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Norwegian oil and gas player Aker BP has augmented its interest in a giant field in the North Sea, which is considered to be one of the largest producing oil fields on the Norwegian Continental Shelf (NCS). Since Aker BP and its partners have completed the redetermination process for the Equinor-operatedJohan Sverdrupunit, the firm’s ownership interest will be 31.7163%, compared with 31.5733% previously. The redetermination process, initiated in January 2025, was conducted in accordance with the unit agreement, encompassing an expert determination and resulting in revised ownership interests based on updated technical and production data. As part of the redetermination, historic investments and production volumes will be reallocated among the partners in line with the revised ownership interests, with Aker BP receiving an additional 2.2 million barrels of oil equivalent over the next two years. This reflects the reallocation of historic production volumes. The Norwegian player will pay approximately NOK 300 million ($31.74 million) before tax, reflecting the reallocation of historic investments. “The redetermination does not affect ongoing operations at the Johan Sverdrup field, which continues to deliver strong performance,”highlighted Aker BP. This comes shortly after Equinor and Aker BPannounced their intentionto seek alignment on key areas of joint interest on the NCS to speed up the development of resources and uphold high production levels. This content is available after accepting the cookies. Equinor-Aker BP pact accelerating development of oil & gas discoveries The two companies set their cap on transactions in the Troll-Fram (Ringvei Vest), Yggdrasil, and Wisting areas that will strengthen alignment on future developments. 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 porto commerciale di Imperia (Oneglia) non perderà il suo traffico di cemento. Il Tar di Genova, infatti, ha annullato il decreto del Direttore generale della Regione Liguria con cui nell’estate dell’anno scorso fu adottato un Adeguamento tecnico funzionale che, modificando le norme di attuazione del locale Piano regolatore portuale, prevedeva che le attività funzionali allo svolgimento dei traffici commerciali sulla banchina Aicardi restassero “ammesse per la movimentazione delle merci e per il deposito temporaneo, ma senza strutture fisse”. Ciò per Cementi Centro Sud, concessionaria (“in regime di proroga di fatto” secondo i giudici, essendo la concessione scaduta ma non avendo mai il Comune dato seguito allo sgombro) che a Oneglia ogni anno movimenta 35-40mila tonnellate di cemento previo immagazzinamento nei silos eretti sulla banchina e che ha impugnato il provvedimento, avrebbe compromesso l’attività. “La funzione commerciale, pur rimanendo astrattamente ammessa, risulta di fatto svuotata o, perlomeno, fortemente compressa, venendo circoscritta alle sole attività che possono svolgersi senza stoccare le merci nei depositi” hanno sentenziato i giudici genovesi, considerando anche la volontà espressa dal Comune di arrivare a un più radicale mutamento della destinazione dell’area: “Pertanto, un simile mutamento incide indiscutibilmente sulla caratterizzazione del porto di Oneglia, snaturando la sua funzione commerciale, e tocca in ultima analisi le scelte strategiche del piano regolatore portuale, al punto che la stessa Amministrazione civica ha preconizzato – sia pure per un momento futuro non ancora definito – un differente utilizzo delle banchine attualmente destinate ai traffici marittimi. Dunque, la modifica in contestazione riveste natura sostanziale e, come tale, non poteva essere introdotta con un semplice adeguamento tecnico-funzionale, necessitando di un procedimento ordinario di variante al piano regolatore portuale”. La sentenza ha evidenziato pure che “l’eliminazione dei silos di stoccaggio del cemento non solo porterebbe alla scomparsa di Ccs dal porto di Oneglia, ma metterebbe a serio rischio la sopravvivenza dei due operatori Impresa Portuale Lodovico Maresca s.r.l. e Compagnia Lavoratori Portuali Maresca” che per Ccs lavorano come articolo 16 e 17 (e il cui separato ricorso è stato giudicato inammissibile), e “verrebbero inevitabilmente meno le commesse per le imprese manutentrici degli impianti per il pompaggio e la conservazione del cemento nei silos”. Per i giudici “è, dunque, lampante il fallo nel quale è incorsa la Regione, la quale – appiattendosi sull’errata affermazione dell’Amministrazione municipale – non si è avveduta che la modifica richiesta dall’ente locale, lungi dal lasciare immutate le attività commerciali nel porto di Oneglia, incide pesantemente sui traffici di rinfuse secche e, in particolare, sopprime quelli di cemento ivi praticati da oltre vent’anni da Ccs, con ripercussioni negative anche sulle imprese dell’indotto. (…) La riclassificazione del bacino onegliese, con attribuzione di funzioni turistiche in luogo di quelle commerciali, potrebbe inverarsi solo all’esito di un procedimento condotto dal Ministero delle Infrastrutture e dei Trasporti, previo parere regionale”. A.M. 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

pip install toolrecallCopy PIP instructions Released:Jun 13, 2026 The Deterministic Tool Cache for LLM Agents — no LLM decides what to cache. SQLite FTS5, zero deps, MCP multiplexer, zero-trust WAF. ToolRecall makes agents local-first, cutting OS execution latency by ~1000× on repeat calls and unlocking the 90% server-side prompt caching discount through deterministic byte-identical outputs. Result: ~81% fewer input tokens and ~20 min less waiting per session. ToolRecall is a caching layer and security guard for AI agents. It sits between the agent and your tools — SQLite cache for repeated reads, FTS5 knowledge base, MCP multiplexer, and a zero-trust WAF.No LLM decides what to cache. Pure stdlib —pip install toolrecalladds zero dependencies.(Python 3.11+ withsqlite3/tomllib/json) 76 KB, zero pip dependencies, one daemon. Requirements:Python 3.11+ (stdlib:sqlite3,tomllib,json,http.server,urllib). ⚠️Experimental.Works in testing — not yet battle-tested in production. You may encounter edge cases with large workspaces or concurrent file changes. Install theToolRecall Cache extensionfrom the VS Code Marketplace fortransparent file-read caching— every file you open is cached automatically with zero configuration: What it gives you over the CLI alone: See theextension READMEfor details. Some caching frameworks use a second LLM — a "Cache Planner" — to classify tools by cacheability. ToolRecall isdeterministic, not heuristic: The principle:Intelligent caching doesn't need an intelligence. It needs a filesystem, a clock, and the honesty to say "I don't know — execute it live." LLM context windows are stateless. Everything accumulates. Level 1 — File repetition (O(N), linear):A 10,000-token file, read once, stays in context for 100 turns: 10K × 100 =1,000,000 billed input tokensfor the same content. Level 2 — The real O(N²) snowball (quadratic):Context grows continuously through new tool outputs — not just one file. After 100 turns it hits ~500K tokens. Attention scales at O(N²): ToolRecall