce greenhouse gas emissions? There is another question that deserves equal attention. What will this project mean for the Salish Sea and the communities, both human and wild, that depend on it? The Salish Sea ecosystem is one of Canada’s ecological treasures. It is an inland sea of rocky islands, eelgrass meadows and kelp forests. Ancient shell middens scattered along its shores remind us that Indigenous peoples thrived here for thousands of years before European settlement. Its waters are fed by rivers flowing from the Coast mountains, carrying all five species of Pacific salmon to and from the ocean. Every year, the salmon migration acts as nature’s great energy conveyor belt, carrying ocean nutrients back into coastal forests and sustaining everything from towering cedar trees to bears, eagles and people. The Fraser River sits at the heart of this system. Even today, it supports some of the largest salmon runs on Earth. Along its delta, vast mudflats nourish hundreds of thousands of migrating shorebirds that stop to feed on a paper-thin layer of biofilm exposed by the tides. This remarkable ecosystem is also home to the critically endangered Southern Resident Killer Whales. The “killer whale” or “orca” is deeply engrained in the culture of Indigenous Nations all along the coast. It was also recently voted the “icon of British Columbia”. Down to only 73 adults, the survival of Southern Residents is threatened due to the interconnected problems of declining prey availability, underwater noise from ships, and pollution. Southern Resident Killer Whales are genetically distinct from other killer whales. They have their own family structure, culture, and language. In the dark waters of the Salish Sea, they depend on sound much as we depend on sight, using echolocation and calls to hunt, navigate and stay connected with one another. They also depend almost entirely on Chinook salmon, many of which begin and end their lives in the Fraser watershed. Today, both predator and prey are struggling. The proposed West Coast Oil Pipeline and new marine terminal at Roberts Bank would increase the three major risks to Southern Resident Killer Whale survival. First, another causeway and marine terminal would further disrupt juvenile salmon leaving the Fraser River. Federal assessments for Roberts Bank Terminal 2 have already found these structures interfere with salmon migration, particularly for young Chinook, the whales’ primary food source. Building another terminal risks making an existing problem worse. Second, oil spilled in the Salish Sea is harmful to both salmon and killer whales. A large spill would be catastrophic to both species, but even routine operations risk smaller chronic releases of oil into marine waters. Around Roberts Bank, powerful tides, currents and the Fraser River outflow make containing any amount of spilled oil extraordinarily difficult. Promises of world-class spill response seem reassuring on paper. The sea, however, does not read policy documents. Third, the anticipated increase in oil tanker traffic means enough underwater noise to completely overwhelm the Southern Residents’ ability to hunt and communicate voluntarily. Chronic noise pollution in the Salish sea has been a tough problem to solve. Initial gains from voluntary vessel slowdown programs have already been eroded by increased tanker traffic following the Trans Mountain expansion. The government’s own scientists have concluded that the concept of offsetting impacts – trading off increases in noise in one area for reduction in noise in another – does not work for the problem of underwater noise pollution. Without significant adoption of quiet vessel technology or an enforceable limit on underwater noise set at a safe level for whales, there is no realistic or effective way to protect the whales while increasing shipping. Ottawa is considering side stepping the safeguards under theSpecies at Risk Act(SARA), Canada’s cornerstone law protecting endangered wildlife to enable this project to proceed, by designating the pipeline as a Project of national Interest (PONI). The law currently prevents governments from approving projects that would jeopardize the survival or recovery of endangered species. A PONI designation appears to make it possible to suspend or limit this protection. Suspending the protective provisions of the SARA could put the whales on a path to extinction. Canada now faces a choice that goes beyond pipelines. The Southern Residents are already struggling to survive. The government’s proposed actions will silence their unique voices forever.Whether the orcas survive this political moment is now a government choice, not an accident.If we trade whales for oil exports today, history will not remember the barrels. It will remember what we were willing give up.

California, Oregon, Washington, British Columbia and Baja California are coordinating plans for truck charging and hydrogen fueling from Canada to Mexico. Officials kick off the West Coast ZEV corridor at the Port of Long Beach. Calstart California, British Columbia, Oregon, Washington, and Baja California are working together on a network of charging and hydrogen fueling stations intended to supportzero-emission truckstraveling the West Coast. Government leaders announced the British Columbia to Baja California ZEV Corridor, or BC2BC, Aug. 26 at the Port of Long Beach. The initiative would eventually allow battery-electric andhydrogen fuel-cell trucksto travel from Vancouver, British Columbia, to Baja California, Mexico, along a West Coast freight corridor centered on I-5 in the U.S. The initial buildout is expected to include 20 electric truck charging stations and three hydrogen fueling stations. Nearly 10,000 trucks travel the corridor on an average day. The five governments also committed to coordinating technical standards, infrastructure planning, and other requirements so trucks can use charging and fueling infrastructure across jurisdictions. “With global fuel prices driving up the cost of moving goods, partnerships like this are more critical than ever to strengthen our economies and advance Governor Newsom’s zero-emission transportation goals,” said California Transportation Secretary Toks Omishakin. For fleets, one of the biggest challenges in adopting zero-emission trucks for long-haul or regional operations is knowing that compatible charging or fueling will be available along the route. “Freight corridors are where electrification can deliver real operational value at scale,” said Aravind Kailas, advanced technology policy director at Volvo Group North America. “By aligningcharging infrastructure, technical standards, and planning across jurisdictions, the BC2BC initiative can give fleets greater confidence to plan routes, maintain uptime, and make long-term investment decisions,” he said. Volvo Group North America, Southern California Edison, Tesla, EV Realty, andKing Fio Truckingparticipated in the launch event. Zero-emission trucks from IMC Logistics and 4Gen Logistics were on display, along with trucks from Volvo, Tesla and ZM Trucks. The five participating governments issued a statement of principles outlining plans to coordinate infrastructure and technical requirements across the corridor. “The Port of the Future will need new, innovative technologies, energy sources, and sustainable practices to realize our goals of doubling our annual cargo volume to 20 million containers by 2050 and becoming the first zero-emission port in North America,” said Noel Hacegaba, CEO of the Port of Long Beach. 4Gen Logistics Accelerates Toward a Fully Zero-Emission Drayage Fleet He said the agreement could help provide the infrastructure support trucking companies need to move toward zero-emission trucks on major freight routes between Canada and Mexico. The BC2BC initiative is supported by the California State Transportation Agency, CALSTART/Drive to Zero and the Institute of Transportation Studies at the University of California, Davis. The organizations are helping coordinate planning and investment. Following the August 26 launch, representatives from the five jurisdictions will hold technical meetings to coordinate standards, guidance and infrastructure planning. The project expands on California's existing efforts to develop zero-emission truck charging and fueling infrastructure along West Coast freight routes by extending that coordination across the Canadian and Mexican borders. The work also is expected to feed into the next edition of Caltrans'California-Baja California Border Master Plan, which will include plans for zero-emission vehicles and supporting infrastructure. BC2BC is part of the broaderGlobal Green Road Corridorsinitiative, which is working to develop lower-emission freight corridors connecting ports, logistics hubs and cities. Similar corridor projects are under development in Africa, Europe, the Americas and Asia. Lessons Learned About Alternative Fuels: Start Small, Stay Flexible Learn more about Kenworth's T880E battery-electric vocational truck at the Paccar Technical Center, including its range, applications, upfitting considerations, and PTO options, in this HDT Spotlight video. A closer look at the Kenworth T880E’s range, charging, powertrain and upfit options — and where fleets are showing the most interest. HDT Truck Fleet Innovator Jennie Abarca is building confidence in fleet electrification one load at a time while openly sharing the challenges she encounters along the way as a small-fleet owner. The engine maker will gradually introduce its new Model Year 2027 diesel engines while continuing to offer current models during the transition, citing the EPA's proposed emissions rule changes. The proposal doesn't change the tougher NOx standard, but it would revise key implementation requirements that manufacturers say have driven up costs and complicated fleet purchasing decisions. Updated diesel engine software gives truck operators more time to address emissions-system issues while staying compliant with EPA emissions standards. Biodiesel can reduce emissions, improve fuel-system lubricity and use existing diesel infrastructure. But NACFE’s Messy Middle maintenance report says fleets must actively manage storage, cold-weather operation, filters and oil drain intervals to avoid problems. Drive sustainable cost savings while increasing driver comfort during short- and long-haul logistics operations. NACFE's latest Messy Middle Powertrain Service & Maintenance report says renewable diesel gives fleets an opportunity to reduce carbon emissions without changing trucks, fueling infrastructure or maintenance practices. But technicians still need to understand several important operational differences. NACFE’s new Messy Middle Powertrain Service & Maintenance report says keeping modern diesel engines running now depends as much on software, diagnostics and data as traditional mechanical service.

