Aria, clima, elettrificazione, acque e biodiversità. 5550 articoli raccolti da fonti istituzionali e specializzate, classificati per area ambientale e linkati al porto di riferimento.
The remedy for so many of our struggles as parents is found in having faith that we can jump into the arms of God and be welcomed and protected.
Right now, my family is at a stage when our youngest son has so much confidence in my love for him that if he finds me sitting on the couch, he will, with a running start, leap onto me and expect to be welcomed onto my lap with open arms. He will jump onto me, uninvited, and fully expect to be embraced and delighted in. Sometimes I don’t even see him coming. He has faith that my love for him is so secure that he doesn’t need to ask. He trusts that I’ll catch him. He trusts that I want him close. He trusts that he’s safe with me. He assumes he is wanted. And he is not wrong. In fact, my love for him is so sincere and so substantial and so steadfast that I can’t imagine there will ever be a day when I wouldn’t delight to embrace him and protect him. When he comes close to me now, we cling to each other, not out of fear but out of genuine love. We delight to be by each other. The remedy for so many of our struggles as parents is found in having faith that we can jump into the arms of God and be welcomed and protected. We can cling to God out of genuine love for one another, God for us and us for God. Assuming we are wanted by God changes our entire outlook on life. If I, an imperfect father, can so thoroughly delight in embracing and protecting my child, how much more sincere, substantial, and steadfast must the love of our perfect heavenly Father be for us? Jesus prays for you in John 17, and in that prayer, we glimpse his description of the Father’s love. In John 17:23, Jesus prays to the Father, “The glory that you have given me I have given to them, . . . that the world may know that you sent me and loved them even as you loved me.” What if you genuinely believed that God the Father feels about you the way he feels about Jesus Christ? How welcome are you in his presence? How cherished are you? This book provides parents with a gospel-centered perspective to navigate the challenges of parenting. With this hope, they can embrace their role with peace and confidence, trusting that Jesus is renewing both them and their children day by day. There is relief for every struggle found in knowing and believing that we are safe with God and that God wants us close. Jesus says, “Come to me,” and what the Lord says, he means (Matt. 11:28). He will catch us. He embraces us with compassion like a loving father (Luke 15). He comforts us. As we have faith that God delights in us, we, like sheep with a good shepherd, will not be in want (Ps. 23). He can even cultivate our trust in his love and restore us after our mistakes. Just look at Peter in Luke 5 and John 21. Soon after Peter first meets Jesus, he sees Jesus make the first miraculous catch of fish. After witnessing the power of Christ, Peter drops to his knees and tells Jesus to get away from him. He wants Jesus to go away because he sees himself as a very sinful man and therefore assumes he will be unwanted. This is the voice of shame. Humans crumble under the weight of their inabilities and transgressions. They want to hide. But Jesus does not oblige Peter’s request. He does not go away. He actually tells Peter to let go of his fears. Then they spend the next three years in close proximity to one another, and after three years of developing this relationship, Peter reacts quite differently when he sees Jesus perform a similar miracle a second time. This event occurs soon after Peter makes his most notorious mistake—publicly denying Jesus multiple times not long after swearing he would never abandon Jesus. Yet even after this significant misstep, Jesus reveals himself to the disciples after his crucifixion by helping them catch fish, and Peter no longer wants Jesus to go away. Peter has changed. His fear is gone. He trusts the love of Jesus for him now, even considering his own sin. Peter can’t wait to be close to Jesus. Since he is in the boat with the miraculous catch and Jesus is on the shore a hundred yards away, he dives into the water to get to Jesus as soon as possible. Peter is no less sinful than when he and Jesus first met, but even in his sin, he now assumes that he is wanted and welcomed by God. He trusts Jesus. He has faith that he will be comforted and secure with Christ. Peter is not wrong. Jesus does not condemn and reject Peter when he comes to him. Jesus restores him. They walk with each other, and that bears fruit in Peter’s life. When we walk with God, Paul tells us, it will produce certain outcomes in our lives. In Galatians 5, Paul describes this as “fruit.” He lists the results of walking with God as love, joy, peace, patience, kindness, goodness, faithfulness, gentleness, and self-control. It’s this fruit that is such a relief to the heart of a Christian parent. If I, an imperfect father, can so thoroughly delight in embracing and protecting my child, how much more sincere, substantial, and steadfast must the love of our perfect heavenly Father be for us? Such fruit, says Paul, attests to our freedom in Christ as well. Freedom is one of Christianity’s most basic and beautiful doctrines. Christians are freed from serving sin as master so that they can follow a better master. In Galatians 5:1, Paul says, “For freedom Christ has set us free.” In John 8:31–32, Jesus states, “If you abide in my word, you are truly my disciples, and you will know the truth, and the truth will set you free.” And just a few verses later, he says, “If the Son sets you free, you will be free indeed” (John 8:36). By grace through faith, Christians get released from the consequences of their sin. The sacrifice of Christ has satisfied every one of our debts. We are freed from the penalty of breaking God’s law, and we are set free from the evil that would ravage us if we didn’t live according to God’s limits with God as our Master. We are free from trying to earn our righteousness. Now we can serve God and each other, free of the fear of condemnation for our imperfections and trusting in the goodness of his commands. While Christians are not freed from facing trouble, we are freed from hopelessness and despair. Jesus says that even in tribulation we can “take heart” because he has already overcome the world (John 16:33). That same Peter who races to see Christ after his worst public mistakes reminds us that we can cast all our burdens on God. As a Christian parent, you get to cast “all your anxieties on him, because he cares for you” (1 Pet. 5:7). Did you hear that?Allyour anxieties.Allyour burdens.Allyour worries. Because he cares for you, everything that weighs you down can be cast from you to him. In this passage, Peter is quoting Psalm 55:22, “Cast your burden on the Lord, and he will sustain you.” The Hebrew word for “cast” here isshalak. It means to throw, hurl, or chuck something. It’s a great word. Imagine getting to ball up all your anxiety, bitterness, exhaustion, frustration, shame, and stress into a massive ugly ball of weighty negativity and then getting toshalakit! Chuck it all off a cliff. You can take the burdens and pressures that are weighing on you and hurl them down. When you don’t feel strong enough to even lift them, you have permission just to drop them. You are invited to fling your burdens at the feet of God. Your God wants to unburden you. Instead of holding on to all that mess, you get to throw it off. And that’s not all. Regarding all those struggles, you aren’t only unburdened but also offered a gift in exchange. If you cast off anxiety and cling to the Prince of Peace like a beloved child clings to his mother, you will receive peace in your life. If you chuck your bitterness and cling to the kindness of God, you will grow in kindness. If you hurl down all the undue stresses you feel and cling to the God who loves you, you will grow love in your heart. If you let go of all your inadequacy and cling to the goodness of God, you will become good yourself. What an exchange! Now that is serious freedom. This article is adapted fromGood News for Parents: How God Can Restore Our Joy and Relieve Our Burdens. Adam Griffin(DEdMin, The Southern Baptist Theological Seminary) is the lead pastor of Eastside Community Church in Dallas, Texas. He is the host ofThe Family Discipleship Podcastand the author of numerous books for parents and children includingFamily Discipleship: Leading Your Home through Time, Moments, and MilestonesandWhen Wrong Seems Right: A Kids Bible Study on Making Good Choices. Adam is married to Chelsea and they have three sons, Oscar, Gus, and Theodore. Help! I Think I’m a Bad Parent Adam Griffin Are you a “bad parent”? If you think you are, is that better than thinking you’re a “good parent”? Here are some gracious thoughts for those of us who might be wondering if we are good or bad parents. Are you a “bad parent”? If you think you are, is that better than thinking you’re a “good parent”? Here are some gracious thoughts for those of us who might be wondering if we are good or bad parents. How Can Parents Balance Being Both Firm and Approachable? Adam Griffin When I beat myself up for not getting it exactly right, I’m actually making matters worse. I’m not walking in freedom. When I beat myself up for not getting it exactly right, I’m actually making matters worse. I’m not walking in freedom. Podcast: Good News for Parents Filled with Regret, Guilt, or Shame (Adam Griffin) Adam Griffin talks about how the gospel offers relief from parenting guilt and how the fruit of the Spirit can be applied to parents’ lives. Adam Griffin talks about how the gospel offers relief from parenting guilt and how the fruit of the Spirit can be applied to parents’ lives. Podcast: How Do I Teach My Children to Pray? (Kristen Wetherell) Kristen Wetherell reviews common struggles parents may have when talking about prayer with their children and how to create prayerful environments for them. Kristen Wetherell reviews common struggles parents may have when talking about prayer with their children and how to create prayerful environments for them.
