Porti & ambiente — le notizie raccolte

Noble Corporation, a U.S.-based offshore drilling giant, has lined up a new multi-well drilling assignment for one of its semi-submersible rigs with the UK-headquartered energy giant BP on the UK Continental Shelf (UKCS). Noble has secured a three‑well drilling contract with BP for the 2016-builtNoble GreatWhiteharsh environmentsemi-submersible rig, which has been renamedNoble Claus Bachmann. As a result, the rig will embark on a drilling campaign off the coast of the United Kingdom next year. The deal, which has an estimated duration of 150 to 210 days, comes with a day rate of $320,000, plus a $5 million mobilization fee. With a maximum drilling depth of 35,000 feet (10,670 meters), the semi-sub is capable of working in water depths of 9,840 feet (3,000 meters). The rig owner explains that the work is expected to begin in Q2 2027, directly preceding the firm’supcoming contractwith Aker BP in Norway, supporting continuity of operations in the region. Blake Denton, Noble’s SVP of Marketing & Contracts, commented:“This contract represents expansion of our scope with a key client ahead of operations in Norway with Aker BP. “We are equally proud to honor Claus Bachmann’s enduring impact on Noble by renaming the Noble GreatWhite to the Noble Claus Bachmann before operations commence. This recognition underscores a tenure defined by consistency, trust, and sustained performance.” Following a series of deals totaling approximately $565 million, Noble’scontract backlogon April 27, 2026, was $7.5 billion, excluding mobilization and demobilization revenue. 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!

Canarias Ahora El puerto de Las Palmas realizó en la noche de este lunes el primer suministro de gas natural licuado (GNL) alfast ferry Mercedes Pintode Baleària Canarias, que se estrenó el pasado viernes en la ruta entre Tenerife, Gran Canaria y Fuerteventura para reforzar la conectividad en el archipiélago. La operativa supone todo un hito para el transporte marítimo en las islas, ya que se trata del primer suministro de GNL que se realiza en el Puerto de Las Palmas y el primero con cisternas que Baleària realiza a un buque en Canarias. El abastecimiento se llevó a cabo en el muelle Juan Sebastián Elcano mediante el sistema MTTS (Multi Truck To Ship), que permite el suministro simultáneo desde varios camiones cisterna hasta los tanques del buque. En concreto, la operación se realizó con dos cisternas y un suministro de 600MWh, bombeando ambas unidades de forma simultánea. El caudal de bombeo fue de 600 l/min. por cisterna, consiguiendo un caudal de bombeo total de 1.200 l/min. Según ha informado la Autoridad Portuaria de Las Palmas, esta operativa refuerza la capacidad técnica y logística del Puerto para acoger suministros de combustibles más ecoeficientes, y en esta línea, Baleària Canarias da un paso más en su compromiso con la ecoeficiencia, la innovación tecnológica y la mejora continua de sus servicios en el archipiélago. El director general de Baleària, Georges Bassoul, señaló que “con esta operación de suministro, Baleària Canarias da un primer paso para impulsar el desarrollo y suministro regular de estos combustibles sostenibles en el archipiélago, con el objetivo de seguir avanzando hacia una movilidad marítima más eficiente y ambientalmente responsable” La presidenta de la Autoridad Portuaria de Las Palmas, Beatriz Calzada, agradeció a Baleària su confianza en el Puerto de Las Palmas y subrayó: “Para nosotros, esta operación supone el pistoletazo de salida en suministro de combustibles menos contaminantes. Se trata de una actividad que hemos declarado estratégica para nuestro puerto y debemos poder suministrar cualquier tipo de combustible que los barcos necesiten y demande el mercado”. Con una inversión de 128 millones de euros, elMercedes Pintose posiciona como un referente en ecoeficiencia dentro del transporte marítimo de alta velocidad. El buque está equipado con motores duales que permiten el uso de gas natural (GNL) y biogás, un combustible neutro en emisiones de CO₂. Cabe recordar que el grupo Baleària mantiene desde hace años una apuesta firme por el gas natural como combustible de transición en el transporte marítimo, ya que permite reducir las emisiones de CO2 y NOx, así como eliminar las emisiones de azufre y partículas, avanzando hacia una movilidad marítima más eficiente y ambientalmente responsable. Además, ha empezado a usar en determinadas rutas en biogás, un combustible que permite operar con cero emisiones netas, en el marco de su estrategia de descarbonización.

La Autoridad Portuaria de Las Palmas (APLP) y la empresa de transporte marítimo Baleària Canarias han completado con éxito el primer suministro de gas natural licuado (GNL) a un buque en el archipiélago canario. Esta operación pionera se ha desarrollado en las instalaciones del muelle Juan Sebastián Elcano, situado en el Puerto de Las Palmas, y ha tenido como destinatario al fast ferry Mercedes Pinto, un moderno barco de la citada naviera. Según ha detallado la propia institución portuaria en un comunicado oficial emitido este martes, este hito representa el primer abastecimiento de GNL con cisternas que se lleva a cabo dentro del recinto portuario de la capital grancanaria. Asimismo, se trata de la primera operación de estas características que la compañía naviera ejecuta en las islas, consolidando su apuesta por la innovación tecnológica e infraestructural. Para realizar este complejo procedimiento, los técnicos han empleado el avanzado sistema logístico conocido como Multi Truck To Ship (MTTS). Este método de vanguardia permite el suministro simultáneo de combustible desde varios camiones cisterna directamente hasta los tanques de almacenamiento de la embarcación, lo que optimiza sensiblemente los tiempos de recarga y mejora la eficiencia operativa de los muelles. En concreto, el proceso de repostaje marítimo se ha llevado a cabo conectando dos unidades de transporte por carretera y ha alcanzado un suministro total de 600 MWh de energía. El bombeo desde ambas cisternas se realizó de manera paralela con un flujo de 600 litros por minuto en cada unidad. Gracias a esta sincronización, los operarios lograron alcanzar un caudal de bombeo de 1.200 litros por minuto, lo que demuestra la alta capacidad de las infraestructuras empleadas. La presidenta de la Autoridad Portuaria de Las Palmas, Beatriz Calzada, ha expresado su agradecimiento por la confianza depositada por la naviera y ha asegurado que esta exitosa operación supone "el pistoletazo de salida en suministro de combustibles menos contaminantes". De igual modo, ha querido reivindicar el papel de las instalaciones al recordar que el puerto es líder en servicios de bunkering en el Atlántico Medio y ocupa el segundo lugar en todo el sistema portuario español. Según la presidenta, se trata de una actividad que han calificado de "estratégica" y en la que continúan trabajando con la meta de almacenar y suministrar GNL de forma habitual. Por su parte, el director general de Baleària, Georges Bassoul, ha subrayado que con este repostaje la empresa da "un primer paso para impulsar el desarrollo y suministro regular de estos combustibles sostenibles en el archipiélago". En la misma línea, el directivo ha dejado claro que el gran objetivo de la naviera pasa por "seguir avanzando hacia una movilidad marítima más eficiente y ambientalmente responsable", adaptándose así a las exigencias del mercado y los nuevos retos del sector comercial. El buque protagonista de esta jornada, el Mercedes Pinto, ha requerido una inversión de 128 millones de euros para su construcción y puesta en servicio. Esta embarcación se ha incorporado recientemente a la flota para cubrir la ruta que conecta las islas de Tenerife, Gran Canaria y Fuerteventura. Entre sus especificaciones técnicas más destacadas, el buque está equipado con motores duales de última generación que permiten tanto el uso de GNL como de biogás, un recurso calificado como un combustible neutro en emisiones de dióxido de carbono que refuerza el compromiso empresarial con el medio natural y el mercado libre.

While visiting family in St. Petersburg, Florida, in November 2024, I found myself walking down a quiet residential street in Shore Acres, a low-lying, bayfront neighborhood not far from where I grew up. Two months earlier,Hurricane Helenehad sent several feet of water into homes here, even though the center of the storm had stayed far offshore. Just days after Helene,Milton made landfallnearby as a major hurricane, inflicting substantial wind damage. What I saw on that autumn morning was a scene of starkly unequal neighborhood recovery: Dozens of older homes, most built during the area’s postwar building boom, were in a state of shocking disrepair. Shattered drywall, warped kitchen cabinets, broken glass – entire interiors poured out into the street in piles, at times as high as I am tall. On the same street, I also saw pristine newer homes that looked untouched. Raised on posts far above their neighbors – in line with newer building codes – there was no sign that a major storm had recently clawed through the neighborhood. As the sound of buzz saws and hammers rang in my ears, I noticed “for sale” signs in front of many storm-damaged homes. Building back after a storm is a trying business, and it appeared some had called it quits. For over a decadeI’ve been researchinghow property markets adapt to the changing financial realities of climate change in Florida, the Netherlands and beyond. On this street, I saw a community slowly unraveling as climate shocks – and the subsequent market responses to them – have reshaped the cost of living. These costs are driven by more than major disasters. Soaringproperty insurance ratesare repricing life in the Sunshine State, and this is likely to worsen as hurricanes intensify in the coming years. But the current way we manage these risks and costs isn’t the only option. In Shore Acres and elsewhere, the climate crisis becomes tangible when you receive your annual homeowners insurance bill. Sustained, year-over-year price increases have beenwell documentedin Florida and other states. It isn’t uncommon tohear local news storiesabout neighbors who are seriously struggling to keep up with insurance payments. Nor is it surprising to learn that a neighbor has been dropped by yet another insurer, or that they’re being asked to replace their roof if they want coverage from a new carrier. These seemingly mundane experiences reflect the structural importance of insurance in ourhousing finance and climate risk management systemsin the United Statesandbeyond. In Florida, where individual and collective fortune is built on property value and housing markets,insurance markets are particularly vital. Without insurance, you and I wouldn’t be able to get – or keep – a mortgage. Without mortgages, buyers would lose access to a market, causing home prices to fall. The real estate market, and all the jobs wound up in it, would stutter. The property tax base would fall, and with it, local governments’ budgets would drop. A downward financial spiral ensues. Even those who can afford to stay suffer losses in home equity and lifestyle as the community around them disintegrates or disappears. This played out during the2008 subprime mortgage crisisand subsequent economic recession. And this isn’t just a problem for homeowners – costly insurancealso affects rentersandaffordable housing providers, as landlords pass on costs to tenants, defer maintenance, postpone new building or face financial distress. Some individuals, neighborhoods and cities can afford to pay their way out of this spiral. They can build costly infrastructure to mitigate storm damage, absorb losses and rebuild after a disaster. Case studies from Miamishow how climate risk already is beginning to sort neighborhoods by wealth, resilience and insurability. High insurance costs could further push affordable homeownership out of reach in places like Miami Gardens and similar communities, where housing costs are on the rise. Meanwhile, investors are buying elevated land that is less likely to flood in communities like Little Haiti, displacing communities and limiting their access to affordable housing. Homeowners rely on insurance topool risksso that no individual absorbs the full cost of a shock. But as for-profit insurers look to protect themselves from growing losses, they necessarily become much more selective about who gets protection and at what cost. But this piecemeal, property market-driven form of adaptation defers a larger and more expensive collective reckoning: What happens if larger numbers of residents can no longer afford to stay, or otherwise decide the risks are too high, andmove elsewhere? Where do they go, and what becomes of the places they leave behind? In other words, risk sharing becomes risk sorting. And without strong mechanisms to counter this, a split occurs in places like Shore Acres. Florida’s coastal communities already are showing signs of this “splintering protectionism” – a patchwork of individuals and neighborhoods that are financially protected or excluded under growing climate risk. These patterns oftenrecall and reinforcehistoric forms ofracial and economic injustice in Florida housing marketsandmore broadlyin the U.S. One immediate response would be to create public policies that make adaptation and insurance work better together. In other words, homeowners need help both with storm-proofing their homes to reduce damage up front and with paying to repair and rebuild when necessary after a storm. The state of Florida has gradually built acomplex systemof semipublic insurance institutions, but it hasn’t meaningfully tackled resilience at the home and neighborhood scale. Efforts to stimulate private financial market solutions for homeowners haveproven challenging, in part because individuals and private markets cannot coordinate comprehensive community adaptation strategies. ManyU.S. and international reform proposalsfocus on linking insurance backstops, such as expanded public insurance options, to concrete measures that stimulate home- and community-level resilience, including stronger building codes, home retrofitting, new infrastructure and better spatial planning. These proposals recognize that leaving decisions about adapting houses located in vulnerable areas up to individual homeowners is ineffective. Those who can afford it may make expensive updates to their homes if they think the risks are high enough, but those who can’t afford it are simply out of luck. Public institutions like thehousing resilience agenciesproposed by theClimate and Community Institutecould help connect insurance and adaptation in new ways. Extensive international case studies also provide a richbasis for reimaginingour insurance and resilience institutions. Local, state or even federal versions of these agencies could offer consumer insurance for individuals alongside adaptation investment programs as a one-stop shop. These agencies could pool risks through a single-payer insurance system and reduce those risks through investment in resilience measures. As government agencies, they would be focused on long-term safety and affordability rather than making a profit. Such agencies could also incorporate transparent and democratic decision-making, giving more power to communities over decisions that are typically “black-boxed” by private market actors. Regardless of how Florida chooses to move forward, insurance reform debates should not lose sight of thesefundamental questions: What, and who, are we trying to protect, on what time horizon, and at what costs? The current system is already answering these questions, deciding the fate of Shore Acres and any number of similar communities. The risk-sorting dynamic that’s driving adaptation is also opening new and deepening existing financial fault lines in neighborhoods like this. On one side are those who can afford high insurance rates and the costs of protective measures, such as storm shutters. On the other side are those who can’t afford insurance or to rebuild their ruined homes after a storm. I believe Florida’s challenge is not simply to stabilize insurance markets, but to create new forms of collective protection that connect finance, risk reduction and decisions about how communities live with climate risk.