DP World has launched Latin America’s first shore power system at the Port of Callao, allowing container ships to switch off auxiliary engines while docked. Instead, compatible vessels can connect directly to 100% certified renewable electricity at the South Terminal. The system reduces fuel consumption, carbon emissions and local air pollution from ships while they are in port. The infrastructure forms part of DP World’s US$400 million Bicentennial Pier expansion. That development sits within approximately US$1 billion the company has invested in Peru. Callao is now DP World’s third terminal globally to offer shore power, following Prince Rupert and Vancouver in Canada. The company also plans to expand the technology across its European terminal network. DP World expects the Callao system to avoid more than 6,300 tonnes of CO₂e each year. That equates to an average reduction of about 30 tonnes per vessel call. Ships using the system can cut emissions of nitrogen oxides, sulfur oxides and particulate matter from auxiliary engines by more than 90%. The infrastructure can supply up to 7.5 MVA to a vessel at berth. This is sufficient to serve the largest container ships calling at Callao at full load. Around 80% of vessels visiting Pier 3 are already equipped to connect. Four of the seven weekly vessels serving the Peru-Asia trade route are initially expected to use the system. The CMA CGM PLATINUM, a 13,100-TEU container vessel built in 2025, became the first ship to connect. The investment addresses an emissions source that has become increasingly important as ports electrify their own equipment. DP World found that vessel emissions at berth were nearly twice those from its terminal operations. According to a June 2026 white paper from maritime classification and assurance company DNV, only around 3% of ports worldwide currently offer shore power. Keiko Fujimori, President of Peru, said:“Today, from here (the Port of Callao), we are not only moving cargo; we are moving Peru toward the future. We’re talking about a technology that may seem simple but is of enormous importance, since only 3% of the world’s ports have this technology, and we’re proud that Peru is part of this group, serving as an example of environmental protection and modernization.” Peru’s government is positioning port modernization as both an environmental and economic priority. The Minister of Transport and Communications of Peru, Rafael Rey Rey, further explained:“The shore power system allows compatible ships to connect to the terminal’s electrical grid while docked, so they can shut down their auxiliary engines. This reduces fossil fuel consumption and pollutant emissions, in addition to lowering the noise levels associated with ship operations in port.” RELATED ARTICLE:DP World, AM Green Partner to Build Green Fuel Export Projects For shipping companies, shore power also offers a route to reduce direct Scope 1 emissions from fuel burned at berth. Carlos Merino, CEO of DP World in Peru, Ecuador and Colombia, said:“Shore power is the next step in our decarbonization journey. We have transformed our own terminal operations through electrification and renewable energy, and now we are extending those benefits to our customers by helping vessels reduce emissions while at berth. This investment strengthens Peru’s competitiveness as a regional trade hub while supporting more sustainable global supply chains.” DP World has invested US$105 million in a broader decarbonization program at Callao. The program combines renewable energy procurement with the electrification of terminal equipment. Recent investments include 36 electric internal transfer vehicles and Latin America’s first dedicated port charging station for electric vehicles. DP World has also electrified nearly the terminal’s entire yard crane fleet. Together, the measures put Callao on track to reduce Scope 1 and 2 emissions by 90% by 2030. They also support DP World’s wider ambition to achieve net-zero emissions by 2050. The investment comes as Callao expands its role in regional trade. In 2025, it became the first terminal on South America’s west coast to handle more than 2 million TEUs in a single year. For ports and shipping companies, the next challenge is increasingly shared. Electrifying terminals addresses only part of maritime logistics emissions. Cutting pollution from vessels while docked requires coordinated investment in port infrastructure, renewable electricity and compatible ships. Callao now provides a Latin American example of how those pieces can come together as trade hubs face growing pressure to combine capacity growth with lower-carbon operations. Subscribe & Follow for Daily ESG InsightsStay Informed:Subscribe to the ESG News Daily Snapshotfor the latest updates inESG Investing, sustainable finance, policy, events, and corporate strategy delivered directly to your inbox.Join the Conversation:Follow ESG News on LinkedInto engage with our global community of 50K+ sustainability leaders and C-suite executives.ESG News Editorial TeamThe ESG News Editorial Team is comprised of veteran financial journalists and sustainability analysts dedicated to providing real-time, objective reporting on global ESG regulations, climate finance, and corporate governance. Our desk monitors daily developments from the SEC, IFRS, CSRD and international regulatory bodies to ensure our 1M+ readers receive accurate, data-driven insights into the evolving sustainable investment landscape. Follow the ESG News Editorial Team for expert reporting on global sustainability standards, ESG disclosures, and climate policy. Access over 10,000 investigative reports and real-time updates. Stay Informed:Subscribe to the ESG News Daily Snapshotfor the latest updates inESG Investing, sustainable finance, policy, events, and corporate strategy delivered directly to your inbox. Join the Conversation:Follow ESG News on LinkedInto engage with our global community of 50K+ sustainability leaders and C-suite executives. The ESG News Editorial Team is comprised of veteran financial journalists and sustainability analysts dedicated to providing real-time, objective reporting on global ESG regulations, climate finance, and corporate governance. Our desk monitors daily developments from the SEC, IFRS, CSRD and international regulatory bodies to ensure our 1M+ readers receive accurate, data-driven insights into the evolving sustainable investment landscape. Follow the ESG News Editorial Team for expert reporting on global sustainability standards, ESG disclosures, and climate policy. Access over 10,000 investigative reports and real-time updates.