La factoría del grupo chino empezará ensamblando módulos procedentes del país asiático, pero el objetivo a medio y largo plazo es realizar la totalidad de los procesos productivos en España y contar con la implicación de proveedores locales. Leer
La factoría del grupo chino empezará ensamblando módulos procedentes del país asiático, pero el objetivo a medio y largo plazo es realizar la totalidad de los procesos productivos en Espańa y contar con la implicación de proveedores locales. Espańasigue ganando posiciones como polo de atracción deinversiones de marcas chinasen su desembarco industrial en Europa.SAIC Motor, propietario deMG, Maxus, Roewe o Wuling, ha sido la última compańía en apostar por Espańa para instalar unafábrica de vehículosen territorio europeo. El grupo automovilístico chino ha elegido lacomarca gallega de Ferrolterra (A Coruńa)para situar la que será su primera fábrica en Europa. Se suma así a laoleada de fabricantes chinosque miran hacia Espańa para la industrialización de sus modelos en Europa ante la apuesta por el'made in Europe' de la Comisión Europea (CE)y para evitar losestrictos aranceles a la importación de coches eléctricosdesde China. El nuevo proyecto, después de varios ańos de rumores y de visitas de emisarios de SAIC Motor a varias posibles localizaciones de Espańa, se confirmó el lunes tras la aprobación por parte de la Xunta de Galicia de la declaración del plan como"proyecto industrial estratégico", un paso crucial para acelerar el proceso y simplificar los trámites para que la planta inicie su actividad en 2028, aunquelos trabajos de construcción darán comienzo en 2027. La previsión del propietario deMG –la marca de origen chino más vendida en Espańa y en Europa–es que la nueva fábrica de Ferrolterra se dedique inicialmente a actividades deensamblaje de vehículos, a partir de módulos importados desde China, pero también fabricará componentes. La intención es que en un futuro también se produzcan vehículos desde cero. Aparte de la instalación principal en el puerto exterior de Ferrol, la intención del grupo chino es convertir, a medio y largo plazo, la comarca de Ferrolterra en"un hub industrial y logístico"para materializar la totalidad de los procesos productivos, que será"similar" al de Stellantis en Vigo (sur de Galicia)cuando se complete el proceso de implantación industrial. Según la conselleira de Economía e Industria,María Jesús Lorenzana, SAIC se compromete a que"una parte muy significativa" de su aprovisionamiento sea de origen europeo, lo que entra dentro del marco del reglamento comunitario que está a punto de aprobarse que establece un mínimo de 70% de fabricación local. La compańía china prevé desplegar una inversión inicial de unos200 millones de eurosen la puesta en marcha de la nueva planta en Ferrolterra, que tendrá acceso directo al mar, y permitirá lacreación de más de 2.000 puestos de trabajoen Europa. Según el presidente de la Xunto,Alfonso Rueda, el proyecto va a suponer en su primera fase la creación de2.300 puestos de trabajo: 1.000 empleos directos vinculados a la fábrica en el puerto exterior, otros 1.000 empleos indirectos y 300 más en el centro industrial deAs Pontes de García Rodríguez, un municipio de la comarca del Eume que limita al norte con la comarca de Ferrol. Las previsiones de la compańía contemplan que la instalación gallega alcance unacapacidad de producción de unos 120.000 vehículos al ańo, inicialmenteeléctricos e híbridos enchufables, aunque no se descarta la fabricación de modelos híbridos convencionales o de combustión. Desde la compańía china, a través de un comunicado, confirmaron que el proyecto en Espańa no contempla únicamente la instalación de una planta, sino que conllevará también lacreación de un centro de I+D, y atraerá procesos de fabricación avanzada, así como elsuministro de componentes clavey supondrá la ejecución de operaciones logísticas inteligentes en territorio espańol. SAIC resaltó que esta iniciativa pone de manifiesto sucompromiso con Europa y la producción local, en línea con los objetivos de reducción de emisiones de la Comisión Europea y deimpulsar la fabricación en Europa. El proyecto industrial en Galicia se confirma después demás de dos ańos de análisispor parte de SAIC, que sopesó diferentes localizaciones en territorio europeo y también en Marruecos. De hecho, Espańa competía conHungría, República Checa y Marruecospor adjudicarse la que sería la primera fábrica de SAIC en territorio europeo. El grupo chino envió numerosas expediciones a Espańa para analizar cuál sería la localización más adecuada. Se barajaron regiones comoAragón, Cantabria, Cataluńa o Galicia. La idea inicial de SAIC era anunciar la localización de su planta europea a finales de 2024, pero el'arancelazo' de la Comisión Europea a los coches eléctricos chinosy la situación geopolítica dilataron los tiempos. El proceso de decisión se aceleró en los últimos meses, sobre todo tras lavisita de Alfonso Rueda, presidente de la Xunta, a Chinafinales del pasado abril, cuando se entrevistó con el presidente del grupo SAIC Motor,Xiaoqiu Wang. Con esta decisión, SAIC buscaesquivar el 45% de arancel que pagan en Europa sus coches eléctricos fabricados en Chinay también dar respuesta a la senda positiva de ventas de la marca MG. SAIC es el primer grupo chino por ventas en Europa, por delante deBYD y Chery, mientras queMG es la firma china más vendida en Espańa, con casi un 4% de cuota de mercado. Cuando se ponga en marcha en 2028, la planta de SAIC Motor en Galicia será la decimocuarta factoría de vehículos de España. Su actividad, inicialmente, será de ensamblaje de vehículos, no de producción, al igual que el centro del grupo Chery en Barcelona, donde se ensamblan vehículos a partir de módulos procedentes de China con el logo de la marca española Ebro. El Ibex se aleja de sus récords en un día aciago La Primera de Expansión sobre Florentino Pérez, Meliá, RIU, Iberostar, Santander y SpaceX
El Instituto Nacional de Previsión perteneciente al Ministerio de Trabajo por los años cincuenta diseña la red de centros asistenciales en régimen de hospitalización que provocan un gran cambio en la medicina española
El Instituto Nacional de Previsión perteneciente al Ministerio de Trabajo por los años cincuenta diseña la red de centros asistenciales en régimen de hospitalización que provocan un gran cambio en la medicina española. Del INP y tras rigurosas oposiciones saldrán los funcionarios del Estado, Cuerpo Nacional de Médicos Inspectores a los que se les encomienda la dirección de tales Residencias y Ciudades Sanitarias que a partir de 1978 con el Ministerio de Sanidad ya serán denominados hospitales públicos y formarán red con los hospitales provinciales y los Clínicos de la Universidad. La Mariña sufre el impacto del cambio en su modo de vida y población.Lo promueve el montaje de la factoría aluminera que en principio iba destinada para Arosa, pero que José Luís Taboada García, médico y alto dirigente político-presidente do Consello Económico e Social Sindical de Galicia (1962-1977) - QUE SERÁ QUIEN PRESIDA EL ACTO QUE FIGURA EN LA HISTÓRICA FOTO QUE SE ACOMPAÑA CUANDO SE FIRMA EN LUGO EL ACUERDO PARA LA CONSTRUCCIÓN DEL HOSPITAL- abogó por A Mariña. Figura el Delegado Nacional del INP, José Martínez Estrada, a su derecha- veraneante en San Ciprián señala que se ubique en A Mariña, incluso con una fuente de energía que será la nuclear de Xove y un puerto con todos los requerimientos para carga y descarga de grandes tonelajes en Morás. El INP sito en Alcalá 56 de Madrid cita a tres inspectores médicos que dirigen hospitales de su red. Mosquera Ferrando, director del Hospital Central Universitario en Compostela- antes había sido director de La Paz y del centro hoy Vall de Hebrón en Barcelona. Pertenecía a la primera promoción de Gerentes de Hospitales que se crearon en 1968 bajo el mandato del profesor García Orcoyen, Guerra Zunzunegui y Martín Lagos. Félix Mosquera Mata, inspector médico por oposición y director del Centro hospitalario de Cabueñes en Gijón. Pablo Mosquera Mata, director del Hospital de Txagorritxo en Vitoria, también Inspector Médico por oposición. Dada la relación de este padre y sus dos hijos con La Mariña Luguesa,se les pregunta si consideran necesaria la construcción de una Residencia Sanitaria en La Mariña. Coinciden los tres en la afirmación. En cuanto a la ubicación proponen las isócronas: una línea o polígono en un mapa que conecta todos los puntos a los que se puede llegar en el mismo tiempo de viaje desde un punto de origen central. Son fundamentales para planificar la accesibilidad, el transporte y la logística. Al mismo tiempo rechazan determinadas afirmaciones que desde Lugo trasladaron al INP. «la costumbre de las personas residentes en A Mariña consiste tradicionalmente en desplazarse a Lugo para ser atendidas en sanatorios, hospital San José y Residencia Hermanos Pedrosa». De aquellas residencias y de aquel INP a partir de 1977 con el Ministerio de Sanidad y en 1978 con la desaparición del INP que se desdobla en tres Institutos, los Hospitales Públicos pasan a ser gestionados por el Insalud y posteriormente por las comunidades que conforman el Estado de las Autonomías. La empresa hospitalaria requiere de conocimientos diferentes a las exigencias de aquellas Residencias del Seguro Obligatorio de Enfermedad. Son empresas que envejecen muy rápidamente-Peter Drucker- .por los avances tecnológicos continuados. Tienen que responder a: entorno (envejecimiento poblacional y Centros de Salud que derivan o resuelven), esperas( desequilibrio entre oferta y demanda) y espacios(nuevas unidades de diagnóstico y tratamiento). Lo que requiere médicos gestores que trabajen sobre la eficiencia. Máximo rendimiento, al menor coste posible con mayor número de usuarios satisfechos. Se hacen indispensables protocolos y guías para el trabajo de los equipos multidisciplinares y controles de la calidad percibida. Pero también hay tres hechos de enorme trascendencia. La formación de los mejores sanitarios -programas MIR y EIR y estudiantes de la universidad- Empresa que constituye nichos de empleos, salarios y consumos para el territorio. Planes para luchar contra la obsolescencia. Participación de la sociedad civil al menos en el acceso a la información sobre la capacidad en tiempo y técnicas del hospital de referencia en el mapa de salud, como faro del derecho a la salud integral. Ser gerente del hospital en la provincia de Mondoñedo del antiguo Reino de Galicia es un honor, al que responde con creces mi amiga y compañera María José Cortés.Celebramos 40 años de la presencia en Burela del Hospital público que gestiona el SERGAS.Pero debemos tener conciencia de estar ante la empresa más importante del territorio y que se trata de un Hospital General- lo fue durante mi gestión 2002 a 2005- cuya capacidad de resolución es el fundamento real para nuestra salud y la recuperación de la misma cuando somos víctimas de la enfermedad. Además se hace necesario que sea pieza jerárquica de primer orden en el Espacio Socio Sanitario de una hermosa comarca envejecida, con una peligrosa red viaria y con los efectos perversos de la contaminación por tierra, mar y aire de los metales pesados que emanan de la factoría ALCOA. * Pablo Mosquera. Exparlamentario, médico y exdirector-gerente del Hospital da Costa entre otros.