MARTINA MISER En la cubierta de un barco bateeiro, con el mar de A Illa a sus espaldas, los convocantes de la manifestación que el próximo domingo se celebrará en etsa localidad arousana explicaron este martes las claves de esa protesta. Será una movilización por tierra y por mar. Por tierra, confían en que sean miles de personas las que a mediodía se reúnan en la entrada de la localidad, en O Bao, para caminar juntas hasta el muelle de O Xufre. Por mar, aspiran a reunir medio millar de embarcaciones. No será un reto fácil de cumplir: los mariscadores que se han acogido al cese de actividad han tenido que entregar los roles de sus lanchas y no podrán sumarse, por tanto, a la protesta. Quienes sí estarán serán numerosas embarcaciones tradicionales de la ría. Así lo aseguró Salvador Allo, que habló en nombre «das embarcacións e dos oficios tradicionais, que están desaparecendo». Allo contó la vieja historia de dos dornas cuyos patrones, en un día de mal tiempo, tomaron dos decisiones distintas: uno actuar para salvarse de la tormenta, mientras el otro se enrocaba en un «deixa ir». «Deixar ir nunca chegou a terra», dijo Salvador Allo. Y es que inhibirse de los problemas, fingir que no están ahí, no evita que se sufran las consecuencias. Así que hizo un llamamiento a la ciudadanía de toda la ría para salir a movilizarse. «As empresas, se queren estar aquí e usar o noso», teñen que respectalo, sentenció. Antes de que Salvador tomase la palabra, los representantes de las tres plafaformas convocantes tomaron la palabra. Por la PDRA, Xaquín Rubido, Xocas, fue contundente. La ría de Arousa ha tocado fondo «ante a pasividade absoluta da Xunta de Galicia». A lo largo de los últimos años, todos los pasos que se han dado desde la Administración autonómica, dijo, parecen responder a un único objetivo: cansar a la gente del mar y provocar su salida de este, creando el escenario perfecto para «cambiar o modelo produtivo» y abrir las puertas de la ría «a empresas multinacionais que explotarán os nosos recursos, xerarán máis contaminación, xerarán moitos menos postos de traballo e levarán os beneficios de aquí». Xocas utilizó los datos de producción tanto del sector marisquero como del bateeiro para ilustrar ese decilve productivo en el que el mar arousano lleva inmerso desde hace años. Solo en los últimos tres, la caída de la producción ha sido de un 90 % en «especies senlleiras da nosa ría», como la almeja babosa, la fina o el berberecho. La prioridad debería ser ahora revertir esa situación, pero en lugar de ello, dicen desde la PDRA, la Xunta «nos quere impor proxectos contaminantes» y antagónicos: Altri, la mina de Touro-O Pino, el almacén de betún del puerto de Vilagarcía o la eleción del punto de vertido para el dragado del Lérez. Por la plataforma vecinal Mina de Touro-O Pino Non, habló Che Cancelo, quien hizo hincapié en que «se a estas alturas non en en marcha Altri e non se reabriu a mina non é porque haxa argumentos na súa contra, que os hai, e todos, se non pola forza de todo un pobo e pola presión que exerceu. Foi esa presión a que obrigou á Xunta a retrasar eses proxectos». La elección de las palabras que empleó Cancelo fue cuidadosa. «Falo de retrasar porque nin as empresas depredadoras renunciaron, nin a Xunta fixo outra cousa que dar largas». Por esa razón considera necesario que la movilización social continúe. «Non nos van cansar, porque nos estamos a xogar o noso modo de vida e o noso futuro», advirtió. De futuro también habló Juan Pedro Sánchez, presidente de la plataforma Altri Non. Señala que los vecinos y vecinas a quienes representa «nunca nos deixamos enganar cos anuncios da Xunta» que dan por cerrado el tema de la pastera. Convencidos de que la intención de la Administración es resucitar el proyecto en cuanto baje la vigilancia social, prometen mantenerla viva. «Manteremos a loita fronte ao engano», sentenció.

France-based geophysical services company Viridien, formerly known as CGG, has joined forces with Norway’s oil and gas player Aker BP to bolster hydrocarbon search by enhancing multi-client ocean bottom node (OBN) seismic data acquisition, imaging, and technology development on the Norwegian Continental Shelf (NCS). Viridien and Aker BP have entered into a strategic partnership agreement to strengthen collaboration across multi-client OBN seismic and geoscience workflows for exploration on the Norwegian Continental Shelf, with the aim of accelerating the discovery and development of additional reserves. This agreement establishes a five-year co-operation framework designed to align strategy and bring consistent effort to innovation and technology development, intending to optimize exploration efforts off the coast of Norway. Petter Sørhaug, Exploration & Reservoir Development at Aker BP, commented:“Our strategic partnership with Viridien supports Aker BP’s ambition to deliver profitable and sustainable growth on the Norwegian Continental Shelf. We have built a close and constructive collaboration with Viridien over time. This agreement is a natural extension of our cooperation, and it also follows Aker BP’s strategy to transform exploration and production through selected strategic partnerships. “Aker BP sees ocean bottom node seismic as a key enabler for improved imaging and higher-quality subsurface data, both in exploration and field development. Together with Viridien we will further strengthen our capabilities in seismic acquisition, imaging, and processing to unlock greater value from our portfolio.” The partnership, which combines the Norwegian player’s operational experience with the French firm’s imaging technology and expertise, also expands the latter’s multi-client OBN coverage to support large-scale exploration. Dechun Lin, Head of Earth Data, Viridien, underlined:“This multi-year agreement reflects Viridien’s strategy for long-term collaboration and investment in the NCS. “Our expertise in seismic imaging and local knowledge has played a significant role de-risking near-field exploration and enabling recent discoveries. We look forward to continuing working with Aker BP to develop technologies that will enhance the efficiency, cost-effectiveness, and value of OBN.” The collaboration with Aker BP comes shortly after Viridienembarked on a multi-client ocean bottom node surveyin the Central North Sea, covering both the UK and Norwegian sectors. 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 International Maritime Organization’s (IMO) targets, the full integration of shipping into the EU Emissions Trading System (EU ETS) by 2026, and the FuelEU Maritime initiative are turning decarbonization into a daily challenge for shipping companies. Against this backdrop, Schneider Electric and Msystems are positioning themselves as strategic partners in energy and digital transformation. Leveraging extensive experience in maritime applications and expertise in IT infrastructure and digital solutions, the two companies focus on energy management, data transparency, and vessel lifecycle optimization. Through their participation at Posidonia 2026, Schneider Electric and Msystems are demonstrating how the convergence of energy and IT can create tangible business value, supporting the development and integration of digital infrastructure onboard vessels. The discussion around sustainability has matured. The question is no longer whether to act, but how. Energy efficiency, electrification, and the use of real-time data have become critical drivers for reducing carbon footprints while safeguarding profitability. Through maritime-focused technologies such as EcoStruxure™, Schneider Electric provides an integrated architecture that connects energy management, automation, and digital services. The result is enhanced visibility, better-informed decision-making, and meaningful reductions in both operating costs and emissions. Msystems brings years of specialized expertise in both information technology and maritime operations, delivering comprehensive onboard IT infrastructure solutions. With a focus on technologies such as micro data centers and remote management systems, the company helps ensure uninterrupted operations and operational reliability, meeting the growing demands of an increasingly digitalized maritime environment. “The rapid expansion of onboard IT systems is transforming vessels into floating data centers. From navigation to equipment condition monitoring, the need for reliable power and uninterrupted operation has become critical,” said Tasos Sarris, Channel Sales Business Developer for Southeast Europe at Schneider Electric. Schneider Electric addresses these requirements through integrated micro data center solutions, marine-grade UPS systems, and modular architectures that ensure business continuity even under the most demanding operating conditions. Reliability is no longer simply a technical specification—it is a business imperative. Modern vessels are highly digitalized and energy-intensive, making uninterrupted power supply essential. At the same time, shore power, also known as Onshore Power Supply (OPS), is evolving from an option into a requirement, as ports and vessels adapt to new regulatory standards. In this context, certified low- and medium-voltage solutions for maritime applications are playing an active role in supporting the development of the global shore-power ecosystem. “Our success depends not only on technology but also on having the right partners,” said Kyriaki Roussianou, Strategic Account Manager at Msystems. “The long-standing partnership between Schneider Electric and Msystems is a prime example, combining technical expertise, certified solutions, and a deep understanding of the maritime industry’s needs.” From micro data centers to DNV-certified UPS systems designed for demanding maritime applications, supported by comprehensive after-sales services and worldwide technical coverage, the approach takes into account the entire lifecycle of solutions, prioritizing total cost of ownership rather than isolated capital investments. As shipbuilding lead times continue to increase and regulatory uncertainty persists, strategic focus is shifting toward the modernization of existing fleets and modular upgrade solutions. Shipping companies are seeking ways to adapt their vessels to evolving requirements without relying solely on newbuild programs. In this environment, Schneider Electric supports continuous optimization through targeted upgrades in energy systems, automation, and digital infrastructure, enabling controlled investment costs and minimal operational disruption. At the same time, attention is increasingly shifting from initial capital expenditure to total lifecycle cost. Through solutions that enable predictive maintenance, improved energy management, and enhanced reliability, operators can extend the operational lifespan of vessels beyond 30 years. The result is fleets that are more resilient, more efficient, and better prepared to meet the challenges of the future. Για να εμφανίζονται περισσότερα άρθρα τηςΝαυτεμπορικήςστις αναζητήσεις σας εύκολα και γρήγορα, πρέπει να προσθέσετε το site στις προτιμώμενες πηγές σας. Μπορείτε να το κάνετε πηγαίνονταςεδώ.

COP31 hosts Turkey urged countries Tuesday to join a voluntary push to make electricity account for 35 percent of global energy demand by 2035 as it outlined its priorities for the UN climate talks. The November summit in Antalya is taking shape as the Middle East conflict roils global energy markets, exposing fossil fuel importers to price spikes and supply shortages. The electrification target unveiled in Bonn was “a flagship initiative” of COP31 that could respond to this crisis and help insulate economies from fossil fuel price shocks, the Turkish conference organisers said in a statement. Thousands of climate negotiators are in Bonn this week and next to draft agreements and lay the groundwork for the final decisions taken by political leaders at the summit due to start November 9. Turkey said raising the global share of energy demand met by electricity from roughly 20 percent to 35 percent by 2035 would speed up the shift from fossil fuels to renewable power. “By electrifying daily life, from transport to buildings and industry, we can protect families and businesses from volatile energy markets,” incoming COP31 president Murat Kurum said in a statement. The goal will not require formal agreement by the nearly 200 nations taking part in the annual talks because it is part of the voluntary program that runs alongside the binding negotiations. This so-called “action agenda” encourages countries to join non-binding pledges and other initiatives to turn commitments made at the UN-sponsored climate talks into action on the ground. – Clean switch – In simple terms, electrification means replacing technologies that burn fossil fuels directly — such as gas heating systems and diesel vehicles — with electric alternatives. But for electrification to drive down heat-trapping emissions and tackle climate change, the extra electricity must come primarily from renewable sources — rather than fossil fuels. “If you electrify and you increase coal, then what are you doing?” veteran COP observer and E3G analyst Alden Meyer told AFP in Bonn. “You do need to both expand electrification and squeeze fossil fuels out of the electricity system at the same time.” The electrification target unveiled by Turkey did not explicitly state how that extra power should be produced. In 2025, renewables reached 34 percent of global electricity generation, overtaking coal’s 33 percent share for the first time in 100 years, according to energy think tank Ember. Australia, which is steering the formal negotiations in a COP31 co-hosting arrangement with Turkey, said electrification could cut emissions and shore up energy security. “I see them as different sides of the same coin. Electrification reduces the need for fossil fuels,” COP31 negotiations chief Chris Bowen, who is also Australia’s climate and energy minister, told AFP in an interview in Bonn on Monday.

Houston-based energy player Vaalco Energy has brought back online a field off the coast of Côte d’Ivoire, following an overhaul to extend the lifespan of a floating production, storage, and offloading (FPSO) vessel deployed at the African asset. Vaalco has confirmed the restart of production from theBaobab fieldon the CI-40 block, offshore Côte d’Ivoire, following theFPSO Baobab Ivoirien’s revamp after the vesselceased hydrocarbon operationsin January 2025. George Maxwell, Vaalco’s Chief Executive Officer, commented:“We are excited that the Baobab field on the CI-40 block offshore Côte d’Ivoire has restarted production in line with our projected timeline. We have the CI-40 block license extended through 2038 and believe that there is significant development drilling upside at Baobab. “In early 2024, we had no assets in Côte d’Ivoire and now we have developed a strong position with development and exploration potential. We are at a critical junction, with successes in the Gabon drilling campaign and the Baobab field returning to production, and we believe that the remainder of 2026 will be very impactful.” This content is available after accepting the cookies. FPSO on its way back to Côte d’Ivoire as US firm continues its drilling ops in Gabon Once the nine-month refurbishment wascompleted in Dubai, the FPSO returned to Côte d’Ivoire in early Q2 2026 to be moored in position and reconnected to the field infrastructure. As a result, production has resumed from four producing wells, with the remaining three producers expected to come online shortly. The company claims that the field is performing in line with its expectations. TheFPSO refurbishmentwas undertaken to extend the vessel’s life and ensure its long-term operational capacity, as a significant development drilling program at Baobab is planned to begin in the second half of 2026. This Phase 5 drilling program is expected to include four producers, two to three injectors, and two workovers, providing potential meaningful additions to production from the main Baobab field. Maxwell emphasized:“We remain focused on execution and driving meaningful growth through our organic capital programs that we believe will translate into value for our shareholders in 2026 and beyond.” 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!