posted by AJOT | Jul 29 2026 at 12:54 PM |Ports & Terminals Seaspan Energy has completed its 150th ship-to-ship LNG bunkering less than two years after launching operations and is now ranked seventh globally by LNG bunkering volume, according to the latest LANSDOWNE Moritz rankings. Since completing its first ship-to-ship LNG bunkering at the Port of Long Beach in December 2024, Seaspan Energy has all three of their LNG bunker vessels operating on the West Coast and is now averaging 12 LNG bunkering operations per month. Working closely with key stakeholders to obtain all necessary authorizations, Seaspan Energy serves cruise ships, container ships, car carriers and tankers across the ports of Vancouver, Nanaimo, Royal Roads, Long Beach, and Seattle. More than half of Seaspan Energy's LNG bunkering operations have taken place in the Port of Vancouver, reinforcing the port’s position as a leading gateway for LNG-powered vessels and alternative marine fuels. Seaspan Energy delivers made-in-BC LNG sourced from FortisBC’s Tilbury LNG facility to help meet the growing global demand for lower-emission marine fuels. Quotes "Completing 150 LNG bunkering operations in just 18 months is an incredible achievement for our team. This milestone reflects the hard work and commitment of our vessel crews and shoreside staff, who have built a reputation for delivering safe, reliable LNG bunkering. I am incredibly proud of what we have accomplished together and grateful for the trust our global customers continue to place in our team.,”said Harly Penner, President, Seaspan Energy "Seaspan Energy has become one of the world's leading LNG bunker suppliers in a relatively short period of time. The company is now ranked seventh globally by LNG bunkering volume according to our data and is well positioned for future growth given its access to dedicated SSLNG loading facilities and competitive value proposition.,”said Gary Regan, Managing Consultant, LANSDOWNE Moritz "The rapid growth of LNG bunkering at the Port of Vancouver reflects the shipping industry’s focus on decarbonization. As Canada’s largest port, we are working with industry partners to facilitate safe and efficient bunkering operations that support the transition to lower-emission marine fuels. Congratulations to Seaspan Energy on this latest milestone and for paving the way together with cruise and shipping lines for the adoption of alternative marine fuels at the Port of Vancouver,”said Jeff Scott, Vice President, Operations and Supply Chain, Vancouver Fraser Port Authority "Reaching 150 LNG bunkering operations demonstrates how quickly LNG bunkering is becoming established on North America's West Coast. FortisBC is proud to provide the locally produced LNG that supports Seaspan Energy's operations and to work alongside industry partners to help build a more resilient and lower-emission marine fuel supply chain,”said Ian Finke, Director, LNG Commercial and Capital Development, FortisBC

Published byJessica Casey,EditorLNG Industry,Monday, 27 Jul 26 The Province of B.C. has taken a key step to enable FortisBC to move forward with the expansion of its Tilbury LNG facility in Delta. “The expansion of the Tilbury LNG Facility is an investment in B.C.’s future, creating jobs, growing our economy and helping reduce emissions through an investment of more than CAN$2 billion,” said Adrian Dix, Minister of Energy and Climate Solutions. “By helping move this project forward, we’re also creating an opportunity for Musqueam Indian Band to become an equity partner, advancing economic reconciliation while supporting a cleaner alternative to traditional marine fuels like diesel.” The Tilbury Phase 1B expansion is expected to provide significant revenues to all levels of government, create highly skilled employment for B.C. residents and reduce emissions by offering a cleaner alternative to conventional marine fuels. Recognising the project’s significant economic and reconciliation benefits, the Province has issued an order in council (OIC) that exempts the Phase 1B expansion from the need to obtain a Certificate of Public Convenience and Necessity under the Utilities Commission Act. It provides greater regulatory certainty and optimises the overall investment to be made by FortisBC. The amendments establish a framework to support the expansion and enable Musqueam Indian Band to acquire interests in the project through a partnership with FortisBC. It represents a step forward for a project that will deliver significant economic and environmental benefits for B.C., and to meeting the Province’s 10-year goal of attracting CAN$200 billion in major-project investment, as outlined in the Look West strategy. Phase 1B of the expansion of FortisBC’s Tilbury LNG Facility will increase the facility’s capacity to produce LNG. The expansion helps meet rising demand for LNG fuelling service at the Port of Vancouver and improves access to LNG fuelling for vessels travelling along the western coast of North America and across the Pacific. Using LNG in place of traditional bunker fuels, such as diesel, can play a significant role in decarbonizing the domestic and global shipping industry while improving air quality for coastal communities. Compared to conventional marine fuels, LNG can reduce greenhouse gas emissions by as much as 25%, reduce nitrous oxide by 76%, sulfur oxides by 90%, and particulate matter by 90%. The expansion also represents an opportunity to create good-paying jobs, strengthen B.C.’s economy and advance economic reconciliation through First Nations ownership opportunities. The project helps position the Port of Vancouver as a leading LNG marine fuelling hub, supports the transition to lower-emission marine fuels, strengthens B.C.’s role in a growing global market and will deliver long-term economic benefits for communities throughout the province. “With global uncertainty raising costs for people and businesses, it’s never been more important to take real action on projects that strengthen B.C.’s economic future,” added Ravi Kahlon, Minister of Jobs and Economic Growth, and MLA for Delta North. “This project helps position B.C. as a leading LNG marine fuelling hub, reducing diesel fuel use and displacing higher-emission marine fuels for the international marine industry. It’s exactly the kind of investment our Look West strategy is designed to attract, strengthening B.C.’s role in a growing global market and delivering long-term economic benefits for communities across the province.” The project will remain subject to all other applicable regulatory approvals and permitting requirements before construction can begin. Facility construction could start as early as mid-2027 and be in service as early as 2031. The OIC approved by the Province on 24 July 2026 enables FortisBC to expedite its expansion of more than CAN$2 billion while providing regulatory mechanisms to protect FortisBC ratepayers from rate impacts due to the large investment. Roger Dall’Antonia, President and CEO, FortisBC, commented: “We commend the Province for their leadership in approving these amendments, which will allow us to further decarbonise marine shipping in the Port of Vancouver. Our Tilbury facility is already producing LNG for BC Ferries and Seaspan Ferries. With this expansion, we will be able to produce more lower-carbon LNG to fuel the modern generation of ships visiting our coast. We are proud to partner with the Musqueam Indian Band on this project that will benefit the region for decades to come.” Chief Wayne Sparrow, Musqueam Indian Band, stated: “Musqueam has always been a trading people, and today, we continue to build an economy that creates lasting benefits for our community while contributing to the prosperity of British Columbia. This project reflects the importance of First Nations being owners, not just participants, in major developments on our territories. We welcome the Province’s support for advancing economic reconciliation through equity ownership and look forward to working alongside FortisBC, while continuing to engage with our community, to deliver long-term benefits for our people and the region.” Harly Penner, president, Seaspan Energy Ltd, concluded: “There is a growing demand for LNG as the global shipping industry transitions to lower-emission marine fuels. The proposed expansion of FortisBC’s Tilbury LNG Facility will help us meet that demand and deliver safe, reliable, made-in-B.C. LNG to our global customers. We welcome the Province’s decision to expedite the expansion process and Seaspan Energy is proud to play a role alongside FortisBC in advancing the marine-energy transition on the West Coast.” This article has been tagged under the following: LNG project newsCanada LNG newsNatural gas newsLNG as fuel news