Norwegian shipping company Solstad Offshore has joined forces with Netherlands-based SBM Offshore, a provider of the design, construction, installation, and operation of offshore floating facilities, to strengthen its fleet with a new-build multi-purpose deepwater installation and construction vessel. The post SBM Offshore, Solstad enrich fleet pool with new multi‑purpose installation vessel appeared first on Offshore Energy .
Norwegian shipping company Solstad Offshore has joined forces with Netherlands-based SBM Offshore, a provider of the design, construction, installation, and operation of offshore floating facilities, to strengthen its fleet with a new-build multi-purpose deepwater installation and construction vessel. SBM Offshore and Solstad Offshore have formed a joint venture (JV), which has entered into a letter of intent (LOI) with a selected shipyard to order a new-build next-generation multi-purpose deepwater installation and construction vessel. This ship, targeted for delivery in the first half of 2029, will support the installation of ocean infrastructure, including floating production, storage, and offloading (FPSO) units, reflecting the Dutch player’s ambition that ocean infrastructure will contribute to driving a sustainable blue economy. The company claims that the new installation vessel builds on the operational success ofNormand Installerand the existing partnership, combining the firm’s installation expertise with Solstad Offshore’s track record of offshore support vessel operations. The ship is said to feature an optimized design to install ocean infrastructure in shallow and deepwater areas. When not required for SBM Offshore’s installation projects, the joint venture may charter the vessel to third parties. The new ship will be owned by a joint venture company in which the Dutch firm has a 49.9% interest and Solstad Offshore holds a 50.1% stake. While Solstad Shipping will act as ship manager, SBM Offshore will charter the vessel for its own projects. SBM Offshore underlined:“A new vessel will enable us to maintain our full lifecycle EPCIO offering and create additional competitive advantages through improved delivery reliability and the integration of more offshore installation work scopes. “This will in turn reduce execution risk for our clients and improve predictability of our EPCIO schedule and cost.” This content is available after accepting the cookies. SBM Offshore and Petrobras seal FPSO pair deal for $12-billion oil & gas duo 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!
Inspirada en una vivienda real de Puerto Rico, 'La Casita' se ha convertido en el espacio más deseado de los conciertos del artista, un lugar reservado para rostros conocidos y amigos que ahora también protagoniza una batalla judicial con su propietario origi…
Nos ponemos al volante de la bestia híbrida de más de 150.000 euros
Directo Visita del Papá León XIV a Madrid: del Congreso de los Diputados al Santiago Bernabéu Directo Guerra en Irán: Nueva ofensiva israelí Superar la barrera de los150.000 eurosen un automóvil te sitúa en un club muy exclusivo, un territorio donde las compras rara vez se justifican con la hoja de cálculo en la mano. Aquí se paga por el estatus, por la calidad de rodadura, por la exclusividad y por la capacidad de aislarte de los problemas del mundo exterior en cuanto cierras la puerta. He podido comprobarlo por mi mismo probando uno de los modelos más representativos de la categoría del super lujo. Hablo delRange Rover Sport en su variante P550e,vestido con el exquisito acabadoAutobiographyy pintado en unrojo profundoque exige la atención de cualquier transeúnte. Un vehículo que impone un respeto inmediato. El posicionamiento de este modelo dentro de la jerarquía de la marca resulta fascinante.El apellido "Sport" siempre ha sugerido una alternativa ligeramente más accesible y dinámica frente al inabarcable Range Rover tradicional. En la práctica, elegir esta versión frente a su hermano mayor supone un ahorro aproximado de 50.000 euros a igualdad de motorización y equipamiento. Una cifra que, incluso en estas esferas de alto poder adquisitivo, invita a una profunda reflexión sobre qué estamos comprando realmente. Durante una semana, he utilizado este titán del asfalto para recorrer centenares de kilómetros en todo tipo de vías y entornos. Todo ello, para descubrir cómo se comporta unhíbrido enchufable de 550 caballoscuando la física, irremediablemente, llama a la puerta con una factura de más de 2.800 kilos de peso. La evolución estética de Land Rover bajo la batuta del profesor Gerry McGovern merece un capítulo propio en las escuelas de diseño industrial. Su filosofía se basa en elreduccionismo, en la eliminación sistemática de cualquier línea, pliegue o adorno que no cumpla una función estructural o visual imprescindible. El resultado aplicado a este Range Rover Sport es un bloque monolítico que parece haber sido tallado directamente sobre un único bloque de metal por la acción del viento. El color rojo de nuestra unidad de pruebas resalta de forma magistral la pureza de estas superficies. Al carecer de estridencias agresivas, grandes tomas de aire falsas o difusores extravagantes tan habituales en los SUV alemanes de altas prestaciones,el vehículo confía su impacto visual a unas proporciones inmaculadas. El voladizo delantero es cortísimo, la línea de cintura asciende de forma sutil y el techo desciende suavemente hacia la zaga creando un perfil inconfundible. Los detalles marcan la diferencia entre un coche caro y un objeto de lujo. Los tiradores de las puertas permanecen ocultos a ras de la carrocería hasta que te acercas con la llave, momento en el que se despliegan de forma casi inaudible. El acristalamiento enrasado elimina el clásico escalón entre el vidrio y el pilar metálico, mientras que el techo soldado por láser suprime la necesidad de las clásicas molduras de goma vierteaguas. Todo este esfuerzo por limpiar el exterior tiene un propósito técnico evidente:la aerodinámica.Un vehículo con el área frontal de un apartamento del centro de Madrid necesita deslizarse por el aire con la menor resistencia posible. Los ingenieros británicos han logrado uncoeficiente aerodinámico de apenas 0,29, una cifra asombrosa para un SUV de esta envergadura. Esta suavidad de líneas contribuye directamente a reducir el ruido del viento a altas velocidades, algo fundamental para garantizar el confort acústico en el habitáculo. La zaga es quizás la zona donde este modelo rompe de forma más evidente con su hermano mayor. En lugar de los finos grupos ópticos verticales,el Sport recurre a un portón trasero limpio cruzado por una banda oscuraque integra la tecnología Surface LED. Durante la noche, la iluminación trasera ofrece un rojo puro y uniforme desde cualquier ángulo, dotando al coche de una firma lumínica inconfundible en la carretera. Abrir la inmensa puerta del Range Rover Sport y subir al puesto de conducción requiere un pequeño salto, una acción que te recuerda inmediatamente laenorme altura libre al suelo del vehículo.Una vez acomodado en el interior del acabado Autobiography, cualquier intento de mantener la objetividad analítica se ve asaltado por un despliegue sensorial abrumador. El habitáculo de este coche es un auténtico santuario dedicado al bienestar de sus ocupantes. Land Rover ha comprendido que el lujo moderno ya no consiste únicamente en incrustar madera de nogal en cada panel disponible. El lujo actual reside enel tacto de los materiales, en la ergonomía de los asientos y en la pureza visual del entorno. Nuestra unidad combina una tapicería de piel blanca perforada de una suavidad extraordinaria con extensas zonas recubiertas en tejido Alcántara, incluyendo el inmenso techo panorámico.Cada superficie que tus manos pueden alcanzar está mullida, rematada con costuras perfectas y ajustes milimétricos. Los asientos delanteros merecen una mención especial.Cuentan con ajuste eléctrico de 22 posiciones, calefacción, ventilación y un sistema de masaje con diversos programas que realmente consiguen aliviar la fatiga en la zona lumbar y dorsal durante los viajes largos. El reposacabezas cuenta con aletas laterales ajustables, emulando la primera clase de las aerolíneas. La posición de conducción se denomina "Command Driving Position" en el argot de la marca. Y la descripción es muy acertada.Vas sentado muy alto, dominando el tráfico por encima del resto de conductores, con una visibilidad del inmenso capó que te transmite una sensación de seguridad absoluta. En la segunda fila de asientos, el aumento de la distancia entre ejes respecto a la generación anterior se traduce enunas plazas traseras donde adultos de gran estatura pueden viajar con un espacio holgado para las rodillas. La inclinación de los respaldos traseros es regulable eléctricamente, permitiendo encontrar la postura perfecta para viajar largas distancias. Pero el confort no solo es físico,también es respiratorio y acústico. El vehículo incorpora un avanzado sistema de purificación del aire del habitáculo que filtra partículas PM2.5 y utiliza tecnología nanoe X para reducir virus y bacterias. A nivel de sonido, el sistema de audio firmado por Meridian integra altavoces ocultos bajo el tejido de los reposacabezas, combinando una fidelidad musical espectacular con unsistema de cancelación activa del ruido de rodadura. Micrófonos ubicados en los pasos de rueda leen la frecuencia del ruido del asfalto e inyectan una onda de sonido invertida a través de los altavoces del habitáculo. El resultado es un silencio impresionante, una burbuja aislada del caos verdaderamente impresionante. Si el trabajo artesanal del interior roza la perfección, el apartado de la interacción digital nos devuelve de golpe a la realidad. El salpicadero está presidido por una inmensapantalla flotante de 13,1 pulgadasque alberga el sistema de infoentretenimiento Pivi Pro. Desde un punto de vista puramente estético, la integración de la pantalla es magnífica.Parece flotar sobre el cuero de la consola central gracias a unos soportes ocultos.Los gráficos son de alta resolución, la paleta de colores encaja con la elegancia del coche y la estructura de los menús es relativamente lógica, agrupando navegación, medios y telefonía en paneles principales. El problema radica en la experiencia de uso diario.El sistema sufre de una lentitud perceptible. Al arrancar el coche, Pivi Pro necesita varios segundos para estar completamente operativo, un lapso de tiempo en el que la pantalla no responde a tus comandos. Al cambiar rápidamente entre diferentes submenús, como los ajustes de la suspensión neumática o la configuración de los asientos con masaje, se nota un pequeño retraso en las animaciones que desentona por completo con el precio del vehículo. Bajo el inmenso y pesado capó rojo del Range Rover Sport p550e habita un conjunto mecánico que representa la cúspide de la transición hacia la electrificación de Jaguar Land Rover. La denominación p550e hace referencia aun tren motriz híbrido enchufable de altísimo