Porti & ambiente — le notizie raccolte

Elettrocardiogramma sotto sforzo, holter cardiaco e risonanza magnetica: il numero uno al mondo ha scelto il San Raffaele e non il JMedical per accertamenti più approfonditi Questo articolo è gratis. Per leggerne altri, ricevere le newsletter e avere libero accesso ai contenuti scelti dalla redazione Registrati Due giorni di controlli a Milano, al San Raffaele, poi il ritorno a Montecarlo e oggi la ripresa degli allenamenti. Dopo il clamoroso crollo al Roland Garros contro Juan Manuel Cerundolo, il numero uno al mondo ha deciso di fare diversi accertamenti, per avere conferme. Jannik Sinner sta bene e può tornare a giocare regolarmente. Confermata l’assenza in tutti i tornei di preparazione a Wimbledon: da uno Slam all’altro, l’azzurro tornerà in campo sull’erba londinese a fine giugno. Sinner ha scelto di controllarsi al San Raffaele e non al JMedical come sempre per fare un quadro più ampio della situazione e sottoporsi a più controlli, come riporta il Corriere della Sera. L’azzurro è stato infatti “rivoltato come un calzino“, sottoponendosi a un elettrocardiogramma sotto sforzo, holter cardiaco e risonanza magnetica. Milano è stata preferita a Torino proprio per avere più consulti da più esperti. È stato comunque un inizio di settimana particolare per Sinner, che lunedì ha passato quattro ore al San Raffaele: da mezzogiorno e mezzo circa alle 17. Poi ha soggiornato a Milano, a Palazzo Parigi, dove ha trascorso la serata con la fidanzata Laila Hasanovic e il professore Alberto Zangrillo. Lunedì ha trascorso circa quattro ore in ospedale, dalla tarda mattinata fino alle 16.30. Poi è rientrato a Palazzo Parigi, lussuoso hotel milanese non lontano da Montenapoleone, dove ha passato la serata con la fidanzata Laila e il professor Alberto Zangrillo: “È andato a cena con Jannik, loro si conoscono da sempre. Lo so perché ieri sera mio fratello mi ha scritto un messaggino“, ha rivelato Paolo Zangrillo, ministro per la Pubblica amministrazione, alla trasmissione radio “Un giorno da pecora”. Martedì mattina è stato il giorno di altri accertamenti medici, con Sinner che è rimasto al San Raffaele per circa tre ore, fino a ora di pranzo, quando ha lasciato l’ospedale da un’uscita secondaria per evitare la folla di gente che era accorsa al San Raffaele per vederlo. Il primo giorno si era mostrato sorridente e sereno. Ora la conferma: non sarebbero emersi segnali preoccupanti. Sinner ha ripreso quindi oggi gli allenamenti (sarebbe stato così anche se non avesse avuto problemi al Roland Garros) ed è pronto a dare la caccia al secondo successo consecutivo sull’erba di Wimbledon.

Lee Keegan Gaelic football analyst The draw for Round 2A and 2B left many feeling unsatisfied that various championship heavyweights had managed to avoid each other. On the face of it, probably the most enticing clash at the end of it all is in Omagh, where Mayo head north for the second year in succession. Not so much a meeting of heavyweights anymore, as super middleweights. Overall, Mayo have quite a good record against Tyrone in championship but in the end we probably wound up losing the game that really mattered. Though I've no memory of it, Mayo beat Tyrone in the 1989 All-Ireland semi-final to reach a first decider since '51, when Willie Joe Padden had to leave the field with a head wound and returned after a few minutes with what looked like an upside-down nappy on his head. Watching back on YouTube, he looked a bit like a Viking at the end of a particularly bloody battle. Lore has it the item was later put up for auction. I did hear the late John O'Mahony joke that there were far more nappies auctioned than Willie Joe ever wore on his head - but that's probably to be expected. In 2004, Kobe's old man was in his cornrows era and he destroyed Tyrone with a typically majestic display of kicking in that year's quarter-final. In my own playing career, we kept Tyrone at arm's length in the 2013 All-Ireland semi-final and then knocked them out by a point in the 2016 quarters - the latter being a game where myself and Seán Cavanagh were drawn into several tussles (Seán might put a different spin on that). Last year, Mayo won well in Omagh, the usual impressive bounce-back performance having been in the horrors for the previous fortnight after the debacle at home to Cavan. Unfortunately, it wouldn't be enough to get them out of the group. But there's no escaping it. The 2021 All-Ireland final - my last one - is undoubtedly the most famous game between the two teams. Notorious from our perspective. Of all the Mayo losses in All-Ireland finals - and there were many, as the Dubs in the comments section will remind us - this was the one that generated the most anger among the supporters. It could be argued that it let the air out of the balloon and we haven't been quite the same in the years since. We were possibly still basking in the glow of the Dublin victory and weren't properly primed psychologically for Tyrone in the final. They ambushed Kerry in the semi-final and had developed a siege mindset after the Covid saga. We missed big chances in that game, Conor Loftus scuffed a shot in front of goal, Ryan O'Donoghue stuck a penalty wide. These things happen but ultimately we never got into our flow in the match. Tyrone got in our faces and upset our rhythm. At most, we had two or three guys who played to a decent level. We were shipwrecked in that game. Tyrone's midfield pairing destroyed us in that sector and they were quick enough to remind us of the fact as well. They won it comfortably. More than any other final post-match, there was a real air of sourness and despondency among the Mayo fanbase - understandably so, to be honest. That final is probably of limited relevance to Sunday's match, mainly because there's been massive turnover in the Mayo squad since then. Oisín Mullin was bound for the AFL after that season. I had my fill of it after the 2022 campaign and called it a day. Kevin McLoughlin departed the following year. The starting team against Monaghan contained only four veterans of the '21 decider - Loftus, O'Donoghue, Stephen Coen and Jordan Flynn (who came on as a sub in '21). Paddy Durcan, Diarmuid O'Connor and Aidan O'Shea all came on in Clones. Both teams have retreated from the top table and it would be hard to see either as genuine All-Ireland contenders this summer. Tyrone had six of the 2021 starters from the off against Roscommon, with Darren McCurry and Frank Burns both coming off the bench for the final quarter. They still have Darragh Canavan to return. Their inconsistency and overall under-performance since their All-Ireland win has been one of the mysteries of the last few years. They've enjoyed a glut of success at Under-20 level though I'd cut them some slack on that front. It often takes young lads a couple of years to adjust, unless you're talking about a generational player like David Clifford or, potentially, Kobe McDonald. Senior football is generally a big jump up in standard and speed from the U20s. Eoin McElholm is one player who looks to be announcing himself as a top senior player. We saw glimpses of it last season, when he burned Ciarán Kilkenny in the latter stages of the quarter-final against Dublin. But he was superb in the Hyde, kicking 1-03 from play. Given how Mayo have been defending in the past two games, he'll be spying plenty of opportunities. Andy Moran will have to be working on shoring up the defence. The display of kicking in the first half in Clones was magnificent. They've been transformed from a team that couldn't kick two-pointers into specialists in that department in the space of 12 months. The problems are in the other half of the pitch. They had a mixture of goalkeeper Jack Livingstone and some good panicked scramble defence to thank for not conceding a blitz of goals early in the second half. Though Mayo won in the end, it didn't do much to assuage the concerns around the back-line. But Mayo have never feared Tyrone and I'm nothing if not an optimist. If Moran can tweak things at midfield and in defence to shore things up, I believe they have the forward power to win this weekend and advance directly to the quarter-finals. While this new system is in its inaugural year, the two-week gap that the Round 2A winners will benefit from is a huge carrot and could be hugely beneficial in the latter stages. The losers will get pitched into a Round 3 death match with one of the 2B winners the following week. It's best avoided. Watch an All-Ireland Football Championship double-header, Louth v Armagh (1pm) and Tyrone v Mayo (3.30pm) on Sunday from 12.30pm on RTÉ2 and RTÉ Player. Follow our live blog on RTÉ.ie/sport and RTÉ News app and listen to commentary on Sunday Sport on RTÉ Radio 1

Lo studio “Auto e Città, oltre il divieto” della Luiss Business School evidenzia l'assenza di una regia nazionale e propone regole uniformi per rendere più efficaci le politiche urbane Questo articolo è gratis. Per leggerne altri, ricevere le newsletter e avere libero accesso ai contenuti scelti dalla redazione Registrati L’Italia si conferma il Paese europeo con il maggior numero di Zone a Traffico Limitato (ZTL), concentrando oltre la metà delle limitazioni alla circolazione registrate nell’intero Continente. Questo primato assoluto è scaturito da decisioni assunte quasi esclusivamente in ambito locale e al di fuori di una strategia nazionale organica. Lo scenario emerge con chiarezza dalla ricerca “Auto e Città, oltre il divieto” curata dall’Osservatorio Auto e Mobilità della Luiss Business School, che analizza il rapporto tra la mobilità privata e lo spazio urbano alla luce delle nuove esigenze ambientali, economiche e sociali. Lo studio si focalizza sul ruolo degli UVAR (Urban Vehicle Access Regulation), le misure che regolano l’accesso dei veicoli nelle città per ridurre traffico e inquinamento, proponendo una classificazione in cinque categorie: Congestion Charge, Low Emission Zone (LEZ), ZTL, aree pedonali e limitazioni specifiche per particolari categorie di veicoli. I risultati numerici fotografano una netta asimmetria rispetto al resto d’Europa: su circa 500 ZTL attive nel Continente, ben 446 si trovano nel territorio italiano. Più in generale, il nostro Paese concentra 485 misure di limitazione dell’accesso (tra ZTL, LEZ e sistemi di congestion charge), una cifra che rappresenta il 56,2% del totale europeo, pari a 863 interventi complessivi. Il primato italiano evidenzia la forte diffusione di strumenti concepiti prevalentemente per tutelare i centri storici e il patrimonio urbano, ma che spesso non incidono direttamente sulla qualità dell’aria poiché non tengono conto delle caratteristiche emissive dei veicoli. Diverso è il caso delle Low Emission Zone (LEZ), pensate per ridurre l’inquinamento con restrizioni selettive basate sulle tecnologie di trazione. In Europa si contano 338 LEZ: la Spagna è in testa con 82 zone attive, seguita da Francia con 63, Germania con 57 e Paesi Bassi con 40. L’Italia si colloca al quinto posto con 37 LEZ, ma presenta un sistema fortemente disomogeneo per l’assenza di standard nazionali. Mentre Francia e Spagna adottano sistemi centralizzati con bollini ambientali e segnaletica uniforme, e la Germania garantisce standard tecnici comuni a livello federale, in Italia manca un’infrastruttura regolatoria unitaria. L’analisi dell’Osservatorio sottolinea la necessità di introdurre criteri omogenei per le LEZ, una segnaletica coerente e una piattaforma unica digitale nazionale in grado di integrare le informazioni su tutte le misure UVAR a supporto di cittadini e imprese. L’analisi di 25 studi internazionali conferma l’efficacia di queste regolazioni: nella maggior parte dei casi, LEZ e congestion charge producono una riduzione delle emissioni e del traffico, un miglioramento dell’aria e un incremento del valore immobiliare. Anche i dati su pedonalizzazioni e Zone 30 smentiscono i luoghi comuni, dimostrando che la riduzione della velocità non penalizza il commercio locale, ma aumenta l’attrattività e la vivibilità. Accanto ai benefici, la ricerca richiama l’attenzione sui possibili effetti sociali: le restrizioni rischiano di generare nuove disuguaglianze, penalizzando le fasce di popolazione più esposte alla svalutazione dei veicoli datati e con minore capacità di sostituirli. Per questo, nei casi di maggiore successo, le politiche ambientali sono accompagnate da misure compensative come incentivi al rinnovo del parco auto e il rafforzamento del trasporto pubblico.