Il fumo degli incendi boschivi in ​​Canada ha avvolto l'area di New York, spingendo le autorità a esortare i residenti a ridurre le attività all'aperto e a rimanere in casa, se possibile. La qualità dell'aria nell'area di New York è stata pessima negli ultimi giorni (Foto: Getty). Le condizioni meteorologiche sono peggiorate poco prima dell'arrivo dellanazionale spagnolanel New Jersey, la sera del 15 luglio. Il 16 luglio, l'intera squadra spagnola si è allenata all'aperto e non ha mostrato alcun segno di peggioramento della qualità dell'aria. La squadra non ha ancora rilasciato dichiarazioni in merito a eventuali preoccupazioni al riguardo. Nel frattempo, la nazionale argentina rimane in Georgia dopo la vittoria in semifinale contro l'Inghilterra, ma inizierà oggi (17 luglio) gli allenamenti nel New Jersey. Dan Edgar, un imprenditore edile, ha dichiarato che sua figlia, Kaitlynn, si è allenata allo stadio New York-New Jersey il 15 luglio. Si esibirà prima della finaledella Coppa del Mondo2026. Dan Edgar ha rivelato: "Mia figlia ha detto che la qualità dell'aria nell'area di New York e del New Jersey è terribile. Ha detto che è difficile stare all'aperto. Alcune calciatrici hanno dovuto affrontare cieli fumosi e temperature estremamente elevate. La NWSL (National Women's Soccer League) ha comunque disputato la partita tra Gotham FC e Washington Spirit la sera del 14 luglio davanti a un pubblico record al Citi Field nel Queens, nonostante lo smog arancione." Un basso indice di qualità dell'aria obbliga le giocatrici a fare due pause per tempo, come previsto dal regolamento della NWSL. La finale della Coppa del Mondo 2026 potrebbe essere rinviata, a seconda della qualità dell'aria (Foto: Getty). Dopo la partita, Trinity Rodman, giocatrice delle Washington Spirit, ha dichiarato che la qualità dell'aria era pessima. A suo parere, le due squadre non avrebbero dovuto giocare. Il 16 luglio, la partita di Major League Soccer (MLS) tra Chicago Fire e Vancouver Whitecaps è stata rinviata a causa della scarsa qualità dell'aria nell'area di Chicago. La FIFA non ha ancora annunciato regolamenti specifici riguardo alla soglia di inquinamento che renderebbe necessario il rinvio delle partite dei Mondiali del 2026. Tuttavia, nel calcio professionistico, l'indice di qualità dell'aria (AQI) è un indicatore cruciale per l'attuazione di misure di intervento. Quando l'AQI supera 100, gli organizzatori solitamente concedono un periodo di riposo aggiuntivo per consentire ai giocatori di reidratarsi e intensificare il monitoraggio del loro stato di salute. Se l'indice di qualità dell'aria (AQI) si avvicina a 180-200, il rinvio della partita verrà valutato dopo una verifica in loco. Se l'AQI supera 200, la FIFA raccomanda di sospendere o riprogrammare la partita per garantire la sicurezza di giocatori, staff tecnico e tifosi. Fonte: https://dantri.com.vn/the-thao/tinh-trang-khong-khi-co-the-khien-tran-chung-ket-world-cup-bi-hoan-20260717173158942.htm

The European Union (EU) has become the primary destination of Russia’s Arctic liquefied natural gas (LNG) exports by turning into a backbone of the Russian LNG business in the first six months of 2026, dishing out billions of euros to assuage its LNG cravings with nearly all shipments from Yamal coming to EU ports, based on the findings of a new analysis from Urgewald, Germany’s non-profit environmental research organization. According to a new analysis of Kpler data by Urgewald, the EU paid an estimated €5.96 billion ($6.82 billion) forYamal Arctic LNGbetween January and June 2026, with 136 cargoes delivered toEU portsout of 140 shipped globally, representing over 97% of all deliveries. Sebastian Rötters, Sanctions Campaigner at Urgewald, commented:“In the fifth year of the war against Ukraine, the EU is still helping keep Russia’s Arctic LNG sector afloat. Yamal LNG depends on a small, specialised fleet, European ports and European services to keep exports flowing. Europe continues to provide all three. “The figures are stark. Almost every Yamal cargo in the first 6 months of 2026 went to Europe. China has largely disappeared as a destination during this period, while the EU has become even more central to the project.This is not happening in a vacuum. “In the first half of 2026, Russia intensified its assault in Europe’s worst war since World War II, targeting Ukraine’s energy infrastructure and civilian sites on an unprecedented scale. Meanwhile, Europe continued to import more than 55,000 tonnes of LNG from Yamal every single day on average.” This content is available after accepting the cookies. EU’s 20th sanctions batch tightens grip on Russia’s oil, gas, LNG and shadow fleet spheres with 632 vessels blacklisted Urgewald emphasized that the mainEU destinationsfor Russian LNG in the first six months of 2026 wereFrancewith 51 cargoes and 3.74 million tonnes,Belgiumwith 37 cargoes and 2.70 million tonnes,Spainwith 34 cargoes and 2.50 million tonnes, theNetherlandswith 12 cargoes and 881,970 tonnes, andPortugalwith 2 cargoes and 147,170 tonnes. Among the main European ports that received Russian LNG in H1 of 2026 wereZeebruggewith 37 cargoes,Dunkerquewith 26 cargoes,Montoirwith 25 cargoes,Bilbaowith 17 cargoes,Gate/Rotterdamwith 12 cargoes,Mugardoswith 10 cargoes,Barcelonawith 4 cargoes,Saguntowith 2 cargoes, andSineswith 2 cargoes. The data for the first six months of 2026 underscores the continued role of non-Russian shipping companies in keeping Yamal LNG moving, includingSeapeak, linked to the UK and Canada through its Glasgow, London and Vancouver entities, with 56 cargoes, 4.10 million tonnes, and around 40% of total Yamal LNG volumes. There is alsoDynagas, a Greece-linked player with 49 cargoes and 3.58 million tonnes, representing around 35% of the Russian project’s LNG volumes, andMOLandCOSCO, which are connected to Japan and China, with 35 cargoes and 2.57 million tonnes, amounting to about 25% of total shipments. These companies linked to the UK, Canada, Greece, Japan and China carried all recorded Yamal LNG cargoes in the first six months of 2026, based on the analysis, which underlines that this is not a purely Russian logistics chain, but remains dependent on international operators, European ports, and servicing. In addition, a further 18 cargoes, totalling 1.32 million tonnes, involved ship-to-ship transfers in Murmansk with final destination in the EU, all linked to MOL/COSCO vessels. This content is available after accepting the cookies. Gulf LNG export woes push gas prices up but diversification becomes Europe’s energy lifeline Given that China received just four cargoes across the whole six-month period, this sharp increase in EU shipments is perceived to highlight Europe’s role in keeping Yamal LNG running. The EU received 117 cargoes and 8.57 million tonnes in the first six months of 2025, compared with 136 cargoes and 9.97 million tonnes in H1 2026, an increase of 16% by volume. Asia-bound deliveries collapsed from 25 cargoes and 1.80 million tonnes in the first six months of 2025 to just 4 cargoes and 282,248 tonnes in the first half of 2026, a fall of 84%. These figures show that Europe is not simply buying Russian LNG, but also