Companies use seismic airguns in the Gulf of Mexico to find oil and gas deposits. The airguns deliver air blasts in the water, and the time it takes for an echo to return can be used to estimate metrics on the seabed. For the New York Times, Katherine Chui and Catrin Einhorn demonstrate, with visualization and audio,how the waves from the airguns interfere with whale communication. The Gulf of Mexico, which the Trump administration calls the Gulf of America, is one of the noisiest bodies of water in the United States. Air gun blasts are the loudest element there, according to research by scientists who monitor underwater acoustics. Shipping traffic is another major contributor. The noise could affect the ability of Rice’s whales to find food and mates, scientists say. The chronic stress of living in a loud environment could be detrimental to their health. The maps, graphics, and sounds combine well to emphasize the problem. Get access to courses, tutorials, and more resources. Become a member → New tools, refined process.

L a prima immagine di Scilla spesso arriva con un rumore preciso: quello dei ciottoli sotto i sandali mentre il profilo del Castello Ruffo si accende di luce dorata e il profumo di pesce alla griglia sale dal mare. Un giorno qui scorre veloce, tra vicoli che finiscono sull’acqua, tramonti viola sullo Stretto e leggende di mostri marini raccontate quasi sottovoce. Scilla è compatta, a misura d’uomo: in 24 ore si passa dalla spiaggia alla rocca, dal borgo dei pescatori ai locali sul mare, senza mai allontanarsi troppo dal rumore delle onde. Preferisci ascoltare il riassunto audio? Nell'articolo Come arrivare e quando organizzare un giorno a Scilla Scilla Per chi sogna di concentrare in una giornata il meglio di Scilla, la logistica è semplice. Il paese si trova sulla costa tirrenica della provincia di Reggio Calabria, affacciato verso la Sicilia e lo Stretto di Messina. Chi arriva in aereo atterra di solito all’aeroporto di Reggio Calabria, collegato alla costa da treni e bus regionali. Più distante, ma spesso usato per i voli nazionali, è l’aeroporto di Lamezia Terme, anch’esso con collegamenti ferroviari verso sud. L’arrivo classico resta però il treno: la stazione di Scilla è a pochi minuti a piedi dal mare e consente di iniziare la visita praticamente appena scesi dal vagone, con le prime case bianche che appaiono tra i binari e la spiaggia. Chi sceglie l’auto percorre l’autostrada che segue la costa tirrenica calabrese, con uscite ben segnalate per Scilla. Nei mesi estivi il traffico può essere intenso e i parcheggi risultano limitati: conviene spostarsi presto la mattina e, se possibile, lasciare l’auto leggermente fuori dal centro, muovendosi poi a piedi. Il borgo è raccolto, e in una giornata si riescono a toccare mare, centro storico e rocca senza bisogno di altri mezzi. Il periodo più gettonato va da giugno a settembre, quando l’acqua è tiepida e i lidi sono operativi. Chi preferisce temperature più miti e meno folla può orientarsi verso fine primavera o inizio autunno: si passeggia con calma tra Chianalea e Marina Grande, con il mare ancora adatto per un bagno ma senza caos da alta stagione. Scilla, il borgo costruito sull'acqua Un itinerario di un giorno: dal castello ai vicoli di Chianalea Chianalea Per sfruttare bene un singolo giorno, l’itinerario più efficace alterna storia, panorami e mare. Una buona partenza è la zona di Marina Grande, dove sorge la Chiesa dello Spirito Santo: una piccola chiesa barocca, riconosciuta come monumento nazionale, che ha resistito ai grandi terremoti che hanno colpito la zona. All’interno, l’attenzione cade sull’altare maggiore e su un dipinto settecentesco dedicato alla discesa dello Spirito Santo, con colori caldi che contrastano con l’esterno essenziale. Da qui si sale verso il Castello Ruffo, vero punto di riferimento visivo del paese. La fortezza, arroccata sulla roccia che domina il mare, porta addosso secoli di storia: origini antiche, passaggi di mano tra diverse dominazioni, il lungo possesso della famiglia Ruffo e, in età moderna, il faro legato alla Marina Militare. Oggi ospita un centro dedicato al recupero dei centri storici calabresi e spesso eventi ed esposizioni. Le parti visitabili includono cortili, ambienti interni e le vecchie prigioni, ma il colpo d’occhio più forte arriva dalle mura esterne, dove lo sguardo scorre tra il blu del Tirreno, il profilo della Sicilia e, nelle giornate limpide, le Eolie sullo sfondo. Poco distante si trova la Chiesa Matrice Santissima Immacolata, riconoscibile per le sei colonne ioniche bianche sulla facciata. Dentro, spiccano i mosaici colorati, in particolare quello alle spalle dell’altare con un angelo che protegge le case del paese. Due statue marmoree, una dell’Immacolata e una di San Pietro Apostolo, rimandano al XVII secolo e alla lunga tradizione religiosa di Scilla. Scendendo verso il mare si incontra la Cappella di San Rocco, dedicata al patrono a cui gli abitanti si rivolsero in epoca di pestilenze. L’edificio odierno è frutto di restauri successivi ai terremoti, con una statua in marmo di San Rocco che occupa la scena sull’altare. È una sosta rapida, ma interessante per capire quanto il culto del santo sia ancora radicato nella vita quotidiana. Il pomeriggio si presta alla scoperta di Chianalea, la parte più antica e fotografata del paese. Qui le case dei pescatori sono costruite praticamente sull’acqua, separate da vicoli strettissimi e passaggi che sembrano corridoi tra mare e roccia. Il soprannome di “Venezia del Sud” nasce proprio da questa relazione diretta con l’acqua: le barche sono ormeggiate sotto i balconi, i tavolini dei ristoranti sfiorano le onde, i muri portano l’odore di salsedine e umidità. Tra i punti di interesse rientrano lo Scaro Alaggio, dove le barche vengono tirate in secco, Palazzo Scategna e Villa Zagari, che raccontano un passato più aristocratico rispetto alle semplici case di pescatori. Nei dintorni del centro, per chi ha un’auto a disposizione, si possono raggiungere le Grotte di Tremusa tra Scilla e Melia: cavità di origine carsica con conchiglie fossili incastonate nelle pareti, testimonianza di un antico mare. Qui le forme di stalattiti e rocce modellate dal tempo aggiungono un’atmosfera quasi teatrale, immersa nella vegetazione. Un’altra escursione interessante porta a Favazzina, borgo marinaro sulla Costa Viola noto sia per le coltivazioni di limone verdello e uva zibibbo, sia per le sue spiagge chiare che al tramonto assumono sfumature tra l’azzurro e il viola, spiegando il nome della costa. Chi vuole aggiungere un tocco di natura più “alpina” al viaggio può spingersi fino al Parco Nazionale dell’Aspromonte, a circa 30 km: qui i boschi di faggi, pini e pino laricio offrono ombra d’estate e scenari perfetti per trekking e, in inverno, sport sulla neve. SCOPRI: LE SPIAGGE PIÙ BELLE DELLA CALABRIA Mare, spiagge e Scogliera di Punta Pacì Scilla La giornata a Scilla non è completa senza almeno qualche ora dedicata al mare. La spiaggia più frequentata è Marina Grande, un lungo arenile delimitato da alte rocce, con il castello che domina dall’alto. Qui convivono tratti di spiaggia libera e stabilimenti attrezzati, con file di ombrelloni colorati, docce e bar sul litorale. L’acqua è di un blu intenso e i fondali, ricchi di vegetazione marina, attirano chi pratica snorkeling e immersioni leggere già a pochi metri dalla riva. Il lungomare che corre alle spalle della spiaggia è il luogo perfetto per una passeggiata a fine giornata: tra gelaterie, bar e ristoranti, si osservano i colori del tramonto che cambiano velocemente, dal giallo all’arancio fino alle tipiche tonalità violacee della Costa Viola. Appena fuori dall’abitato, verso nord, la Scogliera di Punta Pacì regala un ambiente più selvatico. Qui le rocce entrano dritte nel mare, coperte da piccoli arbusti e macchia mediterranea; sott’acqua, la vegetazione rigogliosa e i fondali frastagliati trasformano la zona in un punto di riferimento per chi ama esplorare con maschera e pinne. Anche chi preferisce restare in superficie può camminare lungo i sentieri che costeggiano la scogliera, con viste continue sul Tirreno e sullo Stretto. Altre spiagge si distribuiscono lungo il territorio di Scilla: nella zona di Chianalea si trovano piccole insenature tra rocce e case, più difficili da organizzare con ombrellone e teli ma affascinanti per la vicinanza estrema alle abitazioni. Più defilate, Punta Pacì, la Spiaggia delle Sirene e la Cala delle Rondini sono indicate nelle fonti come luoghi apprezzati per immersioni e relax. Qui domina il rumore delle onde contro gli scogli e, nelle ore meno affollate, è facile ascoltare solo il fruscio del vento. Leggende, sapori e consigli pratici Scilla Il nome Scilla rimanda subito alla mitologia. La tradizione lega il toponimo alla ninfa trasformata in creatura marina dalla maga Circe, che minacciava i naviganti in coppia con Cariddi, sull’altra sponda dello Stretto. Un’altra interpretazione lo collega al termine greco “Skylla”, legato agli scogli che caratterizzano questa parte di costa. In entrambi i casi, il rapporto tra paese e mare è evidente: la storia locale è segnata da navigatori, passaggi di Greci e Romani, pescatori che per secoli hanno affrontato correnti difficili e fondali insidiosi. Questa identità marinara si ritrova anche a tavola. Nei ristoranti e nelle trattorie si punta su pesce freschissimo, servito spesso a pochi metri dalle barche che lo hanno portato in porto. Spiedini di pesce, fritture croccanti, primi con frutti di mare e pesce spada alla griglia sono tra le scelte più diffuse. I locali di Chianalea e del lungomare di Marina Grande propongono spesso tavoli quasi sospesi sul mare, con il profumo di origano, aglio e limone che accompagna piatti semplici ma curati. Per chi ha un budget contenuto, Scilla rientra tra le mete accessibili rispetto ad altre località balneari più blasonate: la presenza di opzioni “mordi e fuggi” con panini, pizza al taglio e arancini permette di contenere le spese per i pasti principali, lasciando magari spazio a una cena più elaborata in uno dei ristoranti sul mare. Infine, la sera, la vita di Scilla si concentra tra wine bar, locali sul lungomare e chioschi in spiaggia. A Chianalea si trovano piccoli indirizzi dove sedersi con un calice di vino calabrese e taglieri di prodotti locali, spesso su pedane affacciate direttamente sull’acqua. Sulla spiaggia, alcuni stabilimenti restano aperti fino a tardi con musica dal vivo o DJ set soft: niente grandi discoteche, ma una socialità rilassata, scandita dal rumore del mare e dai colori scuri della Costa Viola dopo il tramonto.