rendimientoque combina lo mejor de ambos mundos: la suavidad de un motor de combustión tradicional y el par instantáneo de la tecnología eléctrica. El bloque principal es unmotor de gasolina Ingenium de seis cilindros en línea y 3.0 litros de cilindrada, sobrealimentado por turbocompresor. Por sí solo, este motor ya sería suficiente para mover el coche con soltura. Pero la marca británica ha decidido acoplar en la carcasa de la transmisión automática ZF de ocho velocidades un potentemotor eléctrico de 160 kW (aproximadamente 218 CV). Cuando ambas fuentes de energía deciden trabajar al unísono,las cifras asustan. El sistema entrega una potencia combinada de550 caballosy un monstruoso par motor de 800 Nm. Este torrente de fuerza se distribuye a las cuatro ruedas mediante un sistema de tracción total inteligente (iAWD) capaz de variar el reparto de par entre los ejes en cuestión de milisegundos. Pisar el acelerador a fondo en este vehículo desde parado es una experiencia que desafía a la lógica. Un objeto que aparenta la masa de un pequeño edificio es capaz decatapultarse desde cero hasta los cien kilómetros por hora en unos 4,9 segundos. La aceleración no es violenta ni errática, sino constante, inagotable y brutalmente progresiva. El motor eléctrico rellena el mínimo retraso de respuesta del turbocompresor de gasolina en la zona baja del cuentavueltas, garantizando una entrega de potencia lineal desde el ralentí hasta la línea roja del tacómetro. El refinamiento de este propulsor de seis cilindros es extraordinario.Acelerar con contundencia produce un sonido grave, ordenado y mecánico que penetra de forma muy amortiguada en el habitáculo. Nunca suena forzado, nunca se percibe estridente. Es el sonido de una máquina que trabaja muy por debajo de sus límites físicos. La encargada de alimentar la parte eléctrica del conjunto es una enormebatería de iones de litio con una capacidad bruta de 31,8 kWh ubicada bajo el suelo del vehículo. Esta capacidad es superior a la que montaban algunos vehículos cien por cien eléctricos hace apenas unos años (como la primera generación del Nissan Leaf). Las especificaciones técnicas de homologación bajo el ciclo WLTP prometen una autonomía en modo puramente eléctrico de unos espectaculares 116 kilómetros. En el mundo real, con el climatizador encendido y circulando por entornos urbanos e interurbanos al ritmo natural del tráfico,la cifra se estabiliza de forma muy consistente en torno a los 90 o 95 kilómetros reales. Esta distancia cambia por completo las reglas del juego de los híbridos enchufables. Con casi cien kilómetros de autonomía real a baterías,la inmensa mayoría de los usuarios pueden cubrir sus desplazamientos diarios al trabajo, al colegio de los niños o al centro comercial durante semanas sin que el motor de gasolina llegue a encenderse una sola vez. En modo eléctrico, el silencio absoluto se combina con el aislamiento acústico de la carrocería para crear una sensación de desplazamiento digna de una nave espacial levitando sobre la ciudad. El proceso de carga también soluciona uno de los grandes problemas endémicos de la tecnología híbrida enchufable. La gran mayoría de estos vehículos obligan al usuario a esperar varias horas conectados a un poste de carga de corriente alterna lenta. Land Rover ha dotado a este modelo de capacidad de carga rápida en corriente continua (DC) a una potencia máxima de 50 kW. Esto significa que puedes detenerte en una estación de carga rápida de carretera y rellenar del 0 al 80 por ciento de esa enorme batería en apenas menos de 40 minutos mientras tomas un café. Nos adentramos en el apartado más complejo y fascinante del análisis de este Range Rover Sport. El nombre del modelo incluye la palabra "Sport" (deporte), un apelativo audaz para un vehículo que arroja una cifra de2.810 kilogramos en la básculaen orden de marcha con los depósitos llenos y el conductor al volante. Las leyes de la inercia, la fuerza centrífuga y la gravedad son implacables. Ocultar casi tres toneladas de peso en una carretera de montaña revirada requiere una cantidad ingente de magia tecnológica. Los ingenieros británicos han dotado a este chasis de un arsenal armamentístico de primer nivel. El eje fundamental de su comportamiento es la suspensión neumática dinámica. Este sistema abandona los muelles de acero convencionales en favor deamortiguadores neumáticos de válvula doble asociados a cámaras de aire de presión variable. El resultado en línea recta, en autopista o circulando por calles empedradas en el centro de la ciudad es simplemente brillante. El coche filtra las imperfecciones del asfalto, los badenes y las juntas de dilatación como si la carretera estuviera recubierta de una gruesa alfombra de espuma. El aislamiento de la cabina frente a la rugosidad del asfalto es excelente. Prioriza de forma abrumadora el confort sobre la sequedad deportiva. Para ayudar a meter el coche en las curvas y lidiar con la masa en movimiento, la marca incorpora de serie en esta versión el paquete de manejo dinámico.Este conjunto incluye el sistema Dynamic Response Pro, unas barras estabilizadoras activasque funcionan con una red eléctrica paralela de 48 voltios y son capaces de aplicar hasta 1.400 Nm de par contrario en los ejes para intentar evitar que la carrocería se incline como un barco en las curvas rápidas. También se incorpora un sistema de dirección a las cuatro ruedas. A bajas velocidades en la ciudad, las inmensas ruedas traseras giran hasta 7,3 grados en dirección opuesta a las delanteras. El efecto es sorprendente: un monstruo de casi cinco metros de largo y dos de ancho es capaz de girar en esquinas cerradas o maniobrar en parkings subterráneos estrechos con la agilidad y el radio de giro de un vehículo compacto del segmento B. A altas velocidades en autopista, las ruedas traseras giran en la misma dirección que las delanteras, permitiendo realizar cambios de carril con una estabilidad pasmosa y sin oscilaciones en la parte trasera. El diferencial activo electrónico se encarga derepartir la tracción entre las ruedas traseras, frenando la rueda interior de la curva para mandar toda la fuerza a la exterior y ayudar a redondear el giro en el vértice. Pero, a pesar de todo este despliegue de silicio, sensores y sistemas hidráulicos activos, la física es tozuda. Cuando decides activar el modo Dynamic en la pantalla central (que endurece ligeramente la amortiguación, vuelve el acelerador más reactivo y añade peso a la dirección) y encaras un tramo de montaña con curvas cerradas y frenadas fuertes,el peso del vehículo se hace evidente de forma inmediata. La carrocería oscila a pesar de las estabilizadoras de 48V.Las inercias te empujan hacia el exterior de la curva en apoyos prolongados.La dirección de cremallera asistida eléctricamente es precisa y directa, pero resulta completamente muda, filtrando cualquier información táctil sobre lo que está ocurriendo bajo los anchos neumáticos delanteros. El punto más crítico en conducción dinámica agresiva es el sistema de frenado.Detener 2.800 kilos lanzados a alta velocidad requiere una fuerza de mordida excepcional. Aunque los discos y las pinzas están dimensionados adecuadamente, el tacto del pedal de freno sufre del mal endémico de los híbridos enchufables: la transición entre la primera fase de frenada regenerativa (donde el motor eléctrico invierte su polaridad para recargar la batería reteniendo el coche) y la mordida mecánica de las pastillas sobre el disco no es perfectamente lineal.A veces requiere pisar el pedal con más contundencia de la esperada, generando cierta falta de confianza si apuras la frenada al límite antes del vértice de una curva pronunciada. La conclusión dinámica es clara.A pesar de llevar el apellido Sport y montar un motor que asusta por sus prestaciones en aceleración pura, el alma de este coche sigue perteneciendo a la filosofía Range Rover. Es un devorador de kilómetros incansable, un vehículo diseñado para realizar viajes en familia cruzando el país a velocidades de crucero elevadas por autopista con un nivel de relajación absoluto. Pedirle que se comporte como un Tesla Model S Plaid en una carretera de montaña es solicitarle algo para lo que, por pura biología física, no ha sido diseñado. El análisis de la eficiencia en un híbrido enchufable de esta magnitud exige separar de forma escrupulosa dos escenarios de utilización radicalmente opuestos:con energía en la batería y con la batería descargada. En el primer escenario, disponiendo de carga eléctrica, puedes realizar la friolera de90 kilómetros gastando cero gotas de gasolina, consumiendo electricidad de la red a unos 25 kWh cada cien kilómetros (una cifra elevada debido al peso, pero sumamente económica si cargamos el vehículo por la noche con tarifa valle). El problema aflora cuando agotas esa inmensa batería de 31,8 kWh y te enfrentas a un viaje largo o a un día completo de tráfico urbano dependiendo exclusivamente del motor de gasolina de tres litros sobrealimentado, que ahora tiene que mover su propio peso más el lastre adicional del pesado sistema eléctrico inerte. En circulación puramente urbana y arranques continuos desde parado sin carga en la batería de alta tensión, el ordenador de a bordo muestra sin piedadcifras que superan holgadamente los 15 litros cada cien kilómetros. En autopista a velocidades legales constantes de 120 km/h, la excelente aerodinámica de la carrocería mitiga parte del desastre y el motor trabaja a muy bajas revoluciones gracias a la octava marcha de la caja de cambios ZF. Aún así, en este escenario extraurbano a velocidad de cruceroes francamente difícil bajar el indicador de consumo por debajo de la frontera de los 10 u 11 litros a los cien kilómetros. Si planeas un viaje largo cruzando el país con la familia y el maletero lleno, debes tener muy en cuenta estas cifras de consumo de gasolina para calcular la autonomía real del depósito de combustible de 71 litros que monta esta variante p550e. El Range Rover Sport p550e en su acabado Autobiography es un derroche absoluto de capacidades. Impone, y mucho, ponerse a los mandos de un coche de más de 150.000 euros. Sientes el peso de la factura y de la responsabilidad en cada giro del volante. Perola comodidad suprema y el aislamientoque transmite la cabina hacen que se te olvide rápidamente que vas conduciendo una máquina que alberga más de 400 caballos de gasolina y un inmenso motor eléctrico bajo el capó. Te sumerges en un estado de relajación mental. Eso sí, el día que necesitas realizar un adelantamiento rápido o salir catapultado de un peaje de autopista, hundes el pie en el acelerador y la velocidad que alcanza este acorazado rodante es simplemente aterradora y asombrosa a partes iguales. Este modelo es un icono indiscutible del lujo contemporáneo. Y como tal,cada detalle te transmite esa sensación prémium desde el momento exacto en que te subes hasta el instante en que abres la puerta para bajarte (proceso en el cual, por cierto, el cerebro electrónico ordena a la suspensión neumática que descienda varios centímetros la altura de la carrocería para facilitarte una salida digna y elegante hacia la acera). Si buscas un deportivo puro, ágil y reactivo para disfrutar trazando curvas los domingos por la mañana en un puerto de montaña,este definitivamente no es tu coche, sin importar los 550 caballos de su ficha técnica o el apellido de su portón trasero. Pero si buscas el rey indiscutible de los viajes largos, una herramienta de representación para la ciudad que pueda circular en modo silencioso y sin emisiones durante semanas, y un salón rodante donde la familia viaje envuelta en cuero, Alcántara y silencio absoluto, el Range Rover Sport p550e justifica hasta el último céntimo de su estratosférica factura.Es la cumbre de la comodidad británica domando las leyes de la física.