absorbing almost the entire output of one of the country’s most strategically important LNG projects. Urgewald claims that Yamal’s dependence on Europe is visible not only at import terminals, but also in shipyards, withFayardin Denmark remaining the last EU shipyard still servicing the specialised Arc7 ice class tankers that keep Yamal LNG moving through Arctic waters. The analysis has pinpointed that up to six Arc7 vessels could require servicing this summer, before the EU maritimeservices banon Russian LNG vessels takes effect on January 1, 2027. This content is available after accepting the cookies. EU’s 20th sanctions batch tightens grip on Russia’s oil, gas, LNG and shadow fleet spheres with 632 vessels blacklisted Every Arc7 tanker serviced in Denmark is interpreted to risk extending the life of the fleet that carries Russian LNG to Europe and helps sustain revenues to the Kremlin. An Urgewald statement from July 2, 2026, confirmed the arrival of theRudolf Samoylovichat Fayard on June 30. “Fayard could further complicate the logistics of Russia’s LNG business significantly if the company were to stop maintaining the Arc7 tankers. So far, Fayard has decided otherwise,”underlined the German non-profit environmental research organization. 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!

En el marco de un nuevo programa piloto puesto en marcha en el puerto de Vancouver, se han incorporado varios camiones de contenedores eléctricos a batería a las operaciones de transporte de mercancías del puerto. La iniciativa tiene por objeto evaluar el rendimiento de los vehículos pesados de cero emisiones en condiciones reales de transporte de contenedores. El programa piloto, conocido como «Electric Container Trucking Program» (ELECTRA), ha incorporado seis camiones eléctricos de batería de clase 8 al servicio comercial en cinco empresas de transporte de Columbia Británica, lo que lo convierte en uno de los primeros despliegues coordinados de este tipo en un puerto importante de América del Norte. En el marco del programa CAD $3m, los operadores participantes se benefician de contratos de alquiler de camiones subvencionados por un periodo de cinco años, además de apoyo en materia de infraestructura de recarga, formación para conductores, asistencia en el mantenimiento y acceso a una plataforma de datos centralizada que realiza un seguimiento del rendimiento de los vehículos y del consumo energético. Según la autoridad portuaria: “Durante los primeros doce meses de servicio de cada camión, el programa recopilará datos operativos que se compartirán con socios del sector y del Gobierno para orientar la futura adopción de camiones de contenedores eléctricos a batería”. La autoridad portuaria también ha confirmado que ya hay cuatro camiones en funcionamiento, y que el resto se pondrá en servicio a lo largo de este año. El programa se está llevando a cabo en colaboración entre la Autoridad Portuaria de Vancouver-Fraser, Transport Canada, la provincia de Columbia Británica, BC Hydro y 7Gen, socio tecnológico para la flota. Entre los operadores que participan en el programa se encuentran Aheer Transportation Group, Lally Bros Holding, Simard Transport, Trans BC Freightways y West Coast Freight, todos los cuales utilizarán los vehículos en rutas activas de transporte de contenedores que dan servicio al puerto. En cuanto a la financiación, la autoridad portuaria confirmó: “El programa supone una ayuda total estimada de $3 millones, aportada por Transport Canada, la provincia de Columbia Británica y la autoridad portuaria. Se está obteniendo financiación adicional a través del Programa de Flotas de Vehículos Eléctricos de BC Hydro”.” portvancouver.com,linkedin.com

ByCecilia Hua Posted July 4, 2026 12:27 pm. Last Updated July 5, 2026 12:06 pm. After Prime Minister Mark Carney and Premier David Eby announced the Canada – B.C. Cooperative Prosperity Agreement, Delta’s shipping port is now the centre of attention. As part of the landmark deal that will channel billions of dollars in federal funding to projects in B.C., Ottawa is committing $10 billion to upgrade infrastructure at the Roberts Bank Terminal (RBT) in Delta. “As we look to double exports, that’s going to require a lot more capacity, and thankfully we have game-changing projects on the horizon like Roberts Bank Terminal 2 that’s going to increase container trade capacity by $100 billion annually,” Alexa Young told CityNews, a spokesperson for the Port of Vancouver. The port is also proposed to be the end of Alberta’s new pipeline route as the federal and provincial governments uphold the northern tanker ban, a move welcomed by coastal First Nations who rely on the critical waters. “We have been supporting this type of measure for at least five decades, and we had members there in the late 70s talking about what the impacts would be, talking about if an oil spill happened in our territory that it would finish us,” said Chief Marilyn Sleet of the Heiltsuk Nation. “We rely upon a healthy ocean for our way of life, our sustenance, for a sustainable economy. Some of our members harvest up to 60 per cent of their food from the ocean.” Related: Premier Eby says that the deal includes compensation for the environmental risks B.C. takes on with a pipeline. “This agreement doesn’t require us to support any pipeline proposal from Alberta; however, as I’ve said before, we recognize our constitutional position, and we do not have the authority to stop a new pipeline. That’s why this agreement matters,” Eby said. “It ensures that the c tanker ban stays in place, and it ensures that if a pipeline goes ahead, that British Columbians are fairly compensated for the environmental risks we would take on any new pipeline project.” “We are happy that both governments have once again recognized what we have always known: that the Great Bear Sea is no place for oil tankers,” Chief Marilyn Sleet added. The Premier says that all the projects will be done in partnership with local First Nations and help build B.C.’s future for generations to come. But the expansion is also drawing criticism from environmental advocates who have long warned about the impacts to the endangered southern resident killer whales. “All of that together is happening in the Fraser River; I can tell you that my reaction is it is an ecological nightmare,” said Lucero Gonzales, conservation policy campaigner at the Wilderness Committee. “Any more added traffic into the habitat of these orcas will increase underwater noise, will make food scarcer, and will make it harder for these orcas to communicate, to hunt, and to rest. This environment is already a very noisy environment, even without the construction of RBT 2 or a new pipeline. You cannot add any more noise to this environment without driving these species to extinction.” The Vancouver Fraser Port Authority says it was not involved in discussions about the pipeline route and will be reviewing potential impacts. The new terminal is still waiting on a Species at Risk Act permit, with construction slated to begin in 2028. The agreement between Ottawa and B.C. also includes investments accelerating LNG projects, $500 million to expand the Red Chris Mine, $3.9 billion for the North Coast transmission line, and $3 billion towards replacement of the George Massey Tunnel. “It means more good jobs for workers in this province. It means more opportunities to train for better pay; it means faster commutes for people, as we build critical infrastructure for the future of this province,” Eby said. While Delta’s mayor is happy about the money, he says the timeline for that long-awaited tunnel is still unclear. “We need to have some clarity and some answers with regards to the overall project, how much it’s going to cost, approximately, what are the timelines, and what are they doing to remove the risk that has come up with regards to building a new tunnel next to the existing tunnel,” George Harvie said. – With files from Jan Schuermann.