Fibre naturali ma anche viscosa, modal e lyocell che sono tutte leggere e morbide. Qualche eco-consiglio per l'estate Questo articolo è gratis. Per leggerne altri, ricevere le newsletter e avere libero accesso ai contenuti scelti dalla redazione Registrati Con le prime ondate di caldo, è d’obbligo il cambio dell’armadio. Si mettono da parte i capi pesanti e si cercano soluzioni adatte al lavoro, al tempo libero e allo sport, capaci di restare fresche sulla pelle. Ma non è sempre facile orientarsi tra le tante etichette: se già dietro al classico “100% cotone” si possono celare filiere e processi produttivi molto diversi, che differenza c’è tra rayon, modal e lyocell? E quando vale la pena di acquistare un capo in lino? Del cotone, la fibra per il caldo più nota e diffusa, ho già parlato. In estrema sintesi, è una fibra naturale traspirante, fresca, resistente e biodegradabile, ma chi ha un occhio di riguardo per l’ambiente farebbe bene a verificare che sia biologico certificato GOTS: in caso contrario, non si può escludere che sia stato coltivato con un largo uso di pesticidi, insetticidi e fertilizzanti sintetici. Textile Exchange indica nel cotone rigenerativo una delle direzioni più promettenti. Non si tratta di una varietà diversa di cotone, ma di un insieme di pratiche agricole pensate per preservare la fertilità dei terreni e ridurre l’impatto ambientale: rotazione delle colture, limiti ai fertilizzanti e ai pesticidi di sintesi e, in alcuni casi, colture di copertura. Sul fronte della circolarità è da tenere d’occhio Infinna™, una fibra riciclata da scarti tessili che replica molte delle caratteristiche estetiche e tattili del cotone, risultando adatta ai capi estivi. Anche il lino, naturale e freschissimo, è ottimo per l’estate e si presta – come il cotone – anche per l’arredamento, come tessuto per tende, cuscini, rivestimenti di divani e poltrone. Certo, tende a stropicciarsi: o si stira con attenzione, oppure si accetta il suo aspetto naturalmente mosso. La sua coltivazione è piuttosto diffusa nell’Unione europea (tra il 2014 e il 2024 l’area è passata da 80mila a 182mila ettari), richiede pochi fertilizzanti, non necessita di irrigazione e prevede la rotazione ogni 6-7 anni. Le radici aiutano a mantenere il suolo più fertile e, nel complesso, l’impatto sulla biodiversità è inferiore rispetto a quello di altre colture comuni. Inoltre, la fibra di lino viene ottenuta attraverso la stigliatura, un processo meccanico che separa le fibre dalla parte legnosa del fusto senza ricorrere a sostanze chimiche. Stiamo parlando comunque di un materiale di nicchia: nel 2024 rappresentava appena lo 0,3% della produzione globale di fibre tessili. Anche questa produzione può essere tracciata e certificata, come dimostra la Alliance for European Flax-Linen & Hemp. Finora ho menzionato fibre naturali: con viscosa, modal e lyocell ci spostiamo invece nel campo delle fibre artificiali, cioè ottenute tramite processi industriali. A differenza del poliestere creato a partire dagli idrocarburi, in questo caso la materia prima è la cellulosa, di origine vegetale. Basta questa brevissima descrizione per fare intuire qual è il grande problema ambientale: per ricavare la cellulosa bisogna abbattere gli alberi. Per avere un ordine di grandezza, 300 milioni ogni anno nel mondo. Non tutti i produttori di fibre cellulosiche si comportano allo stesso modo. La differenza sta soprattutto nella provenienza del legno: può arrivare da foreste gestite e tracciabili, come nel caso di LENZING™ ECOVERO™, oppure da ecosistemi a rischio. L’organizzazione Canopy valuta proprio questi aspetti, elaborando un rating dei principali produttori sulla base di diversi criteri, tra cui la tracciabilità della materia prima, il rischio di deforestazione, l’uso di fonti alternative al legno e le politiche ambientali lungo la filiera. Anche sul piano della chimica emergono differenze importanti. Per trasformare la cellulosa del legno in una fibra tessile, infatti, sono necessari trattamenti ad hoc. Il processo produttivo del lyocell recupera e riutilizza gran parte delle sostanze, riducendo la dispersione di composti chimici rispetto alla viscosa tradizionale. Dal punto di vista del comfort, viscosa, modal e lyocell sono tutte fibre leggere e morbide, ma vengono usate in modo leggermente diverso. La viscosa, più fluida e scivolosa, si trova spesso in abiti, camicie e capi estivi leggeri. Il modal, più resistente e stabile, è frequente nell’intimo, nei pigiami e nelle t-shirt a contatto diretto con la pelle. Il lyocell, che assorbe meglio l’umidità e resta più asciutto, è utilizzato soprattutto per t-shirt, camicie e capi estivi o sportivi leggeri. La viscosa è quella che esiste da più tempo e, di conseguenza, la più diffusa: se ne producono 6,7 milioni di tonnellate l’anno, all’incirca il 5% del totale delle fibre tessili. Con modal e lyocell i volumi sono più contenuti: messi assieme arrivano a 0,6 milioni di tonnellate l’anno. Ci sono poi sviluppi promettenti sul fronte del riciclo con Circulose® / Renewcell, una materia prima cellulosica ottenuta dal recupero di vecchi capi, si presta alla perfezione per vestiti estivi e tessuti misti con lino e cotone.

Gasum, a Nordic gas sector and energy market player, and Ukraine’s state-owned energy company Naftogaz Group have secured long-term liquefied natural gas (LNG) capacity at Lithuania’s LNG terminal, operated by KN Energies (KN). Finland’s Gasum has reserved LNG terminal capacity at theKlaipeda LNGterminal in Lithuania for the period 2033–2040 to support its ability to supply the Northwestern European market with LNG and liquefied biomethane (bio-LNG) over the coming decade. The Klaipeda terminal has been part of the Nordic player’s supply chain for some time, as it uses the LNG terminal primarily as a reloading point for its own carrier and bunker vessels, but also to support its natural gas operations in Finland and the Baltic countries. The Lithuanian terminal, which is strategically situated for the company’s own LNG terminal network in Finland, Sweden, and Norway, will also enable the firm to utilize the capacity to serve its maritime customers directly in and around the Danish straits. Anders Malm, Senior Vice President of Supply & Trading at Gasum, emphasized:“Securing capacity at Klaipeda supports Gasum’s strategic long-term supply capability and gives us flexibility in optimizing deliveries to our terminal network and maritime customers. It also underpins our commitment to being a dependable partner in the energy transition.” This content is available after accepting the cookies. Lithuanian port home to first joint bio-LNG bunkering in Europe Another player that opted to book capacity at the LNG terminal in Klaipėda is Naftogaz, which obtained access to the European LNG terminal for the period from 2033 to 2044. Five companies in total have secured the right to use the terminal on a long-term basis, including Norway’sEquinor, Lithuania’sIgnitis, and Latvia’sLatvenergo, alongside Gasum and the Ukrainian firm. Sergii Koretskyi, Chief Executive Officer of Naftogaz, commented:“This marks a new level of cooperation and supply planning. Decisions like this are strategically important for Ukraine’s energy security. They expand our access to the global LNG market and strengthen the long-term resilience of Ukraine’s gas supply. “I would like to thank the Government of Ukraine and our Lithuanian partners for their cooperation and trust. This is another important step toward strengthening the energy security of Ukraine and the wider European region.” With the demand for LNG expected to grow, especially in the maritime market, since the number of LNG-powered vessels is set to increase notably in the coming years, the maritime industry faces increased pressure to transition to low-emission fuels, as the UN’s maritime organization IMO and the EU have set goals and targets for reducing greenhouse gas emissions. Gasum believes that the capacity at Klaipeda can be used for virtual liquefaction of pipeline-fed biomethane into bio-LNG, through mass balancing and biomethane certificates, as a growing number of the company’s customers are seeking to reduce the lifecycle emissions of fuel further than what LNG alone can offer. This content is available after accepting the cookies. Solar power coming to curb European terminal’s emissions KN Energies, as the operator of the Klaipėda LNG terminal, elaborated that the majority of the offered capacities were allocated, more than 20 terawatt-hours (TWh): 8 TWh until 2044 inclusive and a further 12 TWh until 2040. The demand for long-term capacity bookings in Klaipėda is deemed to be in line with broader trends in the European LNG market, as long-term capacities were offered or allocated to market participants by multiple European LNG terminals, including terminals in Croatia, Greece, the Netherlands, Germany, and Poland. Žygimantas Vaičiūnas, Minister of Energy, highlighted:“Long-term Klaipėda LNG terminal capacity allocation results once again confirm the strategic importance of this infrastructure for the energy security of the Baltic region and Europe as a whole. It is particularly important that, for the first time, we see both Ukraine’s Naftogaz and Finland’s Gasum among the long-term customers. “This is a clear signal of trust in Lithuania’s energy infrastructure and of the terminal’s expanding role from the Baltic region to Northern Europe and Ukraine. It strengthens regional energy resilience and contributes to long-term supply diversification across Europe.” The Klaipėda LNG terminal is perceived to remain important in the broader regional context, as the integration of the Baltic and Northern European gas markets continues to grow, because the terminal is becoming a strategic gateway that enables customers to serve both regional consumers and the wider European market through the gas transmission system operated by Amber Grid and regional interconnections. This content is available after accepting the cookies. Aker Solutions bags FEED contract for Lithuanian CO2 terminal The capacity allocation procedure was launched on March 25, 2026, offering the market the opportunity to book up to 28 TWh of regasification capacity per year from 2033 to 2044, divided into seven equal packages of 4 TWh per year, giving market participants the option to choose periods of eight or 12 consecutive years, as approximately 1 TWh corresponds to one conventional-size LNG cargo. Taking into account the results of this procedure, as well as the 4 TWh package of long-term capacities until 2044 allocated back in 2023, the total utilisation of the LNG terminal will reach around 75% of the terminal’s nominal capacity. The unallocated LNG terminal capacities may be offered to the market through repeated long-term capacity booking and annual capacity allocation procedures for each year separately. 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!