breaks both curves: Result:81% fewer input tokens + context stays manageable + attention costs flat. ToolRecall exposes a standardstdioMCP interface (toolrecall mcp). It works withanyagent — Claude Code, Cursor, Cline, Hermes: No custom plugins. No SDK changes. ToolRecall registers its tools under the namescached_read,cached_terminal,cached_write.Agents default toread_file— the native tool — which bypasses the cache entirely. This isnot a MCP limitation— MCP calls are stdio to the same daemon, same latency. It's atraining/data bias: models seeread_filemore often in their training data. Fix:Tell your agent once to prefercached_read/cached_terminal. Claude Code— add to~/.claude/claude_dotfiles/claude.md: Cursor— add to.cursorrulesat project root: Cline— add to.clinerulesor mention in the initial prompt: Hermes Agent— transparent mode (recommended, monkey-patches native tools): Then restart Hermes or type/reset. No HTTP, no proxy, no network overhead.MCP tools run as stdio subprocesses — same pipe, same latency as native tools. ToolRecall doesn't cure an LLM of being prompt-injected — it cages the agent to neutralize the consequences: ToolRecall does3 things in one daemon: cache, WAF, MCP multiplex. Each piece has more polished alternatives — the value is integration. ToolRecall wins when: you run multiple agents (Hermes + Claude Code + Cursor), have 3+ MCP servers with cold-start latency, and want a single security config. Repeated tool calls served from local SQLite. In a 13-file project with 3–10× re-reads, this removes ~55–77K tokens per session. Measured hit rate: 67–97%. Anthropic and OpenAI offer up to 90% discount on input tokens that match a previous request's prefix. ToolRecall freezes OS tool outputs — everyread_file,hostnamereturns the exact same byte string until the file changes. This makes the server-side discountreliably availableinstead of randomly busted by OS noise. Byte-identical cache hits = 100% reproducible agent runs. No OS flakiness. Zero-Trust WAF: cryptographic path resolution,.envair-gapping,allow_terminal=falsedrops RCE attempts. toolrecall mcpworks with any MCP-speaking agent. Zero-dependency full-text search over docs and notes. BM25 ranking, Porter stemming. No embeddings, no GPU, no API calls. Exact (Action → State) pairs from agent sessions. Zero-cost SFT/DPO dataset generation. TOML (default, via stdlibtomllib) or YAML (optional, requirespyyaml). TOOLRECALL_*environment variables override TOML. ToolRecall integrates with Hermes Agent via aninit script(hermes_init.py) that registerscached_read,cached_terminal,cached_write, andcached_patchas additional tools. The problem with "separate" mode:AI agents almost never callcached_read— they prefer the familiarread_filetool. This meansToolRecall shows 0–2 cache hitsin a normal session even though it's installed and running. The cache exists, but the agent doesn't use it. "transparent" mode fixes thisby patching Hermes' tool registry at session start soread_fileandterminalroute through ToolRecall automatically. The agent never notices the difference. Then restart Hermes or type/reset. Safe fallback:If transparent mode breaks, remove[hermes]from your config (reverts to"separate") and restart Hermes. Removes: daemon, systemd service, config, cache DB, logs. 0.5.3 Jun 13, 2026 0.5.1 Jun 11, 2026 0.5.0 Jun 11, 2026 0.4.9 Jun 10, 2026 0.4.8 Jun 10, 2026 0.4.7 Jun 10, 2026 0.4.6 Jun 10, 2026 0.4.5 Jun 10, 2026 0.4.0 Jun 9, 2026 0.3.2 Jun 8, 2026 0.3.1 Jun 8, 2026 0.3.0 Jun 8, 2026 Download the file for your platform. If you're not sure which to choose, learn more aboutinstalling packages. UploadedJun 13, 2026Source Filter files by name, interpreter, ABI, and platform. If you're not sure about the file name format, learn more aboutwheel file names. Copy a direct link to the current filtersCopy UploadedJun 13, 2026Python 3 Details for the filetoolrecall-0.5.3.tar.gz. See more details on using hashes here. Details for the filetoolrecall-0.5.3-py3-none-any.whl. See more details on using hashes here. Supported by

The 29th edition of the exhibition closed its doors on Friday at the Athens Metropolitan Expo, attracting more than 35,000 visitors and 2,200 exhibitors during a week in which the shipping industry—responsible for transporting approximately 87% of global trade—found itself at the centre of critical geopolitical, energy and regulatory developments. This year’s event took place against an exceptionally challenging international backdrop. Disruptions in the Red Sea and the Strait of Hormuz, the rise of trade protectionism, and increasing pressure arising from the International Maritime Organization’s (IMO) decarbonisation targets for 2030 and 2050 contributed to an environment of heightened uncertainty. Against this backdrop, Posidonia served not only as a venue for commercial networking and business agreements, but also as a focal point for an industry seeking direction, stability and broader consensus on its future course. Particular significance was attached to the fact that Posidonia 2026 was the first edition to take place following the implementation of the European Union’s Emissions Trading System (EU ETS) for maritime transport. This new regulatory framework has fundamentally altered the economic landscape for both European-flagged fleets and international shipping operators calling at European ports. As a result, the transition towards zero-emission shipping dominated the agenda throughout the five-day event, with discussions on fuels, technologies, infrastructure and regulatory frameworks taking centre stage. At the same time, this year’s exhibition highlighted more clearly than ever that shipping now stands at the intersection of global trade, security and economic sovereignty. With seafarers facing growing security threats, supply chains under increasing strain, and major trade routes becoming focal points of geopolitical tensions, Posidonia also served as a forum for strategic reassessment by the international maritime community. Meanwhile, the strength of Greek shipowners and the capabilities of Greece’s shipbuilding and maritime industrial sector were clearly demonstrated through a series of significant business developments, new partnerships and announcements made during the week. Greek shipowners once again confirmed their status as key players in global shipping markets, while interest in Greece as a hub for shipbuilding, logistics and energy connectivity remained particularly strong. The Chief Executive Officer of Posidonia Exhibitions S.A., Theodore Vokos, noted that, as in every previous edition, Posidonia once again served as the stage for some of the shipping industry’s most significant commercial announcements, ranging from new vessel orders and technological partnerships to classification agreements and initiatives involving alternative fuels. A distinctive feature of this year’s event was the strong presence of governmental and intergovernmental officials, further underscoring the extent to which shipping is increasingly viewed as a strategic issue closely linked to foreign policy, the energy transition and economic sovereignty. 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.

