Porti & ambiente — le notizie raccolte

Wednesday’s science schedule aboard theInternational Space Stationencompassed human research, microbial analysis, and 3D bioprinting to advance health on and off the Earth. TheExpedition 74crew members also worked on spacesuit maintenance and cargo spacecraft duties throughout the day rounding out their shift. Doctors on the ground are constantly monitoring astronaut health using a variety of tools and techniques to ensure crews are healthy and learn how weightlessness affects the human body. One ongoing investigation is theCIPHERsuite of 14 studies to understand space-caused changes to an astronaut’s physical and mental condition. NASA flight engineerChris Williamstook part in the long-running experiment first collecting his blood and urine samples for processing and analysis at the beginning of his shift. Next, Williams participated in a trio of tests to assess his thinking skills and how he judges distance, direction, and motion in microgravity. The research data is compared with measurements from other astronauts, as well as before and after a spaceflight, for a broader view of crew health in space. NASA flight engineerJack Hathawayfocused on a pair of studies using advanced hardware to sequencemicrobial DNAandprint high quality cartilage tissueaboard the orbital outpost. Hathaway began his shift collecting microbe samples throughout the space station for analysis. The samples will be incubated for several days before theirDNA is sequencedso scientists can understand how bacteria survive in space and identify their antibiotic-resistant genes. Afterward, he thawed and cleaned cartilage cells mixed with bio-ink then assisted NASA flight engineerJessica Meiras she loaded the bio-ink into a 3D bioprinter to print cartilage tissues. The space environment may advance regenerative medicine leading to on-demand, personalized medical implants using the patient’s own cells. Mier later partnered up with Williams at the end of their shift and replaced hardware on a spacesuit. The duo worked inside theQuest airlockswapping out the suit’s upper body section, or hard upper torso, with a new one and packing the old torso for return to Earth. Flight engineer Sophie Adenot of ESA (European Space Agency) spent the majority of her shift on maintenance and cargo duties. Adenot first powered on theEcho ultrasound devicein theColumbus laboratory moduleso engineers on the ground could monitor and assess the medical hardware’s functionality. Next, she collected water samples for analysis from theExploration Potable Water Dispenserthat dispenses ambient and hot water into crew food and drink bags. Finally, Adenot packed cargo inside a SpaceX Dragon cargo spacecraft ahead of its planned return to Earth later this month. Roscosmos cosmonauts Sergey Kud-Sverchkov and Sergei Mikaev took turns working inside theProgress 95 cargo spacecraftdocked to theZvezda service module’s aft port. Kud-Sverchkov removed air ducts between the Progress 95 and the orbital outpost while Mikaev pumped water from the cargo spacecraft into station tanks. Roscosmos cosmonaut Andrey Fedyaev restored the operation of the ventilation systems connecting the station’s U.S. and Roscosmos segments then worked on orbital plumbing duties. Learn more about station activities by following thespace station blog,@space_stationon X, as well as theISS FacebookandISS Instagramaccounts. Get the latest from NASA delivered every week.Subscribe here.

You might think you’ve already heard a story about someone marooned on an uninhabited island who needs to fight for survival. The iconic image of Tom Hanks desperately calling for Wilson, the anthropomorphised volley ball inCastaway(2000), probably comes to mind. There is also the juggernaut reality seriesAlone, the popularity of which raises questions about why its followers are so fascinated by isolation and survival. And then, of course, there is Daniel Defoe’s famous tale ofRobinson Crusoe. Review: Cast Away: or, the Surprising Adventures of Alexander Selkirk – Francesca de Tores (Bloomsbury) Defoe’s book – the full title of which is The Life and Strange Surprizing Adventures of Robinson Crusoe, of York, Mariner – is widely considered the first English novel, though there are other contenders, including works by women who came before Defoe, such as Margaret Cavendish, author ofThe Blazing World(1666) and Aphra Behn, author ofOroonoko(1688). Published in 1719, amid the power struggle between the empires of England and Spain, Defoe’s tale was a runaway bestseller. It is still in print. Robinson Crusoe was loosely based on the experience ofAlexander Selkirk, who was rescued in 1709 after spending over four years marooned on an island in the Pacific Ocean. Francesca de Tores’ new novelCast Awayreturns to the inspiration for Defoe’s seminal work. It is not only the story of an escape into the simplicity (and drudgery) of life on a deserted island; it is a timely and reassuring consideration of human resilience and resourcefulness. It is also a testament to de Tores’s research: her willingness to draw from history and get elbow-deep in the goat skins. Robinson Crusoe deviates from Selkirk’s lived experiences in some key details. Crusoe’s island is not in the Pacific but the Caribbean, where he is given the opportunity to attain dominion over nature and visiting humans for 28 years. Defoe also furnished his castaway with a shipwreck full of tables, chairs, tools, supplies and a dog, all of which helped him live a more comfortable existence. So did the fortuitous arrival of a human, whom he enslaved and named “Friday”. Though he is self-reflective, Crusoe is a character written for an audience that was widely accepting of the ethics and practices of imperialism. Many readers at the time were persuaded that Defoe’s novel was a true story. Its first-person narration proved a convincing technique to blur the edges of fact and fiction. These days, audiences demand more credibility from their historical narratives. We are bombarded with stories, in print and on screen. A discerning reader wants to shake out the dross and dedicate their reading time to something transporting and meaningful. This is an excellent reason why de Tores’s novel should rise to the top of our to-be-read lists. Cast Away respects its historical research, even as it deploys fictional tropes made familiar by its predecessors. Extensive notes at the end of Cast Away clearly set out the line where historical facts limited the telling of a rounded story, and where de Tores took narrative leaps and made educated guesses. The honesty is refreshing. It enhances reader trust and does not diminish the enjoyment of the novel. It is evidence of the author’s commitment to creating an immersive story. In a world flooded by AI slop, where we don’t know what to trust anymore, this is important. De Tores reveals that she even took the time to learn how to cure a hide so this could be depicted with authenticity, as Selkirk cures goat skins for clothing, bedding and shelter. Selkirk was a navigator on Cinque Ports, a ship accompanying explorerWilliam Dampieron an expedition to raid and pillage Spanish galleons. The details of these preliminary circumstances are saved for late in the novel, but the questions around them hang in the air and maintain the suspense. In de Tores’s novel, Selkirk is more experienced than his young commander Captain Stradling, and too honest for his own good. His reflections on the ethics of Dampier’s journey of plunder leaves the famed explorer’s reputation a little more stained that what we might have learned in primary school. The author’s notes confirm: After the investors in the voyage made a case against Dampier, on 18 July 1712 Selkirk himself gave a deposition which is critical of Dampier for his mismanagement of the voyage. History did not record the story of the women in Selkirk’s life, but the novel also includes a significant subplot which examines the lives of women involved with the sailors of the era. This offers us a convincing picture of gender disparity and bullying. Cast Away is not fast-paced, but it is pleasant to drift into the world of Selkirk and his struggle for survival. The novel is vivid on details of the ways he uses his meagre belongings, most of which were left with him when he was dumped on a tiny island in the Pacific’s Juan Fernandez Archipelago, 650 kilometres off the coast of Chile. There are a lot of rats on the island, as well as plentiful cats and goats. Selkirk quickly drinks his “cask of flip” and realises the best remedy for the nibbling rats that keep him awake all night is to tame some of the island’s many cats. Pickle and Sleek become comfort and protection, with the latter playing a key role in unpacking Selkirk’s back story. Sleek is part of the novel’s fiction, which is easy to discern, because the cat is given a speaking role, as is a grand old billy-goat: Reverend Vicarious Cronch. Their conversations with Selkirk begin at a point in the novel where he has been alone for some time and is contemplating his life at sea and in Scotland, which weigh on his conscience. As devices in the novel, these secondary animal characters are highly anthropomorphic. Like Tom Hanks and Wilson, they leave us in no doubt that Selkirk’s sanity is a bit wobbly, and with good reason. AuthorL.P. Hartleysaid “the past is a foreign country; they do things differently there”. They said things differently there, too. Contemporary fiction rarely uses words like “thus” and “shall”, with the exception perhaps of high fantasy genre works. De Tores takes a gentle approach, defamiliarising English usage enough to capture a faux-archaic voice of the period without overcooking it: I determine that my new home shall be a proper hut, standing free of the trees. Indeed, given the heavy winds that scour the island, I shall sleep all the sounder for not being directly beneath a tree, and not having to fear with each gale that I shall be crushed where I lie. Crisp, correct grammar, with some deference to the 18th century, eases the reader into the narrative flow. It is very readable and captures a sense of time that is easy to escape into. Selkirk is marooned with his Bible, and after reading it end to end a few times, he takes to it with charcoal and begins to create erasure poetry. His redactions seem intended to make a point about religion, but the inclusion of these poems does not do much to enhance the narrative. Whole pages are devoted to blacked-out text, which yield short ambiguous images, such as “the water shall not be forgiven”. There is merit in experimentation in fiction, but this aspect of the novel does not add to its depth. Selkirk is already “full of goat meat and metaphors” without the erasure poems. In the context of the other exquisite writing in the novel, however, it is forgivable, with metaphors such as this: “I am impaled on the curve of time, as sharp and inevitable as the horn of a goat.” Loneliness and isolation are key themes, yet Selkirk retains some agency, not only within the circumstance of being cast away, but in the choices he makes to pursue a life at sea. Selkirk the historical figure, and the character in this novel, had incredible resilience. Given an opportunity to be on reality television, this guy would certainly take home the prize. After damaging his flint, he eventually masters lighting a fire without one, pushing through the sore hands and lost embers. The novel captures the grim reality of his survival: the repetitive nature of foraging, hunting, feeding and building shelter; the cycle of destruction by human interference, goat, rat and storm. It doesn’t take a genius to realise that our affluent lifestyles are balanced on a precipice that would be terrifying to a wild mountain goat. Lessons of resilience, of simple comforts, human strength and the beauty and provision in nature seem like things we need to hear in this time. To be marooned now in such a place might mean more plentiful materials washed up on the shore, but the business of hunting and gathering are more alien to us than they were to 18th century sailors. Cast Away is not an instruction manual for Alone contestants, but it does reassure us that human resilience is still there. If the contemporary pirates of the great empires dump us on the shore, we will make the best of what we find.