Port of Vancouver is expanding its shore power capabilities to meet growing demand from cruise lines and help reduce greenhouse gas emissions. Chance McKee shares the details Vancouver Fraser Port Authority By Laura Hyde |26 June 2026 The Canada Place cruise terminal at the Port of Vancouver is significantly expanding its shore power capabilities, as it responds to growing industry demand and global emissions reduction targets. Work adding new shore power connections is expected to be completed ahead of the 2027 Alaska season. “Due to recent growth in Vancouver’s cruise sector and industry shore power demand, we knew this was something we needed to move forward with,” says Chance McKee, senior trade development account representative at Vancouver Fraser Port Authority. “Everyone we’ve talked with so far, especially our customers and those within the industry, is excited to see this happen.” The port, located in the heart of downtown Vancouver, received federal funding support for the expansion from the Government of Canada. “Transport Canada, terminal operator SSA Marine, shore power provider Watts Marine and local utility BC Hydro have all been instrumental in getting this project off the ground,” explains McKee. “We want to thank everyone we’ve worked with so far, not just on this project but on everything we do when it comes to protecting the environment. Our collaborative spirit is going to allow the Port of Vancouver to remain a premier homeport for the next 40 years and beyond.” The new shore power capabilities at Port of Vancouver’s Canada Place cruise terminal are expected to reduce an additional 3,300 tonnes of greenhouse emissions annually (Photo: Vancouver Fraser Port Authority) The new shore power capabilities at Port of Vancouver’s Canada Place cruise terminal are expected to reduce an additional 3,300 tonnes of greenhouse emissions annually (Photo: Vancouver Fraser Port Authority) Increasing the number of shore power connection stations at the cruise terminal from three to five will enable 90 more cruise ship connections per year and reduce greenhouse gas (GHG) emissions by an additional 3,300 tonnes annually. Shore power was first installed at Canada Place in 2009 and has since helped prevent over 50,000 tonnes of GHG emissions across cruise and container operations. “Our entire purpose is to enable Canadian trade and tourism while also protecting the environment,” says McKee. “Shore power is one of the most effective technologies for reducing the environmental impact of ships in port. People cruise to Alaska because the area is beautiful, so our purpose is to maintain that beauty and enhance it however we can. At the end of the day, that’s what’s going to contribute to the longevity of our cruise business.” Discover more insights like this in theSpring/Summer 2026 issueofCruise & Ferry Review.Don’t miss out –subscribe for FREEand get the next issue delivered straight to your inbox.

Vancouver, BC-basedFull On Lightinghas lit its way into the cycling light market with a new high-performance bike light, the MB6. Engineered for mountain biking and moto sports, the Full On Lighting MB6 is a multi-sport outdoor light. The four-person Full On team has a thorough background in industrial lighting, and their knowledge and passion for both lighting and cycling have led them to create a compact, portable light that fills gaps other lights on the market have missed. Tested and used by world champ riders on the rainy North Shore and in Squamish, the MB6 wants to light your next trail ride. The MB6 is a weatherproof 6000-lumen ultra-wide beam light that can be mounted on your helmet or handlebar. Full On says the light has been third-party photometry tested, and they believe that 6,000 lumens is the ideal peak output for both high-speed flow trails and technical descents. Trails come in different shades of colors, so the MB6 was designed to provide a color temperature and color rendering index that balances visibility and natural contrast while night riding. While brightness and color tones are important, peripheral illumination is another important factor while mountain biking. You not only need to see what’s in front of you, but also what is above, below, right, and left of your central vision. The MB6 LEDs illuminate almost everything your eyes are seeing. With increased peripheral lighting, our brains can process motion and depth faster. This gives riders more confidence while riding, especially in technical terrain at faster speeds. Hangout Mode: This low-intensity mode activates the singular lower peripheral LED beam. This mode is perfect for gearing up before the ride or when you don’t want to blind your friends during a rest stop. This mode peaks at 275 lumens. Manual Low Mode: This mode activates the three upper LEDs. Now you have four LEDs activated, which covers everything in front of you at a low brightness and is sufficiently bright to light your way along the trail. This mode is great for climbing or riding through non-technical trail sections while conserving battery. This mode peaks at 1,500 lumens. Manual High Mode: Manual High ups the brightness of the four LEDs to the next level. Here, you get a consistent, bright illumination intended for moderate speeds. This mode peaks at 3,800 lumens. I found this provides sufficient brightness to get down most descents. Active Light Control Mode: This is a highlight feature that allows the light to automatically adjust brightness based on speed. This mode starts off at a peak of 6,100 lumens and will adjust brightness every second based on rider speed. Active Light Control is most interesting to me because I’ve never had a light that self-adjusts based on my riding speed. Sean, the founder of Full On Lighting, was happy to share what he could with the public about the tech inside the MB6. While he did start off by saying that there is some secret sauce inside the MB6 and he couldn’t get into specifics, he did mention that temperature monitoring and regulation is important. The idea is that the faster you ride, the brighter the light will shine. When the descent is over and the rider’s speed drops, the light automatically drops to 1,500 lumens. This is controlled by an on-board intelligent energy management system that uses temperature fluctuations as a proxy for speed and determines which mode/brightness to use. While riding, it was difficult to notice the brightness fluctuations at first, especially while in motion. But once you pay close attention, you are able to notice it working. Manual Low, Manual High, and Active Light Control Modes provide a near 180-degree field of illumination with their custom-designed wide-beam optic lens. Long ago, I owned a cheap Amazon bike light with a direct-beam lens. While it did an okay job of lighting up the darkness, I would start to get tunnel vision after a while, unable to see my surroundings as I rode down singletrack. Using the MB6 almost felt like having a car headlight on my head. It not only illuminates what is in front of me, but it also improves depth perception. The system runs on a 74Wh battery with a built-in screen that shows how much battery life remains. Full On Lighting claims the following runtimes for the MB6. These claims match up well with my own experience. The best way to get the most out of the battery and light during a ride is to use the Active Light Control. And if you plan on riding longer than two hours, you can purchase a spare battery. The battery is charged using a dual-port, 48W USB-C power brick, which can charge the battery in close to two hours. While you can use more powerful power bricks to charge, it is refreshing to see Full On include a quality power brick with the battery. The MB6 head unit weighs 113g, and the battery weighs another 400g. I would like to see a smaller battery offered to carry as a spare in case the main one dies. Full On Lighting did say I can use any high-output USB-C powered bank. So, I reached for my 34.56Wh Anker portable power bank and plugged it into the light. It actually works, and the battery