Switzerland-headquartered Mediterranean Shipping Company (MSC), a privately owned global shipping and logistics giant and part of MSC Group, has reported two projectile attacks on its Panama-flagged cargo ship in the Middle East, which is interpreted to highlight threats to maritime trade. The post Projectile strikes on MSC’s vessel raise maritime security concerns appeared first on Offshore Energy .
Switzerland-headquartered Mediterranean Shipping Company (MSC), a privately owned global shipping and logistics giant and part of MSC Group, has reported two projectile attacks on its Panama-flagged cargo ship in the Middle East, which is interpreted to highlight threats to maritime trade. MSC’sMSC Sariska Vcargo ship was struck by two projectiles in Iraq’s port of Umm Qasr on June 1, 2026. The vessel owner explained that the first hit happened while the pilot was on board as the vessel departed from port, and the second, which impacted the crew area, occurred soon afterwards. “All crew members are safe, unharmed and acted with exceptional professionalism throughout the incident to secure the vessel, and its cargo,”emphasized the Swiss shipping giant. According to local media reports, the Islamic Revolutionary Guards Corps (IRGC) has claimed responsibility for the cargo ship attack, describing it as a response to U.S. actions on theLion Starvessel. “This retaliatory action is completely unjustified based on the allegations made by the IRGC since MSC is a neutral commercial carrier with no affiliation to the United States or Israel,”underlined the Swiss player. The company expresses deep concern over these“unprovoked”attacks and the risk they create for its“innocent seafarers, and essential maritime trade in the region.” This content is available after accepting the cookies. 🚨 IRGC Navy Claims Strike on MSC Cargo ShipIran’s IRGC Navy says it struck the giant MSC Sariska cargo vessel with a cruise missile in the waters off Iraq.The action was claimed as retaliation after an alleged US attack on an Iranian vessel (Lian Star) in the Sea of Oman.…pic.twitter.com/Ur4OYC4HuV — Conflict Radar (@Conflict_Radar1)June 2, 2026 Due to theregional tensionsin the Middle East, which came about with the military campaign the U.S. and Israellaunchedagainst Iran, the Strait of Hormuz wasclosed, and multiple energy infrastructure assetssuffered damagefrom missile strikes. Rystad Energyestimateda few weeks ago that the bill to repair the reported damage and shutdowns affecting the Gulf energy infrastructure could potentially amount to $25 billion. 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!
Americans ain’t puttin’ up with these things no more. Welcome to Virginia, ground zero for data center defiance.
The post Take This Data Center and Shove It appeared first on The American Prospect.
Willow Schenwar
The vast majority of life on earth exists outside of sex and gender binaries—despite what the right likes to claim.
The post Fascists Try to Write Trans People Out of the “Natural Order.” The Earth Disagrees. appeared first on The Nat…
The vast majority of life on earth exists outside of sex and gender binaries—despite what the right likes to claim. When California Governor Gavin Newsom recentlyproclaimedthat Democrats should be more “culturally normal” as part of his ongoing attempt to position himself for the presidency by throwing trans people under the bus, I thought about whales. A few months earlier, Facebook’s algorithm had delivered abioGraphicessayrepublished byNautilusabout a newly discovered intersex southern right whale to my feed. While intersex whales are nothing new, this was the first documented example from this particular species, and the author took the occasion to reflect on the creativity and fluidity of nature. “When scientists identify the next intersex animal,” the essay concludes, “that individual, whether a guppy or a whale, will offer another challenge to rigid definitions of sex. What society deems normal is a box carefully drawn around a wild and messy world, and each individual who can’t be contained offers a fascinating glimpse at nature’s true diversity.” The article came my way via the San Francisco Bay Chapter of the American Cetacean Society, whose posts usually garner reactions and comments in the single or double digits. This intersex-whalepost, however, had reams of comments and more than 17,000 reactions. Against my better judgment—as a trans woman, and as a person with other things to do—I read some of the comments. While some maligned the “woke whale” as an “abomination” or “a freak of nature,” others insisted that the story was “fake news” and bemoaned the idea that “liberal idiots made up a transgender whale.” The Facebook turmoil over an intersex whale was, of course, about something even larger than whales. The post came at a time when efforts to enforce rigid definitions of sex and gender are front and center in public affairs. Evidence of gender and sexual variation in the natural world, such as this intersex whale, can help unsettle the myth that a rigid human gender binary is part of “the natural order” of life on what is indeed a wild and messy planet, as the author of thebioGraphicessay notes. On the one hand, we don’t need to turn to whales or guppies or any other nonhuman organism to challenge rigid definitions of human sex and gender, since our own species defies such narrow categorizations in its own right. There are many intersex humans, after all, and as a hapless Trump lawyer recentlylearnedin court, the existence of intersexuality dismantles the notion that sex and gender are binary. Transgender and nonbinary people, in addition to intersex people, likewise dispel the notion of the gender binary as a matter of, as the Trump administrationasserts, “biological truth.” The mere existence of trans and gender-nonconforming people now and throughout human history, in every culture and corner of the globe, is evidence of this. And anyone interested in actual “biological truth” might want to explore the decades ofneuroscientificand endocrinological research on gender diversity, from studies showing that many trans people are born with brains that develop toresemblethebrainsof their experienced gender, togenetic researchshowing that trans people often have variations in the genes that process the sex hormones androgen and estrogen. This occurs along a spectrum, not in a binary. This is not to say that all trans experiences can be reduced to these neuroanatomical and genetic measures, or that scientists should give people trans tests with their brain-measuring machines. And trans people certainly should not be required to cite medical studies to prove that we exist as we do. But at a time when biology is being weaponized, it is important to recognize that human biology doesn’t adhere to a cis binary framework. Sexual and gender diversity is undeniably a thing that our species does, in any cultural environment. And we are certainly not alone in this. Nature is profoundly queer and restlessly inventive, trying out as many possibilities as form will allow.Ninety-four percentof flower plants are monoecious or hermaphroditic, meaning that individual plants possess both female and male reproductive organs. Among the remaining 6 percent, some individual plants that are either male or female can change their sex. Many species ofwillow trees, for example, exhibit this sex lability and can change from female to male, or to both, and back again. Excluding insects,33 percentof all animal species are predominately hermaphroditic. Some of these animals start out as one sex and change to another. Clownfish are an iconic example: They begin their lives as male and have the ability to transform their bodies to become female when the alpha female of their social group leaves or dies. Other fish, such aswrasses, exhibit this same sequential hermaphrodism, but in the other direction. Many invertebrates—such as worms and snails—possess the reproductive structures of both sexes at the same time. Some species have more than two sexes;splitgill mushroomshave over 23,000 different sexes, or mating types. There’s a lingering misperception of the natural world as a place of uniform cisnormative gender orders and strict heterosexuality, with animals lined up as if on the decks of Noah’s Ark in neat, straight, binary pairs, two by two. But as the ecological-justice organizer Deseree Fontenot explains, “We’re on a planet full of immensely diverse forms of embodiment, sex and gender variations, kinship, care systems, and strategies for living and reproducing. They are expansive and complex and don’t fit into neat categories, and that holds many lessons for our species about adapting, surviving, and cooperating.” Our species has the ability to learn these lessons and respect this breathtaking diversity within which we are enmeshed. However, as the authoritarian repression of gender diversity intensifies, its erasure campaign has targeted other species. A reading series of the children’s bookWishtreewascanceledat a Virginia school district after complaints from adults who took issue with the book’s oak tree character, who describes being monoecious: “Some trees are male. Some trees are female. And some like me, are both… Call me he, call me she, anything will work.” This scientifically grounded statement was enough to shut down the reading series. Similarly, Erica S. Perl, author of the bookWhale, Quail, Snail,abruptly had her visit to a Virginia elementary schoolcanceledafter some adults complained about a snail character who did not fit the male/female binary. (Snails are hermaphroditic.) The illustrated bookWorm Loves Wormhas beenbannedin several states for parallel reasons.Worm Loves Wormis a book about two worms getting married, in which both worms, understandably, want to be both the bride and the groom. (Worms are also hermaphroditic.) President Trump kicked off his second term with his own animal-themed genderfluidity fiction, falsely claiming that his administration was stopping Biden-era research supposedly aimed at “making mice transgender.” Back in the realm ofreality,these studies used transgenic–not transgender–mice to study the effects of hormones on things like HIV