Digital Editor Solar panels are so passé—Rivierathinks so anyway. The Australian yacht builder has teamed up with solar specialist Praxis to develop a new type of “solar skin” for models ranging from 39 to 78 feet. Sunreef has been incorporating a similar sort of integratedphotovoltaic technologyinto its catamarans for about five years, but Riviera is rolling it out to motoryachts.Related StoriesThe 987 HP Audi Nuvolari Supercar Is the Marque’s Most Powerful Production Model YetJason Momoa Just Turned His Classic Land Rovers and Vintage Harleys Into EVsFord and Filson’s New Bronco Is a Premium Off-Roader With Raptor Grunt “The pioneering efforts of our brilliant design team and the credentialed Praxis team have created an ingenious solution to reducing our yachts’ reliance on generated or shore power,” Riviera owner and chairman Rodney Longhurst said in a statement. “This is a significant breakthrough in many ways and with so many benefits from sustainability to enhancing the boating experience of Riviera yacht owners the world over.” Unlike traditional rigid solar panels that are mounted atop aluminum frames, the new ultra-thin nano-composite solar skin is bonded directly into the yacht’s hardtop during the moulding stage of construction. All visible layers are optically transparent, with the 2 mm skin following the curvature of the roof and superstructure. The result is approximately 120 percent more power from only around 90 percent of the surface area compared to conventional marine solar installations. The first Riviera to feature the skin is a 6800 Sports Yacht Platinum Edition. The 73-footer, which was recently delivered to its new owner in South Australia, can reportedly generate 3 kW at peak performance. Other models, like the 58 Sports, can produce close to 10 kWh per day. The technology means the yacht can power the navigation equipment, refrigeration, lighting, and digital control systems, a.k.a. the hotel load, without using a generator, thereby extending time at anchor. Some of the larger models can last up to three days off grid without running a genset, according to Riviera. That, of course, means fuel costs are significantly reduced, too. The skin is fully waterproof, virtually unbreakable, and available in matte, gloss, or non-skid finishes, Riviera says. It has a far more seamless appearance than classic solar panels, so as not to detract from the exterior. “Solar integration had to meet the same structural and aesthetic standards as the yacht itself,” adds Dan Henderson, Riviera’s design and engineering director. “It was essential that this innovation enhance, rather than interrupt, the Riviera design language.” The solar skin is now included as an option for new Riviera motor yachts, with bespoke designs currently being finalized across the range. Retrofit solutions are also available for existing vessels via the Riviera aftermarket service. Digital Editor Rachel Cormack is a digital editor at Robb Report. She cut her teeth writing for HuffPost, Concrete Playground, and several other online publications in Australia, before moving to New York at the…

The federal government recently released “Getting Major Projects Built in Canada,” a discussion paper proposing to fast-track major infrastructure developments. The paper comes less than two months afterA Force of Nature, the government’s new$3.8-billion strategycommitting to protect 30 per cent of Canada’s lands and waters by 2030. The dissonance between the two is striking. A Force of Nature aims to protect ecosystems and wildlife for the betterment of Canada. In contrast, the reforms proposed in “Getting Major Projects Built” could threaten natural environments, species-at-risk and human health for generations. One proposal in the discussion paper is the creation of “federal economic zones,” in whichenvironmental impact assessmentswould not be required. For others outside these zones, construction could begin before assessments are complete. But impact assessments are not red tape. Their entire purpose is to prevent irreversible harm. Circumventing the process, or allowing shovels in the ground before the risks are understood, is misguided and a gamble with our collective future. As leaders of theCanadian Society for Ecology and Evolution— a non-partisan society of nearly 1,000 ecologists and evolutionary biologists — we believe Canadians need to understand what is at stake. Canada’s Species at Risk Act (SARA)contains a legal requirement known as the jeopardy test. Before a major project can proceed, it must be demonstrated that the project will not push a listed species closer to extinction or prevent its recovery. Under the government’s new proposal, specific projects would be exempt from the jeopardy test. This would remove one of Canada’s very few legally binding safeguards for endangered species. Canada has more than 600 SARA-listed species. Some of the most iconic ones are directly in the path of projects now being fast-tracked. Take the northern resident orca, which ranges through B.C.’s northern waters. With under 500 individuals remaining, the species is listed asthreatened under SARA. Both the proposedKsi Lisims LNG projectand theLNG Canada expansion at Kitimatwould increase shipping traffic, noise pollution and the risk of an oil spill within the orca habitat. In Ontario, the Crawford Nickel Mine north of Timmins is slated to destroy 11,785 hectares of legally-designated habitat critical for threatenedwoodland caribou. Habitat loss and disturbance are the primary reasons woodland caribou are declining.A 2024 federal government reportfound that caribou habitats across Canada have declined since 2017. Montréal’s Contrecoeur port expansion projecton the St. Lawrence River provides a stark example of the type of environmental destruction the government’s proposed fast-tracking could normalize. The copper redhorse, a freshwater fish found only in Québec, is one of Canada’s rarest species and has a legally-designated critical habitat in the port expansion zone. The project will destroy part of the species’ habitat. The federal government authorized this destruction. As compensation, they proposed the creation of a seagrass bed. However, scientists from Québec’s Ministry of Environment have said that this is “not a proven method and that compensation for this type of habitat remains experimental.” The federal government’s discussion paper signals that fast-tracking major projects will require increased reliance on such fish habitat offsetting. But the science shows offsetting has apoor track recordin Canada. Monitoring for offset fish habitats is often inadequate. Even when offsetting works, there are oftensubstantial delaysbetween when a vulnerable species’ habitat is destroyed and when compensatory habitat becomes functional. The cumulative effect of many losses adds up to harms to fisheries that communities, Indigenous Peoples and wildlife all depend upon. Environmental assessments do more than protect wildlife. They are also how Canada’s rural, Northern and Indigenous communities learn about risks to their drinking water, air quality, and the ecosystems that underpin their food security and cultural practices. Past projects approved without adequate assessments have poisoned the air, waters and soils of our country.As of May 2026, 39 active long-term drinking water advisories on public systems on reserve in 37 Indigenous communities, and over24,000 contaminated siteson federally-owned land. Removing assessment requirements for projects, or short-circuiting their procedures, places local communities and their environments at risk. These impacts will disproportionately affect Indigenous Peoples, who already bear the brunt oftoxic soils and waters. We are in favour of building new infrastructure. The need to transition towards a clean energy future demands investment in new infrastructure. However, the way to do it is not to hollow out the scientific processes designed to safeguard communities and the environment. Impact assessments can be better co-ordinated. Agencies can be better funded. Indigenous communities can — and must — be engaged earlier. The path to faster, better decisions requires investment in science and in people, not compressing timelines to the point that assessments become meaningless. The Force of Nature strategy commits to “building Canada well” and ensuring that industrial development complements the conservation of Canada’s rich biological diversity and wild spaces. These are not only Canada’s natural heritage butsome of its greatest resources and future assets. The major projects discussion paper is not consistent with that commitment. Allowing construction before thorough assessments are completed, permitting development on endangered species’ critical habitats and substituting real habitat protection with offsets, will not build Canada well. It will build Canada at the expense of safeguarding communities and the environment. It will risk species extinctions, and it could cause irreparable harm to the health and well-being of many communities across Canada. The government should require impact assessments for all major infrastructure projects, commit to maintaining the jeopardy test under SARA for all such projects, reject any framework permitting construction before assessments are finalized, and abandon expanded reliance on fish habitat offsetting as a substitute for habitat protection. What Canada builds in the next decade will determine this country’s natural inheritance for generations. Let’s get it right.