Xenokostas argued that shipbuilding should be recognized as critical economic and national security infrastructure, warning that the current concentration of global ship production in a limited number of shipbuilding hubs creates significant geopolitical risks for Western economies and global supply chains. He noted that the construction cost differential for a Very Large Crude Carrier (VLCC) between Western shipyards and state-subsidized Asian competitors amounts to approximately 125 million dollars. However, when amortized over the vessel’s 25-year lifespan, the actual impact on end consumers is only 0.0036 per litre of fuel—equivalent to approximately 18 cents per vehicle refuelling. Since freight markets cannot independently absorb this cost premium, the HSA advocates a Demand-Side Leveling Mechanism rather than protectionist tariffs that could trigger trade disputes. Such a mechanism would offset the capital expenditure (CapEx) premium directly at the shipyard gate. A central pillar of Xenokostas’ address was the proposal for a new strategic framework for cooperation between Europe and the United States, extending over at least a ten-year horizon. “As a matter of urgency, we need a new Transatlantic Shipbuilding Pact,” he stated. “A coordinated ten-year strategy with one unwavering objective: Europe and the United States must collectively regain one-third, or 33%, of global shipbuilding output.” He emphasized that recovering this market share is not merely an industrial objective but a prerequisite for safeguarding economic sovereignty, energy security, and the resilience of Western supply chains. Referring to the consequences of excessive production concentration, he warned that “this is no longer free trade; it is strategic dependency,” stressing that Western economies must restore a meaningful portion of their shipbuilding capabilities. Xenokostas also welcomed the United States’ shift toward a policy of maritime self-reliance under President Donald Trump and called on Europe to align with this strategic direction. Within this framework, the Hellenic Shipyards Association is advocating the immediate establishment of a European Ship Preference Framework, a legislative initiative that would introduce strategic, environmental, and quality criteria for vessels operating within Western economic zones, thereby encouraging domestic shipbuilding activity. Presenting ONEX’s vision for the future of shipbuilding, Xenokostas identified Project NEXUS as the technological cornerstone of this strategy. “The spearhead of this strategy is Project NEXUS,” he stated. The initiative combines the development of commercial vessels powered by next-generation Small Modular Reactors (SMRs) with the deployment of advanced digital shipbuilding technologies. “We must leap directly into the true future of global logistics,” he noted, highlighting the potential of SMR technology to significantly reduce operating costs while providing long-term energy autonomy. At the same time, he described the transformation of shipyards through artificial intelligence, automation, and digital technologies, emphasizing that “we are transforming our shipyards through Silicon Shipbuilding,” leveraging Generative AI, robotic manufacturing systems, and Digital Twin technologies to enhance productivity, efficiency, and design capabilities. Xenokostas also stressed the importance of redirecting revenues generated through the EU Emissions Trading System (ETS) back into the maritime and shipbuilding sectors. He argued that, as shipping companies bear substantial carbon-related costs under the ETS, these revenues should be reinvested in infrastructure, innovation, and new industrial capacity. “We demand the immediate recycling of these carbon-related revenues,” he stated, proposing the creation of a dedicated Shipbuilding Recovery and Sovereignty Fund. As he explained, “Shipowners currently paying significant carbon charges should have complete certainty that their capital is being returned directly, strategically, and transactionally to their own industry.” Under the proposal, ETS revenues could support the development of new shipbuilding infrastructure, the construction of zero-emission vessels, and the establishment of advanced, high-technology shipyard facilities across Europe and the United States. Concluding his address, the ONEX Chairman called on governments, policymakers, industry stakeholders, and the global maritime community to support a coordinated transatlantic initiative aimed at restoring balance to the shipbuilding sector and strengthening the long-term resilience of Western economies. “Let us begin the Shipbuilding Renaissance today, right here at Posidonia,” he concluded. 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.

Istruttori Associati Marittimi ha presentato alle istituzioni regionali le istanze per gestire il ricambio generazionale e superare le barriere d’accesso alla professione Il comparto marittimo campano sta attraversando una fase complessa, in cui la sua solida tradizione storica si confronta con la necessità impellente di gestire il ricambio generazionale e la formazione professionale. Questo è quanto emerso nel corso di un incontro svoltosi a Napoli presso l’Hotel Ramada, alla presenza del consigliere regionale Davide D’Errico, nel quale l’associazione Iam (Istruttori Associati Marittimi) ha esposto le criticità e le opportunità che interessano i marittimi, presentando alle istituzioni una serie di proposte concrete per il settore. Il segretario dell’associazione, il capitano napoletano Davide Fusco, ha spiegato che la marineria locale, pur rimanendo un motore trainante a livello nazionale, si trova oggi di fronte a sfide inedite. La forte richiesta di personale qualificato si scontra infatti con ostacoli economici e burocratici che frenano l’ingresso dei giovani nel mercato del lavoro. La prima e più urgente necessità, secondo Iam, riguarda la carenza di un quadro informativo chiaro e aggiornato sul comparto. Attualmente, la mancanza di dati organici sul numero di matricole attive, sulle qualifiche professionali maggiormente diffuse, sull’età media degli operatori e sull’impatto economico complessivo del settore limita l’efficacia delle politiche programmatorie. Per questo l’associazione ha richiesto l’avvio di un censimento tecnico e professionale promosso dalla Regione Campania, da realizzare in sinergia con le Capitanerie di Porto e gli enti competenti, per creare una mappatura scientifica che consenta alle istituzioni di pianificare