Bring It To The Runway The best way to turn your TV fame into something lasting? Get the fashion world on your side. It wasn’t long ago that the fashion industry held reality television at arm’s length. When Kim Kardashian finally made it to the cover ofVoguein 2014 — after years ofreported resistance from Anna Wintour— many in the establishment saw it as pure blasphemy, and #boycottvogue became a trending topic. (Remember those?) Those days seem quaint now. Reality stars arepacking front rows at fashion weeks, makingcameos inThe Devil Wears Prada 2, and evenwalking the runwaythemselves. TakeLove Island USAbreakoutOlandria Carthen, who’s among those bridging these formerly disparate worlds: strutting inSergio Hudson’sSpring/Summer 2026 show last fall, securing a coveted seat atValentino’s Couture Showin January, collaborating with Brandon Blackwood ona sold-out handbag collection, and landing aGlamourcover alongside her boyfriend andLove Islandpartner Nic Vansteenberghe (whose own postshow resume includes aSkims holiday campaign). The shift was, at first, slow — then lightning fast. “I’d have to give credit to Bravo, specificallyHousewives,” saysTchesmeni Leonard, global fashion director ofTeen VogueandGlamour,who styledGlamour’s covers with“Nicolandria”andSummer HousestarCiara Miller. “The caliber of Housewives started to shift,” including cast members ofAtlanta, Beverly Hills, andNew York“who had the means to buy fashion in a real way. A lot of editors’ and designers’ guilty pleasure was watchingHousewives.” She adds: “I don’t know if we would’ve had Gigi and Bella Hadid if it wasn’t for Yolanda. And look at Amelia Gray now. I don’t think she would be who she is if her mother wasn’t just Lisa Rinna, but Lisa Rinna onHousewives.” Now, as reality stars break into the industry’s highly exclusive circle, fashion’s own power players are increasingly crossing into unscripted TV, too. Former J.Crew president Jenna Lyons and designer Rebecca Minkoff both stepped into theReal Housewives of New York Cityuniverse in recent years, while iconic stylist Rachel Zoe — already a pioneer in the format withThe Rachel Zoe Project, which ran on Bravo from 2008 to 2013 — is back on TV as the latestBeverly HillsHousewife. Even stars who were already working in beauty and fashion before they were on television can’t deny the boost.Emira D’Spainhad already modeled for Fenty Beauty and made history as thefirst Black transgender model to work with Victoria’s Secretby the time she joined the cast ofNext Gen NYC; she’s since added a couple more iconic brands to the mix, including that little startup you may have heard of calledGucci. “They never want you to feel like they’re only [hiring you] because of it, but I really do feel like I’ve been put on the map even greater for these brands to notice me,” D’Spain says. “That’s the most incredible and the most fun part because it’s like, ‘Oh, wow, I can’t believe you guys know I exist.’” Still, not all stars are created equal in the eyes of the fashion industry. “When I invite people to sit front row at my shows, what usually connects more with my customers is actresses,” says designer Christian Siriano, whose own career launched onProject Runway(which returns for a new seasonJuly 9). “The biggest challenge [with reality stardom] mostly is that it doesn’t always translate to sales necessarily, and I think the big fashion houses look for that usually. You could be the most famous TikToker in the world, but that doesn’t necessarily translate with Hermès.” If you can get that coveted stamp of approval, though, there are few better ways to shore up your star power as a newfound reality star. The fashion world may be (relatively) less snobby these days, but the legitimacy it confers is still undeniable: “It can make someone very successful very quickly,” Siriano says. “If you can get the industry in your corner, you’re pretty much set.” The biggest designer brands are probably not going to be blowing up your phone right away. “Obviously being seen at fashion week is important, but that’s such a small moment to cut through the noise,” D’Spain says. “You’re better off creating your own tentpole iconic moments.” Let your social media be a showcase: Do you have expert knowledge of the latest trends? Style them in your OOTD Instagrams. Loyal to a few brands? Go ahead and be loud about it. “It really is about authentically showcasing your aesthetic and your personal style,” D’Spain says. “If your budget is giving Zara and H&M, then work with that. Become a fashion icon for makingthatwork.” “Don’t partner with cheesy brands right away just for the money,” Siriano says. “You have to be smart about what you do, where you go, and who you start to partner with.” His advice? “Be picky — go for your dream brand and keep at it. Once you get there, you can go kind of anywhere. Once you get one big, really great brand on your side, you can kind of pull anyone, and that’s really the goal.” Look, being gorgeous isn’t nothing. “Sometimes for me, I just want to dress someone that’s really beautiful and looks great in a dress, and that’s it,” says Siriano, who dressedCarthen for the Golden Globesand ex-Summer HousestarPaige DeSorbo for theDevil Wears Prada 2premiere. “With Olandria, I thought she was really gorgeous. Paige, the same. Paige — she just looks great in clothes.” But for the most part, designers and brands aren’t just looking for famous faces with social media clout; they’re looking for a story. They need to be able to champion you — and that’s also based on what you stand for and represent. “What I look for, especially in regards to fashion week, is a narrative that feels super compelling, where it’s just not a regular old girl from wherever,” saysLindsey Solomon, founder of the public relations firm Lindsey Media, who often connects emerging designer clients with celebrity talent for campaigns, red-carpet dressing, and fashion-week invites. Take someone like Gabby Windey, he says, “who’s incredibly intelligent and did a lot of COVID relief work before she was even onBachelorette, and then discovering her sexuality — it’s super interesting.” Or Miller, who advocates for representation within reality TV asSummer House’s first Black cast member, orAriana Madix, whom he calls the “poster child for reinvention.” If your post-reality-TV game plan includes tons of red-carpet and fashion-week appearances, you might assume a stylist is the first person you want on speed dial. Not quite.The most important hireis actually a publicist. “You can have the greatest stylist in the world, but if a designer’s not feeling it…” Solomon says. D’Spain’s rise is proof. “I style all of my own looks, do all of my own glam. I just have someone do my hair,” she says. “The main reason why you would want to use a stylist is so you don’t have to keep buying everything yourself.” Instead, she recommends focusing on something much more valuable: finding your overall aesthetic and then playing around with it. “That’s the most fun part of this job. I can wake up one day and say, ‘OK, today we’re going to do a goth vibe.’” Not every look is going to land. That’s more than just OK — that’s kind of the point. “The people I’m drawn to aren’t afraid to take risks with fashion,” says designer Christian Cowan. And that’s exactly why he likes working with Rinna. “Lisa is fearless with fashion.” For Elton John’s Oscars afterparty this year, Cowan dressed Rinna in agown made out of 11 pounds of human hairin collaboration with Tresemmé. “She completely committed to the look, which made it even more powerful.” Avant-garde aside, what else catches his eye? “Have fun with fashion and lean into what makes you unique,” he says. “The most memorable style moments come from authenticity.” D’Spain puts it this way: “You can’t be afraid to flop because sometimes the biggest flops come up with the greatest slays. F*ck it. You’ve got to experiment.” Want style cred? Do your homework. “In order to be taken seriously in this space, it would help if reality stars showed an affinity for the industry in a meaningful way outside of ‘Oh, I’m just going to wear these Top 10 brands and call myself a fashion person,’” Leonard says. That includes familiarizing yourself with the top stylists and photographers, and being intentional about which brands and designers you wear. She especially stresses the importance of supporting emerging designers: “I would take someone seriously if I saw that they did that. Like, ‘Oh, you get it. You’re using your platform for good.’” Building a fashion identity isn’t just a switch you flip. “What’s really off-putting for me is a stylist being like, ‘Hey, we’re styling this person and completely reinventing them,’ but then there’s no personal narrative,” Solomon says. “How am I supposed to advocate for you if you have no personal relationship with fashion?” Here’s one small act that goes a long way: Buy the clothes you want to wear. Solomon recalls the early stages of trying to build a relationship betweenDeSorboand designer client Wiederhoeft. “There definitely was a level of convincing with Wiederhoeft,” he says, “but when she bought, that was really helpful and compelling.” The look she picked up? A Wiederhoeft dress she wore to the2025 Las Culturistas Culture Awards— one of her most acclaimed looks to date. Real Housewives of Salt Lake Citystar Bronwyn Newport made it to this year’s Met Gala as a red-carpet commentator for E! (alongside Miller), but she’d already won over designers like her pal Siriano as a loyal shopper first. “Bronwyn was my customer for 10 years before anybody knew who she was. She actually paid a lot of money for her clothes, and still does,” Siriano says. “Bronwyn was a Schiaparelli customer, and they’re inviting her to Paris.” In the celeb-fluencer realm, one-time projects are common. You’re sent a product, you wear it, post it, and never work with a brand again. But the real secret in the fashion industry is relationships. “Build friendships along the way with even the little guy,” D’Spain says. “People are so caught up in becoming besties with the creative director of XYZ fashion house. That’s not necessarily who’s going to get you in the door.” Some of the most important connections you can make aren’t even on the designer or brand side. “Support emerging talent — stylist, hair, makeup,” Leonard says. “If you’re on set with photographers, really engage with them on what’s the story that you’re telling or participating in. Be engaged beyond brand deals and free clothes.” Carthen and Vansteenberghe “were just so fun on set and such a vibe and also interested and down to shoot and play and converse,” Leonard says of theirGlamourcover. She also praises Miller, whose shoot took place in the middle of this spring’sSummer Housedrama. “Ciara was going through this traumatic moment, but showed up to set on time. She was engaging with the photographer and was like, ‘I want your guys’ feedback after every shot.’ She was just really such a pleasant person to work with while she was going through whatever she was going through.” A good reputation, after all, travels a lot further than a hot outfit.

La missione navale Irini, istituita sei anni fa dall’Unione Europea su mandato Onu per far rispettare l’embargo sulle armi imposto alla Libia, è stata progressivamente trasformata in uno strumento di contrasto alla Russia e alle sue esportazioni energetiche. Irini infatti ha ricevuto nuove regole di ingaggio che le consentono di abbordare le navi della cosiddetta flotta ombra, secondo quanto dichiarato due giorni fa da Kaja Kallas, l’alto rappresentante dell’Ue per gli affari esteri e la politica di sicurezza: “Ogni nave sequestrata, fermata o bloccata significa minori entrate per la Russia per finanziare questa guerra” ha dichiarato Kallas, a margine di una riunione informale dei ministri della difesa europei a Cipro, senza chiarire se Irini abbia mantenuto il mandato Onu per occuparsi di Russia come lo aveva per occuparsi di Libia. Attualmente, le forze navali impegnate nell’Operazione Irini hanno il loro quartier generale a Sigonella e sono sotto il comando del contrammiraglio italiano Marco Casapieri. La forza è composta dalla nave pattugliatrice d’altura italiana classe Thaon di Revel ITS Francesco Morosini (P431) e dalla fregata greca classe Elli HS Kanaris (F-464). La forza è supportata da un aereo da sorveglianza marittima Beechcraft B300 King Air 350 fornito dal Lussemburgo, con base avanzata a Malta, e da un aereo da sorveglianza marittima PZL M28B Bryza fornito dalla Polonia. Secondo quanto riferito da Maritime Executive il nuovo e ampliato mandato contro la dark fleet non sembra aver avuto un buon inizio, soffrendo, come già era avvenuto per la missione originaria, delle limitazioni previste dalla Convenzione delle Nazioni Unite sul diritto del mare per l’intercettazione di navi in ​​mare, anche se autorizzate e pur in presenza di irregolarità nelle registrazioni. Dall’avvio della missione ampliata, Irini riferisce di aver fermato tre navi. Il 7 giugno ha effettuato un abbordaggio per verifica della bandiera della Sandhya (37.159 dwt), una petroliera di proprietà indiana battente bandiera camerunense e soggetta a sanzioni UE e britanniche. Secondo il suo segnale Ais, la nave proveniva dal Brasile ed era diretta in Turchia. Il 1° giugno, una squadra di ispezione è salita a bordo della nave cisterna Aframax Oneiroi (105.585 dwt), battente bandiera camerunese e soggetta a sanzioni UE, nelle acque internazionali del Mediterraneo. La Oneiroi, lunga 244 metri, ha una capacità di circa 100.000 barili di petrolio. Aveva caricato a Primorsk l’11 maggio. Nonostante il fermo e la perquisizione, la Oneiroi è comunque riuscita a raggiungere Port Said il 5 giugno e dovrebbe scaricare a Vadinar, nel Gujarat, il 16 giugno. Una seconda nave Suezmax battente bandiera camerunese, la Nelsa (156.760 dwt), di proprietà di una compagnia azera e soggetta a sanzioni da parte dell’UE e del Regno Unito, è stata la prima nave fermata da Irini l’11 maggio. La Nelsa, lunga 274 metri, caricata a Novorossiysk, ha attraversato il Bosforo il 2 giugno. Nonostante l’intercettazione, ha attraversato il Canale di Suez diretta in India. Non è chiaro cosa abbiano rilevato le ispezioni dell’Irini né perché alle navi sia stato permesso di proseguire. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

Alleima, a Sweden-headquartered manufacturer of high-value-added products in advanced stainless steels and special alloys as well as solutions for industrial heating, has picked up a new multimillion-dollar assignment for subsea components that will be used to bring one of Indonesia’s major upcoming energy projects to life. Alleima has received an order for advanced umbilical tubes from an undisclosed provider of subsea technology to a total value of approximately SEK 995 million (over $104.69 million). The advanced tubing will be used tosupporttheKutei North Hubproject, described as one of Indonesia’s major energy projects in recent years, located approximately 50 kilometers off the coast of East Kalimantan, Indonesia. A portfolio of 19 blocks, encompassing 14 in Indonesia and five in Malaysia, is now part ofSearah, the Eni–Petronasjointly controlled company, which combines the duo’s assets, technical know‑how, and financial capacity to support growth and reinforce their presence in Southeast Asia. The North Hub entails the drilling of 16 producing wells at water depths between 1,700 and 2,000 meters, and the installation of subsea systems linked to a newly built floating production, storage, and offloading (FPSO) capable of processing over 1 bscfd of gas and 90,000 bpd of condensate, with a storage capacity of 1.4 million barrels. This content is available after accepting the cookies. Two deepwater gas hubs on the Asian energy horizon as Eni unveils FIDs The Swedish player’s advanced umbilical tubes SAF 2507 are designed to withstand extreme seabed conditions and will be integrated into the unnamed customer’s umbilicals that enable hydraulic control functions. This order was booked in the second quarter and will be reported within the Tube division. The deliveries are scheduled between 2026 and 2030, with the volume expected to be allocated over the years as follows: 20% in 2026, 60% in 2027, and 20% in 2030. The firm describes umbilicals as a critical component in subsea systems that must be strong enough to overcome challenges, like greater depths with higher pressures, and resist corrosion in the most demanding environments. This equipment is made to carry hydraulic fluids and various chemicals to help the production of oil and gas, as well as communication between topsides facilities and the subsea infrastructure. SAF 2507 is perceived to be particularly well suited for high-pressure applications in deepwater environments, where long-term integrity and operational reliability are critical, thanks to its very high strength, fatigue and corrosion resistance. Carl von Schantz, President of Tube division at Alleima, commented:“We are very pleased to have received this order. The development of large deepwater projects places very high demands on technology, materials and collaboration. “Alleima’s experience in advanced corrosion resistant alloys and reliable seamless tubing solutions make us well positioned to support complex offshore projects like this.” Take the spotlight and anchor your brand in the heart of the offshore world! Join us for a bigger impact and amplify your presence at the core hub of the offshore energy community!