HYDERABAD, India,June 3, 2026/PRNewswire/ -- According to Mordor Intelligence, thegreen logistics market sizeis estimated to grow to USD 1.5 trillion in 2026, reaching USD 2.18 trillion by 2031 at a CAGR of 7.79%. Market growth is fueled by stricter sustainability regulations, rising investments in electric freight transportation, and increasing demand for low-emission supply chain operations. Businesses are rapidly adopting digital route optimization, renewable energy-powered logistics infrastructure, and transparent carbon tracking systems to strengthen environmental performance and operational efficiency. As sustainable logistics becomes a strategic priority, providers offering technology-enabled green transportation and emissions visibility are gaining stronger demand across industrial, retail, and global trade sectors. Green Logistics Market Share by Region North Americacontinues to see strong momentum in green logistics adoption as governments and transportation authorities expand support for zero-emission freight systems and cleaner supply chain operations. The United States and Canada are encouraging faster deployment of electric commercial vehicles, charging infrastructure, and emissions transparency initiatives, while Mexico is advancing cross-border sustainability programs to improve environmental compliance in regional trade networks. The growing focus on cleaner transportation policies and stricter environmental accountability is pushing logistics companies to accelerate fleet modernization and strengthen sustainability reporting capabilities across the region's logistics and freight ecosystem. Asia-Pacificcontinues to strengthen its position in the green logistics market, supported by rapid industrial expansion, clean transportation investments, and large-scale infrastructure modernization initiatives. Countries across the region are accelerating the adoption of electric freight vehicles, renewable energy-powered logistics facilities, and smart transportation technologies to build more sustainable supply chain networks. China, India, Japan, and several Southeast Asian economies are actively investing in cleaner freight corridors, rail modernization, EV charging infrastructure, and advanced port development projects. The region's growing focus on low-emission transportation and energy-efficient logistics systems is creating strong opportunities for technology providers, fleet operators, and infrastructure developers across the evolving green logistics ecosystem. Green Logistics Market Growth Drivers E-Commerce Expansion is Driving the Shift Toward Cleaner and Smarter Urban Deliveries The rapid rise of online shopping is accelerating the need for sustainable last-mile delivery solutions across major cities worldwide. As parcel volumes continue to grow, logistics companies are under increasing pressure to reduce urban congestion, lower transportation emissions, and improve delivery efficiency. This has led to stronger adoption of electric delivery vehicles, AI-enabled route optimization platforms, and environmentally focused logistics strategies. Retailers and logistics providers are also investing heavily in greener transportation partnerships and low-emission fleet operations to align with evolving sustainability goals. Governments across several regions are encouraging this transition through stricter urban emission policies and clean mobility initiatives, pushing businesses to modernize their delivery networks faster. The growing focus on sustainable fulfillment is transforming green delivery from a niche offering into a core expectation within the green logistics market, particularly across retail, e-commerce, and consumer goods supply chains. Stricter Sustainability Regulations are Reshaping Global Logistics Strategies Growing pressure from environmental regulations and corporate net-zero commitments is pushing businesses to prioritize low-emission logistics partners across global supply chains. Companies are increasingly integrating carbon reporting, sustainable fuel adoption, and compliance-focused transportation strategies into procurement decisions to meet evolving regulatory expectations. Logistics providers with transparent emissions tracking and clearly defined decarbonization roadmaps are gaining a competitive advantage, particularly in international trade corridors. At the same time, organizations lacking measurable sustainability initiatives are facing rising pressure as green compliance becomes a critical factor in long-term supplier selection and contract awards within the green logistics market. "As the Green Logistics Market evolves, decision-makers increasingly need visibility into how sustainability requirements, operational investments, and customer expectations are influencing logistics strategies across regions and service segments. Mordor Intelligence applies a structured blend of primary research, secondary data validation, and transparent analytical frameworks to deliver market insights that are grounded in observable industry developments and practical business realities," Jayveer V, Senior Research Manager, Mordor Intelligence Major Segments Highlighted in the Global Green Logistics Market Report By End User By Service Type By Geography Overview – Green Logistics Industry Study Period 2020-2031 Market Size in 2026 USD 1.5 Trillion Market Size Forecast 2031 USD 2.18 Trillion Industry Expansion Growing at a CAGR of 7.79% during 2026-2031 Fastest Growing Market for 2026-2031 Asia Pacific projected to record the fastest growth rate Segments Covered By End User, By Service Type and By Geography Regions Covered North America, Europe, Asia-Pacific, South America, and Middle East and Africa Customization Scope Choose tailored purchase options designed to align precisely with your research requirements. Green Logistics Companies:Covers a global market overview, industry insights, key segment analysis, available financial information, competitive positioning, strategic developments, market share analysis of leading companies, product and service offerings, and recent industry updates. Get in-depth industry insights on the green logistics market research report:https://www.mordorintelligence.com/industry-reports/green-logistics-market?utm_source=prnewswire Explore related reports from Mordor Intelligence Freight And Logistics Market Size:The freight and logistics market is projected to expand from USD 6.37 trillion in 2025 to USD 6.68 trillion in 2026, reaching nearly USD 8.49 trillion by 2031 at a CAGR of 4.91% during the forecast period. Market growth is being supported by the rapid rise of e-commerce, increasing cross-border parcel deliveries, and ongoing investments in transportation and logistics infrastructure. As global trade networks evolve, businesses are increasingly adopting integrated logistics solutions that combine freight transportation, warehousing, forwarding, and last-mile delivery services to improve supply chain efficiency and operational flexibility. FMCG Logistics Market Share:The FMCG logistics market is categorized by service type, including transportation, warehousing & distribution, and value-added logistics services. The market is further segmented based on temperature-controlled logistics solutions, product categories such as food & beverages and personal care, distribution channels including online and offline retail, and key geographic regions covering North America, South America, Asia-Pacific, Europe, and the Middle East & Africa. Market estimates and forecasts are presented in terms of value (USD). Global 3PL Market Analysis:The 3PL market continues to remain moderately fragmented, with leading players accounting for a relatively limited share of overall industry revenue. At the same time, merger and acquisition activity is accelerating as logistics companies expand their global presence and strengthen specialized service capabilities. Strategic acquisitions and service diversification initiatives are helping providers broaden their reach across industries such as aerospace, high-tech manufacturing, and customs management while enhancing end-to-end supply chain offerings. About Mordor Intelligence: Mordor Intelligence is a trusted partner for businesses seeking comprehensive and actionable market intelligence. Our global reach, expert team, and tailored solutions empower organizations and individuals to make informed decisions, navigate complex markets, and achieve their strategic goals. With a team of over 550 domain experts and on-ground specialists spanning 150+ countries, Mordor Intelligence possesses a unique understanding of the global business landscape. This expertise translates into comprehensive market analysis and research reports as well as syndicated and custom research offerings that cover a wide spectrum of industries, including aerospace & defence, agriculture, animal nutrition and wellness, automation, automotive, chemicals & materials, consumer goods & services, electronics, energy & power, financial services, food & beverages, healthcare, hospitality & tourism, information & communications technology, investment opportunities, and logistics. Logo:https://mma.prnewswire.com/media/2746908/Mordor_Intelligence_Logo.jpg For media inquiries or further information, please contact:[email protected]https://www.mordorintelligence.com/contact-us SOURCE Mordor Intelligence Private Limited