gli interventi formativi e occupazionali in modo puntuale. Oltre alla ricognizione dei lavoratori, Iam propone di supportare concretamente i giovani che intendono intraprendere la carriera marittima con l’introduzione di contributi economici regionali strutturati in base alle fasce Isee, così da ridurre il rilevante impatto economico dell’investimento formativo richiesto per accedere alla professione. Aiutare concretamente un giovane a ottenere le certificazioni richieste significa, secondo l’associazione, non solo offrirgli uno sbocco occupazionale immediato, ma anche consolidare una delle filiere economiche più rilevanti del territorio regionale. Un’ulteriore proposta riguarda la qualità contrattuale e la tutela dei lavoratori nel trasporto marittimo. L’associazione ha sollecitato la politica regionale affinché, nei futuri bandi di gara pubblici, vengano inseriti criteri premianti per le aziende che garantiscono la continuità occupazionale, investono nella formazione continua del personale e applicano rigorosamente i contratti collettivi nazionali di lavoro. Secondo l’associazione, infatti, l’evoluzione del settore non può prescindere da una seria valorizzazione delle competenze e dalla tutela dei diritti dei lavoratori naviganti. 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

Si è conclusa la gara per l’acquisizione di una quota di controllo del produttore di motori marini Everllence (ex Man Energy Solutions), con una valutazione della società compresa tra 8 e 9 miliardi di euro. Le offerte finali dovevano essere presentate al socio di maggioranza Volkswagen Group entro martedì 2 giugno. L’acquirente verrà selezionato nelle prossime settimane, secondo quanto riportato da Reuters. L’agenzia di stampa ha indicato come finalisti i colossi del private equity Cvc, Bain Capital ed Eqt, insieme all’azionista di Volkswagen Porsche SE e a investitori qatarioti. Volkswagen manterrà una quota del 49%. Everllence è uno dei principali progettisti di motori navali al mondo, insieme ai concorrenti Wärtsilä e alla cinese WinGD. Un portavoce di Volkswagen ha confermato che la società sta cercando di vendere una quota di maggioranza in Everllence, ma ha rifiutato di commentare i dettagli della procedura di vendita. Interrogato sulla decisione dell’azienda di cedere la propria quota in questo momento, ha dichiarato: “Volkswagen gestisce attivamente il proprio portafoglio di unità aziendali e società affiliate. Questo vale anche per Everllence”. Reuters ha affermato che la prevista cessione potrebbe consentire alla casa automobilistica tedesca di concentrarsi maggiormente sul proprio core business, mentre affronta i dazi doganali, la concorrenza cinese e i costi della transizione verso i veicoli elettrici. Potrebbe inoltre permettere a Everllence di espandersi in altri settori, come quello energetico, che sta registrando un’enorme crescita della domanda da parte del segmento data center. Volkswagen è diventata azionista di maggioranza di Everllence nel 2011. Il progettista di motori con sede in Germania è ora il maggiore dei due principali attori nel mercato dei motori marini, con un’offerta chiave di servizi post-vendita, PrimeServ. Everllence, le cui origini risalgono alla fondazione di una fonderia in Germania nel 1758, ha attraversato diverse trasformazioni. Nel 2018, Man Diesel & Turbo è passata a Man Energy Solutions, iniziando ad affrontare la decarbonizzazione con la nuova strategia “portare le grandi emissioni a zero”. L’azienda ha lanciato una serie di nuovi motori marini a doppia alimentazione, progettati specificamente per i combustibili alternativi emergenti come Gnl, Gpl, metanolo, ammoniaca ed etanolo. Questa nuova tecnologia ha però incontrato alcune difficoltà. Nell’ottobre 2024, l’azienda ha ritirato dal mercato il suo motore a due tempi a ciclo Otto a bassa pressione Me-Ga a doppia alimentazione Gnl, lanciato nel 2019, a seguito di segnalazioni di problemi di prestazioni. Un anno fa, Man Energy Solutions ha cambiato nome in Everllence. Oggi Everllence impiega oltre 16.000 persone e ha registrato un fatturato di 4,9 miliardi di euro nel 2025. Oltre ai motori marini, Everllence si occupa di pompe di calore su larga scala, elettrolizzatori per la produzione di idrogeno e tecnologie di cattura e stoccaggio del carbonio. 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

Held within the framework of the enhanced Comprehensive Strategic Partnership between France and Greece, signed on 25 April 2026 by President Emmanuel Macron and Prime Minister Kyriakos Mitsotakis, the meeting brought together key stakeholders from both countries to advance cooperation on maritime policy. Discussions centred in particular on continuing efforts to decarbonise the shipping industry while safeguarding competitiveness and strengthening Europe’s strategic autonomy. The meeting was jointly chaired by Vassilis Kikilias, Minister of Maritime Affairs and Insular Policy of the Hellenic Republic, and Philippe Tabarot, Minister for Transport of the French Republic. The two countries reaffirmed their commitment to close cooperation on issues concerning international shipping and maritime policy. In this context, Greece and France agreed to maintain regular consultations on international maritime affairs and to work towards the development of common positions and a shared strategic approach on key issues affecting the global shipping industry. 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.

(What's movingSensexandNiftyTracklatest market news,stock tips,Budget 2025,Share Market on Budget 2025andexpert advice, onETMarkets. Also, ETMarkets.com is now on Telegram. For fastest news alerts on financial markets, investment strategies and stocks alerts,subscribe to our Telegram feeds.) Subscribe toET Primeand read theEconomic Times ePaperOnline.andSensex Today. Top Trending Stocks:SBI Share Price,Axis Bank Share Price,HDFC Bank Share Price,Infosys Share Price,Wipro Share Price,NTPC Share Price (What's movingSensexandNiftyTracklatest market news,stock tips,Budget 2025,Share Market on Budget 2025andexpert advice, onETMarkets. Also, ETMarkets.com is now on Telegram. For fastest news alerts on financial markets, investment strategies and stocks alerts,subscribe to our Telegram feeds.) Subscribe toET Primeand read theEconomic Times ePaperOnline.andSensex Today. Top Trending Stocks:SBI Share Price,Axis Bank Share Price,HDFC Bank Share Price,Infosys Share Price,Wipro Share Price,NTPC Share Price Down 30% in 1 year, are AI-hit Infy, TCS still value stocks? To cut or not to cut: What happens to Air India free-meals as losses swell Why Indian manufacturers may want the rupee to hit 100 Different eras, but current rupee slide has elements of 1991 crisis Can a cousin be an ‘independent’ director? Sebi clarifies