tells me how much power each mode is pulling. Check it out. The MB6 has a claimed waterproof rating of >IP66. The battery’s USB-C port ships with a dab of dielectric gel to protect connections against moisture, dust, and corrosion. So if you see that gel goop on your battery or cable, don’t wipe it off! While the MB6 can be mounted on your handlebars or on top of your helmet, Full On Lighting suggests using it as a helmet-mounted light… and as your only light. The brand says that multiple light sources create competing shadows and can make depth perception worse. “A well-designed light mounted on your helmet follows your line of sight, preventing harsh foreground shadows while still allowing enough contrast for depth cues,” they write. “Helmet-mounted lights also benefit from the stability of the rider’s head, compared to the bouncing and rapid direction changes of a handlebar-mounted light.” In aFAQ sectionposted online, Full On goes on to say “Many riders assume they need two lights because that’s what they’ve always used, but once they try a well-designed single light like the MB6, they realize they aren’t ‘missing’ anything—except the hassle of managing two separate lights.” With this in mind, I tested the MB6 as intended, as a helmet light only. While the kit does include an adhesive GoPro-style mount, I decided to use an accessory helmet strap I had lying around. My 7idp Project 21 half-shell helmet has vent ports large enough for the velcro strap at the rear vents. This ended up being a comfortable place for the light. My Fox half-shell helmet, on the other hand, allows me to strap the light on the center vent ports, which worked as well. From the light, I ran the included 1.3m-long USB-C cable through my action camera chest strap at the rear to keep the cable from bouncing around. The cable had just the right amount of length to reach the battery that I strapped to the bottom of my hip pack. While riding a mixture of terrain, the battery and light never felt bulky. The MB6 inspires confidence, and I was very content with the high-output light at faster speeds. I noticed myself thinking more of my riding and enjoying the ride than about what might be lurking in the darkness. With other bike lights, I usually point the beam slightly below the horizon. But with the MB6, I ended up pointing the beam slightlyabovethe horizon. The peripheral coverage is that good. The beam is flood-like, with a good forward beam that reaches around fifteen meters or so while the wide beam covers the edges and peripheral vision well. Approaching tight bends with my head pointed straight ahead, the wide beam illuminates what’s to come around the corner. The upshot is a night ride that feels more like a daytime ride. Each light comes preinstalled with settings profiles. If you’d like to create a custom profile, you can work directly with Full On Lighting to dial in exactly what you need, either before you buy the light or later with their assistance at home. This option isn’t really advertised on their website, but if you have read this far, well, now you know! An electric mountain biker using an Avinox system that outputs 65W of power through its external USB-C control screen can run this light using the built-in bike battery. That means no MB6 battery to carry. But I’ve found that it’s best to always carry some sort of backup. While in Active Light Control Mode, the rider must trust the light to automatically adjust brightness. During my testing, I found that on some slower technical trail sections, such as rock gardens or root gardens, I wanted the full peak 6100-lumen output, but it felt like I was getting a bit less than that. The MB6 has a really well-designed integrated aluminum heat sink body that allows airflow to pass from the front to the back. It’s a smart design with a molded polycarbonate shell on top that holds the large on/off button. The underside of the aluminum body is exposed, however, and it does get very hot, as I learned the hard way. I would like to see a bit more data on the battery screen, such as temperatures, power output, and brightness, to help me get to know the system better over time. The team at Full On Lighting has an extensive background in industrial lighting, and it shows in the MB6. It’s clear they created a quality light that they and others would love to use on the trail. The $365 price tag ($495 for the Pro kit) may steer some riders away, and that’s ok. After using the light system and learning as much as I could about the team at Full On Lighting, I can say that the MB6 is a well-engineered light made by smart people who love the sport. For the price, buyers get a well-designed, high-quality night light specifically made for mountain biking that can expand and enhance their night-riding experience into more aggressive styles of riding.

Disney Cruise Linehas once again earned the Blue Circle Award from the Vancouver Fraser Port Authority, recognizing its commitment to responsible operations and participation in the EcoAction Program. Michaela Whitaker, business support manager, and Heleane Fineberg, manager of port planning and operations, both from Disney Cruise Line, accept award from Cathy McLay, chair of the Vancouver Fraser Port Authority’s board of directors and Peter Xotta, president and CEO of the Vancouver Fraser Port Authority. What's Happening: More Disney Cruise Line News: Laughing Place recommendsMouseFanTravel.comfor all your Disney Cruise travel planningFill out the form below for a free, no obligation quote fromMouseFanTravel.comFirst Name*Last Name*Email*PhoneState In Which State Are You Located?Preferred Method of Contact*EmailPhoneTextPreferred Date of Travel*Vacation Destination*Walt Disney WorldDisneylandDisney CruiseAdventures by DisneyAulaniDisneyland ParisOtherHow Many Nights?*How Many Adults?*How Many Children Under 18 (includes ages)Please include any specific detail, like how many days of tickets, cruise itinerary, room only, etcRequest Quote

Disney Cruise Line has once again been recognized by the Vancouver Fraser Port Authority with the 2025 Blue Circle Award, honoring the cruise line’s continued participation in the port’s voluntary EcoAction Program and commitment to operating responsibly. The Blue Circle Award recognizes members of the shipping and cruise industries that demonstrate environmental leadership through practices that reduce emissions and environmental impact.Disney Cruise Line has earned the distinction 13 times, reflecting its continued efforts to meet environmental standards established by the Port of Vancouver.Using shore power, when available, remains a key part of Disney Cruise Line’s environmental efforts in Vancouver. By plugging into the port’s shoreside electric grid while docked, the Disney Wonder is able to shut down its engines, significantly reducing emissions while at port. AsDisney Cruise Line’s presence in Vancouver grows,the company remains focusedon working alongside the port to support responsible operations and environmental stewardship.In 2026, the Disney Magic will join the Disney Wonder in sailing to Alaska from Vancouver, marking the first time two Disney Cruise Line ships will operate in the region while continuing to prioritize sustainability at port. This latest recognition reflects Disney Cruise Line’s broadercommitment to sustainable practicesacross its fleet and operations.Disney Cruise Line was ranked No. 7 on the 2026 Forbes Best Brands for Social Impact list, reflecting the company’s ongoing commitment to sustainability and responsible business practices. The recognition comes at a time ofunprecedented expansion, with eight ships in the current fleet and five more planned by 2031, including the newly announced Disney Believe, which will launch next year.Disney Cruise Linehas remained focused on minimizing its environmental impact as it continues to expand its fleet, advancing initiatives that reduce emissions, conserve energy, minimize waste and protect oceans and wildlife.To learn more, visitDCLNews.comorDisney Cruise Line Crew & Communityon Facebook.