Cook Inlet LNG, a subsidiary of Louisiana-basedindependent oil and gas companyGardes Holdings, has set the wheels in motion to secure regulatory clearances for an offshore liquefied natural gas (LNG) import project, utilizing a floating storage and regasification unit (FSRU) and existing platform infrastructure to cover Alaska’s unmet gas demand and storage needs in the coming years. Cook Inlet LNG has initiated the process of obtaining regulatory approvals from the Federal Energy Regulatory Commission (FERC), the U.S. Coast Guard, and other regulatory agencies for its near-term bridge solution for energy security in Southcentral Alaska, which entails a FSRU and existing platform infrastructure. Gardes Holdings will be working in partnership with Glacier Oil & Gas Corp., a long-time Cook Inlet producer, to develop this project to provide energy security for what is deemed to be the most populous region of the country, while longer-term solutions are advanced and realized. Rob Bryngelson, Cook Inlet LNG’s Project Lead, commented:“It’s no secret that Southcentral Alaska faces a critical energy gap in just a few short years that many players in our industry are working hard to overcome. “With our FSRU project, Cook Inlet LNG aims to meet an immediate gas supply need, not impede longer-term gas supply projects currently being discussed in the public sphere. Now that we have reached key internal milestones, we can join those critical energy supply discussions with our FSRU project.” The project is envisioned to maximize the use of existing oil and gas infrastructure in the Cook Inlet basin, with the initial project structured to supply 22 billion cubic feet (bcf) of natural gas per year to the region. The FSRU will be moored alongside the existingOsprey platformon the west side of Cook Inlet. While gas will be fed into the pipeline system through the platform’s existing infrastructure, the mooring anchors that will be placed on the floor of Cook Inlet for mooring of the FSRU are the only new infrastructure that will be required for the Cook Inlet LNG project. Stephen Ratcliff, CEO of Glacier Oil & Gas Corp., emphasized:“With proven, existing infrastructure, facilities, and pipelines in the southernmost area of the Cook Inlet, we are excited to embark on the next phase of delivering energy solutions for Alaskans, by Alaskans. “Our ability to utilize our infrastructure allows a timely solution for meeting a gas supply demand in real time, while upholding our standard for health & safety of our employees and the environment we operate in.” Based on the current schedule, the first available gas from the FSRU project is expected in mid-2029. This development is privately funded, eliminating execution risk to local utilities and ratepayers. Once the project is in operation, gas supply costs to utilities and ratepayers will be approved by the Regulatory Commission of Alaska (RCA). Among thekey upcoming projectsin the country isAlaska LNG. This content is available after accepting the cookies. 30-year gas pact puts $44 billion LNG project at go/no‑go crossroads Robert Gardes, Gardes Holdings’ President, noted:“This project maximizes the re-use of oil and gas infrastructure that has operated safely in Cook Inlet for decades. FSRU’s have proven effective as a simple, safe solution to fill energy gaps across the world. We are proud that this project will do the same for Alaskans.” Cook Inlet LNG points out that the FSRU will be resupplied by LNG tankers approximately once every 30-45 days in winter, with longer durations between resupplies in summer. All vessels are expected to be suited for operations in Cook Inlet’s challenging conditions. 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!