ByLarry Olmsted, Senior Contributor. There are a few important awards and ratings for commercial aviation, but none carries as much clout as the annualSkytrax World Airline Awards, the “Oscars of Aviation.” In the latest 2025 awards,Qatar Airwayswas named the World’s Best Airline for a record ninth time—more than any other carrier ever. It won 13 awards in all, also more than any other carrier, including regional wins for Cleanest Airline, Best Cabin Crew, Best Business Class, Best Economy Class and Best Airline in The Middle East (for the 13thtime)—the most competitive luxury market in the world. On a global level, besides Airline of the Year, Qatar won for World’s Best Business Class Lounge (Doha), and most importantly, World’s Best Business Class Seat and World’s Best Business Class, what the airline is most famous for. After winning World’s Best Business Class for the ninth straight time, Qatar might be tempted to rest on its laurels, but instead, it is getting ready to roll out an even better upgraded version and new lounge. I follow trends in commercial aviation and recently gave a presentation on the “New Golden Age of Aviation” to luxury travel advisors at the annual conference of the American Society of Travel Advisors (ASTA), the leading industry group (and if you are looking to use a travel advisor, and you should,ASTA membership is an important qualification). I call it a new Golden Age because almost all of the better airlines around the world, including but not limited to Cathay Pacific, Singapore, EVA, ANA, Thai, Lufthansa, Swiss, Air France, Qantas, Air New Zealand, and even the big three US carriers, have either rolled out new upgraded versions of their premium cabins or are in the process of doing so, with investments of billions of dollars. United alone is scheduled to take possession of around 250 planes with enhanced premium cabins in just the next two years. In my presentation I highlighted three seminal moments in a commercial aviation history. In 1955 TWA added coach and invented the multi-cabin airliner. In 2000 British Airways rolled out Club World, the first lay flat business class seat, and even though there were flaws (like not having aisle access meant you had to climb over sleeping strangers) the idea of bed-like sleep on a plane revolutionized premium cabins. But what I called the “Game changer” only occurred nine years ago, in 2017, when Qatar introduced the Qsuite, a lay flat seat enclosed by privacy walls and a door, with more comfort, more space, all aisle access, and most importantly more privacy, something that since the pandemic has become one of the most sought after elements of luxury travel. It also had one other revolutionary feature, pairs of seats designed for couples that could be combined (and four seat clusters for business colleagues or families), with the partition wall removed and special bedding to become a double bed in flight, taking the same shared travel experience you’d expect at a hotel above 30,000 feet. While the word “suite” is overused in aviation, and these are more accurately luxury pods (walls don’t reach the ceiling, there’s no second room and certainly no bathroom), just about every one of the improvements on the airlines listed above is a global scramble to catch up to Qsuites, which are not just the best business class seats, anchoring the world’s best business class, but are also better than the vast majority of First Class products in the world, and certainly most first class products flying to the United States. That’s an important distinction for my main audience, because while alleged social media “influencers” are always eager to take free flights and show videos of themselves in the tiny handful of ultra-luxury First Class suites in the sky, those with showers and such, very few of these serve U.S. airports. Likewise, many of the other new privacy focused business class “suites” are highly limited (for example, Swiss’ new high-end Senses flies only one route from Boston to Zurich and Cathay’s impressive new Aria only goes from three West Coast cities), whereas Qatar offers the industry leading Qsuites every day on flights to and from more than 10 North American gateways (though planes are always subject to logistical substitutions). It’s the best, but it’s also the most consistently available. The Qsuite and lounges have been so high profile for the past decade that it is easy to associate Qatar purely with luxury. But when I check flights out of Boston, where I usually fly from, they are often less expensive to connecting destinations beyond Doha than the mainstream European carriers that are my other main options. Skytrax rated them the Best Economy Class and Best Economy Food in the Middle East,Global Travellermagazine rated them the Best Economy in the World, and AirlineRatings.com specifically noted that their economy coupled with exemplary business class made them the world’s best airline. If your budget is limited to Economy, you might as well fly the best economy available. I’ve flown in premium class on many of the world’s most awarded airlines, and last month tried Qatar again after a few years absence looking for insights into their unprecedented string of awards. The airline has won Best Business Class from Skytrax every single year since the Qsuite was released in 2017 (awards were suspended in 2020 for the pandemic), and is the only airline to ever win in the age of the privacy suite, but there is more to the successful formula than the seat, as evidenced by the fact that Qatar also won World’s Best Business Class in 2016, before the Qsuite existed. My experience confirmed why they also win for things like best crew, cleanliness and notably, Best Onboard Business and Economy Class Catering Middle East. It was simply among the best in-flight meals I have ever had (Turkish Airlines is another award winner and personal favorite of mine in this category with its famous “flying chefs”), and to be honest, at any price and any airline with any celebrity chef figurehead, I expect relatively little of airline food, usually opt for the lounge instead, and generally it cannot compare to a decent restaurant—except this time my meals on Qatar did. You also have the freedom to choose what you want at boarding to make sure they don’t run out but order it to be served at any time during your flight. They are on your schedule, versus the airline industry norm, which is the reverse. It’s a lot of little things that add up. While some airlines boast of the brand of champagne they serve in premium cabins, on my four legs with Qatar I had three different wine lists, each with different topnotch French champagnes (brut and rose) as well as an interesting selection of Old and New World still wines, which is more interesting than getting the same thing over and over, even when the same thing is very good (after all, the foods change so why not the wines paired with them?). And whereas on many overnight flights even in premium class staff disappears for long stretches, on Qatar they work either side of the cabin in coordinated teams and are on top of everything from a service point of view. One service issue really stood out to me. Many years ago, when I frequently flew US Airways (now part of American), I was upgraded to First on a domestic flight and accidentally left my noise cancelling headphones in the seat pocket. After getting off the plane I called the airline, and even though I had my boarding pass and they found the headphones at my seat, they would not return them because I did not have my name on them and thus could not prove they were mine. For real. The lack of logic and the couple of hundred dollars it cost me were infuriating, but I’ve let go of that. On this last trip, my wife accidentally left her entertainment kit, a zippered pouch with tablet, cords and headphones, in the under screen storage compartment (ironically because of all that was provided on the flight, she never needed to use her own entertainment or audio). We got off in Doha, transferred planes to Delhi, and she realized. When we landed she called Qatar, the next day they emailed us that it had been located, and a couple of days later the pouch was sent on its way and delivered to us at the Delhi airport. Of course, beyond excellent food and service, the privacy and comfort of the Qsuite is a big part of the experience, but so is the bedding, the storage, the entertainment system with a huge array of options, excellent screen and headphones. While most planes now have some form of in seat power, these vary, especially by current, and Qatar’s powerful 60-watt system allows for fast charging, while the airline recently added complimentary inflight Starlink Wi-Fi as a standard offering (in all classes), a huge benefit. Bathrooms are clean and stocked with toothbrush kits, amenity kits are first rate (Diptyque), and it’s one of the only Business Class products that provides sleeping wear (pajamas). Acclaimed aviation journalist and industry expert Ramsey Qubein, who knows more about the minute luxury differences between airlines than anyone I know, told me that it’s not even fair to compare Qatar to other Business Class because it’s more like what passes for First, and noted that “When it comes to food quality and presentation, Qatar and Turkish are outliers in Business. I really like the Doha airport, and Istanbul has an incredible array of lounges, restaurants and shopping. Qatar’s Business class is so nice, even the pajamas—very few carriers offer this outside of First.” Transiting in Doha is pretty easy, but even easier for Qatar premium class passengers who can access a special VIP immigration checkpoint that no one else qualifies for. The three lounges in Doha are stunning, which is why Qatar won three awards just for these: World’s Best Business Class Lounge, Best Business Class Lounge Middle East and Best First Class Lounge Middle East. I visited two of the Business class lounges in Doha, which are huge, and finding a quiet, comfortable and private (one of Qatar’s specialties) spot is no problem. Just a couple of months earlier I flew Business class on Qatar’s prime Middle Eastern competitor, known for its premium products, but in comparison found the lounge disappointing, having to take a seat surrounded by other people because it was so crowded, with food, service and amenities that were much less impressive, including lines at the bars as opposed to strolling staffers constantly trying to get you something, the Qatar approach. The Doha longes have something for every taste, with sit down restaurant service, sushi, grab and go buffets and in between counter service, plus tons of staff, lots of shower suites, quiet rooms for napping, even a gym and spa. The latest upgrade is the world's first-ever Louis Vuitton Lounge by Yannick Alléno, the ultra-acclaimed French chef second in the world in Michelin Stars (15). Like the luxury hotel within the hotel concept I’ve written about a lot in Las Vegas, this swank enclave is inside the Qatar Al Mourjan Business Lounge-The Garden, and accessible only to those who typically get lounge access (Business and First international passenger and Qatar Gold and Platinum members). It is a la carte, you pay for whatever you get, more a fancy restaurant that’s private than a typical lounge (like a high-brow version of United’s “secret” invitation-only Classified restaurant in Newark). It’s not my thing, as Qatar’s lounge is more than good enough (Best in the World winner) but I see how if you go through Doha regularly and money is no object you might want to try something different, so it’s another option. In a very simar vein, at one end of the lounge is a portal into the Dior Luxury Beauty Retreat, a branded Dior Spa you can spurge on—that’s in addition to the separate spa inside the lounge, about a 45-second walk away. One other big plus Qatar offers that few rivals can match (again only Turkish really comes close in this category) is its Doha stopover packages where you can add one to four nights in a 5-Star (Qatar rating not Forbes) hotel for $24 a night. Yes you read that right. Of course, if that’s too rich for your blood you can go 4-Star for $14, There are also lots of heavily discounted tours and activities. These kinds of airline stopovers are so good—two vacations in one trip—and so unknown to most travelers, thatI recently did a feature on the subject here atForbes, rounding up all the best programs of which Qatar is near the top. The Skytrax World Airline Awards are the most prestigious, but they are hardly the only honors airlines compete for. The next most important authority is generally considered to be AirlineRatings.com, which rates for both safety, and in its World’s Best Awards, focuses “solely on the inflight product and passenger experience.” By excluding its award-winning lounges, its award-winning hub airport, and its exemplary staff and service off the plane, this is a potential competitive disadvantage for Qatar—but nonetheless, they were ranked the World’s Best Full Service Airline 2026. Sharon Petersen, CEO of AirlineRatings.com, said, “It was a tight competition at the top, but Qatar’s value proposition, combined with a superior economy product and award-winning business class, secured that top position once again.” Another high-profile rating comes from international publicationBusiness TravellerMagazine, and in its most recent contest, Qatar made the headline:“Qatar Airways Wins Big At The Business Traveller Awards 2025.”How big? They were theoretically eligible for seven categories, but that includes Premium Economy, which they don’t have. Of the remaining six, the only one they didn’t win was Best Airport, which went to Singapore’s Changi—with Doha (where Qatar has 81% share of the flight market) coming in second. The five wins included Best Business Class, Best Lounges, Best Economy Class, and World’s Best Airline. So how does an airline that already wins all the most important accolades get even better? The main event is the coming rollout of “Qsuite Next Gen.” The display sample was introduced to the world at the United Kingdom’s high profile Farnborough International Airshow in mid-2024 and is expected to start flying later this year (though the Iran conflict has slowed many Middle Eastern timetables). For the upgrade, Qatar doubled down on its signature connectivity of seats in various configurations, and the “Quad Suite,” four interconnected pods, has been redesigned with large 4K Panaosnic OLED monitors that are movable in an aviation first so they can be stowed out of the way, creating a large social or workspace for four people, co-workers or family, in what is essentially a giant airborne living room. The Quads also have enhanced design for dining together, extending the plane as hotel concept for families. The new moveable screens will also increase space in the popular two unit couples seats, the “Companion” suites, making them even more comfortable. In the current Qsuites Companion doubles are only in the middle, but Next Gen includes window Companion Suites, and many fliers strongly prefer the window. Technology on planes is always fast evolving, and Next Gen has enhanced lighting options and upgraded touchscreen passenger controls. But a big win is that the suites are even bigger, the walls are higher, the sliding doors now automated, and the seats themselves wider and more comfortable. In a recent very detailed deep dive into Next Gen,frequent flier site Simpleflying.com describes Next Genas “a product designed to silence those who believed the original 2017 design was the apex of wide-body luxury,” which it has remained. Of the redesign they note “Qsuite Next Gen expands upon the idea that true luxury is measured in the cubic inches of personal space. Carriers globally have been tightening their cabin layouts to squeeze in extra rows, but Qatar Airways has opted for the opposite, pushing the boundaries of the wide-body fuselage. Every single detail, from the aircraft type to the placement of charging ports, has helped make Qsuite as spacious as possible.” “When transitioned into a lie-flat environment, the gains are even more pronounced, with the bed mode offering an additional four inches (10.2 centimeters) of lateral space at the hip and shoulder levels. This prevents the coffin-like sensation often associated with high-walled suites, providing a sleeping surface much closer to a standard bed. For these especially long flights, this growth can allow passengers to truly feel rested. The most startling metric, however, is the 100-inch (254-centimeter) total pitch, a figure that looks straight out of a first class product. This massive longitudinal footprint allows for a deeper recline and more generous storage cubbies, ensuring that even with a laptop, a meal, and a selection of amenities, the passenger never feels claustrophobic. Where every inch is a battleground for airlines, these measurements represent a decisive victory for those who value the freedom to stretch out.” The new higher walls and doors exceed the new business class being rolled out by just about everyone else, and Simpleflying thinks it’s a big enough difference to prevent passersbys gazing at you or not and for Qatar will “ensure they maintain a psychological barrier of privacy that rivals can only match in their much smaller first-class cabins.” What else is coming for travelers? Qatar is moving at JFK from Terminal Eight to the new Terminal One, and in the process, opening a new flagship lounge—its first in the United States. Even without the lounge, this is great news for New York area passengers. The main international terminal, Eight is older, crowded and hectic, and when I flew Qatar recently, the security and TSA lines were the worst I’ve seen in this country in recent years, an unsupervised free for all where anyone who wanted to jumped into “priority lane” and ahead of the dedicated business/first lanes, which in turn were much slower than the regular economy lanes. Had Qatar opened a new lounge in Eight, by the time I finally cleared security it would have been hard to even experience it. I did however take a quick peak into the British Airways premium lounge Qatar currently uses for Business class passengers (they are part of One World alliance with BA and American) and while nicer than a United, American or Delta lounge, with some interesting features, it is definitely not comparable to Qatar. Terminal One, on the other hand, is state the art and will only serve international carriers, with just 23 gates (once filled, it’s starting with less). The Port Authority, which runs the city’s three airports, has revamped terminals at La Guardia and Newark to widespread acclaim (La Guardia’s B won Skytrax Best New Airport Terminal in The World), and they bring these recent years of expertise and practice to JFK. The move in date has not been finalized but is scheduled for the second half of 2026 and will include the new 15,000-square foot Qatar lounge, which will feature the luxury of direct lounge to plane boarding, along with relaxation areas, prayer room, children’s play areas, elevated dining, and more. Very little detail has been released, but it’s hard to imagine it will not be a big luxury upgrade, and in a more manageable terminal. After all, to be the world’s best business class you have to standout on and off the plane.