El transporte marítimo de mercancías, responsable de entre el 80% y el 90% del comercio internacional, lleva años navegando en un mar revuelto a causa de unas tensiones geopolíticas que no dan tregua (el bloqueo del estrecho de Ormuz es el último episodio) y ... que obligan a las navieras a adoptar estrategias para aumentar la resiliencia sin dejar de lado su viaje digital y sostenible. En un contexto de gran complejidad, la capacidad para manejar la incertidumbre, anticiparse a incidentes en lugar de reaccionar a ellos y reprogramar operaciones en tiempo real se ha convertido en la verdadera ventaja competitiva. A las restricciones sanitarias y el cierre de fronteras provocados por el Covid se han sumado una serie de hechos que han afectado de lleno a esta actividad. Como señala el último análisis de Solunion, desde entonces el sector ha perdido su estabilidad y predictibilidad y, además, se ha visto alterado por una volatilidad recurrente, ocasionada por una innumerable secuencia de eventos que han distorsionado su normal funcionamiento. El informe, elaborado por Santos Gutiérrez, analista de Riesgos de Solunion España, advierte de que en un entorno tan dinámico, las proyecciones pueden quedar desfasadas prácticamente de un día para otro. Una tormenta perfecta que condiciona la hoja de ruta. Elena Seco, directora general de la Asociación de Navieros Españoles (Anave), sostiene que «las empresas navieras están acostumbradas a operar en entornos complejos, pero la acumulación actual de conflictos, sanciones, tensiones comerciales, volatilidad energética y exigencias regulatorias hace que la planificación sea más difícil». Hoy las compañías tienen que adaptar rutas, evaluar riesgos casi en tiempo real y garantizar la continuidad de los servicios en un entorno menos previsible. José Manuel Fernández Terán, socio responsable Transporte, Logística y Turismo en PwC, asegura que la incertidumbre geopolítica y las restricciones en zonas como el estrecho de Ormuz están teniendo «un impacto directo» en la planificación y costes operativos de las navieras. «Para cumplir sus compromisos, muchas compañías están optando por rutas más largas, lo que incrementa el consumo de combustible y los tiempos de tránsito. Esta situación, sumada a problemas previos en el Canal de Suez o episodios de piratería, continúa tensionando una cadena logística ya muy exigida desde la pandemia», subraya. Las dificultades también tienen su cara B. Como explica el experto, «la escasez de capacidad y la elevada demanda permiten incrementar tarifas de flete y mejorar márgenes, siempre que la gestión sea ágil para minimizar demoras y garantizar la continuidad del servicio». Los sucesos de los últimos años han reescrito las reglas del juego. «Una de las lecciones ha sido la necesidad de mayor flexibilidad en la planificación y en la diversificación de rutas y proveedores. El sector está evolucionando hacia modelos más dinámicos que permiten reconfigurar rápidamente las cadenas de suministro ante interrupciones», dice en este sentido. Asimismo, sostiene que se han reforzado estrategias como el uso de herramientas avanzadas de análisis de riesgos, acuerdos de flete a medio plazo y una mayor colaboración con clientes y puertos para mantener la estabilidad operativa y financiera. En un momento tan complicado, la diferenciación a través de la innovación cobra más fuerza que nunca. «Es imprescindible para optimizar rutas, reducir consumos, mejorar la puntualidad, coordinar las escalas en puerto, anticipar riesgos, cumplir obligaciones regulatorias y tomar decisiones con mejor información», apunta Seco, que recuerda que los buques utilizan sistemas de navegación electrónica, seguimiento, planificación operativa, gestión documental y reporte de datos. «Lo importante ahora –insiste– es que esas soluciones sean útiles, interoperables y orientadas a la operación real de buques y puertos, sin convertirse en una carga administrativa». También hay que tener muy presente la ciberseguridad ante la dependencia creciente de sistemas digitales: «Un fallo informático puede convertirse en un problema operativo». Apuesta por lo digital Newsletter Lejos de pasar a un segundo plano, la digitalización se consolida como una herramienta esencial para gestionar la incertidumbre y optimizar costes. «Soluciones que aportan visibilidad en tiempo real, análisis predictivo de la demanda y optimización de rutas permiten tomar decisiones más rápidas y precisas», afirma Fernández, que reconoce que aunque algunas compañías han ajustado sus inversiones por prudencia, la mayoría sigue impulsando proyectos digitales que aportan eficiencia y flexibilidad, factores críticos en un entorno de alta volatilidad. El giró de timón hacia las nuevas tecnologías no tiene vuelta atrás. Pedro Mur Buil, socio responsable del sector de Movilidad, Transporte y Logística de NTT Data, coincide en que la volatilidad geopolítica, los cambios regulatorios, la presión sobre costes y las disrupciones en rutas críticas obligan a las navieras a invertir en capacidades que les permitan adaptarse más rápido. «La clave –indica– ya no es anticipar un único escenario probable, sino desarrollar la capacidad de responder rápidamente a escenarios muy distintos. Vemos una aceleración de inversiones en datos, inteligencia artificial, automatización, ciberseguridad, planificación dinámica y visibilidad de la cadena logística, lo que llamamos 'Control Tower'». La incertidumbre, bien gestionada, puede convertirse en un motor de innovación. La compañía está ayudando al sector a evolucionar desde una gestión reactiva hacia otra predictiva y resiliente. «La inteligencia artificial generativa y el análisis predictivo permiten integrar señales muy diversas (operativas, comerciales, geopolíticas, meteorológicas, regulatorias y de sostenibilidad) y convertirlas en información accionable para la toma de decisiones», comenta. Asistimos a un cambio de paradigma. «La inversión en tecnología ya no se justifica únicamente por eficiencia o reducción de costes, sino que cada vez más se hace por resiliencia, continuidad de negocio y capacidad de competir en un entorno estructuralmente inestable», señala el experto. La tecnología ha dejado de ser un área de soporte para convertirse en una capacidad estratégica. «En