BEIJING,June 3, 2026/PRNewswire/ -- Balancing on stilts nearly five feet high, fishermen wade through shifting tides with wooden poles tied to fishing nets in their hands. Beneath them, seawater one to two meters deep surges with every step. Working in unison, they struggle against the waves to haul in their catch, watched by crowds of tourists onshore. From May to October each year, often before typhoons arrive, large numbers of small shrimp gather in the shallow coastal waters off Dongxing, Fangchenggang, South China's Guangxi Zhuang Autonomous Region, making it the best season for local fishermen to practice stilt fishing. This ancient fishing method is passed down from generation to generation and continues to this day. Today, it is no longer the primary means of livelihood. Instead, it has been preserved and adapted into an intangible cultural heritage performance, becoming part of the region's coastal tourism. That same transition from traditional fishing to broader use of marine resources is also reflected in Fangchenggang's development. The marine economy has moved beyond small-scale nearshore fishing toward deep-sea aquaculture and technology-driven maritime activities, supported by advances in marine engineering, navigation, and digital systems. Alongside this shift, industries such as aerospace, offshore wind power, nuclear energy, and new materials are blossoming in parallel, adding further momentum to the city's marine economic structure. In 2025, Fangchenggang's GDP grew by 6.3 percent, ranking among the top in Guangxi for three consecutive years. The city's gross ocean product rose by 8.5 percent year-on-year, outpacing its GDP growth rate, the Economic Daily reported. Fangchenggang's trajectory reflects China's broader drive to develop the marine economy. During the 14th Five-Year Plan period (2021-25), the gross ocean product accounted for 7.8 percent to 7.9 percent of China's GDP, while its growth rate exceeded overall GDP growth for five consecutive years, the People's Daily reported. During the 15th Five-Year Plan period (2026-30), promoting high-quality development of the marine economy has been be elevated as one of China's major development priorities. China's 15th Five-Year Plan period is expected to bring the marine economy into a more prominent position within the country's broader development agenda, Liu Shuguang, a professor at the Ocean University of China, told the Global Times. Liu noted that the push for higher standards in marine development signals a broader shift in approach, moving away from growth driven by scale toward a model that prioritizes efficiency, innovation, and long-term sustainability. The expert said this reflects a growing recognition of the ocean as a key pillar in China's future development strategy. Booming industries In a small seaside village in Dongxing, 48-year-old Su Haibing sits in front of the village ancestral hall, enjoying the sea breeze. Built in a traditional Chinese architectural style, the hall serves as a gathering place for the local Jing ethnic group. Though modest in size, it houses memorial tablets dedicated to generations of ancestors who made their living from the sea. As a local fisherman, Su began learning the art of stilt fishing from his grandfather at the age of 10. Back then, the small fish and shrimp they caught not only fed the family, but could also be sold at local markets for a meager income. Life was hard, and every yuan earned came through exhausting labor on the water. Now, those difficult days are long gone. Su told the Global Times that the wealth the ocean once provided through fishing has now transformed into a thriving tourism economy. Every summer, the village welcomes more than a million visitors from China and abroad, including many from neighboring Vietnam. Local villagers have opened guesthouses and seafood restaurants, while their average annual disposable income has risen to over 30,000 yuan, more than double what it was a decade ago. As Su puts it, "now people can become their own 'boss' right at their doorstep." Moreover, the marine economy has rapidly diversified and new industries are booming. Inside the building of the satellite program of AIRSAT Technology Group in Fangchenggang, the achievements in the region's aerospace industry are on display. In late 2025, the Beibu Gulf No 1, Guangxi's first satellite developed with independent intellectual property rights, was launched into space. The satellite, jointly developed by AIRSAT Technology Group and jointly operated by the Fangchenggang City Investment Development Group Co, has since provided a wide range of data services for the region and beyond, including navigation support for fishermen and marine resource exploration. Dong Weidong, chief designer of satellite models at the Guangxi-based satellite company, said that all technologies are independently developed and designed to serve multiple sectors. "We provide fishermen and shipping companies with services such as maritime weather forecasting and positioning support, helping fishermen locate more efficiently and sail more safely at sea," Dong said, noting that the company has signed letters of intent for satellite and data services with companies in countries including Malaysia and Vietnam, with cumulative intended sales exceeding 100 million yuan. Talking about the region's advantages for satellite development, Dong said that Fangchenggang's geographic conditions make it well suited for aerospace operations, while strong policy support and industrial infrastructure have accelerated its development. Beyond the digital layer of marine management enabled by satellite technology, Fangchenggang's transformation is also visible on the water itself. In the offshore waters of Fangcheng district, a large cluster of deep-sea golden pompano aquaculture platforms floats on the sea surface, showcasing the region's shift from traditional fishing to modern aquaculture. "Recently, we released 1.5 million high-quality fingerlings over a three-day period. These golden pompano fingerlings all came from our independently developed breeding system at the Fangchenggang base, and feature strong genetic traits, higher immune activity, and enhanced adaptability to harsh environments," Li Nan, deputy general manager of Jinse Haiyang Industrial Development Co, told the Global Times. He added that, supported by the marine ranch intelligent management system and precise nutritional supply, market-sized fish are expected to be harvested and supplied in batches starting in November this year. Supported by a large-scale local fisheries processing center, the city has developed a complete industrial chain integrating breeding, aquaculture, processing, cold-chain logistics, and sales. Its products are supplied not only to markets across China but are also exported to multiple countries, including those in ASEAN, the Global Times learned. In 2025, the city's total aquatic output reached 649,200 tons, up 4.72 percent year-on-year. Marine aquaculture totaled 507,400 tons, nearly 80 percent, while capture fisheries were only 88,700 tons, according to the regional government. Growth is now driven not by "extracting fish from the sea," but by sustainable, large-scale aquaculture, a local report said. Bluer, greener growth The development of Fangchenggang's marine economy is not merely about speed and scale, but about "bluer and greener" growth. At the city center, there is a large mangrove area that is impossible to miss, where egrets can often be seen taking flight overhead, while small shore crabs move through the roots and mud below. These scenes reflect the region's notable achievements in ecological conservation. According to the Fangchenggang Municipal Ocean Bureau, the city protects the largest contiguous mangrove forest area along the Chinese mainland coastline, covering more than 2,258 hectares. Although this coastal city lacks abundant coal and oil resources, it has not fallen behind in building a national integrated energy security system. Each year, it generates enough energy not only to meet its own demand, but also to supply other regions, including parts of Southeast Asia, the Global Times learned. Major energy projects such as nuclear power, offshore wind, solar photovoltaics, and energy storage are being actively developed. Clean energy has become the dominant source of power in the city's energy supply mix. A series of landmark green energy projects, including the Nanshan Wind Farm, have brought the city's clean energy installed capacity to 7.384 million kilowatts, accounting for more than 60 percent of the city's total installed capacity. The city's total installed power generation capacity exceeds 12.35 million kilowatts, while clean energy accounts for 64 percent of total electricity output, according to the city's development and reform commission. Greater connectivity With its location bordering ASEAN countries and an expanding sea-rail intermodal transport network, Fangchenggang has recently strengthened its role as a regional land-sea gateway. It handles growing flows of ASEAN agricultural products and bulk commodities entering China, while serving as an export channel for Chinese goods heading toward Southeast Asia. In 2025, the total import and export value of the Dongxing Port (including border trade) reached 170.55 billion yuan, up 10.3 percent year-on-year; the number of inbound and outbound vehicles reached 348,000, up 29.3 percent, Huang Wei, deputy director of the Dongxing Municipal Bureau of Commerce and Port Administration, told the Global Times. Meanwhile, cargo volume of imports and exports reached 2.623 million tons, up 29 percent, and the total value of cross-border e-commerce exceeded 6.2 billion yuan, according to Huang. From bulk commodities imported by sea from South America, Africa, and other regions, to tropical fruits shipped from Malaysia and Vietnam, and to electronic products and daily consumer goods exported from China, Fangchenggang has become an important hub connecting domestic and international markets through its expanding land-sea integrated trade network. Against the backdrop of China's broader maritime development strategy, this coastal city in southern China is reshaping its relationship with the sea as its marine economy continues to thrive. From mangrove conservation to energy development from traditional fishing to a full industrial chain, Fangchenggang is strengthening connectivity and economic links with ASEAN countries and beyond. SOURCE Global Times