The leading deep cycle LiFePO4 battery brand, Humsienk, opens 19 days of record-low pricing up to 60% off on June 12 to June 30, featuring double loyalty rewards on every qualifying order, giveaway battery events, and a 30-day price protection guarantee. Additionally, the Humsienk 12V 150Ah Group 31 Battery will be permanently discontinued when the final batch sells out – don’t miss your last chance. AUSTIN, Texas, June 10, 2026 (GLOBE NEWSWIRE) -- Humsienk, a vertically integrated brand combining R&D, manufacturing, and sales of deep cycle LiFePO4 battery, today announced the launch of Prime Day 2026, the largest and most consequential sale event in the brand's history. The 19-day event opens on June 12 and runs through June 30, 2026, delivering up to 60% off across Humsienk's complete LiFePO4 lineup covering fishing, RV, golf cart, home storage, and off-grid applications. In the same window, Humsienk confirms the permanent retirement of the 12V 150Ah BT Group 31, one of its most celebrated fishing batteries, with current inventory representing the final units the brand will ever produce or sell on any channel. Pre-orders for Humsienk's first-ever inverter series, scheduled to launch in July 2026, open exclusively during the Prime Day window, marking the brand's first step beyond battery storage and into full power system territory. Every order placed during the event earns double loyalty points, includes a Lucky Spin Wheel entry, and qualifies for an exclusive 7% press discount via codePrimeDay7%, stacked on top of all sale pricing already in effect. Each purchase is backed by a 5-year warranty, a 30-day price protection policy, and an all-platform price match guarantee. Double the Rewards on Every Order: Points, Prizes, and a Spin Wheel Waiting for You Double Member Points: 1 USD = 2X PointsPrime Day 2026 is not a single-transaction event. Every dollar spent during the June 12 to 30 window earns twice the standard Humsienk loyalty points, meaning every qualifying order delivers two separate forms of value at once: the discounted product at checkout and the reward accumulating toward a future one.Points earned during Prime Day can be redeemed for discount codes, vouchers, chargers, accessories, free batteries, and branded gifts. The calculation is simple: the more you spend during Prime Day at double-point rates, the closer your next Humsienk product comes to costing you nothing. For members with existing point balances, the Prime Day window is the fastest path to free product redemption the program has ever offered. Spending now is not just buying a battery at the lowest price of the year. It is investing in the next one. Lucky Spin Wheel: Subscribe and SpinA newsletter subscription unlocks one Lucky Spin Wheel entry per customer, and no purchase is required to participate. The prize pool is real: discount codes, vouchers, accessories, chargers, and full physical batteries at the top end. The spin result operates independently of any sale discount already applied to an order, meaning a Prime Day buyer who has also subscribed collects three separate layers of value from a single purchase: the sale price, the double loyalty points earned, and whatever the spin delivers. Exclusive for Readers’s Coupon Code: PrimeDay7%Readers of this article have access to a discount not available through any other channel during the event window.Enter codePrimeDay7%at checkout onHumsienk Shopfor an additional 7% off your entire order, applied on top of all Prime Day sale pricing already in effect. The code is valid storewide from June 12 through June 30, 2026, with no usage cap and no product exclusions. The Final Farewell: Humsienk 12V 150Ah BT Group 31 — Last Chance, No Exceptions Some products earn a reputation that outlasts their production run. TheHumsienk 12V 150Ah BT Group 31is one of them, and Prime Day 2026 is its last commercial appearance. Humsienk confirms that the current Prime Day inventory is the final production run for this battery. Once this stock sells through, the product is permanently discontinued and will not return to any Humsienk sales channel at any price. There is no restocking date, no future event to revisit, and no alternative path to ownership after this inventory is exhausted. Prime Day 2026 is the only remaining commercial window in which this battery can be purchased. For the serious freshwater and saltwater angler, the relevance of that fact is immediate. Trolling motors, fish finders, live wells, sonar units, and onboard electronics all demand a battery that holds its capacity across a full day on the water without flinching on voltage delivery as the charge depletes. The 12V 150Ah BT Group 31 was built for that environment. Its Group 31 form factor is a direct physical replacement for the lead-acid Group 31 batteries that a large share of the fishing market still runs today, meaning the upgrade path requires no installation modifications, no bracket fabrication, and no rewiring for the majority of buyers. The Prime Day price is the lowest this battery has ever carried. It is also the last price it will ever carry. Both of those facts are permanent. Built RV for the Long Haul: Humsienk 12V 314Ah LiFePO4 Battery, Standard and Bluetooth The most common failure point in the RV and vanlife experience is not a mechanical breakdown. It is a battery system that cannot sustain how the owner actually travels. Most RV users who have spent time managing appliance loads, staying tethered to hookup sites, or cutting trips short because their power ran out before they were ready to leave are not running the wrong vehicle. They are running the wrong battery. TheHumsienk 12V 314Ah LiFePO4 Batteryaddresses that problem at the source. Built around Grade A LiFePO4 cells with 4,019Wh of usable capacity and a 200A BMS, this battery was designed for users who measure their trips in weeks and expect their power system to keep pace. 15,000 cycles at 60% DODis the specification that separates this battery from every conventional deep cycle alternative on the market. At one full charge cycle per day, 15,000 cycles represents over 41 years of daily service. Against a conventional lead-acid deep-cycle battery with a typical service life of two to three seasons under the same usage pattern, this is not an incremental improvement. It is a fundamentally different investment horizon. A buyer who installs a 314Ah in their RV this June may never need to replace it. The 200A BMShandles the sustained high-draw loads that RV living actually produces: refrigeration running overnight, an inverter powering appliances in the morning, a water pump cycling through the day, and device charging running continuously. The BMS manages all of it without thermal stress, voltage sag, or protective shutdowns under normal operating conditions. In real operating terms, 4,019Wh sustains a full-size RV refrigerator for over 24 hours, powers LED lighting systems across multiple nights, keeps water pumps and device charging running throughout, and provides reserve capacity for climate control without requiring generator use or shore power access. For the full-timer or the extended traveler, this changes the trip from a managed power budget into an open road. Humsienk 12V 314Ah LiFePO4 Battery with Bluetooth The Bluetooth variant shares the same 4,019Wh capacity, 200A BMS, and 15,000-cycle rating as the standard model. The $10 premium buys something that experienced off-grid users quickly come to regard as non-negotiable: real-time visibility into the battery's status at any moment during the trip. Voltage, temperature, and state of charge stream live to the Humsienk App on any paired mobile device, accessible while driving, cooking, working, or sleeping. The operational benefit is not convenience. It is early detection. An irregular discharge pattern identified at 9 PM is a minor correction. The same pattern discovered at 2 AM, when the refrigerator has been off for hours and the interior temperature is already climbing, is a different problem entirely. The Bluetooth model converts that 2 AM discovery into a 9 PM adjustment. For anyone managing a multi-battery bank or deploying power across an extended off-grid trip where the nearest service point is a full day's drive away, that level of visibility is worth considerably more than $10. Stock on both 314Ah variants is limited. Neither model will be restocked at Prime Day pricing once current inventory is depleted. The Golf Cart Upgrade Path: Two Batteries, Two Tiers of Performance Lead-acid golf cart batteries have defined the category by default for decades, not by merit. The competition for the modern golfer and fleet operator is not between lead-acid brands. It is between lead-acid and what Humsienk now makes available at Prime Day pricing. Humsienk GEN2 48V 100Ah Bluetooth LiFePO4 Battery Humsienk 48V 150Ah Golf Cart Battery — Powered by Zeekr LiFePO4 Blade Cells Zeekr LiFePO4 Blade Cell technology was developed in one of the most demanding thermal and cycle environments a battery cell can be engineered for: electric vehicle powertrains. Deploying that cell architecture in a golf cart battery brings EV-grade thermal stability, energy density, and cycle durability to an application category where the performance ceiling has historically been set far too low. ForHumsienk 48V 150Ah Golf Cart Battery, this is not generic cells carrying a premium label. They are a defined technology with a verified performance record in the EV market, now available at Prime Day pricing in Humsienk's most capable golf cart battery to date. Power That Stays Home: Humsienk Stationary Storage for Home Backup and Off-Grid Living Every product covered in this release serves a specific mobile or recreational application. The two batteries in this section serve the application that anchors everything else: the home. Whether the goal is whole-home backup during a grid outage, a fully off-grid property operating independently of utility infrastructure, or a large-scale solar storage system designed to handle years of daily cycling, Humsienk's stationary storage lineup covers it at Prime Day pricing. Humsienk 48V 100Ah Server Rack Battery The defining characteristic of the48V 100Ah Server Rack Batteryis not its per-unit specification. It is what the unit becomes when you add more of them. A maximum of15 units in paralleldelivers76.8kWh of total storage capacity. That ceiling is not a theoretical figure appended to a marketing sheet. It is a designed specification built into every unit from the first one installed. A buyer who starts with a single 5.12kWh rack battery is not starting from scratch when their energy needs expand. They are starting with a foundation that already supports a 102.4kWh system. Every additional unit they add is fully compatible with the system already in place. Coming in July: Humsienk Inverter Series — Pre-Orders Open Now, Exclusively During Prime Day Humsienk's first-ever inverter series is scheduled to launch in July 2026, designed for compatibility with the Humsienk 48V battery lineup and built for both off-grid and home backup applications. Pre-orders open exclusively during the Prime Day window, at the end of June, giving Prime Day buyers first access to the series before it becomes available to the general market. The inverter series represents Humsienk's move from a battery brand into a complete power system provider. Buyers who invest in Humsienk batteries at Prime Day pricing this June are not purchasing a standalone product. They are establishing the energy storage foundation of a full Humsienk power system that arrives in July. Full specifications, model configurations, and pricing will be published at Humsienk official website ahead of the June Prime Day. Pre-order information and reservation details are available now during the Prime Day window. Every Order Is Backed: Humsienk's Full Purchase Confidence Package By this point in the sale, the pricing is at its lowest, the products are the same ones Humsienk builds year-round, and the only remaining question is whether to act now or wait. Humsienk's purchase confidence package is a direct answer to that question. 30-Day Price Protection Policy All orders placed between June 12 and June 30, 2026 are covered through July 30, 2026. If the same product appears at a lower price on Humsienk's official website at any point within that window, contact customer service atservice@humsienk.comwith your order number and a screenshot of the lower price. Humsienk will refund the full price difference to your original payment method promptly and without conditions. There is no version of a Prime Day purchase at Humsienk in which the buyer overpays. All-Platform Price Protection Humsienk's price protection extends beyond its own website and covers all sales platforms where Humsienk products are listed. For buyers who compared prices across multiple channels (Such as Amazon, Temu, AliExpress.ect) before arriving at this release, this removes the final residual concern: if a lower price surfaces anywhere after the purchase is made, Humsienk covers the difference. Priority Shipping for Early Orders During a high-volume sale period, order processing sequence carries real logistical weight. Orders placed early in the Prime Day window are processed and dispatched ahead of orders placed in the final days of the event. For buyers planning around a specific trip departure, installation date, or project deadline, placing an order on June 12 is a meaningfully better logistics decision than placing the same order on June 29. Why Humsienk Prime Day 2026 Is the Defining Energy Investment of the Year Humsienk Prime Day 2026 is not a promotional discount window laid over a standard catalog. It is the convergence of the brand's largest sale pricing, the permanent retirement of one of its most respected products, the first pre-order access to a new product category, and a rewards structure that makes every qualifying order worth more than its checkout total. Across seven products covering fishing, RV, golf cart, home backup, and off-grid applications, Zeekr LiFePO4 Blade Cells and Grade A lithium iron phosphate chemistry underpin cycle life ratings reaching 15,000 cycles and intelligent BMS protection rated at up to 200A continuous current. For 19 days, the price is the variable. Everything else stays exactly as it is built. All Prime Day discounts expire at midnight on June 30, 2026. The 12V 150Ah BT Group 31 exits the market permanently when current inventory is depleted, which may occur before that deadline. About Humsienk Humsienk delivers dependable, high-efficiency energy storage systems for homes and mobility applications around the world. With over three million households relying on our technology, we provide consistent power and lasting durability across a wide range of energy needs. Driven by cutting-edge innovation, internal engineering expertise, and strong manufacturing capacity, Humsienk builds scalable, high-output energy systems for residential and on-the-go use—empowering resilient energy solutions for today and the future. Media Contact: Public Relations Manager: Yvonne Email Address:service@humsienk.com Phone Number: +852 7052 4029 Website:https://www.humsienk.com/ Photos accompanying this announcement are available at https://www.globenewswire.com/NewsRoom/AttachmentNg/4d2f61a2-d7a8-42d1-ae37-e3283f55efbb https://www.globenewswire.com/NewsRoom/AttachmentNg/88baaa87-950f-4e01-91ca-1f29d0d64302 https://www.globenewswire.com/NewsRoom/AttachmentNg/efd14408-7894-4c04-80f7-d547c3b69211

Norwegian energy data and intelligence company TGS has been tasked with delivering a large-scale multi-client seismic product that will shed light on the exploration potential of Equatorial Guinea’s offshore basins. TGS has revealed the signing of an agreement with the Ministry of Hydrocarbon and Mining Development of the Republic of Equatorial Guinea to create an offshore MegaSurvey, with the first phase of the large-scale multi-client seismic product set to include the post-stack reprocessing of approximately 27,273 kilometers of 2D seismic data and around 35,000 square kilometers of 3D seismic data. The completion is expected in Q3 2026. The agreement is said to mark the first phase of a broader plan tocreate a harmonized and seamless seismic dataproduct across Equatorial Guinea’s offshore basins. The full product vision includes approximately 46,343 line kilometers of 2D seismic data and more than 59,000 square kilometers of 3D seismic data. The company describes MegaSurveys as harmonized 3D seismic datasets covering large contiguous areas to support more confident geological interpretation, improve understanding of structural and stratigraphic frameworks, and help reduce exploration uncertainty. David Hajovsky, Executive Vice President of Multi-Client at TGS, commented:“The Equatorial Guinea MegaSurvey is the first of its kind in the country and will apply TGS’s latest imaging technology to address key subsurface challenges and support exploration risk reduction across the Rio del Rey and Rio Muni basins. “The product is designed to provide customers with a basin-wide regional screening tool, supporting prospect identification, prospect ranking and planning for future work commitments.” The MegaSurvey is anticipated to provide insight into the prospectivity of Equatorial Guinea’s offshore basins and support informed exploration decision-making by integrating and reprocessing legacy datasets into a consistent regional framework. “Basins do not stop at geographical borders, and this agreement supports TGS’s longer-term ambition to build broader, seamless regional data products across the Gulf of Guinea,”emphasized the firm. TGS has landed multiple new deals, including a recentcontractfor offshore wind site characterization in Europe. 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!