un entorno estable, una naviera poco digitalizada podía competir con eficiencia operativa, experiencia y escala. En el contexto actual, eso ya no es suficiente. Cada crisis amplía la distancia entre las compañías que tienen capacidades digitales avanzadas y las que siguen tomando decisiones con información fragmentada», apunta. Sostenibilidad El avance tecnológico corre paralelo a la transición verde, ya que el sector está obligado a reducir sus emisiones en los próximos años. En Europa, la iniciativa FuelEU Maritime establece que la intensidad de los gases de efecto invernadero de los combustibles utilizados en el sector disminuya gradualmente, con una reducción del 6% para 2030 y del 80% para 2050. Desde NTT DATA constatan que la sostenibilidad ya no puede gestionarse como un ejercicio de reporting a posteriori, sino integrarse en la operación diaria y en la toma de decisiones. La expansión del transporte marítimo ha sido un pilar fundamental del crecimiento económico global, pero este desarrollo ha conllevado un coste ecológico. Santos Gutiérrez, analista de Riesgos de Solunion España, aporta datos: «En la última década, la flota mundial ha crecido un 40% y, aunque eso ha favorecido el comercio global, al aumentar la capacidad del transporte marítimo también se ha producido un incremento sustancial de las emisiones de gases de efecto invernadero (GEI)». Según datos de Allianz Trade, uno de los accionistas de Solunion, entre 2021 y 2025 el sector ha dedicado entre 150.000 y 200.000 millones de dólares a la renovación de la flota, y no es casualidad. «Lo que observamos, en línea con los análisis de Allianz Trade, es que la volatilidad o la situación del sector no han frenado la inversión, sino que la ha reorientado. La descarbonización no está siendo aplazada, sino que se ha integrado dentro de la propia dinámica de renovación e inversión. En este contexto, la regulación medioambiental es cada vez más exigente y la necesidad de un mayor capital para implementar la renovación de la flota es ya estructural», precisa. Por tanto, concluye que «únicamente los operadores mejor posicionados serán capaces de contar con las flotas más modernas y eficientes, y muestra de ello es el incremento de los pedidos de buques de última generación y de doble combustible, con el fin de cumplir los objetivos vinculantes de descontaminación de la Organización Marítima Internacional (OMI). Regulación verde global Sin embargo, la transformación no será de la noche a la mañana. Elena Seco, de Anave, señala que según un estudio presentado recientemente por la OMI, el 92,5% del combustible que consume la flota mundial sigue siendo fósil convencional y otro 6,7% corresponde a gas natural licuado. «Hoy día no existe una oferta suficiente de combustibles sostenibles que permita descarbonizar de forma inmediata el transporte marítimo internacional», lamenta. Desde la patronal piden una regulación global para evitar efectos indeseados como desvíos de tráfico hacia puertos fuera del ámbito regulado o trasvase de cargas del buque hacia la carretera. «En España ya se observan señales en ambos sentidos, con desvíos hacia puertos del norte de África y caída de la demanda marítima con Italia mientras el transporte por carretera con este país crece a ritmo de dos dígitos. Eso no reduce emisiones, las desplaza», alerta. La segunda condición que reivindican desde Anave es que los ingresos generados por la normativa europea que grava las emisiones del transporte marítimo se destinen a descarbonizar el sector: renovación de flota, adaptación de buques, infraestructura portuaria, suministro de nuevos combustibles y compensación del sobrecoste operativo de las alternativas más limpias. «Los armadores españoles han invertido más de 2.000 millones de euros en proyectos y tecnologías para reducir sus emisiones. La transición ya está en marcha, pero necesita un marco regulatorio y financiero que la acompañe», concluye. Si bien en la movilidad urbana los vehículos híbridos y eléctricos son las soluciones más viables para lograr la neutralidad climática, estas tecnologías no son tan fáciles de aplicar en barcos que requieren un uso intensivo de energía y cubren largas distancias. Luis Guerrero, presidente de la Asociación de Ingenieros Navales y Oceánicos de España, explica que el camino hacia la descarbonización está liderado, de momento, por el gas natural licuado, un combustible de sobra conocido y con disponibilidad en la mayoría de lugares del mundo, que permite al sector cumplir con la reducción de emisiones del 14,5% que FuelEU Maritime marca para 2035. «España ha sido pionera en la conversión de barcos que consumían combustible líquido a gas natural y hoy en día es un procedimiento archiconocido. Los barcos nuevos normalmente se contratan con motores duales para garantizar el abastecimiento en todos los puertos», expone. En nuestro país, Baleària fue precursora en la implantación del gas natural en buques y líder en el Mediterráneo al haber transformado sus buques de combustible fósil a motores duales de gas natural y diesel oil. Combustibles de futuro En un horizonte temporal más amplio, apunta a alternativas como el metanol verde. «Es fácil de manejar a bordo, pero requiere dos veces y media más espacio de almacenamiento que el fuel para obtener la misma autonomía, y es mucho más inflamable», comienza por destacar. Otro combustible alternativo es el amoniaco renovable, que puede aprovecharse de dos maneras, consumiéndose en un motor de combustión interna o como vector de hidrógeno. «Están saliendo los primeros motores que consumen amoniaco, pero el principal problema es la toxicidad y la emisión de óxido nitroso, un gas que hay que evitar que llegue a la atmósfera porque es muy contaminante. La ventaja del amoniaco es que se conoce muy bien, no precisa de una gran presión para transportarlo ni muy bajas temperaturas y la cadena de suministro está distribuida en todo el mundo», señala Guerrero. Es, en definitiva, un combustible con muy buenas perspectivas, pero la tecnología todavía se encuentra en un estado incipiente. Otra opción de futuro es el hidrógeno, aunque presenta desafíos técnicos significativos. La permeabilidad de la molécula facilita su difusión a través de diversos materiales, necesita altas presiones de almacenamiento y temperaturas de hasta 250 grados bajo cero. Alternativas, todavía en una fase embrionaria, que ayudarán a que el transporte marítimo ponga rumbo a la sostenibilidad, con las herramientas digitales como faro que guíe una travesía sin retorno.