Hydrogen of Dutch Origin (H2DO) and its partners have launched a feasibility and concept study for a 30–50 MW offshore green hydrogen project linked to offshore wind generation in the Dutch North Sea. The project will examine the development of an offshore hydrogen production installation designed to convert electricity generated by offshore wind farms into hydrogen at sea and transport it to shore via pipeline infrastructure. The study follows H2DO securing support in 2025 under the Dutch government’s Topsector Energie (TSE) programme, which funds energy innovation and green industrial development projects in the Netherlands. Announcing the funding award in September 2025, H2DO said the study would support future demonstration-scale offshore hydrogen projects and contribute to the commercial rollout of offshore hydrogen production in the North Sea. The organization also said last year that the study would focus on the conceptual design, building, installation, and operation of a 30–50 MW offshore green hydrogen production facility within the Hollandse Kust Noord offshore wind area. According to H2DO, the concept is intended to help address growing grid congestion challenges in the Netherlands as offshore wind capacity in the North Sea continues to expand. Producing hydrogen offshore could reduce pressure on electricity transmission infrastructure and limit the need for large-scale onshore electrolysis facilities. The work will focus on developing a FEED entry-ready concept for the project, including technical design, regulatory and permitting requirements, commercial structuring and market integration. The consortium will also assess compliance with Renewable Fuels of Non-Biological Origin (RFNBO) rules under the EU’s RED III framework, alongside considerations of circularity, resilience, and spatial planning in the North Sea. Another objective of the study is to compare the business case for offshore hydrogen production with onshore electrolysis solutions connected through high-voltage direct current (HVDC) transmission systems. The consortium includes H2sea, Haskoning, TCI Risk Management, and ECHT Regie in Transitie, with support from Smulders HSM and other companies involved in the offshore hydrogen value chain. “With this group of partners, we are laying the groundwork here in the Netherlands for projects that can move straight into FEED and be replicated and scaled across the North Sea”,saidPatrice Hijsterborg, managing partner at H2DO. 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!

German energy player Uniper is looking to further diversify its liquefied natural gas (LNG) supply by moving forward with negotiations to secure Canadian LNG from a multibillion-dollar project being developed on Canada’s northwest coast to export lower-carbon LNG to markets in Asia. Uniper andKsi Lisims LNGhave signed a letter of interest (LOI) outlining key commercial terms for a pending supply and purchase agreement (SPA) for the delivery of 2 million tonnes per annum (mtpa) of LNG on a long-term basis, further strengthening the LNG portfolio’s diversification and adding to the security of supply. Michael Lewis, CEO of Uniper, commented:“Expanding and diversifying our LNG supply portfolio remains a key priority for Uniper. Canada offers an attractive environment with significant gas resources, strong political stability and reliable regulatory frameworks. We see potential in projects like Ksi Lisims LNG to further enhance the resilience and flexibility of our supply portfolio.” The German firm could start receiving first volumes of LNG as early as 2032. This deal comes shortly after another European LNG buyer, Germany’sSecuring Energy for Europe (SEFE),inked a heads of agreement (HOA)for the sale and purchase of 1 million tonnes per annum of LNG from the same project, boosting global interest in Canada as a future LNG hub. Ksi Lisims LNG is a proposed 12 mtpa floating export facility on the northwest coast of British Columbia, being developed by theNisga’a Nation,Rockies LNG, andWestern LNG. The project will be situated on Nisga’a Nation-owned land, a strategically located site with direct and efficient routes to growing Asian markets. The destination flexibility of the LNG is perceived to provide an additional security of supply element, with gas to be delivered via the Prince Rupert Gas Transmission (PRGT) pipeline, connecting Canada’s Western Canadian Sedimentary Basin to the Pacific coast. Uniper, which claims that Canada represents an important potential additional supply source for the company, sees Canadian LNG as lower-emission, responsibly-produced energy from a trusted trade partner. The company highlights that a diversified LNG portfolio with a strong global foothold is its core objective to ensure security of supply for its European downstream markets. This content is available after accepting the cookies. Uniper signs off on 10-year LNG supplies to India Davis Thames, Founder, CEO, and President of Western LNG, underlined:“We are pleased to be working with Uniper as we advance Ksi Lisims LNG. This project, and Europe’s interest in it, demonstrates how energy security, climate responsibility, and community-focused economic development can be achieved together.” Designed to be one of the world’s lowest-emissions LNG export terminals, Ksi Lisims LNG will connect with British Columbia’s renewable hydroelectric grid supply, resulting in up to 90% lower greenhouse gas (GHG) emission intensity compared with conventional LNG facilities. The project and its feed pipeline PRGT have received key environmentalapprovalsand been identified asprojects of national interestby the Canadian government. Pending a final investment decision (FID) by the project co-developers, construction could begin by early 2027. 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!

BySHIVALI BEST, SCIENCE & TECHNOLOGY EDITOR Published:10:09 BST, 9 June 2026|Updated:11:49 BST, 9 June 2026 The world's shark attack hotspots have been revealed, after a great white shark was spotted in the Mediterranean Sea. The enormous predator was recorded between Sicily andTunisia, in what is believed to be the first ever footage captured of an adult great white in the area. If you're visiting the Mediterranean this sumer, the sighting might have sparked concerns. Thankfully, scientists have reassured that there's no need to worry. Speaking to the Daily Mail, Dr Lauren Smith, a shark expert at Saltwater Life, said: 'This shark was filmed far from coastal beach resorts, and there is no reason for the public to be alarmed. The ocean is their domain, and encounters like this should inspire respect and appreciation rather than fear.' However, if your holiday is planned forFlorida, you might want to be wary of entering the water. Florida is the shark attack capital of the world, with a total of 11 encounters in 2025 –representing 17 per cent of all unprovoked bites worldwide. Over half of those bites occurred in Volusia County in east–central Florida. The world's shark attack hotspots have been revealed, after a great white shark was spotted in the Mediterranean Sea The International Shark Files records attacks around the world, including records dating back as far as the 1500s. However, the database only publishes data on 'unprovoked attacks', meaning a person did not initiate contact with a shark intentionally or unintentionally. That rules out any activities that change the shark's behaviour, such as spear fishing or releasing a shark from a hook or net. Last year was an unusually deadly year for shark attacks, according to the latest report. While therewere 65 shark attacks recorded last year – slightly below the 10–year average of 72 –nine proved fatal, compared to an average of just six. The USwas the worst country for shark attacks, with 25 bites, accounting for 38 per cent of the global total. Australia also had one of its worst years for shark bites in recent history, recording 21 bites compared to the five–year average of just 13. In addition, Australia had the most fatal attacks, accounting for 56 per cent of all deaths. Shark attacks in Australia tend to be more dangerous because the country is home to the so–called big three:Bull sharks, tiger sharks, and white sharks. White sharks, colloquially known as great whites, can grow up to 20 feet (six metres) long and have powerful jaws packed with serrated teeth. Their sheer power and size mean that even a small 'exploratory' bite from a white shark can prove deadly. Gavin Naylor, director of the Florida Program for Shark Research at the Florida Museum of Natural History, said: 'If these bites occurred anywhere other than Australia, they would probably have resulted in even more fatalities. 'Their beach safety is second to none. Within minutes of a bite, they've got helicopters airborne ready to respond.' However, the remote locations of some Australian beaches mean that such a timely response is not always possible. In an early morning incident in November, a Swiss couple in their 20s was attacked by a bull shark whileswimming and filming dolphins. A quick–acting bystander applied a makeshift tourniquet and the man survived after being flown to a local hospital, but the woman died before paramedics could reach the scene. Australia had more fatal shark attacks last year than any other country. On February 5, 2025, Charlize Zmuda (left) was killed after she was attacked by a shark at Bribie Island in Queensland Elsewhere in the world, shark attack levels have remained around average, with the exception of a few notable incidents. An unprovoked attack in Canada marked the country's first since 2021, during which a paddleboarder escaped uninjured after a white shark took a bite out of his board. Last year also saw the first unprovoked fatality from a dusky shark bite. The incident occurred in South Africa during the annual sardine run, in which a massive population of bait fish migrate along the eastern coast. The migration is a feast for predators, including dusky sharks, and a free diver in the area was fatally bitten by a shark that had been lured close to shore. While snorkelling and free diving accounted for 15 per cent of injuries, 46 per cent occurred while the person was swimming or wading. Surfers also made up a large number of victims, accounting for 32 per cent of all unprovoked attacks. In one incident off the coast of the Canary Islands, a shark attacked a British surfer's hydrofoil surfboard before biting his leg. The International Shark Attack File's yearly report has found that there were 65 shark attacks in 2025, just below the 20–year average of 71 Despite a deep wound in his thigh, the man was able to swim back to shore to receive medical attention. However, the relatively consistent number of bites per year over the last few decades is actually something of a mystery. The 10, 20 and 30–year averages for unprovoked bites only differ by four incidents per year, and the number of fatalities has remained unchanged at six. At the same time, global shark populations have plummeted well below historical levels due to overfishing and climate change. Mr Naylor says: 'Out of the 1,200 species, 30 per cent of them are categorised as endangered. 'That's a lot, especially because these animals have managed to persist for about 330 million years.' Experts also stress that the risk of being bitten by a shark remains exceptionally low. While nine people were killed by sharks, lightning strikes are estimated to cause around 24,000 deaths every year and 10 times as many injuries. Source:Florida Museum of Natural History Is your air fryer spying on you? Experts reveal just how much information your smart gadgets have been harvesting