VANCOUVER, B.C. – June 03, 2026– As the Vancouver Fraser Port Authority celebrated its annual Blue Circle Awards this week, the event served as more than just a ceremony. It was a progress report on one of the most critical experiments in modern commerce: proving that a nation's primary economic gateway can expand its operations while shrinking its environmental footprint. With record-breaking cargo volumes passing through its terminals, the port is leveraging a suite of incentives and technological partnerships to navigate the turbulent waters between commercial growth and ecological stewardship. This year, 27 port partners—from global shipping lines to local terminal operators—were recognized for their leadership in reducing emissions, conserving energy, and mitigating underwater noise. The awards highlight a strategic shift where sustainability is no longer an afterthought but a core component of operational excellence and competitive advantage. “Those operating at the Port of Vancouver are showing that growing trade and environmental leadership can go hand in hand,” stated Peter Xotta, President and CEO of the port authority, in a release. This assertion is being put to the test daily as the port, which handles 40 cents of every dollar of Canadian trade beyond North America, continues to shatter its own performance records. At the heart of the Blue Circle Awards are two foundational programs that translate environmental goals into tangible business decisions: the EcoAction Program and the Energy Action Program. These initiatives are the port authority’s primary tools for nudging, and often rewarding, the massive ecosystem of companies operating within its jurisdiction toward greener practices. The EcoAction Program functions as a direct financial incentive, offering discounts on harbour dues to shipping lines that take voluntary measures to reduce their environmental impact. Nearly a third of all eligible vessel calls now qualify, adopting measures that range from using cleaner alternative fuels to installing propeller technologies designed to quiet the underwater soundscape—a critical measure for protecting at-risk whale populations in the region. On land, the Energy Action Program, a partnership with BC Hydro, targets the port's terminals and tenants. Since its inception, the program has helped launch over 100 energy management projects. The cumulative impact is substantial, having saved over 144 gigawatt-hours of electrical energy—enough to power more than 16,600 homes for a year. The support is practical, involving everything from energy audits and developing business cases to facilitating access to financial incentives for projects like electrifying equipment and installing energy-efficient LED lighting. This systematic approach is why terminals like Cascadia and Pacific Elevators have been recognized almost every year since the program began. The real story of progress lies in the steel, circuits, and software being deployed across the port. This year’s Special Mentions offer a compelling glimpse into the future of maritime transport. BC Ferries was recognized for adopting a new propulsion system on its vessels that is specifically engineered to reduce underwater-radiated noise at slow speeds. Utilizing ABB's gearless Azipod electric propulsion, the system has fewer moving parts and a quieter propeller design, a significant step forward in marine acoustic hygiene. Meanwhile, Princess Cruises received a Special Mention for its collaboration with the port authority in studying its new air lubrication system. This technology releases a carpet of microbubbles along the hull, reducing frictional resistance as the ship moves through the water. While primarily designed to improve fuel efficiency and cut air emissions, the joint study aims to quantify its co-benefit: a reduction in underwater noise. The commitment from long-time award recipients is also telling. Princess Cruises has now been recognized 16 times, while Swire Shipping has amassed 15 awards since 2009. This wave of innovation extends to the docks. Neptune Terminals, a consistent award winner, recently welcomed two 100% electric tugboats, the ElectRA 2300 SX, which began operations in May 2024. Powered by British Columbia’s hydroelectric grid, these vessels dramatically cut CO2 emissions and marine noise. The terminal has also invested in electric railcar movers and ultra-low-emission locomotives. At other terminals, battery-electric tractors are being trialed, each with the potential to eliminate 93% of its CO2 emissions annually. These efforts, from ship to shore, create a compounding effect, demonstrating a system-wide commitment to decarbonization. The port's environmental initiatives are unfolding against a backdrop of relentless commercial expansion. In 2024, the Port of Vancouver handled a record 158 million metric tonnes (MMT) of cargo, a 5% increase from the previous year's record. Container volumes alone surged 11% to 3.5 million TEUs, signaling a return to pre-pandemic growth trajectories. This growth is vital for the Canadian economy, supporting over 132,000 jobs and enabling approximately $365 billion in annual trade. This dual reality presents the port's central challenge. As Xotta noted, the goal is to pioneer a more sustainable way to move more goods and people. Long-standing award winners like Evergreen Line, recognized for 11 consecutive years, and Holland America Line, with 12 awards, demonstrate that consistent operational efficiency and environmental responsibility can be integrated into long-term business strategy. However, the sheer scale of growth necessitates an acceleration of these green efforts. The port authority's strategy appears to be one of embedding sustainability so deeply into the operational fabric that it becomes inseparable from growth. By making environmental performance a criterion for recognition and financial reward, it aligns the interests of the port with those of its commercial partners, creating a powerful incentive structure that fosters innovation rather than simply mandating compliance. The Blue Circle Awards are a milestone, not a destination. The Vancouver Fraser Port Authority has set its sights on a far more ambitious goal: becoming the world's most sustainable port and phasing out all port-related emissions by 2050. This vision is guided by frameworks like the Northwest Ports Clean Air Strategy and backed by concrete funding mechanisms like the Low-Emission Technology Initiative, a $3 million partnership with the Province of British Columbia to fast-track the adoption of zero-emission fuels and technologies. The journey involves complex collaboration, not only with industry partners but also with the more than 35 Coast Salish First Nations whose traditional territories and treaty lands intersect with the port. The port authority’s climate action planning explicitly includes collaboration with Indigenous groups, acknowledging that true environmental stewardship must be inclusive and respectful of enduring local heritage. Corporations are also charting their own parallel courses. Swire Shipping, a recipient almost every year since 2009, is pursuing its "Voyage to Zero" program, using biofuels to help clients reduce their Scope 3 emissions. This demonstrates a market-driven demand for cleaner supply chains. For the Port of Vancouver, the challenge is to continue fostering this ecosystem of innovation, ensuring that as the tide of global trade continues to rise, it lifts all vessels—and the environment they share—toward a cleaner horizon. Are you a relevant expert who could contribute your opinion or insights to this article? We'd love to hear from you. We will give you full credit for your contribution.