vaccines, fertility, asthma, and breast cancer. Congresswoman Nancy Mace also sounded the trans-mice false alarm and claimed Biden spent $10 million “creating transgender animals.” Mace went so far as to introduce an actual piece of legislation called the TRANS MICE Act, “Transgender Research on Animals Now Stops and Money for Ideological Cruelty Eliminated Act,” contorting both basic facts and basic English grammatical conventions in her pious crusade against an imaginary threat. The right is so invested in policing human genders that they are policing the full expanse of the web of life, no matter how far their distortions disconnect us from that web, and from ourselves. Etymologically, the prefixtrans-means “beyond, across, so as to change.” With this in mind, we should think seriously about why some people have such a hard time accepting an intersex whale, or a monoecious oak tree, or a transgender human, when you consider just how very trans—using this broader sense of the word—life is. Whaleswalkedon land before they evolved over millions of years into the aquatic giants we know today. And before that, theancestorsof land-dwelling whales lived in the water. Transformation and fluidity—in gender and in general—are foundational principles of life on this planet, core to the nature of nature. You could say that whales’ “nature” is to swim, but you could also say their nature is to change. And not only do species evolve, but they coevolve, mixing and blending along with one another. Plants evolved their attractive flowers and scents to connect with winged pollinators; we humans can also appreciate the multisensory lure of flowers, even if we are not involved in pollination, because we share enough of the imagination of a bee and the aesthetic sensibilities of a butterfly to be drawn in by a flower’s beauty. In their bookWays of Being, James Bridle marvels at these types of interspecies entanglements. According to Bridle, our interconnections also reveal the insubstantiality of the imagined boundaries between us. Attempts to tightly box in gender are biologically nonsensical. The closer we look at anything, the more interconnection we find spilling out in all directions. “It’s beautiful, this teeming world of ancestors and progeny, this utterly animated free-for-all, this breaking down of boundaries,” Bridle writes. I agree: Itisbeautiful—the multiplicity, mutuality, fluidity, and complexity of life’s interconnection. And it’s not just pretty to look at; these principles are sources of our power, of life’s creative ability to adapt, survive, and flourish. And they are particularly important to draw on right now amid rising fascism. Authoritarian movements emerge from a mindset governed by precisely the opposite of these principles: homogeneity, dominance, division, rigidity, fixity, reduction, and fear of change. Often, those who exclude and demonize trans people while working to impose a rigid binary order will invoke divine authority. For example, during the last presidential campaign, Donald Trumpdeclared, “God created two genders: male and female,” and his press secretary, Karoline Leavitt,saidthat US citizens would be forced to get a passport that designated their “God-given” gender. Similarly, Marjorie Taylor Greene, who describes transness as “satanic,” proclaimed, “There are only two genders. And we are made in God’s image.” The former Congress member has also said, “I’m going to tell you right now what is a woman. We came from Adam’s rib. God created us with his hands. We are the weaker sex, but we are our husband’s wife.” Project 2025, the Christian-nationalist blueprint that formed the ideological foundations for Trump’s anti-transgender actions, aims to sculpt American society around a heterosexual “Bible-based” family model, with a cisgender male patriarch at the helm, women in a position of subordination, and LGBTQ+ people abjected and erased. This regressive, anti-gender social-control politics is a playbook in global circulation. Modern authoritarian leaders—from Vladimir Putin to Viktor Orbán to Donald Trump—try to consolidate power by imposing a patriarchal binary order that they claim is derived from “nature” and designed by a male Christian god. Not only is this binary not actually in alignment with any natural order, it is also not a neutral one, but rather a hierarchically structured oppositional dualism designed toshore up power for cisgender menat the expense of women and others. The subtext of the statement “There are only two genders” is that one of those genders is ordained to rule over the other. As the philosopher Kevin Richardsonwrites, “Gender, in reality, is expansive…. Maintaining the binary requires constant work: medical classification, legal enforcement, cultural policing, and moral pressure. When people invoke Nature or God to justify this work, it’s worth asking whose interests are being served.” The assault on gender diversity in contemporary authoritarian movements emerges from thelegacies of colonial oppression.Prior to European colonization, many of the world’s Indigenous cultures had polygender systems—some with three, four, even five recognized genders—with specific terminology and traditions to honor variations. Before European colonization, in many parts of Africa, the Americas, and Asia, it was not uncommon for gender-diverse people to assume leadership roles, particularly as spiritual leaders and healers, owing to an assumed adeptness with liminality and a balancing of energies that can accompany gender variance. But Christian missionaries and European colonial authorities attempted to systematically eradicate fluid Indigenous gender systems and install a racialized patriarchal binary in its place. They did this by specifically targeting gender-diverse people: publicly mutilating and executing them; sending them into exile; kidnapping Indigenous children and sending them to boarding schools where gender-diverse students were punished and forced to conform to European binary norms; and enacting a system of laws that penalized expressions of gender outside the European binary. If this colonial/authoritarian gender binary were so “natural,” one might reasonably wonder why it requires genocide and fascism to try and force it into place. The “constant work” of transphobia—book bans, bathroom surveillance, obsessions with other people’s bodies and private health decisions—also requires telling a flattened, dessicated story about life on earth that obscures how dynamic it really is. Combating the ugliness of division and domination requires an expansive vision capable of seeing and honoring the beauty of the earth’s transness—that is, of its creativity, diversity, fluidity, and interconnectedness. David Futrelle Jeet Heer Books & the Arts/Neal Gabler Books & the Arts/Chris Lehmann For my part, I began my gender transition in July 2023, in the midst of the ongoing assault on trans people. As I’ve writtenelsewhere,while embarking on my transition at this time has felt like walking into a house that is on fire, it has also felt like coming home. “Eco,” from “ecology,” comes from the Greek word meaning “home,” and ecology also connotes the connections between us. When I say that transitioning has felt like coming home, I mean it in this ecological sense. The process of transitioning has involved cultivating a radical hospitality for my whole self, and not only has this made me infinitely more at home in my own body, it has also made me feel closer to others, both human and more-than-human. My transness is intrinsic to me, and it also originates in the broader ecological systems beyond me. It is one of the many things that connect me, despite our obvious differences, to an intersex whale. In this sense, I see gender diversity as an energetic and material force—rooted in the living planet—that envelops humans and includes us in unique ways. Perhaps above all else, I now see my trans identity as a loving gift from the earth. InThe Serviceberry,Robin Wall Kimmerer writes, “To name the earth as a gift is to feel your place in the web of reciprocity.” To name the earth as a gift—and to reallyfeelyour place in the web—at a time in which the earth is under such disorienting and devastating attacks, can be emotionally grueling. And it comes with an ethical obligation: to receive the gift with gratitude and to care for the earth the way one would care for a cherished gift. For the past several months, my 8-year-old child—who is the biggest fan of animals I know—and I have been going on weekly “nature adventure walks” together. On these walks, we explore the lakefront and the parks near where we live, and try to learn as much as we can about a new lifeform each time: sphinx moths, milkweed beetles, serviceberries, red-winged blackbirds. The point is less to memorize plant and animal facts, and more to let ourselves feel awed by the fascinating things that living things do, to allow ourselves to pay attention, to laugh, to wonder. The point, at heart, is to be amazed, and in that process of amazement, to learn in our bodies, beneath our words, the truth that we and all these other lifeforms belong here. With the midterm elections now firmly upon us, the question is whether Democratic candidates will do more than merely occupy ballot lines as mild alternatives to the red-hot crisis that is Donald Trump. As Trump spends over $1 billion a day on a globally destabilizing war on Iran and admits that he doesn’t “think about Americans’ financial situation,” millions across the country are struggling with the surging costs of essentials. Democrats must seize this moment and advance bold, small-“d” populist ideas—not settle for cynical caution that once again snatches defeat from the jaws of victory. The Nationelevates progressive ideas, movements, and elected officials achieving real change across the country into the national conversation. At the same time, our journalists are exposing how crypto and AI-funded super PACs are spending hundreds of millions of dollars to knock out candidates they oppose, reporting on the devastating impact of the Supreme Court’s evisceration of the Voting Rights Act, and sounding the alarm on attempts by red states to quickly redraw electoral maps, disenfranchising Southern Black voters. We can play this critical role because of support from readers like you. This June, we’re raising $20,000 to powerThe Nation’s independent journalism in the run-up to November’s immensely consequential elections. It’s in our power to build a more just society, and your support at this critical moment brings us closer to that bold vision. I hope you’ll donate today. Onward,Katrina vanden HuevelEditor and Publisher,The Nation Willow Schenwar teaches in the Department of English at the University of Illinois, Chicago. Her writing has appeared in publications such as thePhiladelphia Inquirer,Tikkun,Passages North,Religion Dispatches, andTruthout, and in anthologies such asWe Grow The World TogetherandCovering Bin Laden. She lives in Chicago.