L e pietre chiare che s’infuocano al tramonto, le barche dei pescatori che rientrano lente, il profumo di focaccia e mare: Trani conquista così, in pochi minuti. Una città compatta, facile da girare a piedi, dove una cattedrale bianca affacciata direttamente sull’Adriatico convive con un quartiere ebraico medievale, un castello svevo e una manciata di spiagge dall’acqua trasparente. Qui tutto è vicino: arte, storia, tuffi, aperitivi sul porto e cene di pesce all’aperto. Di seguito un itinerario ragionato per viverla davvero: cosa vedere, dove andare al mare, dove mangiare e come organizzare un weekend senza perdere tempo. Preferisci ascoltare il riassunto audio? Nell'articolo Il porto, il mare e le passeggiate più belle Trani Il porto di Trani è il punto da cui cominciare. È racchiuso in una piccola insenatura tra il Molo Santa Lucia e il Molo Sant’Antonio: da un lato le barche da pesca con le reti stese ad asciugare, dall’altro i tavolini dei locali che si riempiono verso sera. Durante il giorno è il luogo giusto per orientarsi, scendere sulla banchina, guardare le facciate bianche del centro storico e capire quanto sia raccolta la città. Di notte la zona si anima: musica, luci riflesse sull’acqua e un continuo via vai tra bar, ristoranti e gelaterie. Alle spalle del porto inizia il lungomare che porta alla Villa Comunale, il grande giardino pubblico affacciato sul mare. Qui, tra panchine, aiuole e alberi sempreverdi, l’aria è un po’ più fresca anche nelle giornate estive più calde. La villa è abbellita da una fontana centrale e da un monumento ai caduti, ma il vero motivo per venire fin qui è la vista: dalle balaustre si osservano il porto dall’alto, il profilo della cattedrale e il disegno dei moli. Proprio sotto la villa si scende a un piccolo lido cittadino, il Lido Bella Venezia, utile se si ha poco tempo e si vuole comunque fare un bagno guardando il campanile. A ridosso della villa si trova il Fortino di Trani, costruito a scopo difensivo probabilmente nel XII secolo. Oggi è uno dei punti panoramici più scenografici: mura in pietra chiara, mare che batte contro la scogliera, la cattedrale sullo sfondo. È il posto strategico per fermarsi al tramonto, quando la luce cambia colore e la pietra assume sfumature rosate. Chi ha voglia di esplorare la costa può spostarsi fuori città verso la Grotta Azzurra di Trani, raggiungibile in pochi minuti in auto seguendo il lungomare. È una cavità naturale sul mare, famosa per le acque limpide e i riflessi blu che si creano quando il sole entra dall’apertura. Si arriva via mare, con piccole imbarcazioni o escursioni organizzate, ed è un’uscita perfetta per chi ama nuotare e passare un paio d’ore in acqua. SCOPRI ANCHE: COSA VEDERE IN PUGLIA Centro storico, cattedrale sul mare e tracce ebraiche Trani Il centro storico di Trani comincia subito dietro il porto: un labirinto di vicoli pavimentati in pietra chiara, case con balconi in ferro battuto, portali scolpiti e profumi di cucina che arrivano dalle trattorie. Le strade si allargano all’improvviso in piccole piazze, tra cui Piazza Teatro, caratterizzata dalla pavimentazione in pietra di Trani e da alte palme che le danno quasi un’aria esotica. Dentro il borgo si nasconde l’antico quartiere ebraico, raggiungibile varcando la Porta della Giudecca e percorrendo via La Giudea. Qui, nel Medioevo, si contavano quattro sinagoghe; oggi ne restano due e rappresentano una traccia preziosa della comunità ebraica pugliese. La Sinagoga Scolanova, in via Scola Nova, è ancora oggi luogo di culto. Risale al XIII secolo: per secoli fu luogo di preghiera per la comunità ebraica, poi venne trasformata in chiesa cristiana e dedicata a Santa Maria di Scolanova, per tornare sinagoga solo nel XXI secolo. L’esterno in pietra chiara, quasi austero, racchiude uno spazio raccolto e affascinante. L’ingresso è gratuito, ma occorre prestare attenzione ai giorni di chiusura, in particolare al sabato e al venerdì pomeriggio per rispetto del riposo ebraico. Poco distante, lungo via La Giudea, si incontra l’ex Sinagoga Grande, oggi Museo Sant’Anna. L’edificio, fondato nel 1247 e in seguito convertito in chiesa cattolica, è stato restaurato riportando alla luce la cupola e le murature originarie. All’interno sono esposti reperti che raccontano la vita della comunità ebraica tra XII e XVI secolo: documenti, privilegi imperiali, frammenti di una Bibbia ebraica e un’epigrafe di fondazione. In meno di un’ora si ha un quadro chiaro di quanto questa presenza abbia segnato la storia della città. Scendendo verso il mare ci si ritrova in Piazza Duomo, una piattaforma di pietra chiarissima che sembra sporgere direttamente sull’Adriatico. Qui domina la Basilica Cattedrale di San Nicola Pellegrino, il monumento simbolo di Trani. È costruita in pietra di Trani, un tufo calcareo di colore bianco-rosato estratto dalle cave della zona: alla luce del giorno quasi abbaglia, mentre nelle ore dorate diventa calda e morbida. L’interno custodisce diverse aree di culto, tra cui le cripte e l’ipogeo di San Leucio, collocato sotto il livello principale. L’accesso alla basilica è gratuito, mentre la salita al campanile è a pagamento: gli scalini ripidi sono ripagati da una vista completa sulla città, sul porto e sulla costa. Alle spalle della cattedrale sorge il Castello Svevo di Trani, voluto da Federico II di Svevia come presidio difensivo sul mare per il Regno di Sicilia. L’impianto quadrangolare, severo e compatto, è circondato dalle onde e si vede già arrivando da Piazza Duomo. Nei secoli ha cambiato più volte funzione: in epoca ottocentesca venne utilizzato come carcere, poi, negli anni Settanta del Novecento, passò al Ministero dei Beni Culturali, che ne ha curato il restauro e l’allestimento museale. Oggi si visitano le grandi sale interne, i cortili e gli ambienti affacciati sul mare, con esposizioni di ceramiche e lapidi rinvenute durante gli scavi. Serve circa mezz’ora per un giro essenziale, di più se si ama leggere pannelli e soffermarsi nei cortili. Nel reticolo di strade attorno al porto spicca la Chiesa di Ognissanti, lungo l’omonima via, a brevissima distanza dal lungomare. È un edificio romanico, probabilmente risalente al XII secolo, legato nella tradizione all’Ordine dei Templari: si racconta che qui i crociati partenti per la Terra Santa ricevessero la benedizione prima di imbarcarsi, anche se gli storici non sono unanimi su questo punto. L’esterno è elegante e sobrio, con archi e decorazioni tipiche del romanico pugliese. L’apertura è limitata a poche ore a settimana, perciò conviene informarsi in anticipo se si desidera entrare. Tra le architetture civili spicca Palazzo Caccetta, in via Ognissanti. Costruito tra il 1451 e il 1456 per volere del mercante Simone Caccetta, si riconosce subito per il portale monumentale e per le eleganti finestre che punteggiano la facciata. Nel tempo ha ospitato i governatori veneti, un convento di monaci Teresiniani e in seguito un seminario. Oggi è sede distaccata del Palazzo di Giustizia, quindi non si visita all’interno, ma vale la pena fermarsi qualche minuto ad ammirare la facciata. Per chi ama l’arte contemporanea e gli spazi culturali, nel cuore del borgo antico c’è il Palazzo delle Arti “Beltrani”. Un tempo dimora di famiglie nobili, oggi è un centro culturale con sale riunioni, spazi per conferenze, aree di co-working e una terrazza affittabile per eventi. Al secondo piano si trova la Pinacoteca “Ivo Scaringi”, dove sono esposte le opere del maestro Scaringi: un’occasione per vedere come la luce di Trani sia stata interpretata da un artista locale. Un’attrazione curiosa, perfetta anche con bambini e ragazzi, è il Museo della Macchina per Scrivere, in Piazza Duomo. Fa parte del Polo Museale Diocesano e raccoglie circa 450 macchine da scrivere, tutte appartenenti alla collezione di Natale Pagano, fondatore della fondazione SECA (Scripturae Evolutio Cum Arte), dedicata alla storia della scrittura. L’esposizione accompagna dai primi modelli meccanici alle soluzioni più recenti, fino alla soglia dell’era digitale. Il biglietto comprende anche l’accesso al Museo Diocesano, ospitato al secondo piano di Palazzo Lodispoto. Spiagge, tuffi e un itinerario di un giorno già pronto Spiagge Puglia Trani non è solo pietra e architettura: appena fuori dal centro si susseguono spiagge e calette adatte a chi cerca sia comodità sia angoli più selvaggi. Sotto la Villa Comunale, il Lido Bella Venezia è la soluzione cittadina: un piccolo tratto attrezzato dove scendere dopo una passeggiata nel parco, con vista diretta sul molo e sulla cattedrale. Proseguendo lungo la costa si incontra Cala Mariposa, con stabilimento balneare, noleggio ombrelloni e lettini, molto gettonata all’ora dell’aperitivo grazie alla posizione fronte tramonto. Chi preferisce la spiaggia libera e la sabbia può puntare alla Spiaggia di San Marco Sud, un tratto tranquillo e relativamente defilato rispetto ai flussi principali, con mare chiaro e un piccolo parcheggio a pagamento nei dintorni. Più avanti si arriva alla cosiddetta Seconda Spiaggia, un’ampia lingua di sabbia dorata delimitata da un lato dalla Baia del Gruccione: qui si alternano zone attrezzate e tratti liberi, con acqua particolarmente limpida nelle giornate poco ventose. Per un ambiente più naturale c’è la Spiaggia la Torretta, poco oltre Trani verso sud. È una spiaggia di sassolini, con mare cristallino e zero fronzoli: niente pavimentazioni, solo ciottoli e scogli, per cui conviene portare le scarpette da scoglio. Subito dopo si trova Spiaggia Salsello, che combina una parte libera e una parte con stabilimento balneare, ombrelloni, sdraio a noleggio e un piccolo chiringuito dove fare pausa tra un bagno e l’altro. Per chi arriva a Trani per un solo giorno, un itinerario equilibrato può aiutare a vedere il meglio senza correre. Una possibilità è iniziare la mattina con colazione in centro, ad esempio in una delle pasticcerie storiche vicino al porto, e poi dirigersi verso il Castello Svevo per la visita alle sale interne. A seguire, spostarsi nella vicinissima Cattedrale e, se le condizioni lo permettono, salire fino al campanile per avere una visione d’insieme della costa. Terminata la visita, si torna verso il porto per un pranzo veloce. Per un pasto informale ma con ingredienti locali, Da Mimmazzo è un riferimento per panini farciti con prodotti tipici, a pochi minuti a piedi dalla banchina. Si può mangiare nel locale oppure portarsi il panino sul lungomare, sedendosi su una panchina vista barche. Nel primo pomeriggio, quando il sole è più alto, si raggiunge la Villa Comunale per un po’ di ombra tra gli alberi e poi si sale al Fortino per fotografare il porto dall’alto. Quando la temperatura inizia a scendere, è il momento di spostarsi verso la Grotta Azzurra o verso una delle spiagge citate, per due ore dedicate al mare. Rientrando in città, il tramonto si osserva bene dalla zona del porto, dove gli aperitivi vista mare sono un piccolo rito. Per la cena, chi vuole sedersi comodamente in una sala accogliente può scegliere Osteria La Banchina, vicino al porto, specializzata in cucina tradizionale pugliese con attenzione ai piatti di pesce e alla pasta. Per un’esperienza più raffinata, Le Lampare al Fortino, all’interno del vecchio fortino, è nota per le preparazioni di pesce fresco in un contesto scenografico, con i bastioni che guardano il mare. Info pratiche, vita notturna e dintorni da inserire in viaggio Trani Trani si trova a circa 55 km da Bari ed è ben collegata sia su strada sia su ferro. In auto si raggiunge in circa tre quarti d’ora percorrendo la SS16, mentre da Bari partono treni regionali diretti che, in un tempo più contenuto, portano direttamente alla stazione di Trani, a breve distanza dal centro. La città è anche vicina a Barletta, che dista circa 15 km: si arriva di nuovo tramite SS16 o con brevi tratte regionali. Una volta arrivati, ci si muove a piedi quasi ovunque. Il centro storico è compatto e la maggior parte delle attrazioni – cattedrale, castello, porto, quartiere ebraico, musei principali – si raggiunge facilmente camminando dalla stazione. Per le spiagge più decentrate e per la Grotta Azzurra risulta invece comoda l’auto. Chi arriva in macchina deve solo fare attenzione alla ZTL del centro storico. Ai margini della zona a traffico limitato si trovano parcheggi a pagamento comodi per lasciare l’auto e proseguire a piedi, come il Parcheggio Piazza Tiepolo, il Parcheggio Piazza Plebiscito, il Parcheggio Piazza Castello e il Parcheggio Trani Porto, con diverse capienze e tariffe orarie indicate in loco. La vita notturna di Trani cambia volto a seconda della stagione. In estate la scena si concentra soprattutto attorno al porto e al lungomare: qui il locale Portulaca, sul mare, è uno dei riferimenti per la movida estiva, tra cocktail, musica e vista sull’acqua. Per chi ama ballare c’è la discoteca Il Vecchio e il Mare, vicino al Fortino, con una grande terrazza esterna che si anima con dj set e serate danzanti. Nei mesi più freddi, invece, la sera si sposta tra le vie del centro storico e le piazze principali. La Taverna dei Suoni è una birreria storica con una vasta scelta di birre e un pubblico soprattutto giovane, perfetta per chi cerca una serata informale tra chiacchiere e musica. In generale, la città resta vivace durante tutto l’anno, con eventi culturali, rassegne e iniziative legate ai luoghi d’arte come il Palazzo delle Arti Beltrani. Per il pernottamento, Trani offre un buon numero di B&B nel borgo antico, piccoli alberghi vicino al mare e strutture moderne nelle aree più nuove della città. È consigliabile confrontare le opzioni in anticipo su piattaforme di prenotazione online, valutando posizione (centro storico se ci si muove senza auto, aree più esterne se si punta soprattutto sulle spiagge) e servizi offerti. Chi ha qualche giorno in più può usare Trani come base per esplorare i dintorni. In meno di mezz’ora si raggiungono Andria e Barletta, città ricche di storia, mentre a circa 32 km si trova Castel del Monte, il celebre maniero ottagonale legato a Federico II. Gli amanti della natura possono spingersi fino al Parco dell’Alta Murgia, a circa 35 km, o verso nord fino al Promontorio del Gargano, che dista circa 56 km e apre a itinerari tra foreste, eremi e altre spiagge adriatiche.

Seppure non si possano probabilmente ancora definire risultati concreti, le conclusioni emerse dal Consiglio Europeo dei Trasporti mostrano un indirizzo e dei segnali che lasciano ben sperare gli attori (anche italiani) del trasporto marittimo e della cantieristica navale. All’appuntamento di Lussemburgo ha partecipato il viceministro italiano Edoardo Rixi (nella foto insieme al Commissario Ue Trasporti Apostolos Tzitzikostas) ribadendo come l’Italia spinga per “rivedere politiche di decarbonizzazione concepite in un contesto economico e geopolitico profondamente diverso da quello attuale. La transizione ecologica deve procedere con pragmatismo, neutralità tecnologica e apertura ai carburanti alternativi, evitando approcci ideologici che rischiano di penalizzare industria, lavoro e competitività”. L’esponente di Governo ha poi aggiunto: “Sosteniamo lo sviluppo dei carburanti sostenibili, dal Saf avio ai biocarburanti e al diesel biologico, e il potenziamento delle Autostrade del mare. Allo stesso tempo riteniamo necessario superare un Ets marittimo che rischia di spostare traffici e investimenti verso porti extraeuropei, indebolendo il sistema logistico continentale”. Nelle conclusioni approvate dal Consiglio la strategia industriale marittima dell’Ue viene definita come “un piano d’azione strutturato che mira a rafforzare la leadership marittima europea promuovendo la cantieristica navale ad alta tecnologia e le attrezzature portuali all’avanguardia”. L’Europa riconosce come gli operatori “si trovino a dover affrontare sfide crescenti, tra cui l’intensificarsi della concorrenza globale, le tensioni geopolitiche, la dipendenza strategica dalla produzione di paesi terzi, la necessità di accelerare la decarbonizzazione e la persistente carenza di manodopera e competenze”. Le conclusioni adottate a Lussemburgo “definiscono le priorità chiave per affrontare queste sfide”. A proposito di “Sovranità industriale e competitività” gli Stati membri hanno espresso “preoccupazione per le distorsioni del mercato e le pratiche di sovvenzione sleali da parte di paesi terzi che minano la concorrenza leale”. Il Consiglio chiede pertanto “una valutazione delle misure volte a rafforzare la competitività del settore, compreso l’uso efficace degli strumenti di difesa commerciale esistenti, in linea con gli obblighi internazionali. Incoraggia inoltre gli investimenti volti a ridurre le dipendenze strategiche e a rafforzare le capacità industriali critiche”. Fra le righe sembra di leggere un’apertura al sostegno pubblico in determinate aree d’attività. C’è poi il tema “Investimenti e innovazione”. Per ampliare la capacità europea nel settore delle navi avanzate e a basse o zero emissioni “il Consiglio chiede maggiori investimenti in tecnologie innovative per la costruzione navale, sistemi di propulsione pulita e ricerca e innovazione. Sostiene inoltre iniziative come i cantieri navali del futuro e la creazione di un’alleanza europea per le filiere industriali marittime, al fine di convogliare gli investimenti verso le priorità strategiche”. In materia di “Decarbonizzazione e sostenibilità” il Consiglio Europeo dei trasporti ha ribadito “il ruolo centrale del settore marittimo nel raggiungimento degli obiettivi climatici dell’UE e sottolinea che la decarbonizzazione richiede un’azione coordinata lungo l’intera catena del valore del trasporto marittimo, compresi i produttori e i fornitori di carburante. Gli Stati membri chiedono la tempestiva e coordinata diffusione di combustibili marittimi sostenibili e di tecnologie innovative a basse emissioni. Sottolineano che la disponibilità di combustibili alternativi sicuri, sostenibili e a prezzi competitivi sarà fondamentale per accelerarne l’adozione”. Ciò significa che gli armatori dovranno essere messi nelle condizioni di poter acquistare e impiegare carburanti green. Le conclusioni ribadiscono inoltre “l’importanza di utilizzare i proventi generati dal sistema di scambio di quote di emissioni dell’Ue (Ets) per scopi legati al clima”, altra buona notizia in linea con quanto chiedono le shipping company. Al tempo stesso è stata evidenziata “la necessità di valutare potenziali adeguamenti al regolamento marittimo FuelEU, al regolamento Mrv (Monitoring, Reporting, Verification) e al quadro normativo dell’Ets marittimo, al fine di evitare sovrapposizioni di costi e oneri amministrativi non necessari, qualora venissero adottate misure globali per ridurre le emissioni di gas serra derivanti dal trasporto marittimo”. C’è poi un capitolo dedicato a “Sicurezza e resilienza” che porta buone notizie per il mondo della difesa. Il Consiglio avverte infatti che “le sfide alla sicurezza marittima sono in aumento, compresi i rischi legati all’operatività delle flotte ombra e alla crescente instabilità geopolitica. Gli Stati membri sottolineano la necessità di rafforzare la resilienza, la preparazione e le capacità di difesa dell’Ue, compresa la protezione delle infrastrutture marittime critiche e la resilienza delle catene di approvvigionamento marittime. Le conclusioni sostengono inoltre un approccio coordinato allo sviluppo di infrastrutture a duplice uso (dual use), capaci di servire sia a scopi civili che militari”. Oltre a ciò il Consiglio ha constatato che “il settore marittimo si trova ad affrontare una significativa carenza di manodopera, un invecchiamento della forza lavoro e condizioni di lavoro sempre più gravose, fattori che incidono sulla sua competitività e resilienza a lungo termine”. Pertanto gli Stati membri “chiedono un rafforzamento dell’istruzione e della formazione marittima, comprese iniziative di aggiornamento e riqualificazione professionale. Le conclusioni incoraggiano l’adozione di misure volte ad attrarre un maggior numero di giovani verso le professioni marittime e sostengono lo sviluppo di un’iniziativa europea coordinata sulle competenze marittime”. Nelle conclusioni della nota riepilogativa diffusa al termine del Consiglio viene sottolineato come il settore marittimo dell’Ue sia “anche un fornitore leader a livello globale di servizi di trasporto marittimo. Svolge un ruolo fondamentale nel garantire l’approvvigionamento di beni essenziali, nel facilitare il commercio internazionale e nel sostenere la sicurezza energetica dell’Europa. Insieme ad altri settori legati al trasporto marittimo, genera domanda di prodotti e servizi manifatturieri marittimi, contribuendo al contempo a plasmare lo sviluppo tecnologico dell’intero ecosistema marittimo”. 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