ByJASON GROVES, POLITICAL EDITOR Published:23:48 BST, 7 June 2026|Updated:06:28 BST, 8 June 2026 Britain faces a 'blood cost' if Labour keeps dithering on defence,Keir Starmerwas warned last night. FormerNatochief General Sir Richard Shirreff said the country could suffer 'catastrophic costs' unless the Government moves to shore up our defences immediately. On Sunday night, ministers were still wrangling over a Treasury raid designed to free up resources to part-fund a strategic defence review completed more than a year ago. One insider described the talks on the Defence Investment Plan as 'chaos'. Defence sources told the Daily Mail that at the end of the process the Ministry of Defence could be left with barely £2billion a year extra – substantially less than Labour spent on removing the two-child benefit cap. ToryleaderKemi Badenochsaid the continuing delays were a 'mark of shame', adding: 'Labour only care about funding welfare, they cannot be trusted with our national security.' Last night, ministers were still wrangling over a Treasury raid designed to free up resources to part-fund a strategic defence review completed more than a year ago. One insider described the talks on the Defence Investment Plan as 'chaos'. Defence sources told the Daily Mail that at the end of the process the Ministry of Defence could be left with barely £2billion a year extra – substantially less than Labour spent on removing the two-child benefit cap. Mrs Badenoch said: 'It has been over a year since the Government concluded its review of our Armed Forces. The investment plan should have been published last autumn. This weekend The Mail on Sunday revealed that all five of the UK's current fleet of Astute subs were currently not deployed due to maintenance and other technical issues Former Nato chief General Sir Richard Shirreff (pictured) has warned the country could suffer 'catastrophic costs' unless the Government moves to shore up our defences immediately 'The military is tearing its hair out waiting for Keir Starmer to make a decision. British jobs are on the line. Our national security is being undermined.' Sir Richard, Nato's former deputy supreme commander in Europe, and one of the authors of last year's review, said further delays were putting the country at risk. 'We've got to secure our country,' he told the BBC. 'It's important to do that, to spend now... what we cannot have is catastrophic costs, not only for treasure but blood downstream. We want to avoid future conflict – Russia is a threat, we've got to deter it.' Sir Richard urged Sir Keir to show 'political leadership' and push through the 'tough choices'. 'Every time there has been a tough choice about defence, Labour backbenchers start sounding off about welfare and the Government backs off. Now has got to be the time that decisions are made,' he said. Whitehall wrangling continued last night even as Sir Keir hosted Volodymyr Zelensky, Emmanuel Macron and German chancellor Friedrich Merz for a Downing Street summit on the Ukraine war. Sir Richard said it would be 'very difficult for the Prime Minister to look President Zelensky in the eye and indeed his other allies'. The Prime Minister was warned last year of a £28billion shortfall in defence funding. The Treasury deemed the bill unaffordable and is now trying to cut back a 'compromise' figure from £18billion to £15billion. Tory leader Kemi Badenoch (pictured) called the continuing delays a 'mark of shame' and insisted Labour 'cannot be trusted with our national security' British Army 3 Rifles soldiers use a phone-sized electronic screen display, which forms part of the Android Team Awareness Kit (ATAK), at an undisclosed training ground less than 50 kilometres from the Russian border in Finland on May 26, 2026 In an extraordinary power grab, Rachel Reeves is also trying to seize control over £6billion in additional funding for a new fighter jet programme, potentially leaving the MoD with just £9billion in new funding over the next four years. By contrast, Ms Reeves has pushed ahead with scrapping the two-child benefit cap at a cost to the taxpayer of more than £3billion a year. In recent days, the Chancellor has ordered Whitehall departments to slash capital spending plans to free up money for defence. The Treasury believes average cuts of 1 per cent could free up around £6 billion. Health, education and the Home Office all face a funding squeeze but the transport and energy departments face the biggest cuts. Shadow Energy Secretary Claire Coutinho urged ministers to focus instead on controlling the spiralling welfare bill. 'What they are trying to find over the next few years is £6billion and what we are seeing is that working-age benefits are going to go up by £40billion,' she said. 'The right choice is to tackle the working-age benefits bill, which we know is spiralling out of control. 'We need to reform the welfare system so it's fairer and is not costing the state so much money and that's where I would find the funds for defence, rather than cutting critical infrastructure projects which bring growth.' The parlous state of the Armed Forces has been underlined by a string of revelations in recent days. The Mail reported on Saturday that the Navy's biggest warship, the aircraft carrier HMS Prince of Wales, has broken down again, this time off the coast of Norway. Yesterday, The Mail on Sunday revealed that Britain's entire fleet of hunter-killer submarines is laid up in port awaiting maintenance or repairs. Reports yesterday claimed that the Navy has had to rely on Nato submarines to secure the waterways around the Faslane naval base which is home to the UK's independent nuclear deterrent. In a report yesterday, MPs questioned whether the Army's troubled £6.3billion Ajax armoured car will ever be fit to enter service. In a withering report, the Commons public accounts committee also warned that delays to the Defence Investment Plan were undermining Britain's defences and damaging the economy. The plan is designed to provide the funding to implement last year's strategic defence review, which calls for major investments in areas such as drone warfare and missile stocks. Military chiefs are increasingly warned that Russian President Vladimir Putin is 'raising the stakes' The UK was forced to halt its surveillance flights over the Black Sea in April after a Russian SU-35 jet (pictured) flew 'dangerously' close to an RAF Rivet Joint aircraft Ministers originally pledged the plan would be released by the autumn of last year but the process has been repeatedly plagued by Whitehall infighting over money. The delays have gone on so long that some defence firms have gone bust waiting for contracts needed to beef up the UK's defences. Sir Keir last week said it would finally be published ahead of next month's Nato summit. Downing Street is pushing to release it this week, but Whitehall sources last night told the Mail that negotiations were still continuing. Sir Geoffrey Clifton-Brown, chairman of the public accounts committee, said continuing delays meant 'damage has been done... to the nation's credibility, to its safety, to its Armed Forces, and to certainty within its entire defence industrial base'. The Tory grandee added: 'Any government minister attempting to explain away this delay should instead ask themselves what message the bureaucratic drift of the past months has given to the public, as well as the UK's allies and its adversaries, and simply apologise.' Unite union chief Sharon Graham said the continuing delays were 'a threat to British jobs and skills and a threat to national security now and in the future'. The Treasury's decision to raid Whitehall spending programmes has angered other ministers. One government source said: 'The whole point of doing the defence review alongside the spending review last year was so that we didn't end up in this situation. But now it's gone on for so long that we're in it anyway.' But Deputy Prime Minister David Lammy defended the delays, saying it had been important to 'get this right'. He said defence of the nation was 'the first purpose of any Government', adding: 'The money will be found, our commitment to spending 2.6 per cent (of GDP) and then to 3 per cent is absolutely sacrosanct under this Government.'