Jiangnan Shipyard, filial de la Corporación Estatal China de Construcción Naval, ha diseñado una gigantesca instalación marítima que funciona simultáneamente como terminal de contenedores y estación de carga para buques: una isla flotante impulsada íntegramente por energía nuclear y fuentes renovables, capaz de replicarse y desplegarse en las rutas marítimas más estratégicas del mundo. El concepto,presentadoen la Exposición Internacional de Transporte Marítimo Posidonia, celebrada en Grecia, está concebido para fabricar sus propios combustibles de cero emisiones, suministrar electricidad a los buques nodriza eléctricos que atraquen en ella y funcionar en un ciclo energético autosuficiente que no genera emisiones directas de carbono. Si llega a construirse, esta plataforma no necesitará un puerto, una línea de costa ni una red eléctrica nacional.Existirá, sin más, en alta mar. El sector mueve aproximadamente el 80% del comercio mundial por volumen y sigue siendo uno de los más difíciles de descarbonizar, encadenado a una infraestructura de combustibles fósiles construida a lo largo de un siglo. La propuesta de Jiangnan es una respuesta directa a ese problema estructural. La empresa afirma que el complejo "se convertirá en un nuevo ecosistema para la logística de contenedores oceánicos de cero emisiones" y ofrecerá "una solución innovadora para la transformación neutral en carbono de la industria naviera mundial". Es una declaración de que China pretende serdueña de la arquitecturade la próxima era del comercio marítimo, desde los buques hasta el combustible,pasando por los propios puertos. En el centro de la plataforma se encuentra un reactor avanzado de sales fundidas, una tecnología nuclear que utiliza sal licuada simultáneamente como combustible y como refrigerante, eliminando la necesidad de los sistemas de enfriamiento con agua de los que dependen los reactores convencionales "Los reactores de sales fundidas evitan de forma inherente el riesgo de fusión del núcleo y presentan características de seguridad intrínseca y de no proliferación. Cuando el refrigerante de sal fundida entra en contacto con las temperaturas ambientales, puede solidificarse rápidamente, reduciendo en gran medida el riesgo de fugas accidentales", afirma la companía. En caso de rotura, la sal líquida no se derrama ni se propaga.Se congela.El modo de fallo del reactor es, por diseño, autolimitado. La plataforma utiliza la energía que genera para fabricar combustibles de cero emisiones, incluido el amoníaco, que alimentan sus propias operaciones y repostan los buques nodriza eléctricos que atracan en ella. Esta lógica de ciclo cerrado —la isla se autoabastece y abastece a los buques a los que da servicio— elimina la dependencia de la plataforma de cualquier cadena de suministro de combustible externa. Está concebida como un nodo energético y logístico autónomo, desplegable allí donde las rutas marítimas mundiales lo exijan. La arquitectura modular permite a los ingenieros replicar la misma configuración en distintos puertos y rutas marítimas de todo el mundo, escalando el sistema sin necesidad derediseñarlo. A su alrededor, la plataforma integra una turbina eólica, paneles solares y módulos dedicados al suministro eléctrico, la producción de hidrógeno y la síntesis decombustibles ecológicos, conformando una arquitectura energética por capas y redundante diseñada para funcionar de forma continua, independientemente de las condiciones. Esta no es la primera incursión de Jiangnan en el transporte marítimo de propulsión nuclear. Antes de la isla flotante, el astillero ya había publicadolos planos de unbuque portacontenedores de 25.000 unidades impulsado por un reactor de sales fundidas a base de torio, un buque que funcionaría sin una sola gota de combustible convencional. La isla flotante extiende esa lógica de los buques individuales a toda la infraestructura portuaria, proponiendo en esencia que los nodos del comercio mundial —no solo los barcos que los conectan— sean depropulsión nucleary libres de emisiones. Los reactores de sales fundidas de estos diseños funcionan con torio, no con uranio. El Instituto de Física Aplicada de Shanghái, perteneciente a la Academia China de Ciencias, ya ha demostrado que un reactor desales fundidas a base de toriopuede transmutar con éxito torio-232 en uranio-233, un hito científico de primer orden que prueba la viabilidad técnica de todo el ciclo del combustible. El torio existe en mayor cantidad en la Tierra que el uranio y es significativamente más fácil de extraer. Para China, eso no es solo una preferencia de ingeniería: es una decisión decadena de suministroque reduce la dependencia del mercado mundial de uranio y de su geopolítica. Lo que Jiangnan ha puesto sobre la mesa en Posidonia es una reconfiguración a escala sistémica del funcionamiento de la infraestructura marítima: no una mejora incremental, sino una ruptura con la lógica de los combustibles fósiles que ha gobernado el transporte marítimo mundial durante más de un siglo. La isla flotante es de propulsión nuclear, autosuficiente en combustible, modular y replicable. Produce el combustible que necesita, carga los buques a los que sirve y puede situarse en cualquier punto del planeta. China no está esperando a que el sector naviero se descarbonize a su propio ritmo. Está proponiendo construir la infraestructura que haga que la descarbonización sea estructuralmenteinevitable, y ser dueña de esa infraestructura cuando el resto del mundo decida por fin que la necesita. Jiangnan Shipyard, filial de la Corporación Estatal China de Construcción Naval, ha diseñado una gigantesca instalación marítima que funciona simultáneamente como terminal de contenedores y estación de carga para buques: una isla flotante impulsada íntegramente por energía nuclear y fuentes renovables, capaz de replicarse y desplegarse en las rutas marítimas más estratégicas del mundo.

Germany’s Deutsche Energy Terminal (DET), part of the German Federal Ministry for Economic Affairs and Climate Action and a state-owned operator of four liquefied natural gas (LNG) terminals, has revealed the timeline for the commissioning of the European country’s next floating LNG terminal, which caps the state-funded floating storage and regasification unit (FSRU) rollout, emphasizing the LNG terminals’ importance for energy security and resilience. Deutsche Energy Terminal works with its local partners on behalf of Germany’s Federal Ministry for Economic Affairs and Energy (BMWE) to market and operate the government-initiated FSRUs, which are used to convert LNG back into a gaseous state and feed it into the German gas grid. As a result, DET is responsible for theterminalinBrunsbüttel,two terminalsinWilhelmshaven, and theStadeFSRUproject. After facing challenges during the construction of the floating LNG terminal Stade, the German player underlines that the facility is now scheduled to begin operations in September, deeming the start-up as“good news for Stade as an energy hub and for Germany’s security of supply.” This content is available after accepting the cookies. Boost for Germany’s energy security comes with third LNG terminal up and running The extensive technical and safety-related assessments, along with preparatory measures carried out on behalf of the operator, are perceived to outline a clear roadmap toward the first LNG delivery. While the state-owned company sub-chartered theFSRU Energos Force,the regasification vessel designated for operation in Stade, and deployed it in Jordan, contractual provisions ensure that the FSRU will return in time for the terminal’s commissioning phase at the jetty specifically constructed by the State of Lower Saxony in the industrial port of Stade-Bützfleth. Deutsche Energy Terminal emphasized:“This completes the federal government’s terminal concept for securing gas supplies, with Stade complementing the existing terminal locations in Brunsbüttel and Wilhelmshaven. The timely return of the FSRU Energos Force is assured. “Upon arrival, the regasification vessel will be connected to the loading infrastructure—such as the towering loading arms on the right. The gangway on the left side of the image will be swung out to the high ship’s side of the regasification vessel and securely attached. In the weeks that follow, numerous safety tests will be conducted before regular operations can begin.” Meanwhile, Deutsche ReGas, a private German LNG operator, which felt that DET’s LNG pricing policy was detrimental to the German market,embarked on a legal battleto challenge the European Commission’s approval of the €4.96 billion subsidy scheme for state-controlled LNG terminals on the grounds that such moves harm competition and weaken gas security. This content is available after accepting the cookies. Private LNG operator takes EU to court over €4.96 billion state funding 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!

El presidente del Consejo de Gobierno, Fernando López Miras, comparecerá ante el Pleno de la Asamblea Regional este jueves, 11 de junio, a partir de las 9.30 horas, para responder, entre otros asuntos, sobre la trama de las prótesis y el nombramiento de la consejera de Salud, Isabel Ayala, quien antes era la gerente del Servicio Murciano de Salud (SMS). La primera pregunta estará formulada por el Grupo Mixto, mientras que la relativa al nombramiento de Ayala la presentarán los socialistas. Además, desde Vox le preguntarán sobre la aplicación del principio de prioridad nacional para que los ciudadanos españoles tengan preferencia en el acceso a ayudas públicas y vivienda en la Región, mientras que desde el Grupo Parlamentario Popular lo hará por las medidas adoptadas para mejorar la vida de los ciudadanos de la Región de Murcia "frente a la inacción constante del Gobierno de España". Además, el orden del día de la Sesión Plenaria de control incluye las Preguntas Orales que los grupos parlamentarios formularán a los miembros del Consejo de Gobierno. De este modo, el Grupo Parlamentario Popular preguntará sobre el Proyecto Reswater, los proyectos del IMIDA y el gasto público en Educación de la Región de Murcia. Así, los socialista lo harán sobre los motivos por los que no se ha desarrollado la Disposición final segunda, Normas-Marco de la Ley 6/2019, de 4 de abril, de coordinación de las Policías Locales de la Región de Murcia. Por su parte, Vox preguntará sobre la seguridad de las instalaciones hidráulicas de la Región de Murcia y la "discriminación" de los agricultores murcianos y el Programa de actuación en zonas vulnerables a la contaminación por nitratos. El Grupo Mixto lo hará sobre las actuaciones para ampliar las infraestructuras educativas en Secundaria en Puerto Lumbreras y sobre la Ley de la vivienda de la Región de Murcia. La Sesión Plenaria incluirá también interpelaciones al pleno. La de los 'populares' será sobre acciones de bioeconomía forestal, mientras que los socialistas lo harán sobre el retraso en el cumplimiento del acuerdo número uno de la 11L/MOCP-0813 sobre 'Puesta en marcha del Centro Integral de Alta Resolución (CIAR) de Águilas'. Por último, Vox lo hará sobre por qué se autoriza la instalación de una planta de residuos sanitarios peligrosos en el municipio de Los Alcázares y sobre los convenios de colaboración con empresas para la formación en empresa en el marco de la Formación Profesional Dual, mientras que desde el Grupo Mixto preguntará por las razones del rechazo al Plan Estatal de Vivienda y la cofinanciación de las políticas de vivienda. Las siete asociaciones de Guardia Civil agradecen el "esfuerzo" de Mercedes González para dar prioridad a sus demandas Técnicos de Hacienda dicen que Zapatero puede hacer una declaración y pagar unos 530.000 euros para evitar delito fiscal La Tarjeta de Transporte se expedirá desde el lunes solo a empadronados en Comunidad y algunas zonas de C-LM y CyL Un juez condena a Belarra a pagar 9.000 euros al exmagistrado García Castellón por llamarle corrupto y prevaricador Puente compara Barcelona con el Madrid del "relaxing cup of café con leche" y Sanz le dice que se dedique a los trenes