Don’t let Trump’s blowup on NBC’s <em>Meet the Press</em> distract from what he actually said. Don’t let Trump’s blowup on NBC’sMeet the Pressdistract from what he actually said. President Donald Trump sits down with NBC News’s Kristen Welker on June 5 in Wisconsin. When President Donald Trump abruptly broke offhis interviewwith NBC White House correspondent Kristen Welker onMeet the Press, the consensus among the commentariat was that Trump was once more acting out of hair-trigger pique and poor impulse control. The exchange “was explosive” and “heated”; the aggrieved president “stormed off” into a cloud of paranoid conspiracy theories about the media’s collusion with Democratic-engineered election theft. Such accounts fit a common template of coverage during Trump’s second term: The president, never an avatar of calm, reasoned judgment, is increasingly in thrall to wild mood swings and tantrums—when, that is, he’s notfalling asleep on the jobafter alate-night bout of online shit-posting. Yet there’s always been ample calculation in Trump’s shows of grievance and outrage, and Sunday’s performance was no exception. It’s important to underline this given the context for Trump’s outburst: Welker’s insistence that Trump’s multiple allegations of rampant election fraud carried out by his political opponents have no basis in fact. In grouping this under the vague and ever-pliant heading of “Trump unhinged,” our keepers of public discourse are repeating the miscalculation that they made in the run-up to the failed coup attempt on January 6: By failing to account for Trump’s theatrics as anything more than the latest flourish from an old man predisposed to shouting at a cloud, they’re missing the urgent and disturbing effort to discredit an election that will serve as a referendum on Trump’s performance. To grasp this point, we must pan back from the decontextualized presentation of “takeaways” from Trump’s interview with Welker and consider the full exchange. Trump’s belligerent replies to Welker’s correction of his false election claims came near the end of a 40-minute interview, which proceeded along remarkably equable lines—especially by the standards of Trump’s usual run-ins with mainstream press reporters,particularly those who are women. More than half of the sit-down was devoted to Trump’s assessment of the Iran War and prospects for an agreement to end the conflict; seeming to relish the role of a diplomatic power broker, Trump described what he considered the successful US campaign to “decapitate” the leadership of the Iranian regime and to lay waste to its military resources. He also claimed, for the umpteenth time, that the United States is on the verge of a lasting peace deal with Iran—while also holding out the prospect that he could unilaterally bomb the country into submission. After claiming to have masterfully maneuvered Iran’s leaders into the framework of an agreement, he said they would sign “or I’m gonna blow the hell out of them.” This was all Trump’susual fact-challenged blusterabout his handling of the war, but apart from a stray swipe at opinion polling (“They’re all fake polls, especially yours,” Trump told Welker) and a drive-by characterization of Welker as “a big progressive,” Trump mostly projected a statesmanlike calm (once more grading on a curve) through most of the interview, hailing his own supposed breakthroughs in negotiations and contrasting the timeline leading to the conclusion of hostilities to the quagmires in Vietnam and Iraq. Then there was the weird series of weather and technical delays that extended the scheduled taping of the exchange. Trump had invited Welker to interview him after an appearance in Wisconsin to shore up support in the beleaguered Midwest farm economy. As they sat in a corrugated tin shed in front of a prop John Deere tractor, the skies opened up, and the torrential rain made it difficult for the interlocutors to hear each other. They paused repeatedly for several minutes to let the rain let up; on another occasion, taping difficulties prompted a similar delay. Through the foul-ups, Trump maintained his generally even keel, marveling about the downpour and joking about the delays—scarcely the temperament of a guy hell-bent on blowing up the whole proceedings. Trump’s talk became more overtly warlike when the discussion turned to domestic politics—though even then his tone didn’t modulate much. When Welker asked him about the status of his “so-called anti-weaponization fund” in the wake of acting Attorney General Todd Blanche’s announcement that the payoff scheme for January 6 rioters was dead in the water, Trump went into a tirade about the justice owed to victims of the “radical left lunatics that worked for the Biden administration and Sleepy Joe.” “People have been destroyed, many have committed suicide. Think of it, people have committed suicide because of a bunch of thugs went after them.” If one were to actually think of it, of course, that phrasing is a farmore apt descriptionof the police officers victimized by the mob at the US Capitol than of the brownshirts seeking to install Trump as a dictator. But Trump was eager to revisit all the hits from the January 6 playlist, calling out James Comey—whom Trump fired more than three years prior to the insurrection—as “a dirty cop” and falsely claiming that FBI agents were leading rioters into the Capitol. As Welker patiently called out these falsehoods, Trump turned on her, saying she was “either crooked or stupid. You play right into their hands with this stuff. You know that these elections are rigged.” In his trademark register of aggrieved customer demanding to talk to a manager, he claimed that Democrats are again seeking to rig the outcome of last week’s gubernatorial “jungle primary” in California because it’s taken more than five days to tally the votes—even though the lead GOP candidate, Steve Hilton, is poised to make it into the final runoff against Democratic opponent Xavier Becerra. Trump’s California charge is structurally identical to his claims that election night counts were manipulated against him when large numbers of anti-Trump voters in urban districts were accounted for later in the evening because it takes longer to count votes in more densely populated jurisdictions. The claims were bullshit then, and they’re bullshit now. So it was no wonder that Welker’s decision to make that point against Trump’s bogus assertion that he knows about voter fraud “by looking” evidently provoked the president to cut the interview short. Even then, however, he hadn’t “stormed off” or otherwise erupted; when Welker asked him to stay because she had flown out to Wisconsin to the sit-down, he countered that he’d been sitting with her for an hour in the rain—before signing off with, “Sorry. Let’s call it quits because I’ve had enough. Thank you, darling. Have a good time.” Yes, this was condescending, patriarchal Trump-speak, but it was hardly a devastating breach in White House media relations, as Welker confirmed from her perch in the NBC studio; in a followup exchange with the president, she recounted, they both agreed that the weather delays had created difficulties for the exchange and that there’d be a follow-up interview for the show at a later date. That all gave the lie to Trump’s fulminations over the “crooked” state of things at NBC and how “a country can never be great with a dishonest press.” (On Welker’s side, the closing blowup also served to dilute the memory ofher disastrous debut on the show in 2023, with a Trump interview that left a series of trademark flagrant Trump lies unchallenged, including several whoppers about January 6.) Why did Trump shift so rapidly to outrage before the NBC cameras? We can rest assured it wasn’t due to the controlled diplomatic prowess he always claims to be training on his counterparts across the negotiating table in Iran. No, Trump’s outburst allowed him to use a major network platform to cast unfounded suspicion on the vote in California, which happens also to be dominated by the Democratic Party. And in doing so, he once more got the rest of the punditocracy to focus on his allegedly erratic personal bearing—and not his election lies. Without missing a beat, Trump’s lickspittle speaker of the House, Mike Johnson—the ardent House member who strategized with the Trump White House to get a vote before Congress to upend the results of the 2020 on January 6—has taken up the same claim that the California voting count must be crooked because of… vibes. “Look, some of these efforts are so diabolical and so far upstream it’s impossible to prove,” the addled lawmaker explained to reporters on Monday. “But I think everybody knows instinctively that something is wrong here.” By throttling Kristen Welker in the style of a professional wrestler, Donald Trump short-circuited the country’s public discourse in a way that a fierce Midwestern thunderstorm never could. After such a gratifying afternoon’s work, why on Earth wouldn’t he come back for more? With the midterm elections now firmly upon us, the question is whether Democratic candidates will do more than merely occupy ballot lines as mild alternatives to the red-hot crisis that is Donald Trump. As Trump spends over $1 billion a day on a globally destabilizing war on Iran and admits that he doesn’t “think about Americans’ financial situation,” millions across the country are struggling with the surging costs of essentials. Democrats must seize this moment and advance bold, small-“d” populist ideas—not settle for cynical caution that once again snatches defeat from the jaws of victory. The Nationelevates progressive ideas, movements, and elected officials achieving real change across the country into the national conversation. At the same time, our journalists are exposing how crypto and AI-funded super PACs are spending hundreds of millions of dollars to knock out candidates they oppose, reporting on the devastating impact of the Supreme Court’s evisceration of the Voting Rights Act, and sounding the alarm on attempts by red states to quickly redraw electoral maps, disenfranchising Southern Black voters. We can play this critical role because of support from readers like you. This June, we’re raising $20,000 to powerThe Nation’s independent journalism in the run-up to November’s immensely consequential elections. It’s in our power to build a more just society, and your support at this critical moment brings us closer to that bold vision. I hope you’ll donate today. Onward,Katrina vanden HuevelEditor and Publisher,The Nation Chris Lehmann is the DC Bureau chief forThe Nationand a contributing editor atThe Baffler.He was formerly editor ofTheBafflerandThe New Republic, and is the author, most recently, ofThe Money Cult: Capitalism, Christianity, and the Unmaking of the American Dream(Melville House, 2016).

Italy’s engineering, drilling, and construction services giant Saipem has provided an update on the current location of its multipurpose DP3 vessel for heavy lifting and pipe-laying, which is getting ready for its assignment on a natural gas project in the Romanian part of the Black Sea. Saipem has revealed that itsJSD6000multipurpose DP3 heavy lifting and pipe-laying vessel is currently in the Port of Genoa, where it is undergoing preparatory activities for theNeptun Deepproject in the Black Sea. The company underlines that the ship, moored at the San Giorgio del Porto shipyard, will carry out technical, maintenance, and upgrading activities on key systems, particularly its pipelay equipment, to ensure full compliance with operational requirements. JSD6000, which was delivered in June 2024, is described by the Italian giant as one of the most advanced vessels in its class, equipped for both S-Lay and J-Lay operations and capable of operating in deep waters, with a full revolving heavy lifting crane of 5,200 t capacity. The ship comes with a J-Lay system with 1,500 t laying capability and 2,000 t holding capacity for laying quadruple and triple joints, alongside an S-Lay system of 900 t holding capacity in accidental conditions, featuring a modular stinger operated by a patented handling system. Once preparation is complete, the vessel will be deployed on the Neptun Deep gas development project in the Black Sea off the coast of Romania, where it is set to play a key role insubsea installation operations. The 215-meter ship will install the subsea infrastructure in the deepwater area, connecting the wells to the production platform. This content is available after accepting the cookies. Saipem’s Castoro 10 starts pipelaying on Romania’s €4 billion natural gas project OMV Petrom, Romania-headquartered affiliate of Austria’s OMV, together with its partner, Romgaz, is progressing the development of the project, which is estimated to require up to €4 billion of investment, to achieve first gas in 2027. Neptun Deep encompasses an offshore production platform, three subsea systems, ten production wells, covering four already drilled on Pelican South and six underway on Domino, as well as the onshore gas metering and control station at Tuzla. 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!