Un buque de Grimaldi Trasmed./ EPC Sabina Feijóo Macedo El auge del comercio electrónicoy el posicionamiento de lasislas Balearescomo undestino turístico “refugio”han impulsado eltráfico de mercancías y pasajerosde la naviera española Trasmed, filial del grupo italiano Grimaldi desde 2021, que prevé superar este año el volumen de700.000 pasajerosy las340.000 unidadesde carga que alcanzó en 2025. Por ello, si las previsiones se cumplen,Trasmed podría salir de números rojos este 2026 por primera vez en su historia. “Si la tendencia continúa la senda del ejercicio anterior, alcanzaremos un resultado neto positivo este año y, en 2027, eliminaremos al 100% la deuda”, traslada el director de Relaciones Institucionales de Trasmed, Miguel Pardo, en conversaciones con este medio. Este miércoles, coincidiendo con la inauguración del SIL Barcelona, Trasmed compartió sus resultados anuales de 2025, en los que alcanzó unbeneficio operativo (EBITDA) positivo de 21,5 millones de euros, elevó sus ingresos hasta los165,4 millones, un 9,4% más que el año anterior, yredujo su deuda en un 66%.En 2024, la compañía cerró con pérdidas de 18,6 millones de euros y, en 2023, de 26,3 millones. “2025 ha sido un año de consolidación para Trasmed”, señaló el consejero delegado de la compañía,Ettore Morace, sin concretar el valor de las pérdidas registradas este ejercicio. Más allá de los motores puntuales (turismo y e-commerce), la compañía, queopera las rutas marítimas entre Barcelona, Valencia y Baleares, atribuye esta mejora a las sucesivas refinanciaciones impulsadas por el grupo italiano, a la reorganización operativa basada en la optimización de la flota, la reducción del consumo de combustible y al crecimiento del tráfico de mercancías y pasajeros. De estos, cerca del65% partieron desde Barcelona, uno de los principales nodos de actividad de la naviera. Miguel Pardo, Director Relaciones Institucionales de Trasmed junto a al presidente ejecutivo del Consorci de la Zona Franca de Barcelona (CZFB) y del SIL, Pere Navarro; y la directora general del CZFB y del SIL, Blanca Sorigué/ EPC De cumplirse esta previsión, Trasmed cerraría un capitulo de pérdidasperennes desde su creación en 2021,cuando el grupo italiano Grimaldi se hizo con losactivos que la antigua Trasmediterránea tenía en Baleares. Esta empresa había sido comprada previamente por elGrupo Armas a Accionaentre 2018 y 2019, acumulando una elevada deuda que la pandemia no hizo más que agravar. Entonces, la operación se cerró por unos400 millones de euros, incluyendo la adquisición decinco buques,las concesiones en las terminales de Valencia y Barcelona y la subrogación de unos400 trabajadores. La división representaba cerca del40% de los ingresosde Armas-Trasmediterránea. Para poder afrontar la compra, la nueva filial Trasmed solicitó un préstamo propio de160 millones de euros, asegurado por la entidad Mediobanca, para financiar parte de la adquisición. Sin embargo, coincidiendo con la operación,la italiana GNV, perteneciente al grupo MSC,desembarcó también en el mercado balear. Donde hasta entonces operaban únicamente dos compañías —Baleària y Armas Trasmediterránea— se incorporó un tercer actor, lo que provocó una bajada de precios y lastró la recuperación de Trasmed. Con tal de remontar el negocio, durante estos cinco años, la navieraredujo su flota operativa de cinco a cuatro barcostras vender elCiudad de Mahón. Actualmente mantiene los buquesCiudad de Palma,Ciudad de Granada,Ciudad de SólleryCiudad de Barcelona. “Nos ha permitido hacer lo mismo con menos”, explica Pardo.Junto a la venta del buque,el directivo destaca la reducción del consumo energético, que ha permitido disminuir las emisiones en22.800 toneladas de CO₂en los dos últimos años: 16.600 toneladas en 2024 y 6.200 adicionales en 2025. Actualmente, alrededor del65% de los ingresosde Trasmed procede del transporte de mercancías, mientras queel 35% corresponde al pasaje.Aunque el turismo continúa siendo fundamental para Baleares, Pardo explica que la actividad logística mantiene un peso estructural debido a la dependencia del archipiélago del transporte marítimo para abastecerse de productos básicos, medicamentos o mercancías industriales. En 2025, la naviera movió339.394 unidades de carga, de las cuales más de105.000 pasaron por el Puerto de Barcelona, mientras que Valencia, por su conexión con el centro peninsular, concentra gran parte de la actividad logística. Dentro de esta actividad, el grupo señala a las empresas vinculadas ale-commercey la paquetería como principales motores de crecimiento,con clientes como Amazon o Seur. “Es un sector muy exigente, pero que crece muchísimo y al que hay que atender”, apunta Pardo. En cuanto a las previsiones futuras, Trasmed explica quedependerán del comportamiento turístico de Balearesy de la evolución de los conflictos geopolíticos. De hecho, la compañía anunció a mediados de marzo unasubida de los fletes (tarifas) del 15%debido al impacto de las guerras en Oriente Medio. Miguel Pardo, director de RRII de Trasmed, en la presentación de resultados 2025 en el SIL/ EPC Sin embargo, la naviera también detecta que el denominado “efecto refugio” podría beneficiar al archipiélago, atrayendo turistas que antes optaban por destinos del Mediterráneo oriental. “Mientras otros destinos turísticos cercanos a la zona de Israel han perdido atractivo por motivos de seguridad, Baleares ha captado parte de ese flujo de viajeros al ser percibida como una opción mucho más estable”, señala Pardo. La compañía considera que esta tendenciapodría compensar parcialmente el impacto económico derivado del contexto internacional. En un horizonte más amplio, Trasmed espera beneficiarse de la apuesta inversora del Grupo Grimaldi para modernizar su flota. El holding italiano destinará más de1.300 millones de eurosa la construcción de nuevenuevos ferris ro-paxque comenzarán a incorporarseentre 2028 y 2030y que permitiránreducir en más de un 50% las emisiones de CO₂ por unidad transportada.“Ninguno está nominalmente asignado todavía a alguna de las filiales del grupo, pero aspiramos a poder tener alguno en el futuro. Levantaremos la mano a Grimaldi”, asegura Pardo. Noticias relacionadas También en materia de descarbonización, la naviera destaca que su buqueCiudad de Palmaya opera conectado al sistemaOnshore Power Supply (OPS),que suministra electricidad 100% renovable y fue inaugurado en marzo de 2025.Además, la compañía trabaja en la modernización de su terminal y en la unificación con las instalaciones de Grimaldi en Barcelona. “La estética y la funcionalidad tienen que estar a la altura de la ciudad”, concluye Pardo. Suscríbete para seguir leyendo

Measure, understand, and reduce the carbon footprint of your Kubernetes infrastructure. GreenKube is an open-source FinGreenOps platform for Kubernetes. It gives DevOps, SRE, and FinOps teams real-time carbon visibility and cost control — without complex setup or expensive SaaS tooling. Live demo:demo.greenkube.cloud— explore the full dashboard with realistic sample data, no install required. Published dashboard on Grafana.com:https://grafana.com/grafana/dashboards/25377-greenkube-fingreenops-dashboard/ The recommended deployment method is the official Helm chart. Once deployed, access the dashboard: Create amy-values.yamlto customise your deployment: Apply it: For the full list of available variables, see theConfiguration reference. GreenKube auto-discovers the following services. No manual configuration is required in most cases. Cloud providers expose zone labels on nodes automatically. On bare-metal clusters, label your nodes manually: Then setconfig.cloudProvider: on-premandconfig.defaultZone: FRin your values. See theConfiguration referencefor details. This generates 30 days of sample data for 22 pods across 5 namespaces and 3 nodes, including carbon emissions, costs, and optimization recommendations. Contributions are welcome. SeeCONTRIBUTING.mdto get started. Licensed under theApache 2.0 License.

Trasmed, la filial de Grimaldi surgida tras la adquisición de la flota de Trasmediterránea, cerró el ejercicio 2025 con una cifra de negocios de 165,4 millones de euros, un 9,4% más que el año anterior. La compañía ha anunciado que ha logrado por primera vez dar ebitda positivo, de 21, 5 millones de euors, aunque su resultado final sigue siendo negativo. Aun así, la evolución positiva le ha hecho augurar que en este año 2026 ya está en condiciones de dar beneficios. En 2025, Trasmed transportó a más de 700.000 pasajeros mediante su oferta de conectividad estable y una propuesta capaz de adaptarse a distintos perfiles de viajero. En el ámbito de carga, la naviera movió 339.394 unidades de mercancía, lo que supone un aumento del 2,25% respecto a 2024, en un contexto marcado por la reconfiguración de la operativa , con la salida de un buque del servicio. La compañía, que tiene su sede en Valencia, nació en 2021 cuando Grimaldi adquirio la flota de Trasmediterrá que realiza las rutas entre los puertos de Valencia y Barcelona con Palma de Mallorca. En estos años, la matriz ha inyectado 137 millones de euros mediante ampliaciones de capital, más los 160 millones aportados en el momento de la adquisición. Con estas operaciones , el endeudamiento total de Trasmed queda situado en 71 millones de euros. Su previsión es dejar la deuda a cero para el año 2027. "2025 ha sido un año de consolidación para Trasmed", afirma Ettore Morace, CEO de Trasmed. "Los resultados reflejan la evolución de la compañía desde 2021 y la eficacia de las decisiones tomadas en estos años, con una mejora generalizada de todos los indicadores económicos y de actividad. En un contexto especialmente exigente para el sector, en el que aún existe desajuste entre oferta y demanda, estos datos avalan la solidez del servicio y la capacidad de la compañía para seguir creciendo y reforzando su papel en la conectividad entre la Península y Baleares". Flota Trasmed cuanta con cinco buques, aunque uno apenas trabaja unos meses al año debido a so obscolescencia. Desde Trasmed explican que en general se trata de barcos con varias décadas de antigüedad y que se espera poder remplazarlos cuanto antes, aunque no hay una fecha para ello. Grimaldi tiene actualmente un programa de inversión superior a los 1.300 millones de euros destinado a la construcción de nueve nuevos ferries ro-pax de última generación que se incorporarán progresivamente entre 2028 y 2030. Sin embargo, ninguno de estos nuevos barcos está inicialmente destinado a la operativa de Trasmed. Sí que podría suceder que la naviera española acabara recibiendo alguno de los buques a los que estos nuevos sustituyan, que están en mejores condiciones que los que en este momento utiliza Trasmed. Otras inversiones de Grimaldi En España, la estrategia de inversión de Grimaldi se traduce también en inversiones en infraestructuras portuarias. En Barcelona, el grupo ha avanzado en la unificación de sus terminales y en el desarrollo de nuevas instalaciones logísticas, incluyendo un silo de vehículos coronado por una planta fotovoltaica. Asimismo, la electrificación de muelles mediante sistemas OPS permite ya que buques como el Ciudad de Palma de Trasmed eliminen emisiones durante su estancia en puerto, evitando más de 2.000 toneladas de CO2 al año. A ello se suma el refuerzo de la infraestructura logística del grupo en Valencia, donde se está adecuando la terminal, con una apuesta cercana al millón de euros.