Sound in air travels at about 343 metres per second, the figure that fighter pilots cross when they break the sound barrier. Sound in seawater travels at about 1,500 metres per second. The ratio is roughly 4.3 to 1. The reason is straightforward physics: soun…
Sound in air travels at about 343 metres per second, the figure that fighter pilots cross when they break the sound barrier. Sound in seawater travels at about 1,500 metres per second. The ratio is roughly 4.3 to 1. The reason is straightforward physics: sound waves propagate through a medium by transferring vibrational energy between adjacent molecules, and the denser and stiffer the medium, the faster that transfer happens. Water is roughly 800 times denser than air, with much smaller intermolecular distances, and it transmits acoustic energy with much less loss per metre than air does. The same whale call that would fade to nothing within a kilometre in air can carry for hundreds of kilometres through the deep ocean. According toNOAA’s Ocean Service reference on underwater sound, the speed of sound in seawater varies between roughly 1,450 and 1,540 metres per second depending on temperature, salinity and pressure. The first reasonably accurate measurement was made in 1826 on Lake Geneva by the Swiss physicist Jean-Daniel Colladon and the French mathematician Charles-François Sturm, who used an underwater bell, a flash of gunpowder for synchronisation, and two boats positioned ten miles apart. Their figure was within a few percent of the modern measurement, despite the relatively crude instruments available. The speed of sound in water is only part of what makes long-distance whale communication possible. The other part is the way sound bends in the ocean. Sound speed in seawater depends on temperature and pressure, and these vary with depth. Near the surface, the water is warm and the sound speed is high. Below the warm surface layer, the temperature drops sharply through the thermocline, and the sound speed drops with it. Below the thermocline, the temperature is nearly constant but pressure continues to rise, and the sound speed begins to climb again. The result is a minimum in the sound speed at roughly 1,000 metres depth in mid-latitudes, with faster speeds both above and below. According to theDiscovery of Sound in the Sea reference, an academic resource maintained by oceanographers at the University of Rhode Island and elsewhere, this minimum creates a natural waveguide. A sound wave emitted at or near 1,000 metres depth that strays upward into faster water gets bent back down. A sound wave that strays downward into faster water gets bent back up. The wave is trapped, channelled by the gradients of temperature and pressure, and propagates horizontally with almost no energy loss to absorption. This is the SOFAR channel — Sound Fixing and Ranging — discovered toward the end of the Second World War by Maurice Ewing and Joseph Worzel at the Woods Hole Oceanographic Institution. A low-frequency sound emitted into the SOFAR channel can travel thousands of kilometres before its energy dissipates. Blue whales, fin whales and other large baleen whales produce calls below 20 hertz, on the edge of human hearing or below it, and these low-frequency calls couple efficiently into the SOFAR channel. Researchers led by Christopher Clark at Cornell University have tracked individual whales across entire ocean basins using the long-distance propagation that the SOFAR channel makes possible. The Cold War history of underwater sound is where the popular framing of “sonar operators filtering out whale noise” comes from. Beginning in 1950, the US Navy developed a global underwater listening network called the Sound Surveillance System, or SOSUS, designed to detect Soviet submarines by their low-frequency acoustic signatures travelling through the SOFAR channel. According tothe Discovery of Sound in the Sea account of SOSUS history, the system was very successful at detecting noisy diesel and nuclear Soviet submarines. It was also picking up sounds that no one initially knew how to classify. One particularly persistent unknown source was labelled the “Jezebel Monster” by SOSUS analysts. The sounds were low-frequency, came from no known submarine, and could be heard from enormous distances. They turned out to be the calls of blue and fin whales, propagating through the SOFAR channel exactly as Soviet submarines would have been, and detected by SOSUS arrays exactly as Soviet submarines would have been. The whales were not being filtered out in the everyday sense of being a routine nuisance. They were being identified as a category of acoustic source that the Navy had not previously known to look for. Once identified, the calls became valuable rather than confusing: they confirmed that the SOFAR channel was working as predicted, and they later became the basis of the most comprehensive long-distance whale-tracking research ever conducted. At the end of the Cold War, the Navy declassified the technical operation of SOSUS sufficiently to allow civilian researchers with security clearances to use the system. The result has been a generation of marine biology research that would have been impossible without the Cold War infrastructure. Whales communicating across thousands of kilometres of ocean are now routinely tracked by hydrophone arrays that were originally listening for Soviet ballistic-missile submarines. The same physics, the same channel, the same long-distance propagation. Whale calls below 20 hertz are produced at source levels of up to 188 decibels relative to one microPascal at one metre — a figure that does not directly map onto the decibel scale used for air-based sound, because the reference pressures are different, but that corresponds to one of the loudest sustained biological sounds on Earth. A blue whale’s call at source can be heard at a level above background ocean noise for hundreds of kilometres in unmodified ocean conditions. The 2012 paper by Denise Risch and colleagues inPLOS Onedocumented the inverse case: humpback whales in the Stellwagen Bank National Marine Sanctuary off Cape Cod measurably reduced their singing during an Ocean Acoustic Waveguide Remote Sensing experiment 200 kilometres away. The whales could detect the experiment, and modify their behaviour in response, from a distance comparable to the route between London and Paris. The modern problem is anthropogenic noise. Shipping traffic, oil-and-gas exploration, military sonar, and underwater construction now produce so much low-frequency noise that the effective range over which whales can communicate with each other has shrunk substantially. Christopher Clark has estimated that the acoustic environment in which whales operate has been reduced to a small fraction of what it was a century ago, because human noise occupies the same frequency band as whale calls. The physics of underwater sound has not changed. What has changed is the level of competing noise sharing the channel. The whales are still singing. The ocean is just no longer quiet enough for the songs to travel as far as they once did. Written by The Space Daily Editorial Team produces content across our two editorial pillars: space industry news and Mind & Meaning. We cover launches, missions, satellites, defense, and the technology of getting humans to space, alongside the psychology of ambition, isolation, and meaning under extremes. Articles reflect our team's collective editorial process, source verification, drafting, technical review, and editing, rather than a single writer's work. Space Daily takes editorial responsibility for content under this byline. For more on how we work, see oureditorial policy.
UK-headquartered energy giant BP has achieved the start of non-associated gas (NAG) production at its giant oilfield in the Caspian Sea off the coast of Azerbaijan. The post BP flows first non-associated gas from its giant Caspian Sea field appeared first on Offshore Energy .
UK-headquartered energy giant BP has achieved the start of non-associated gas (NAG) production at its giant oilfield in the Caspian Sea off the coast of Azerbaijan. BP, as the operator of theAzeri–Chirag–Gunashli (ACG)field development, has confirmed the beginning of non-associated gas production operations on the ACG field in the Azerbaijan sector of the Caspian Sea, on behalf of the ACG co-venturers, including SOCAR, MOL, Inpex, ExxonMobil, TPAO, and ONGC Videsh. The start of production is perceived to mark the first-ever commercial gas production operations on ACG, said to be one of the world’s largest oil-producing fields. The initial NAG well, drilled from the existingWest Chiragplatform, is seen as a critical first step in unlocking the field’s significant non-associated gas resource potential. Aside from delivering early production, the well is believed to provide important reservoir and flow data, supporting appraisal of the resource base to inform future full-field gas development. The NAG resources of ACG are believed to be significant, with an estimated 4 trillion cubic feet of recoverable reserves and a potential upside of 6 trillion cubic feet. Gio Cristofoli, BP’s Regional President for Azerbaijan, Georgia and Türkiye, commented:“This is a big day for Azerbaijan and for the ACG co-venturers. ACG has a long and successful history and now, nearly three decades into oil production, the field continues to hold potential to deliver value for the nation and its investors as it starts this new chapter. “With the launch of its gas journey alongside oil, ACG is now uniquely positioned as an integrated oil and gas asset, leading the regional industry and contributing to Azerbaijan’s plans to increase energy supplies to Europe while supporting the country’s energy transition efforts.” According to BP, ACG’s first NAG production operations have commenced at the initial producer well drilled last year into two priority NAG reservoirs, the shallower Qirmaki Upper Sand and the deeper Qirmaki Lower Sand, both located beneath the producing oil reservoirs. The well confirmed the presence of gas resources in the Qirmaki Upper Sand reservoir and encountered high-pressure gas in the Qirmaki Lower Sand reservoir. The first NAG operations are focused on the Qirmaki Lower Sand reservoir for an initial period of well and reservoir testing activities. The operator explains that gas and condensate produced from the well will be directed to theSangachalterminal via the existing ACG infrastructure through the integration of oil and gas development systems, enabling efficient use of existing offshore facilities. This content is available after accepting the cookies. BP green-lights batch of energy projects: Next chapter of mega gas field is a go The addendum to the existing ACG production sharing agreement (PSA), enabling the exploration, appraisal, development of and production from the NAG reservoirs of the ACG field, was announced on September 20, 2024. NAG reservoirs are multiple geological formations beneath and above the currently producing oil reservoirs, and which were not initially included in the existing ACG PSA. The addendum is effective until the end of the existing ACG PSA in 2049. BP elaborates that there is potential for billions of dollars of capital to be invested in the full field development of NAG reservoirs of the ACG field over the next 23 years, subject to exploration and appraisal of the NAG reservoirs. The participating interests of the ACG co-venturers in the NAG project are the same as in the existing ACG PSA, encompassing BP (operator, 30.37%), SOCAR (35.3%), MOL (9.57%), Inpex (9.31%), ExxonMobil (6.79%), TPAO (5.73%), and ONGC Videsh (2.92%). 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!