Chinese President Xi Jinping is set to arrive in North Korea on Monday after hosting back-to-back summits with US President Donald Trump and Russia's Vladimir Putin last month. China, Washington's chief geopolitical rival, has been North Korea's main trading partner by far for decades and a key source of diplomatic and economic support for the country of around 26 million people. Xi's visit comes as North Korea's nuclear talks with Washington remain deadlocked. The White House said last month that Xi and Trump "confirmed their shared goal to denuclearize North Korea" during their summit in Beijing. Chinese foreign ministry spokeswoman Mao Ning said on Friday the two leaders would "exchange views on bilateral relations and issues of common concern", and "make greater contributions to regional and even world peace". However, leader Kim Jong Un's powerful sister said just a day before Xi's arrival that North Korea's nuclear weapons program was "the line of no retreat". China has "always prioritized stability and is currently having to manage its relations and differences with the US", Minseon Ku, a diplomacy professor at DePaul University, told AFP. "Beijing probably has accepted North Korea as a nuclear state," but Xi "will probably tell Kim that China wants stability more than anything". Seong-Hyon Lee, a visiting scholar at the Harvard University Asia Center, also said Beijing is shifting towards "underwriting regime durability" rather than seeking to coerce North Korea into denuclearisation. "China's broader regional strategy benefits from a stable, heavily armed, and aligned buffer state that absorbs US and allied military bandwidth," he told AFP. North Korea has repeatedly declared itself an "irreversible" nuclear state since Kim and Trump's 2019 summit collapsed over the scope of denuclearization and sanctions relief. Trump met Kim three times in his first term, but his comment in October that he was "100 percent" open to another meeting went unanswered. Kim has also been emboldened by the war in Ukraine, securing critical support from Moscow after sending thousands of troops to fight alongside Russian forces. Some analysts say the summit could be Xi's way of countering Russia's growing influence over North Korea, but DePaul's Ku stressed that "overall, Moscow is not a major power like China". "Moscow-Pyongyang power relations are more equal than Beijing-Pyongyang; Moscow needs Kim for their war in Ukraine as much as Kim needs technology sharing and food from Russia," she said. Xi last met Kim in September, when he invited the North Korean leader and Putin as guests of honor to a military parade in Beijing marking the 80th anniversary of the victory over imperial Japan in World War II. Analysts said that trip showed Kim's elevated status as he appeared alongside Xi and Putin at the spectacular military parade -- a striking display of his growing standing on the global stage. Xi has hosted a series of world leaders as an increasingly unpredictable United States under Trump has pushed many to shore up alliances with Beijing. Conflicts in the Middle East have also consumed more of Washington's attention, and Trump has made little progress on North Korea, especially on the nuclear front, despite his earlier high-profile summits with Kim. North Korea is also the only country with an official, binding military alliance with China. "America is currently engaged in offensive warfare potentially harmful to China's key interests, such as energy supplies," Vladimir Tikhonov, Korean Studies professor at the University of Oslo, told AFP. "It appears Xi is trying to consolidate the alliance" with North Korea partly for that reason, he said. Beijing claims self-ruled Taiwan as part of its territory, and North Korea could also serve as a useful counterweight to US partners in the region, including South Korea and Japan, analysts said. Long-frosty China-Japan ties have deteriorated since Prime Minister Sanae Takaichi, a security hawk, suggested last year that Tokyo might intervene militarily in any Chinese attempt to take Taiwan. "As China's international standing rises, Beijing is likely seeking to draw Pyongyang more actively into its diplomatic orbit," said Lim Eul-chul, a North Korea expert at Kyungnam University. Join us for an unforgettable evening of networking, aloha-inspired live music by SHEN and free flowing drinks and buffet at TWO ROOMS NIHOMBASHI. July 2 (Thurs), 7pm to 9:30pm. Click Here Join us for an unforgettable evening of networking, aloha-inspired live music by SHEN and free flowing drinks and buffet at TWO ROOMS NIHOMBASHI. July 2 (Thurs), 7pm to 9:30pm. Get your ticket now for a 50% Discount. Only 50 Early Bird Tickets Available. Maybe President Trump gave Xi a letter to pass on to his buddy Kim. What do Xi, Putin and Kim all have in common? They all seem to be more normal than Trump. That's a scary thought. I think the president of Belarus Lukachenko should be invited in this meeting. We are the QUAD of Euro-Asia continent and we are all nuclear armed. Belarus is the frontline facing NATO. Of course they are critical ! NK now experiencing record economic growth and trade flows with both China and Russia. KJU is on a roll, having Xi visit is another 'feather' in his cap, so NK, while not exactly ideal is at least heading in a good direction Surely KJU is now celebrating with Xi the fact that he's untouchable with his nuclear weapons umbrella, something Iran desperately wants as well, but unfortunately for Iran, Obama's no longer in office! North Korea is more important than russia apparently. Good, stronger together.. 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This 2013 Fleetwood Tioga DSL 24D was built on a same-year Mercedes-Benz Sprinter 3500 chassis and is finished in gray with white and maroon accents. Power is provided by a 3.0-liter turbodiesel V6 paired with a five-speed automatic transmission. Equipment includes 16″ steel wheels with polished covers along with a dually rear axle, a campside awning, a power generator, a roof-mounted climate control system, and a slide-out wall. Inside, front captain’s chairs are joined by a Kenwood touchscreen CD stereo, automatic climate control, cruise control, a kitchenette, a dinette, a lavatory, two televisions, and rear and cabover sleeping areas. The van has been registered in Utah since new and was purchased by the seller in 2023. This Tioga DSL has under 10k miles and is offered at no reserve with owner’s manuals, a clean Carfax report, and a clean Utah title in the seller’s name. The van is finished in Fleetwood’s Shadow colorway of gray with white and maroon accents. Exterior details include a left-side slide-out, side steps, a rear ladder, a hitch receiver, a right-side awning, storage compartments, a Cummins Onan power generator, a ceiling vent, a ladder, a roof-mounted climate control system, outdoor shower connections, and shore water and electricity connections. Steel 16″ wheels with polished covers are mounted with a mixed set of Continental and Sailun tires. The van rides on independent front suspension and a solid dually rear axle, and braking is handled by four-wheel discs. The chassis is equipped with an Electronic Stability Program (ESP). Tan upholstery covers the front captain’s chairs, which are accompanied by automatic climate control, cruise control, and a Pioneer touchscreen CD stereo. The multifunction steering wheel frames a 120-mph speedometer, a 5k-rpm tachometer, and a central digital display. The digital odometer indicates under 10k miles, approximately 800 of which were added under current ownership. The rear cabin is outfitted with two sleeping areas along with storage cabinets, Corian countertops, privacy blinds, overhead lighting, two televisions, and a two-bench dinette. The kitchenette is outfitted with a refrigerator, a cooktop, a microwave oven, and a sink, while the lavatory has a toilet and a shower. The 3.0-liter turbodiesel V6 was factory rated at 188 horsepower and 325 lb-ft of torque. A replacement battery was installed in 2025. Power is routed to the rear wheels through a five-speed automatic transmission. Owner’s manuals will accompany the vehicle. The seller states that an extended vehicle warranty valid through December 2026 is included in the sale. Please note that transferability, terms and conditions, coverage, and other details may vary. The Carfax report is free of accident or damage entries. We need to confirm your billing address in order to appropriately charge fees and taxes should you win an auction. Please provide your billing address below. 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