Escucha la noticia Trasmedcerró 2025 con unamejora de sus principales indicadores económicos y financieros, consolidando la trayectoria de crecimiento iniciada tras su integración en elGrupo Grimaldi. Lanavieraespañola alcanzó unos ingresos de 165,4 millones de euros, lo que representa un incremento del 9,4% respecto al ejercicio anterior, al tiempo que logró unEbitdapositivo de 21,5 millones de euros. Según la compañía, la evolución registrada durante el añopermite reforzar las perspectivas de alcanzar un resultado neto positivo en 2026. La compañía atribuye estos avances al incremento sostenido de su actividad desde 2021 y al fortalecimiento de una propuesta centrada en la calidad y la fiabilidad del servicio. Además del crecimiento de los ingresos, Trasmed mejoró su resultado en más de un 70% yavanzó en el saneamiento de su estructura financieramediante una reducción de la deuda del 66% respecto a 2024. La hoja de ruta de la naviera contempla alcanzar una situación de deuda cero en el ejercicio 2027. El consejero delegado de Trasmed, Ettore Morace, definió 2025 como un año de consolidación para la compañía. Según destacó,los resultados reflejan la evolución experimentada desde 2021y el impacto de las decisiones adoptadas durante este periodo. El directivo subrayó que la mejora de los indicadores económicos y operativos se ha producido en un contexto complejo para el transporte marítimo, marcado todavía por desequilibrios entre la oferta y la demanda en determinados segmentos del mercado. La evolución económica estuvo acompañada por un aumento de la actividad comercial de Trasmed durante el pasado ejercicio Durante 2025,Trasmed transportó a más de 700.000 pasajeros en las conexiones entre la Península y Baleares. En el segmento de mercancías, la naviera movió 339.394 unidades de carga, un 2,25% más que el año anterior. Este crecimiento se produjo pese a la reconfiguración de la operativa derivada de la salida de un buque del servicio, una medida que permitió reducir el número de viajes realizados y optimizar la eficiencia operativa. La compañía considera que estos resultadosrefuerzan su posición como operador logístico relevante para el tejido económico baleary para la cadena de suministro de sectores estratégicos del archipiélago. Desde la adquisición de la división por parte del Grupo Grimaldi hace menos de cinco años, Trasmed ha consolidado su presencia en el mercado de transporte marítimo entre la Península y Baleares, tanto en el negocio de pasajeros como en el transporte de mercancías, según destaca la propia empresa. La sostenibilidad continúa siendo otro de los ejes estratégicos de la naviera. Trasmed redujo en 6.200 toneladas adicionales sus emisiones de CO₂ durante 2025, que se suman a las 16.600 toneladas recortadas el año anterior. De este modo, la reducción acumulada en los dos últimos ejercicios alcanza las 22.800 toneladas. La compañía vincula estos avances a la optimización de la operativa y a una utilización más eficiente de los recursos disponibles en su red de servicios marítimos. Entre los hitos más destacados de 2025 figura también la puesta en marcha de la conexión eléctrica OPS en el puerto de Barcelona Como resultado de los esfuerzos de la naviera en materia de conexión eléctrica OPS en Barcelona, desde marzo de 2025,el buque Ciudad de Palma ha consumido más de 722 MWh de energía renovabledurante sus escalas, eliminando emisiones mientras permanece atracado y reduciendo además el impacto acústico en el entorno urbano. Estos avances respaldan la participación de Trasmed en el programa Lean & Green, con el objetivo de obtener su primera estrella en 2027. Por su parte, el Grupo Grimaldi mantiene unaestrategia de inversión centrada en la descarbonización y el refuerzo de su red logística internacional. El holding italiano desarrolla un programa superior a 1.300 millones de euros para incorporar nueve nuevos ferries ro-pax entre 2028 y 2030. Paralelamente, continúa impulsando inversiones en puertos como Barcelona y Valencia, considerados nodos estratégicos dentro de los corredores logísticos que conectan el Mediterráneo con el norte de Europa y el mar Báltico.

U.S. offshore engineering and construction player McDermott has made the cut and secured its spot in the contractor pool that Saudi Arabia’s Aramco selected for a project management consultancy (PMC) long-term agreement (LTA) to support delivery of large-scale energy, downstream, petrochemical and low-carbon projects across the Kingdom of Saudi Arabia. McDermott, via McDermott Nederland, has been chosen by Aramco as one of the 11 selected contractors for a multi-year PMC LTA, which positions the U.S. player as an engineering and project management service provider within the Saudi player’s strategic investment programs. Michael McKelvy, McDermott’s Chief Executive Officer and Chair of the Board, commented:“Just as the United States and the Kingdom share a commitment to long-term collaboration, we share a commitment with SLFE to localization, knowledge transfer and sustainable capacity building within the Kingdom.” This agreement enables McDermott to leverage its global delivery model and technical expertise to deliver engineering, front‑end development (pre‑FEED and FEED) and project management consultancy services. This move also establishes a strategic partnership between the firm andSolutions Leaders Fayez Engineering (SLFE),a Saudi engineering company and Aramco-approved general engineering services + (GES+) contractor. The collaboration combines the U.S. company’s global experience in executing complex, capital‑intensive projects with SLFE’s strong in‑kingdom presence and local execution capabilities. Rob Shaul, McDermott’s Senior Vice President of Low Carbon Solutions, underlined:“This long‑term agreement reflects Aramco’s confidence in our proven execution capabilities and our track record of delivering complex, world‑class projects in the Kingdom.” Through the McDermott–SLFE partnership, projects will be executed using an integrated out‑of‑kingdom and in‑kingdom delivery model, enabling efficient execution while meeting Aramco’s localization and In-Kingdom Total Value Add (IKTVA) objectives. While SLFE will play a key role in engineering and client support within Saudi Arabia, McDermott will lead overall execution planning, governance and technical leadership through its established global engineering centers. Ashraf Alkhaznadar, SLFE’s President & CEO, underscored:“We are proud to partner with McDermott on this strategic agreement with Aramco. Together, we bring complementary strengths that support Aramco’s long‑term vision while continuing to develop national engineering capability.” McDermott is busy with multiple projects around the globe, including a recentlyunveiled conceptfor a blue ammonia floating production, storage, and offloading (FPSO) unit with BW Offshore. The U.S. firm is also winning new deals, as demonstrated by itsoffshore decommissioning projectwith QatarEnergy. 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!