Norwegian energy data and intelligence company TGS has secured another contract for offshore wind site characterization in Europe, for which the company will deploy its seismic vessel Ramform Vanguard. Under the latest contract, announced on June 9, Ramform Vanguard will begin data acquisition work in early August on a campaign scheduled to last around three weeks. The client and project location were not disclosed. The contract follows an offshore wind award announced in April, when TGS said the vessel had secured its third offshore wind site characterization project for the 2026 European summer season. Under that contract, which will run for approximately one and a half months, the vessel is expected to start data acquisition work in the second half of July. “We are pleased to secure more offshore wind site characterization work for the 2026 Europe season. With further tenders currently in the market, we are actively pursuing opportunities to extend this year’s acquisition campaign into the fourth quarter”,saidKristian Johansen, CEO of TGS. Johansen added that the company’s Ultra High Resolution 3D streamer technology delivers detailed imaging of shallow subsurface conditions that are critical for offshore wind farm development, and that the technology has a strong track record within this market. 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!

Il rapporto fra commesse e flotta esistente tocca rispettivamente 26% e 38,3% ma l’ombra dell’eccesso di stiva non spaventa gli armatori Il settore armatoriale continua a spingere sugli investimenti in nuove costruzioni e i numeri degli orderbook, soprattutto nel settore delle maxipetroliere e delle portacontainer, tornano a livelli che non si registravano da quasi vent’anni. Nel comparto delle Vlcc, secondo i dati elaborati dalla società di intermediazione Hartland Shipping, tra il quarto trimestre del 2025 e il primo trimestre del 2026 sono stati sottoscritti contratti per circa 125 nuove unità. Si tratta di un volume che supera il precedente record annuale di 108 Vlcc ordinato nel 2006, all’apice del superciclo trainato dalla domanda cinese di materie prime. La crescita degli ordinativi ha determinato un rapido incremento del rapporto tra orderbook e flotta esistente, salito al 26%, contro appena l’1% registrato a metà del 2023. Un’accelerazione che riflette il miglioramento delle prospettive di mercato registrato negli ultimi due anni, caratterizzati da noli sostenuti, traffici petroliferi più lunghi a causa della riorganizzazione dei flussi energetici mondiali e limitata disponibilità di tonnellaggio moderno. Secondo Hartland, il boom degli ordini è stato favorito soprattutto dagli elevati rendimenti conseguiti dagli armatori e dalla necessità di assicurarsi slot produttivi nei cantieri asiatici, sempre più congestionati. Allo stesso tempo, una parte significativa della flotta mondiale si avvicina a un’età operativa avanzata, elemento che spinge molti operatori a programmare il rinnovo del naviglio. Anche nel settore delle portacontainer il ciclo espansivo degli investimenti appare tutt’altro che esaurito. I dati riportati da Splash247 sulla base delle rilevazioni di Linerlytica indicano che l’orderbook globale ha raggiunto quota 13 milioni di Teu, pari al 38,3% della capacità oggi in esercizio. Una percentuale che avvicina la soglia del 40% e che riporta il mercato ai livelli osservati all’indomani della crisi finanziaria globale. La corsa alle nuove costruzioni prosegue nonostante negli ultimi anni siano già entrate in servizio centinaia di nuove navi. Nei primi quattro mesi del 2026 gli armatori hanno infatti ordinato ulteriori 1,9 milioni di Teu di capacità, dopo che il 2025 aveva fatto segnare il record storico di 5,1 milioni di Teu contrattualizzati. Particolarmente significativa appare la concentrazione delle consegne previste per il 2028. Gli slot già assegnati per quell’anno corrispondono a circa 5,2 milioni di Teu, volume destinato con ogni probabilità ad aumentare ulteriormente nei prossimi mesi. Secondo Linerlytica, la propensione degli armatori a continuare a investire in nuova capacità rimane elevata, sostenuta sia dalla disponibilità finanziaria accumulata durante gli anni dei noli eccezionali sia dalla ricerca di economie di scala e maggiore efficienza energetica. Il quadro che emerge dai due segmenti presenta alcune analogie. In entrambi i casi gli operatori stanno sfruttando una fase di redditività positiva per rinnovare e ampliare le flotte, prenotando capacità produttiva in cantieri che continuano a registrare livelli di saturazione molto elevati. Parallelamente, le nuove normative ambientali e la crescente attenzione all’efficienza energetica stanno accelerando il processo di sostituzione delle unità meno moderne. Resta tuttavia aperto il tema dell’equilibrio tra domanda e offerta nel medio termine. La storia dello shipping insegna che i cicli di ordinativi particolarmente intensi possono tradursi, una volta completate le consegne, in periodi di eccesso di capacità e pressione sui noli. Se nel mercato delle Vlcc il rinnovo della flotta potrebbe assorbire parte del nuovo tonnellaggio, nel comparto container diversi analisti iniziano a interrogarsi sulla capacità della domanda mondiale di sostenere un’espansione così rapida della capacità disponibile. Per il momento il mercato continua a premiare le strategie di crescita. I numeri degli orderbook, però, segnalano che tra il 2027 e il 2029 il settore potrebbe trovarsi ad affrontare uno dei più consistenti incrementi di offerta degli ultimi decenni, con effetti che dipenderanno dall’andamento dell’economia globale, dei commerci internazionali e dei traffici energetici. 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

A bill aimed at increasing the number of wood pellet mills in Louisiana has sailed through the state’s Legislature — despite some lawmakers, including the bill’s sponsor, acknowledging they know little about thecontroversial industry. State Representative Chuck Owen, a Republican from Vernon Parish in west Louisiana, said he proposedHouse Bill 670in February shortly after learning about the industry, which exports about $1 billion worth of pellets from Louisiana each year. Nearly all the production comes from two British-owned mills in central and north Louisiana that emit large — andsometimes illegal— quantities of air pollutants linked to cancers and other serious illnesses. Owen, whose district spans one of the state’s most timber-rich regions, said the goal of his bill is to make Louisiana a “premier location for wood pellet manufacturing.” The legislation gives a state agency, Louisiana Economic Development, broad direction to develop new incentives for pellet manufacturers, potentially including new tax breaks, state-funded workforce training programs, and port upgrades tailored to the industry’s needs. It also instructs state regulators to streamline permitting for pellet mills and review environmental and public safety rules that “impose unnecessary burdens on this emerging industry.” Grist thanks its sponsors.Become one. To support our nonprofit environmental journalism, please considerdisabling your ad-blockerto allow ads on Grist.Here's How For Owen, talking during a meeting ahead of the vote, the rationale behind expanding pellet manufacturing is simple: “We have a lot of trees in Louisiana, and north of Bunkie, that’s about all we have,” he said, referring to a town in central Louisiana. “There’s a market craving wood pellets, and I think we should get further into it.” But when a fellow legislator asked him to describe one of the mills and “what exactly it produces,” Owen admitted he was only vaguely familiar with it. “I do not know a lot about it,” he said. “No, sir, I do not. I know they’ve had some struggle in recent years, but I know that they’re there.” Despite that uncertainty, Louisiana’s House and Senate passed Owen’s measure unanimously. The bill is expected to be signed into law by Governor Jeff Landry, a Republican who has backed similar measures aimed at boosting industrial growth in the state. The British energy company Drax operates the two large pellet mills in Louisiana: one in Urania, a small town in the central part of the state, and another near Bastrop in the northeast corner. Together with a nearly identical Drax facility in Gloster, Mississippi, the mills churn out billions of wood pellets to meetdemand in the United Kingdomfor electricity generated by wood, what the industry markets as “sustainable biomass.” Grist thanks its sponsors.Become one. To support our nonprofit environmental journalism, please considerdisabling your ad-blockerto allow ads on Grist.Here's How In the U.K. and several other European countries, wood pellets are classified as a renewable energy source, making the industry eligible for large subsidies typically given to solar and wind projects. While Drax promotes itself as a purveyor of green energy, communities in the Deep South that host the pellet mills pay a high cost from air pollution, dust and noise, said Kadin Love, a community organizer with the Dogwood Alliance, an environmental group in North Carolina opposed to wood pellet manufacturing. “This is an industry that doesn’t have a clean history,” Love said. “This bill opens doors to the industry that we might not be able to close.” Drax has paid nearly $6 million in fines and settlements for hundreds of pollution violations in Louisiana and Mississippi over the past six years. Despite some facility upgrades aimed at reducing pollution, the company has continued to rack up violations. In Gloster, where Drax has operated the longest, several residents aresuing the companyover what they say is a decade of exposure to toxic chemicals, including formaldehyde, acrolein, and methanol. In the mostly Black, low-income town, about 40 miles north of the state Legislature in Baton Rouge, many people blame widespread health problems, including cancer and respiratory illnesses, on the mill’s pollutants. In a motion to dismiss the case, Drax’s lawyers argued that the lawsuit fails to show “particularized injury that is traceable to [the mill’s] conduct.” When asked about Owen’s bill, Drax expressed gratitude to Louisiana lawmakers for supporting the industry but declined to address pollution concerns raised by Love and other critics. “We appreciate the engagement of lawmakers and our community partners in Louisiana,” a company spokesperson said in a statement. “We remain focused on operating responsibly and transparently, working constructively with regulators, and continuing to support jobs and economic activity in the communities where we operate across Louisiana.” During the recent deliberations over Owen’s bill in the state House, none of the representatives mentioned concerns about pollution. Like Owen, most legislators were unfamiliar with the industry and asked only basic questions. “Are we talking about the wood pellets you put in the smoker, or do you build stuff with these wood pellets?” asked Representative Candace Newell, a Democrat from New Orleans. “What do they look like?” The only expert testimony came from Scott Roe, a consultant who produced a feasibility study on pellet mills in Louisiana. Roe described pellet burning as “cleaner” than other fossil fuels and said the industry could eventually use technology that “releases nothing at all.” “So, it’s clean-burning,” said Newell, who voted in favor of the bill. “You can’t build anything with it — just clean-burning clean energy.” But several scientists say that’s far from the truth. Drax’s wood-fueled power station in rural England emitted more than 14 million tons of carbon dioxide in 2024, making it the largest single source of CO2 in the U.K., according to areportlast year from the climate research group Ember. That amount is more than the combined emissions from the country’s six largest gas plants and more than four times the level of the U.K.’s last coal plant, whichshut down in 2024. The most contentious discussions about the bill concerned the industry’s potential use ofcarbon capture and storagetechnology, or CCS, which allows emitters to inject carbon dioxide underground rather than release it into the atmosphere. Tax credits and other incentives are available to industries that integrate CCS into their operations, but a growing number of Louisiana legislators oppose the technology; several pending bills would restrict CCS projects amid concerns about health and safety risks at storage sites andalong pipelinesthat transport the gas. During the discussion over his bill in the state House, Owen sought to distance his bill from CCS, or the “C-word,” as he called it. Drax, however, has pledged heavy investment in CCS technology. In 2023, the company established a new office in Houstonfocused on pairing biomass with CCS projectsacross North America. “The U.S. Gulf Coast has emerged as a major hub for carbon capture and sequestration investment and technology, a key component of the company’s plans to expand clean electric generation from renewable resources,” Drax CEO Will Gardiner said at the time. Some members of the Louisiana Legislature wanted assurances that the bill wouldn’t help Drax reach its CCS goals. Owen promised to kill his own bill if the Senate tried to insert language supporting the technology. “If, on the [Senate] side, they try to make it pro-carbon capture, will you pull it?” asked Representative Robby Carter, a Democrat from St. Helena Parish. “Pull it,” Owen responded. The Senate steered clear of the CCS debate and passed the bill with only a few minor wording changes on May 27. The bill gained support largely because of its promises to boost the state’s struggling forest products sector. Several pulp and paper mills have shut down in Louisiana, leaving many small communities with few jobs and empty downtowns. Backers argued that the pellet industry could help fill that void. Low-grade pine once used for paper production can instead be made into pellets, creating a new market for Louisiana trees and potentially revitalizing the state’s forestry economy. “What this bill is about is employing people,” Owen said during deliberations. But the three Drax mills each employ about 70 people, which is far fewer than the hundreds employed by many of the older mills. Louisiana has granted Drax generous tax breaks aimed at boosting employment. Through the state’s Industrial Tax Exemption Program, Drax has avoided paying about $75 million in property taxes that would otherwise support local school districts and local government operations,Verite News and Grist found in a review of estimatesfrom Louisiana Economic Development. The industry’s growth looks uncertain as European countries are increasingly skeptical of the claim that burning wood is better for the environment than relying on other energy sources. The U.K. government recently decided the current subsidies for Drax would becut in halfnext year. There have been other signs of trouble for the industry. Enviva, once the world’s largest wood pellet producer,filed for bankruptcyin 2024. Drax has also scaled back some of its North American expansion plans and recentlyshuttered its two Arkansas millsafter only a few years in operation. Love, from the Dogwood Alliance, said he was stunned that Louisiana’s legislators rushed to pass Owen’s bill unanimously despite having only a superficial understanding of the industry and without much, if any, consideration of the environmental and economic risks. “If you’re making a state law that exclusively benefits one industry, I’d hope they’d do some homework on it,” Love said. “The fact that they’re not doing the due diligence of researching this industry is incredibly concerning.” A message from Grist is the only award-winning newsroom focused on exploring equitable solutions to climate change. It’s vital reporting made entirely possible by loyal readers like you. At Grist, we don’t believe in paywalls. Instead, we rely on our readers to pitch in what they can so that we can continue bringing you our solution-based climate news. Donate today to keep our site free. Grist is the only award-winning newsroom focused on exploring equitable solutions to climate change. 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