The Lenovo IdeaPad Slim 5x isn’t the most exciting laptop, but it’s a well-rounded machine powered by a Snapdragon X2 Plus chip with good CPU performance for the price. Price When Reviewed This value will show the geolocated pricing text for product undefined Best Pricing Today Lenovo’s IdeaPad Slim 5 lineup has never been the sort to get your pulse racing. Instead, they’re practical machines sold at a reasonable price, and as such they succeed or fail based on the overall value-per-dollar they provide. The IdeaPad Slim 5x does well on that account, providing good CPU performance and battery life for under $1,000. The headliner here is no doubt the Snapdragon X2 Plus chip. Snapdragon X2 is a new chip line from Qualcomm that has just come to market, and the Snapdragon X2 Plus is particularly uncommon at the moment. Most budget laptops with Qualcomm hardware are still using the older Snapdragon X chip. The specification sheet is otherwise fairly mundane. Lenovo provides 16GB of RAM, a 512GB solid state drive, and a 1920×1200 IPS display. Fortunately, the basic specifications are reflected in the laptop’s $849.99 MSRP. Thanks to increased RAM and SSD pricing, this is inexpensive for a new Windows laptop in 2026. The Lenovo IdeaPad Slim 5x is a solid choice if you want a basic, versatile Windows laptop. Foundry / Matthew Smith The Lenovo IdeaPad Slim 5x doesn’t make a strong first impression. On the contrary, I doubt you could peg it as a Lenovo machine if not for the badge on the top and the camera bump above the display. Many laptops from many manufacturers offer a similar silver colorway and strike a similar profile on a desk. However, the details favor Lenovo. The IdeaPad Slim 5x has a hinge that allows rotation back to almost 180 degrees, which is handy and not found on all similar laptops. It’s a well-tuned hinge as well. It’s tight enough to stay closed in a bag, but also loose enough to let you lift the lid with one hand. The chassis is aluminum on both top and bottom, which is an advantage for a laptop in the sub-$1,000 price bracket, and the chassis feels rigid when handled. It’s a slim laptop with a maximum thickness just over six-tenths of an inch and it’s light at 3.28 pounds. Foundry / Matthew Smith Lenovo provides the IdeaPad Slim 5x with a spacious keyboard. It does not have a numpad, which means the keyboard is centered and there’s plenty of room for large keys. This is my preference, though users who like having a numpad will want to look elsewhere. Key feel is good. Keys activate with a taut action and bottom out with a crisp, though soft, click. It’s nothing to write home about, but the overall typing experience is pleasant. A white LED keyboard backlight is standard and provides plenty of brightness. The touchpad is a bit odd, however, for starters, the touchpad isn’t centered below the keyboard. This is unusual for a laptop that lacks a numpad and definitely feels weird under my fingers. The touchpad is reasonably wide at just over five inches, but a hair under three inches deep, so it can still feel constrained when using a two-finger scrolling gesture. A physical click action is supported but feels cheap and plastic-y. Foundry / Matthew Smith The Lenovo IdeaPad Slim 5x I received for review had a 15.3-inch 1920×1200 IPS display. It’s rated for a maximum of 400 nits, which it just hits, and has a refresh rate of 120Hz. It’s fine. This sort of mid-range IPS display has the benefit of good sharpness and readability, the latter thanks to a matte coat that diffuses glare on the display. However, it’s still not bright enough to use outdoors comfortably on a sunny day, or in direct view of sunlit windows. The image looks vivid when displaying colorful content but lacks contrast and detail in darker scenes. Surprisingly, the IPS display is a touchscreen. You wouldn’t know that by looking at it, as it lacks the glossy coat that many touchscreens have, but it works no differently because of that. This is not a 2-in-1 device, so you can’t turn it into a tablet, but the touchscreen is handy for situations where you don’t want to use a keyboard—like if you’re reclined on the couch and watching YouTube. Lenovo says it will offer a 2560×1600 OLED upgrade with a brightness of 500 nits and a refresh rate up to 165Hz, but I wasn’t able to test it. I expect that would be a significant upgrade in terms of image quality. Audio quality is a perk for the Lenovo IdeaPad Slim 5x. The laptop has a pair of two-watt speakers that provide crisp, loud audio directly to the user’s ears. I was impressed by the speakers’ clarity and ability to deliver a bit of low-end oomph when required. The speakers aren’t going to challenge a MacBook Air, but they’re above average for an affordable Windows machine and enjoyable to use in a wide range of content, from movies to podcasts. A 1080p webcam is found in the Lenovo IdeaPad Slim 5x’s camera bump. The webcam’s image quality is mediocre. It’s clear in bright lighting but grainy in a dim room. The camera also has an overly wide default field of view. You can hedge against this with the AI framing feature, which zooms in on your face, but this reduces the effective resolution. A physical privacy shutter is included. The microphone array captures clear audio, but the hollow, distant sound common to laptop microphones is obvious. On the whole, the webcam and microphone are good enough for a Zoom call but not up to more demanding tasks. An IR camera is included and provides support for Windows Hello login via facial recognition. It works well in a variety of lighting conditions. A fingerprint reader is not available. Foundry / Matthew Smith You’ll find two USB-A ports and two USB-C ports lining the Lenovo IdeaPad Slim 5x’s flanks, plus one HDMI 2.1 for video output, a 3.5mm combo audio jack, and a microSD card reader. The USB-C ports can provide up to 10Gbps of data and also support up to 65 watts of USB Power Delivery, which is enough to charge the laptop (and the included charger uses USB-C). The USB-A ports provide 5Gbps of data. These are typical specs of a sub-$1,000 Windows laptop. There are no Thunderbolt or USB-4 data rates, and the USB data rates will be an obstacle if you want to connect a lot of high-speed storage or have any plan to use an external GPU. This is a typical downside for Snapdragon laptops and I can excuse it at this price, though I always prefer to see at least one port with 40Gbps data. Wireless connectivity is good with support for Wi-Fi 7 and Bluetooth 5.4. The Wi-Fi signal was strong during my time with the laptop. Lenovo ships every IdeaPad Slim 5x (15Q8Y11) with a Snapdragon X2 Plus X2P-42-100. This is a lower-tier chip in the new Snapdragon X2 lineup. It has six CPU cores (down from up to 18 in the flagship chip) and an Adreno X2-45 GPU. The Snapdragon X2 Plus performs fairly well, especially in Arm-native benchmarks. Foundry / Matthew Smith Let’s start with Cinebench 2024, a CPU benchmark with an Arm-native version. Here the Snapdragon X2 Plus proves quite powerful with a score of 725. This might come as a surprise given that it only has six cores—but it turns out the cores are each quite speedy, so it can ultimately defeat competitor CPUs with more cores. This is a great result for the IdeaPad Slim 5x. Foundry / Matthew Smith Our HandBrake test runs on an older version without an Arm-native build, and it provides a glimpse of what can happen when Arm-native software isn’t available. The script is flipped and the IdeaPad Slim 5x ends up behind the pack. To be fair, however, HandBrake does now include an Arm-native build, as do many productivity apps. Foundry / Matthew Smith Moving on to 3D performance, the Snapdragon X2 Plus has an Adreno X2-45 integrated GPU. This is an entry-level GPU in the Snapdragon X2 line. It provides a significant upgrade over the preceding Adreno X1-45. It’s also generally competitive with, or perhaps even a bit faster than, AMD’s Radeon 860M graphics. However, leading Intel and AMD integrated graphics solutions remain far ahead. I wouldn’t recommend the IdeaPad Slim 5x if you’d like to play games regularly. Intel Core Ultra Series 3 chips with Arc B390 graphics are the best choice for that, though most laptops with Arc B390 are at least a few hundred dollars more expensive. The Lenovo IdeaPad Slim 5x has a 54.7 watt-hour battery. That’s actually toward the smaller side for a 15.3-inch laptop; a lot of Windows laptops of similar size will have a 60 or 70 watt-hour battery. However, the use of a lower-tier Snapdragon X2 chip seems to help make the most of what’s in the tank. Foundry / Matthew Smith I saw over 20 hours of battery life from the IdeaPad Slim 5x. As the graph shows, this isn’t the best that you can find from a modern Windows laptop, but it’s still rather good. Battery life this long means you can likely go two or three days between charges if you’re running less demanding apps. Speaking of charging, the laptop ships with a small 65-watt USB-C power adapter. It’s not as small as the adapter HP ships with some OmniBook laptops, but it’s only two inches in width and depth and an inch thick, so it’ll easily fit in almost any bag that can hold the laptop. The laptop has a rapid charge feature that can provide up to three hours of battery life with a 15-minute charge. The Lenovo IdeaPad Slim 5x is a solid choice if you want a basic, versatile Windows laptop. It hits the sweet spot in many respects. It offers good performance in most areas yet it remains affordable. The battery life isn’t the best but still good, and the smaller battery likely contributes to the laptop’s slimmer size and lower weight. It does have weaknesses such as the mediocre touchpad and unimpressive integrated graphics performance, but the overall package is a good value for your money. Matthew S. Smith is a freelance technology journalist with 15 years of experience reviewing consumer electronics. In addition to PCWorld, his work can be found on Wired, Ars Technica, Digital Trends, Reviewed, IGN, and Lifewire. Matthew also covers AI and the metaverse for IEEE Spectrum and runs Computer Gaming Yesterday, a YouTube channel devoted to PC gaming history.

Belgian shipping company Exmar has celebrated the delivery of the first in a series of four newbuild dual-fuel ammonia midsize gas carriers (MGCs), seen as a breakthrough in the green shipping quest and a landmark milestone in the firm’s attempt to future-proof its vessel fleet. While announcing the first-ever newbuild dual-fuel ammonia oceangoing vessel delivery, Exmar described the milestone as a historic step in low-carbon shipping, spotlightingMGC Antwerpenas the first oceangoing vessel powered by a dual-fuel ammonia engine.​ Developed in close collaboration with HD Hyundai Heavy Industries, WinGD, Nord Gas Solutions, formerly Wärtsilä Gas Solutions, and Lloyd’s Register, the vessel is capable of carrying up to 46,000 cubic meters of ammonia or LPG and trading with close to zero emissions when using low-carbon ammonia fuel. According to the European shipping player, the MGC Antwerpen meets and exceeds current IMO emissions-reduction targets, reducing greenhouse gas (GHG) emissions by up to 90% compared to conventional ships. Carl-Antoine Saverys, Chief Executive Officer of Exmar Group, commented:“Ammonia propulsion is no longer theoretical—we are deploying it. Change comes through execution, not debate. This achievement reflects collective expertise and our commitment to drive sustainable shipping forward.” This gas shipowner and infrastructure developer is awaiting delivery of three more ammonia dual-fuel midsize gas carriers, eachnamed after a Belgian city. With the delivery of Antwerpen, the firm claims to continue its tradition of innovation in maritimetransport and handling of ammonia. This content is available after accepting the cookies. ‘World’s first’ ammonia dual‑fuel vessels get their names as green shipping advances The company sees the delivery of its newbuild MGC as a decisive step forward in the decarbonization of shipping, positioning the Belgian player and its partners at the forefront of sustainable maritime innovation. Exmar underlined:“Operational safety has been a key focus throughout development, drawing on Exmar’s four decades of experience transporting ammonia and other liquefied gases. “With comprehensive crew training, robust risk assessments, and input from leading partners and the Belgian administration, ammonia propulsion is now realized and regulatory frameworks are established for safe operations.” The vessel delivery comes nearly two months after the Belgian shipowner beganconversionof a new floating storage regasification unit (FSRU) bound for a liquefied natural gas (LNG) terminal in the Netherlands. 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!

La intensa agenda oficial con motivode la visita de Estado del presidente de Alemania,Frank-Walter Steinmeier, y su esposa, Elke Büdenbender, continúa desplegándose por los Países Bajos. Tras el contraste estilístico vivido en la plaza Dam durante la bienvenida oficial y la cena de gala posterior en la que participó la princesa Amalia, este miércoles ha estado marcado por una diversificación de las agendas: mientras el rey Guillermo Alejandro y el mandatario alemán se concentraban en el motor económico y energético del país,la reina Máxima y la primera dama compartían confidenciasen una jornada de marcado carácter cultural y social. Para su primera cita de la mañana, que ha llevado a la reina y a Elke Büdenbender a visitar la sede de la Corte Penal Internacional, Máxima ha vuelto a acaparar los titulares de moda gracias a un aplaudido look. La argentina ha optado porun romántico y femenino vestido midi de la firma Zimmerman. Se trata de un delicado diseño confeccionado en lino ligero con un bucólico estampado de rosas rosas y sutiles detalles de cristales incrustados, ideal para las citas diurnas más refinadas. Fiel a su gusto por los accesorios coordinados, Máxima ha coronado su melena rubia con unadiadema de flores de tela XLde un tono rosa idéntico al del vestido, aportando un aire muy juvenil. En el apartado de joyas, ha lucido unos pendientes de diamantes tipo botón y una pulsera minimalista. Ha completado el estilismo con unos salones clásicos de ant nude firmados por Gianvito Rossi. Tras la visita judicial, las agendas de los dos matrimonios han vuelto a unirse en Voorschoten.El primer ministro Jetten ha ejercido de anfitriónen el castillo de Duivenvoorde, donde se ha celebrado el almuerzo oficial del Gobierno en presencia de los reyes y sus invitados de Estado. Este encuentro se ha centrado en estrechar las sólidas relaciones bilaterales entre los Países Bajos y Alemania, abordando el intercambio económico y comercial, la trascendencia de las inversiones en innovación y tecnología, así como la solidez de la democracia y el Estado de derecho en el marco europeo. Por la tarde, las parejas volverán a dividirse.El rey Guillermo Alejandro y el presidente Steinmeier se trasladarán al estratégico puerto de Róterdam. Allí han conocido el funcionamiento de Porthos, un proyecto con tecnología e instalaciones construidas en Alemania dedicado a comprimir y almacenar permanentemente emisiones de CO₂ bajo el lecho marino del Mar del Norte. De forma paralela,la reina Máxima y Elke Büdenbender pondrán rumbo al museo Fenix, el vanguardista espacio de arte sobre migración ubicado también en Róterdam. Ambas damas han disfrutado de una visita guiada por las galerías y han mantenido un distendido encuentro con el personal y los artistas que dan vida a las exposiciones. Como broche de oro a la jornada, la noche adquirirá un matiz de agradecimiento institucional. El presidente federal alemán ofreceráuna actuación musical y una recepción de "contrarréplica" en La Haya, concretamente en la residencia del embajador alemán, para honrar la hospitalidad de los reyes en este viaje que concluye mañana jueves. La intensa agenda oficial con motivode la visita de Estado del presidente de Alemania,Frank-Walter Steinmeier, y su esposa, Elke Büdenbender, continúa desplegándose por los Países Bajos. Tras el contraste estilístico vivido en la plaza Dam durante la bienvenida oficial y la cena de gala posterior en la que participó la princesa Amalia, este miércoles ha estado marcado por una diversificación de las agendas: mientras el rey Guillermo Alejandro y el mandatario alemán se concentraban en el motor económico y energético del país,la reina Máxima y la primera dama compartían confidenciasen una jornada de marcado carácter cultural y social.