Montreal, June 03, 2026 (GLOBE NEWSWIRE) -- On May 29, 2026, The CSL Group (CSL) took delivery ofMV CSL Kuleanafrom YAMIC Shipyard, marking the latest milestone in the renewal of the CSL International Pool fleet. The vessel has now departed on her maiden voyage. CSL Kuleanais the fourth in a series of five Kamsarmax newbuilds developed with our Pool partner. The newbuild program is reshaping the fleet with a new generation of ocean self-unloading ships, purpose-built to replace aging vessels while advancing performance, flexibility, and environmental standards. Designed to meet the evolving demands of dry bulk trades,CSL Kuleanabrings together increased cargo capability, high-efficiency cargo handling, and a versatile design that allows the vessel to operate seamlessly across a wide range of routes and commodities. The standardized configuration shared by the series enables the fleet to respond more dynamically to market needs while maintaining consistent service for customers. At the core of the design is a fourth-generation Kamsarmax hull form that exceeds EEDI Level III requirements and is paired with Tier III, methanol-ready engines.CSL Kuleanais also equipped for shore power connection, supporting reduced emissions while alongside in port. The new vessel series is expected to deliver approximately 40 percent greater efficiency than the vessels it replaces, driven by improvements in both fuel consumption and optimized cargo lift. With a cargo capacity of 72,250 metric tonnes and a self-unloading rate of up to 5,000 metric tonnes per hour,CSL Kuleanacombines high-capacity lift with efficient discharge capabilities. The delivery ofCSL Kuleanareflects CSL’s continued investment in a modern, adaptable fleet that is aligned with evolving environmental standards and the future of marine transportation. The CSL Groupis a world class provider of complex marine solutions and the largest owner and operator of self-unloading ships in the world. Headquartered in Montreal with operations throughout the Americas, Australia, Europe and Africa, CSL provides a broad range of shipping and handling services and delivers millions of tonnes of cargo annually for customers in the construction, steel, energy and agri-food sectors. Attachment

Norwegian authorities have approved drilling activities that Norway’s oil and gas player Aker BP is planning to undertake in the North Sea on the Norwegian Continental Shelf (NCS), with a rig owned by Odfjell Drilling, an offshore drilling contractor. The Norwegian Ocean Industry Authority (Havtil) has granted Aker BP consent for exploration drilling in block 15/6 in the North Sea, withinproduction license 1139, which was awarded on March 11, 2022, and is valid until the same date in 2029. This license is operated by Aker BP with a 70% stake, alongside its partner, Equinor (30%). The firm will now be able to spud the well 5/6-18 S, also known as theFreke Nordprospect, in a water depth of 111 meters. The drilling of the well will be undertaken with the 2019-builtDeepsea Nordkapp, formerly Stena Midmax, a sixth-generation dynamically positioned, harsh-environment and winterized semi-submersible of a Moss-enhanced CS 60E design. Odfjell Drilling was among thethree offshore drilling contractorsthat won drilling and wells alliance deals with Aker BP in January 2023 to undertake drilling activities on the Norwegian Continental Shelf. The Deepsea Nordkapp rig’s assignment, previously slated to be completed at the end of 2024, wasprolongedto run for two more years. A few months ago, Aker BP alsoextended the contractto the end of 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!

Nicola Centrone (in arrivo da Fincantieri) è subentrato all’ex presidente della port authority di Genova quale Direttore politiche marittime e affari governativi per il gruppo in Italia Il presidente secutivo Pierfrancesco Vago ne aveva preannunciato il concepimento in occasione del’inaugurazione del nuovo terminal crociere dedicato a Miami e adistanza di un anno ha preso forma la nuova holding di partecipazioni che racchiude le stazioni marittime controllate o partecipare da Msc Crociere in giro per il mondo. Sul sito web del Gruppo Msc è già spuntata una pagina dedicata (a questo link), che ancora dev’essere riempita di contenuti, ma la foto del nuovissimo Msc Miami Cruise Terminal lascia pochi dubbi sul fatto che Ctl Maritime Sàrl sia la nuova società del gruppo specializzata nella realizzazione e nella gestione di terminal crocieristici e destinazioni turistiche a livello globale. Al vertice siede nel ruolo di presidente Gianluca Suprani, Senior Vice President e responsabile Global Port Development di Msc Crociere. Nel nostro paese ha preso forma la controllata Ctl Maritime Italia al cui vertice del 1 giugno è stato nominato Luigi Merlo (già direttore delle relazioni istituzionali di Msc a livello locale) con l’incarico di direttore generale. Una nota spega che “nel suo nuovo ruolo, Luigi Merlo contribuirà sia al coordinamento delle attività di gestione e sviluppo dei numerosi terminal già operativi in Italia, sia alla valutazione di nuovi potenziali investimenti”. Contestualmente Msc annuncia che “Nicola Centrone, già Responsabile affari istituzionali centrali e legislativi di Fincantieri, è subentrato a Merlo quale Direttore politiche marittime e affari governativi per il gruppo in Italia. Grazie alla significativa esperienza maturata nel settore industriale e istituzionale, Centrone proseguirà il lavoro di consolidamento del dialogo del gruppo con le istituzioni nazionali e i principali stakeholder dello shipping”. Pierfrancesco Vago, presidente esecutivo della Divisione crociere del Gruppo Msc, ha dichiarato: “Questa duplice nomina rappresenta un ulteriore passo nel rafforzamento della presenza e delle attività del gruppo in Italia, un Paese che continua ad avere un ruolo centrale nella nostra strategia di sviluppo. Desidero rivolgere un sincero ringraziamento a Luigi per la professionalità, la dedizione e il prezioso contributo offerto nel corso degli anni. Grazie al suo lavoro, il gruppo ha consolidato relazioni istituzionali solide e autorevoli, fondamentali per accompagnare la nostra crescita nel Paese. A lui vanno i miei più sentiti auguri per questo nuovo e importante incarico, che saprà certamente svolgere con la competenza e la visione che lo hanno sempre contraddistinto. Sono inoltre particolarmente lieto di accogliere Nicola nella famiglia Msc. La sua esperienza pluriennale già maturata, unita alla profonda conoscenza delle dinamiche istituzionali e industriali italiane, rappresenterà un valore importante per sostenere i nostri progetti futuri e rafforzare ulteriormente il dialogo con il sistema Paese. A lui rivolgo un caloroso benvenuto e i migliori auguri di buon lavoro”. 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

Dopo l’attacco alla sua portacontainer Msc Sariska V, secondo quanto riportato dai media iraniani, il Corpo delle Guardie Rivoluzionarie Islamiche avrebbe preso di mira una seconda nave della compagnia elvetica controllata dalla famiglia Aponte. L’agenzia di stampa iraniana Tasmin ha riferito che, in risposta al lancio di un missile Hellfire da parte degli Stati Uniti contro la sala macchine della Vlcc tanker Lexie il 2 giugno, è stata presa di mira la Msc Panaya con missili della marina. L’agenzia ha descritto la nave come appartenente al nemico “sionista americano”, appellativo che l’Iran aveva già usato in precedenti attacchi contro le navi della shipping company svizzera. Secondo i dati Ais di Pole Star Global, la Msc Panaya è attualmente ormeggiata nel porto di Khalifa Bin Salman in Bahrein e l’attacco non è stato confermato da fonti differenti. L’Iran ha anche affermato di aver preso di mira il quartier generale della Quinta flotta statunitense in Bahrein con missili e droni. Secondo il Comando Centrale degli Stati Uniti queste notizie risultano infondate. Un attacco iraniano contro la Msc Panaya sarebbe il secondo negli ultimi giorni contro navi di Msc, in risposta agli attacchi statunitensi contro petroliere che tentavano di rompere il blocco navale dei porti iraniani e dello Stretto di Hormuz. Anche di fronte alle notzie di questo secondo attacco Msc ripete quanto già comunicato 24 ore prima, ovvero che “questa azione di ritorsione è del tutto ingiustificata poiche’ Msc è un vettore commerciale neutrale e non ha alcuna affiliazione con gli Stati Uniti o Israele. Fondata dal cittadino italiano Capitano Gianluigi Aponte, l’azienda ha sede legale e operativa in Svizzera ed è interamente di proprietà dei suoi figli, Diego e Alexa Aponte, entrambi cittadini italiani e privi di altre cittadinanze”. 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