L’alleanza tra Maersk e Hapag Lloyd sta incrementando la capacità sulle rotte dall’Asia, dove raggiungerà a breve una quota di mercato di quasi il 30% Gemini, ovvero l’alleanza tra le compagnie container Hapag-Lloyd e Maersk, sembra prepararsi a una conquista sistematica del mercato delle rotte Asia-Mediterraneo, dove a breve raggiungerà una quota del 29,7%. Secondo una analisi di Sea-Intelligence, riportata da Loadstar, la partnership starebbe riversando capacità sul corridoio in questione, parallelamente ritirandola non solo dalle tratte dall’Asia verso le coste ovest ed est degli Usa, ma anche da quella di export verso il Nord Europa. Al riguardo, la società – sulla base di una analisi della varianza dei volumi – ha spiegato di star osservando una “riallocazione deliberata”, che si configura come una “massiccia offensiva di capacità altamente mirata, progettata per dominare la rotta Asia-Mediterraneo”. Il report di Sea-Intelligence prende come punto di partenza la situazione a giugno 2025 – momento in cui si ritiene che sia stata completata l’implementazione del network Gemini –, e utilizza la programmazione dei viaggi, con le relative navi assegnate, per misurare la capacità offerta, e da questa dedurre la quota di mercato. Dalla comparazione, ha rilevato come quella della tratta tra Asia e West Coast statunitense sia scesa dal 16% all’attuale 12,7%. Parallelamente, la market share di Gemini sul corridoio Asia – East Coast degli Usa è passata dal 20,7% di un anno fa al 17,9% di oggi, mentre quella tra Asia ed Europa settentrionale dal 27,8% è ora calata al 22,5%. Una evoluzione che gli analisti spiegano con il ridimensionamento del naviglio impiegato sulle tratte in calo. In particolare il collegamento Ae3 Asia-Europa settentrionale ha visto le navi di Gemini passare da una capacità media di 18.900 Teu ai 17.100 Teu di inizio anno, fino ai 13.200 Teu di maggio, in una fase in cui invece l’offerta in media si amplia per rispondere al picco estivo. Le navi ritirate, evidenzia Sea-Intelligence, si stanno spostando sulla rotta Asia-Mediterraneo, dove la quota di mercato dell’alleanza è destinata ad espandersi dal 23,5% del giugno 2025 al 29,7% del mese prossimo. Il potenziamento si osserva in particolare sulla linea Ae15, tra Far East e Mediterraneo orientale, dove la dimensione media delle navi salirà da 13.100 a 18.400 Teu, e nel lancio della quarta linea Asia – Med dell’alleanza, ovvero il servizio AE19, annunciato nei mesi scorsi e che scala porti di Mediterraneo orientale e occidentale includendo anche una toccata in quello saudita di Jeddah. Due mosse che insieme hanno portato Gemini ad avere “ampiamente superato quanto necessario per mantenere la propria quota di mercato di capacità di base”. Una strategia che sta differenziando l’alleanza tra Maersk e Hapag Lloyd dai suoi concorrenti quali ad esempio Ocean Alliance, che invece sta “distribuendo una capacità massiccia su tutte le principali rotte est-ovest”. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

Marine geophysical service provider PXGEO has joined forces with Norway’s state-owned energy giant Equinor to carry out testing of the next-generation underwater intervention drone (UID) technology for offshore inspection. PXGEO and Equinor have signed a one-year framework agreement to run autonomous inspection trials with theSaab Sabertooth UID. The work to be undertaken is expected to test and verify this UID technology, with the aim of validating autonomous behaviors for offshore inspection. As the first call-off for a test nearshore in Norway is already on the way, the Sabertooth will dock autonomously and inspect subsea infrastructure in AUV mode. This will be conducted using onboard sonar and cameras. The test represents PXGEO’s first step into a market where unmanned operations are becoming the standard. Peter Erkers, PXGEO’s Head of Strategy, commented:“This is our first commercial contract in autonomous subsea inspection and the right partner and platform to do it with.” This deal with Equinor follows PXGEO’stwo assignmentswith Petrobras-led consortia for the provision of seismic acquisition offshore Brazil. 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!

Attenzione concentrata su infrastrutture dual use, rischi cyber, Ets e “l’importanza di mantenere condizioni di parità, affrontando le distorsioni derivanti da asimmetrie normative, concorrenza sleale e alcune pratiche di paesi terzi” In occasione del Consiglio Ue dei Trasporti andato in scena a Lussemburgo gli Stati membri hanno approvato le conclusioni sulla strategia europea per i porti; nell’occasione è stato riaffermato il ruolo vitale che i porti svolgono nel rafforzare l’autonomia strategica dell’UE, nel garantire le catene di approvvigionamento critiche, nell’accelerare la transizione energetica e nel mantenere la leadership globale dell’Europa nel trasporto marittimo. Nelle conclusioni, la Commissione Europea viene invitata a valutare l’efficacia delle strutture di coordinamento e governance esistenti a livello Ue e, ove necessario, a istituire nuovi meccanismi a sostegno dell’attuazione. Si sottolinea poi “l’importanza di mantenere condizioni di parità, affrontando le distorsioni derivanti da asimmetrie normative, concorrenza sleale e alcune pratiche di paesi terzi”. Gli Stati membri chiedono che gli sforzi proseguano per “garantire un accesso equo al mercato per gli operatori europei nei mercati portuali di paesi terzi, in condizioni equilibrate e non discriminatorie”. Il Consiglio accoglie con favore anche l’intenzione della Commissione di fornire orientamenti sulla valutazione degli investimenti esteri nei porti dell’UE. “Pur sottolineando che i porti europei devono rimanere destinazioni attraenti per gli investimenti, gli Stati membri evidenziano che il controllo degli investimenti dovrebbe essere basato sul rischio, proporzionato e non discriminatorio. Particolare attenzione dovrebbe essere rivolta alla salvaguardia della sicurezza economica e alla prevenzione di un indebito controllo straniero sulle infrastrutture e sulle operazioni portuali critiche” è scritto. Nel corso del Consiglio è emerso poi anche un tema di sicurezza all’interno di un contesto “sempre più complesso, caratterizzato da minacce legate al terrorismo, al sabotaggio, alla criminalità organizzata, alla corruzione, agli attacchi informatici, alle minacce ibride e a quelle poste dai droni. In tale contesto, gli Stati membri accolgono con favore le iniziative esistenti e future volte a rafforzare la sicurezza e la resilienza delle infrastrutture portuali. Tra queste figurano l’Alleanza europea dei porti, una maggiore cooperazione con i partner internazionali e i paesi terzi, e la prossima proposta di un quadro UE che agevoli la cooperazione tra gli Stati membri in materia di controlli sui precedenti dei lavoratori portuali”. Oltre a ciò anche il tema della mobilità militare è stato centrale. “I porti svolgono inoltre un ruolo cruciale nella mobilità militare e nella prontezza difensiva dell’Europa. In quanto nodi essenziali per il movimento di personale e attrezzature militari, i porti contribuiscono direttamente alla resilienza e alla sicurezza dell’Unione” è scritto nel rapporto finale. “Gli Stati membri – si legge – sottolineano pertanto che l’attuazione della strategia portuale dovrebbe essere strettamente allineata con il lavoro in corso sulla mobilità militare, facilitando il rapido dispiegamento delle forze e garantendo la coerenza con gli sforzi intrapresi nell’ambito della Nato”. Un capitolo a parte merito il sostegno alla transizione energetica: “Le conclusioni auspicano un maggiore sostegno alla fornitura di energia elettrica da terra (offshore power system), alle reti intelligenti, all’elettrificazione e a una migliore integrazione nella rete, garantendo al contempo che gli investimenti rimangano economicamente sostenibili e in linea con la domanda effettiva”. A questo proposito gli Stati membri sottolineano inoltre l’importanza di accelerare la diffusione della rete elettrica, le procedure di autorizzazione e gli investimenti nelle tecnologie per l’energia pulita. Incoraggiano l’utilizzo dei proventi del sistema di scambio di quote di emissioni (Ets) dell’UE per sostenere la decarbonizzazione del settore marittimo lungo tutta la catena del valore, compresi il trasporto marittimo, le infrastrutture portuali e i combustibili alternativi. Al contempo il Consiglio europeo “riconosce le preoccupazioni relative all’impatto del sistema Ets e di altre normative in materia di clima sulla competitività dei porti dell’Ue, compresi i rischi di deviazione del traffico, delocalizzazione delle emissioni di carbonio e trasferimento degli investimenti”. La Commissione è pertanto invitata a continuare a monitorare tali effetti e, se necessario, a proporre misure correttive mirate, preservando al contempo gli obiettivi climatici dell’Unione e garantendo l’allineamento con i quadri normativi internazionali. Affrontando il tema della coesione sociale e dei posti di lavoro di qualità, le conclusioni sottolineano l’importanza di garantire condizioni di lavoro sicure e di investire nella formazione, nella riqualificazione e nello sviluppo della forza lavoro per sostenere la trasformazione tecnologica del settore. Particolare attenzione dovrebbe essere dedicata ad attrarre donne e giovani verso le carriere nei settori marittimo e portuale”. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

Brazilian state-owned energy giant Petrobras has decided to join Equinor Brasil Energia, a subsidiary of Norway’s state-owned energy giant Equinor, in an offshore block located in the Campos Basin off the coast of Brazil. Petrobras has entered into an agreement with Equinor for the acquisition of a 50% interest in theItaimbezinho blockwithin the offshore area of the Campos Basin to maximize synergies in a region where the company is already developing neighboring assets, also in partnership with the same company, such as theRaia projectand theJaspeexploration license. The Brazilian giant emphasized:“This transaction reinforces the importance and relevance of exploration activities in Brazil and is aligned with the company’s long‑term strategy, aimed at replenishing oil and gas reserves through the exploration of new frontiers and operating in partnership.” Upon completion of the transaction, the consortium for the Itaimbezinho block will be composed of Equinor (operator, 50%), Petrobras (50%), and Pré-Sal Petróleo S.A. (PPSA), as the manager of the production sharing contract (PSC). The assignment process will be submitted to Brazil’s Administrative Council for Economic Defense (CADE) and the National Agency of Petroleum, Natural Gas and Biofuels (ANP). The completion of the transaction is subject to the fulfillment of precedent conditions, including the applicable governmental and regulatory approvals. This content is available after accepting the cookies. Petrobras widens its oil & gas footprint in Brazil’s Campos Basin Meanwhile, Petrobras recentlyapprovedtwo oil and gas developments in Brazil’s Sergipe Alagoas Basin andtappedSBM Offshore to provide two floating production, storage, and offloading (FPSO) units for these projects. 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!

ByOLIVIA ALLHUSEN, FOREIGN NEWS REPORTER Published:09:13 BST, 10 June 2026|Updated:11:34 BST, 10 June 2026 A British sailor has been rescued just two days into his attempt to cross the Atlantic in a tiny 3ft 11in boat. Andrew Bedwell, 52, was hoping to fulfil his dream of breaking the world record for the smallest vessel ever to cross the ocean - a feat that has stood for more than 30 years. Mr Bedwell set sail from Newfoundland,Canada, bound for the UK on June 4, but was forced to issue a mayday call to the Canadian Coast Guard on June 6. His vessel, Big C V2, had to be abandoned at sea during the rescue. It was the second time he had attempted the crossing. His previous homemade vessel, Big C, was shelved after it sank on the first day of a 2023 voyage. Mr Bedwell, from Scarisbrick, Lancashire, previously said he hoped to raise money forCancerResearch UK after losing both his parents to the disease. But following his latest setback, he has decided to fly home to Britain and move on from the record attempt. An update from blogger NL Maritime said: 'Many people have been asking what happened to Andrew Bedwell and Big C V2 during the latest attempt to cross the Atlantic in the world's smallest ocean-going boat. A British sailor has been rescued just two days into his attempt to cross the Atlantic in a tiny 3ft 11in boat Andrew Bedwell, 52, was hoping to fulfil his dream of breaking the world record for the smallest vessel ever to cross the ocean - a feat that has stood for more than 30 years Mr Bedwell set sail from Newfoundland, Canada , bound for the UK on June 4, but was forced to issue a mayday call to the Canadian Coast Guard on June 6 'What we know so far is that Andrew departed St John's, Newfoundland, on June 4 and had been at sea for only a couple of days when the voyage came to an unexpected end.' The post added: 'On June 6, the Canadian Coast Guard received a request for assistance from Andrew while he was approximately 120km east of Grates Cove, Newfoundland. 'The Coast Guard vessel CCGS Sacred Bay responded, successfully recovering Andrew at around 2.15pm local time before bringing him safely ashore at Old Perlican. 'The good news is that Andrew is safe. The bad news is that Big C V2 was abandoned at sea, bringing this latest record attempt to an end.' The current record holder for the smallest vessel to cross the Atlantic is Hugo Vihlen, who completed the journey in 1993 aboard Father's Day, a boat measuring 5ft 4in. Before setting off, Mr Bedwell said: 'I'm so excited, but this is a huge challenge for me as well. 'Some say getting to the start is the hardest part - I hope so, and then I can look forward to doing what I love.' Following the failure of his 2023 attempt, Mr Bedwell built a new vessel, Big C V2, which was made from tougher aluminium, was fractionally larger than its predecessor and had a top speed of 4.2mph. Pictured: The Big CV2 moored at Petty Harbour, Newfoundland He originally hoped to undertake the challenge last May but postponed the voyage to carry out further sea trials. In April, he shipped the tiny boat from Britain to Newfoundland and spent several weeks ensuring everything was in 'good working order', according to friend Rita Taylor. Taylor, 29, who hosted Mr Bedwell and his friend Gordon in Canada, said: 'Last time was too rushed - the boat was craned in on the day he planned to set off. 'This time it allowed him and Gordon to monitor and check on it to ensure everything was fine before launch day.' Mr Bedwell's boat was towed four-and-a-half miles off the coast of Canada beyond Cape Spear, the easternmost point in North America. The move was intended to help him avoid winds that could have pushed him back towards shore, as the vessel could only sail effectively with the wind behind it. Taylor said: 'The vibe on board was very positive. Everything felt good and Andrew's spirits were high. 'The conditions were the best he was going to get - calm waters with a southwesterly wind at force three, around 10mph. 'The tow out was very smooth. The boat was moving with the wind and bobbing well in the water. 'Andrew climbed into the boat and checked that everything was all good. He seemed confident. 'When it came to the release, it was very clean and smooth. 'The wind changed for the better when we got past Cape Spear. His sails picked up straight away and he began sailing in the right direction. 'Andrew setting off was a huge sigh of relief after last time. 'Everyone on board and at home was excited and confident he was going to succeed.' Standing 6ft 2in tall, Mr Bedwell was forced to spend most of the journey crouched in a slightly extended foetal position inside the vessel. In rough conditions, he said he would be strapped into a seated position inside what he described as an 'upgraded wheelie bin'. He also revealed he had packed just 98 days' worth of food for the crossing. Despite freezing temperatures, choppy seas and even the risk of icebergs, Mr Bedwell insisted before departure that he was not nervous. Instead, he said the hardest part would be being away from his wife and daughter, whom he described as his 'rocks'. The sailor said he hoped to have enough power onboard to stay in touch with them via satellite phone. As well as raising money for Cancer Research UK, he said he hoped the challenge would inspire others to pursue their dreams.

Pure Ballast di Itelyum è stato collaudato da Autorità Marittima, Adsp, Arpa Fvg e tecnici della Regione “È entrato ufficialmente in servizio Pure Ballast, il primo e unico impianto mobile in Italia dedicato al trattamento delle acque di zavorra provenienti dalle navi”. Ne ha dato notizia la società produttrice Itelyum Sea Fvg: “Le acque di zavorra, utilizzate dalle imbarcazioni per garantire stabilità e sicurezza durante la navigazione, rappresentano da decenni una delle principali vie di diffusione di specie acquatiche aliene e microorganismi potenzialmente dannosi per gli ecosistemi locali. Un problema riconosciuto a livello internazionale già dalla fine degli anni Ottanta e affrontato dall’International Maritime Organization attraverso la Convenzione internazionale per il controllo e la gestione delle acque di zavorra”. Itelyum ha ricordato come “grazie al Progetto Aliena (Interreg Italia Croazia 2021-2027), di cui Arpa Fvg è partner, sono state stimate nel Mediterraneo circa 1.100 specie non indigene, delle quali circa 217 nel solo Adriatico e quasi 90 nel Golfo di Trieste. Si stima che almeno il 50% delle specie aliene nel Mare Adriatico siano state introdotte attraverso il traffico navale, rappresentando così il principale veicolo di introduzione per queste specie”. Secondo la società “l’entrata in funzione di Pure Ballast consente oggi ai porti di Trieste e Monfalcone di disporre di un servizio altamente specializzato per il trattamento delle acque di zavorra direttamente in banchina, contribuendo concretamente alla protezione dell’ecosistema dell’Alto Adriatico. L’impianto, completamente containerizzato e trasportabile, può operare in prossimità delle aree portuali e garantisce una capacità di trattamento fino a 300 metri cubi all’ora. Il processo si basa su una combinazione di filtrazione e trattamento mediante raggi ultravioletti (UV): una tecnologia che consente di eliminare particelle, organismi e microorganismi presenti nell’acqua senza ricorrere a sostanze chimiche, restituendo acqua trattata conforme agli standard internazionali”. “La tutela della biodiversità marina e la prevenzione dell’introduzione di specie invasive rappresentano una sfida globale che richiede strumenti concreti e innovativi. Con l’entrata in servizio di Pure Ballast mettiamo a disposizione del territorio una tecnologia unica nel panorama nazionale, capace di coniugare efficienza operativa e protezione dell’ambiente” ha sottolineato Alessandro Bullo, AD di Itelyum Sea Fvg. La nuova soluzione è stata collaudata alla presenza dell’Autorità Marittima, dell’Autorità di Sistema Portuale del Mare Adriatico Orientale, dei tecnici della Regione Friuli-Venezia Giulia e di Arpa Fvg, confermandone la piena funzionalità. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

“Soddisfazione reciproca per Assiterminal e il Gruppo Spinelli che riprendono un importante sodalizio associativo, in un contesto portuale dominato dai mutamenti indotti da fattori transnazionali geopolitici, economici e tecnologici, che sempre più frequentemente condizionano la fluidità dei traffici commerciali e le regole che li governano”. Lo ha riportato una nota dell’associazione aderente a Confindustria. Nella cui sezione Terminal Operator di Genova, Mario Sommariva, presidente del gruppo Spinelli, è stato recentemente chiamato alla carica di vicepresidente: “Per Assiterminal, l’Associazione Italiana Port & Terminal Operator, l’ingresso di Spinelli conferma il ruolo strategico di corpo intermedio che svolge da oltre 25 anni nel settore della logistica portuale, favorendo visione comune, senso di responsabilità e risposte comuni condivise. Per il Gruppo Spinelli, che vanta decenni di attività costantemente in crescita, l’ingresso in Assiterminal assume un significato di confronto, dialogo e sinergia, necessari al bene e alla crescita competitiva dei sistemi nei quali il Gruppo opera in Italia”. Da evidenziare come l’ingresso in Assiterminal segua di poco, per Spinelli, quello in Alis, associazione ‘a trazione’ del gruppo Grimaldi in rapporti di costante collaborazione con Assiterminal. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

Por Redacción PortalPortuario @PortalPortuario La Autoridad Portuaria de Sevilla (APS) participó en el encuentro comercial organizado por Andalucía Trade, que contó con la participación de representantes de autoridades portuarias, operadores logísticos y representantes del sector marítimo-portuario procedentes de Bélgica, Países Bajos, Polonia, Italia y Reino Unido, con el objetivo de dar a conocer las infraestructuras, servicios y oportunidades de negocio que ofrece el sistema portuario andaluz. Con esta acción, el Puerto de Sevilla y Andalucía Trade buscan fortalecer las relaciones con los principales operadores y autoridades portuarias europeas, favoreciendo la identificación de nuevas oportunidades de colaboración, inversión y desarrollo de tráficos marítimos. La misión ha comenzado con la visita al Puerto de Sevilla, único puerto marítimo de interior de España, seguida de una reunión con la Comunidad Portuaria. El director de la Autoridad Portuaria de Sevilla, Ángel Pulido, ha acompañado a la delegación en un recorrido por el Distrito Logístico de Batán, donde convergen la terminal de contenedores, la terminal ferroviaria y la Zona de Actividades Logísticas (ZAL); así como por el Muelle Norte, especializado en el movimiento de productos siderúrgicos y agroalimentarios. Asimismo, el grupo ha visitado la zona industrial del Polígono de Astilleros, donde se fabrican grandes estructuras metálicas para el sector eólico marino, entre ellas secciones de torres destinadas a parques offshore. Posteriormente, la comitiva se ha desplazado a la esclusa, donde ha conocido distintos proyectos de innovación y digitalización orientados a optimizar la navegación por la Eurovía del Guadalquivir y mejorar la gestión del tráfico ferroviario. La visita ha concluido con una sesión de networking junto a representantes de las principales empresas que integran la Comunidad Portuaria de Sevilla. La iniciativa ha permitido a la delegación internacional conocer de primera mano las capacidades de los principales enclaves portuarios de Andalucía mediante visitas técnicas al Puerto de Sevilla y, posteriormente a los de Huelva, Cádiz y Algeciras, considerados nodos estratégicos para el comercio internacional, la logística y las cadenas globales de suministro. El Puerto de Sevilla es uno de los principales nodos logísticos del sur peninsular. Ubicado en una de las mayores áreas metropolitanas del país, con más de 1,5 millones de habitantes, cuenta con una destacada capacidad operativa gracias a su carácter multimodal, sus conexiones marítimas, ferroviarias y terrestres, y una superficie superior a las 850 hectáreas destinada al desarrollo de actividades logísticas, industriales y portuarias.

A friend of mine sent me links to anew paper published by AWS engineers, and anassociated LinkedIn postwhich claims: We got lean, resilient, massive aggregation fabrics that provide 33% better throughput with 69% fewer routers, savings 27% of costs, cutting power usage by 40%, and reducing CO2 emissions. The obvious question one should ask after reading the hyperventilatedRadical Network Redesignblog post is thus: is this the end of leaf-and-spine networks? Of course not. Let’s go into the details. What exactly did they do?They rediscovered the wayPlexxi tried to build data center fabrics. Instead of spine switches, Plexxi tried to connect leaf switches directly, first with CWDM (they were dreaming about dynamic leaf-to-leaf bandwidth), later with a prewired middlebox (what AWS engineers call ShuffleBox). Obviously, you’d waste a lot of bandwidth that way, as there are always some leaf switches that do not exchange traffic even though they have a direct link. Plexxi solved that with unequal-cost multipathing (the traffic also uses longer paths, not just direct links); the AWS blog post calls that Routing through Randomness. As anyone who has tried to understandLFAknows,unequal-cost multipathingonly gets you so far. If you want further increases in link utilization, you need “proper” traffic engineering, which requires virtual circuits (and thus an extra layer of encapsulation). Whether you use MAC frames1, MPLS, SRv6, or pigeons for that extra layer does not matter. How could a prewired ShuffleBox be random?Yeah, that was the first major trigger of my bullshit meter. First, I thought they were using optical switches (which might turn out to be as expensive as traditional spine switches due to lower production volumes), but after reading the article, I got the impression they split the switch uplinks into individual lanes (for example, there are four 100GE lanes in a 400GE uplink port), and prewired the lane-to-lane matrix in the ShuffleBox, which makes it as random as theXKCD random number generator. It’s worth noting thatPlexxi did exactly the same thingto get rid of CWDM costs, and that lane splitting is an ancient method we used more than a decade ago tomake our lives miserablebuild larger leaf-and-spine fabrics (some details). They claim they used optimization methods to find the best partial mesh between N switches having D uplinks. The result is probably optimal (under some constraints) and might look random to a casual observer, but there’s nothing random in it. The arXiv paper correctly calls it a Quasi-Random Graph; that nuance is lost, for obvious reasons2, in the blog posts and similar promotional material. Could they get better throughput than leaf-and-spine fabrics?In an apple-to-apple comparison, of course not. Iexplained that ages ago, but of course nobody reads old stuff, so let’s do another simple thought experiment: In an environment with many small flows (to make load balancing work well), it’s thus IMPOSSIBLE to get better total throughput in a partial mesh than in a leaf-and-spine fabric with no core oversubscription, and it DOES NOT MATTER what the traffic profile is as long as the leaf switch uplinks are the congestion points. The details are left as an exercise for the curious reader. But they claim they got better throughput in the arXiv paper!Yeah, I tried to figure that out, but failed. It looks like they used a simulation to generate the throughput graphs, but the source code is not available3, so for someone not familiar with the topic, it’s hard to know exactly what they did. Also, they compare their solution tofat treeswithout defining the parameters of the fat trees they’re using; let’s assume they mean “multi-layer non-oversubscribed leaf-and-spine fabric.” I could think of several relatively simple explanations for their results: I missed a crucial point in the paper: they need more uplinks on the leaf switches to achieve the same oversubscription ratio as a comparable leaf-and-spine fabric. From Section 2 of the paper: “But an expander that is performance-equivalent to a fat tree may need more ToR uplinks (fabric-facing ports) because some uplink capacity is consumed by traffic relayed for other ToRs.” That requires more leaf switches, but a big enough fabric still uses fewer active elements (switches), resulting in lower power consumption. On thecost reductionside, they’re calculating savings from fewer fabric switches but do not mention the total cost of the fabric, including ShuffleBoxes. Other than that (and unequal-cost multipathing), they use the same multipath transport protocol (SRD) in both cases, but not any extra tricks like packet spraying. I would love to believe there’s some magic solution out there that works better than an optimally implemented leaf-and-spine fabric, but I don’t think the laws of physics agree with that sentiment. However, according toClarke’s First Law, I could also be missing something obvious; in that case, please leave a comment. Does it matter?It’s an interesting approach, and most probably more than good enough for most use cases. After all, I always told people to connect four leaf switches into a full mesh instead of wasting time on a spine layer. I don’t believe it gives you more throughput, but I totally agree it uses less power (ShuffleBoxes are probably passive elements). Should we expect similar solutions in enterprise-sized data centers? Probably not. There might be a reason Plexxi got nowhere4. Also, as long as Fortune 50 companies needless than a dozen switches to build two data centers(based on a true story), optimizing the fabric design might not be the best investment of everyone’s time. On the other hand, if you build fabrics with tens of thousands of switches, you should definitely take a closer look. If you do, I’d love to hear your comments. Using destination MAC address as virtual circuit ID. Sounds crazy, but I’ve seen crazier things.↩︎ A research paper published by a hyperscaler is often a thinly-veiled recruitment drive. See alsoOpenFlow @ GoogleandGoogle BeyondCorp.↩︎ In the clarifications the authors sent me, they said, “The throughput simulations are implemented as linear programs (multi-commodity flow), a standard approach whose formulation is described in the paper.”↩︎ If you believe in the unlimited magic of novel approaches, please feel free to blame the HP acquisition.↩︎