Nel 2025 cresciuto in assoluto e in relazione ai competitor esteri il peso degli istituti greci nel finanziamento degli armatori conterranei L'articolo Banche italiane fuori classifica, shipfinance in Europa dominato dalla Grecia proviene da Shipping Italy .
Il finanziamento bancario delle navi mercantili greche ha registrato un balzo in avanti notevole nel 2025 e le banche greche ne sono state protagoniste.
L’ultimo rapporto di Petrofin Research mostra che i finanziamenti bancari per il settore navale greco sono aumentati dal 5% nel 2024 all’11,5%, portando il totale dei prestiti greci (sia erogati che impegnati ma non ancora erogati) registrati sia in Grecia che nel mondo a 59.687,69 milioni di dollari alla fine del 2025. Questo è stato il secondo anno consecutivo di crescita, rispetto ai 53.510,88 milioni di dollari del 2024, secondo l’ultimo rapporto di Petrofin Research.
Secondo Petrofin Bank Research, i finanziamenti navali in Grecia sono cresciuti dell’11,5% nel 2025, passando da 54,5 miliardi di dollari a 59,7 miliardi di dollari, con l’indice Petrofin che è balzato da 324 nel 2024 a 361 alla fine del 2025.
Le banche greche si sono distinte per le loro prestazioni eccezionali, occupando non solo i primi 3 posti tra tutti gli istituti di credito che hanno concesso prestiti a proprietari greci, ma registrando anche una crescita del 34%, passando da 18,6 miliardi di dollari nel 2024 a 25 miliardi di dollari nel 2025.
Per la prima volta, la National Bank of Greece si è classificata al primo posto tra gli istituti di credito che finanziano il settore marittimo greco, registrando una crescita eccezionale del 53%, inclusi gli impegni. Eurobank si è piazzata al secondo posto, Piraeus Bank al terzo e Alpha Bank al quinto.
Le prime 10 banche greche specializzate nel finanziamento navale hanno registrato un volume di finanziamenti pari a 41,91 miliardi di dollari, rispetto ai 35,98 miliardi di dollari del 2024, con un aumento significativo del 16,5%. La loro quota di mercato mostra una crescita costante, raggiungendo per la prima volta dopo molti anni il 70%, rispetto al 67% del 2024.
Petrofin Research attribuisce la notevole espansione dei portafogli delle banche greche al loro impegno a lungo termine e alla competenza nel settore, che hanno permesso loro di guadagnarsi la fiducia dei proprietari, in particolare degli operatori di medie e piccole dimensioni, che apprezzano un supporto costante in tutti i cicli di mercato.
Inoltre, il miglioramento del rating creditizio delle banche greche e della Grecia stessa ha permesso alle banche greche di offrire margini e commissioni sui prestiti interessanti.
In aggiunta, le banche greche hanno iniziato a offrire ingenti finanziamenti al singolo cliente per navi e flotte, soprattutto per le nuove costruzioni. In tal modo, gli armatori greci hanno avuto l’opportunità di ottenere prestiti non solo dalle principali banche internazionali, ma anche dalle banche greche, le quali erogavano invariabilmente prestiti direttamente, senza ricorrere a pool o accordi congiunti.
Inoltre, le banche greche hanno sviluppato numerosi servizi accessori e ulteriori fonti di reddito per i loro clienti, tra cui operazioni in valuta estera, copertura del rischio di tasso d’interesse, private banking, prodotti di investimento, finanziamenti immobiliari, finanziamenti per il settore alberghiero, nonché l’utilizzo dei depositi e dei vari prodotti bancari al dettaglio.
Allo stesso tempo, le banche internazionali senza presenza in Grecia hanno registrato un calo del 4,3%, invertendo la crescita del 2,5% registrata l’anno precedente. Le banche internazionali, sia quelle con presenza in Grecia che quelle senza, hanno riscontrato crescenti difficoltà a competere con le banche greche e i loro portafogli complessivi hanno mostrato una modesta crescita del 3%.
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
Contributo a cura di Hera Smith* *Director – Compliance & Third-Party Risk Management Solutions di Moody’s Il 20° pacchetto di sanzioni dell’UE contro la Russia è entrato in vigore alla fine di aprile, richiedendo a molte aziende nei settori marittimo, assicurativo, commerciale e finanziario in Italia e altrove di adeguare le proprie procedure di […] L'articolo Il 20° pacchetto di sanzioni Ue contro la Russia somma complessità agli sforzi di compliance proviene da Shipping Italy .
Contributo a cura di Hera Smith* *Director – Compliance & Third-Party Risk Management Solutions di Moody’s Il 20° pacchetto di sanzioni dell’UE contro la Russia è entrato in vigore alla fine di aprile, richiedendo a molte aziende nei settori marittimo, assicurativo, commerciale e finanziario in Italia e altrove di adeguare le proprie procedure di […]
Contributo a cura di Hera Smith*
*Director – Compliance & Third-Party Risk Management Solutions di Moody’s
Il 20° pacchetto di sanzioni dell’UE contro la Russia è entrato in vigore alla fine di aprile, richiedendo a molte aziende nei settori marittimo, assicurativo, commerciale e finanziario in Italia e altrove di adeguare le proprie procedure di monitoraggio dei clienti e delle attività legate allo shipping a sostegno degli sforzi di compliance.
Il pacchetto elenca nuove entità della cosiddetta “shadow fleet”, incluse quelle operative in paesi terzi, e porta a 632 il numero di navi della flotta ombra russa iscritte nell’elenco UE. A tali navi è vietato l’accesso ai porti dell’UE e la ricezione di servizi marittimi — come assicurazione, bunkeraggio e intermediazione — nonché di finanziamenti o supporto tecnico da parte di operatori europei.
I dati esaminati nell’ambito delle verifiche di compliance in materia di sanzioni possono includere l’identità dei clienti, le strutture di proprietà e controllo, la localizzazione o bandiera delle navi, le entità che le gestiscono e le operano, i clienti abituali, le rotte percorse e i prodotti trasportati. Un monitoraggio continuativo può rivelarsi necessario per identificare variazioni nei profili dei clienti o deviazioni anomale dalle rotte.
L’adozione di strumenti e processi efficaci per l’onboarding della clientela e la gestione del rischio, collegati a dataset solidi e affidabili, può supportare gli sforzi di compliance, contribuendo a identificare potenziali criticità che potrebbero richiedere ulteriori verifiche e consentendo una risposta più rapida ai cambiamenti normativi e sanzionatori. Tali strumenti sono sempre più integrati dall’intelligenza artificiale per accelerare la raccolta e l’analisi delle informazioni. Le aziende che adottano sistemi integrati per la gestione del rischio e la tenuta dei registri possono beneficiare di una maggiore efficienza operativa e di processi di compliance più coerenti.
Il pacchetto include anche misure relative ad altri ambiti della finanza e del commercio, nonché a beni con potenziali applicazioni militari, tra cui:
Il divieto per gli operatori UE di intrattenere rapporti commerciali con 20 ulteriori banche russe, portando a 70 il numero totale di istituti soggetti a restrizioni di accesso al mercato interno europeo.
Un divieto di transazione verso quattro ulteriori banche in Kirghizistan, Laos e Azerbaijan designate per aver assistito lo sforzo bellico russo.
Un divieto settoriale di effettuare scambi con qualsiasi fornitore di servizi su cripto-asset russo.
Il divieto di transazioni con agenti in Russia e in altri paesi terzi che si offrono di facilitare transazioni internazionali dalla Russia in elusione delle sanzioni UE.
Il divieto di transazioni con i porti russi di Murmansk e Tuapse, e con il terminale petrolifero di Karimun, in Indonesia.
Il divieto di esportazione verso la Russia di determinati beni, dalla gomma ai trattori, per un valore superiore a 365 milioni di euro, nonché di alcune tecnologie che potrebbero avere applicazioni militari.
L’inserimento in lista di 58 società e persone fisiche associate, designate in relazione a beni militari come i droni, oltre a fornitori di paesi terzi di beni ad alta tecnologia critica, tra cui entità con sede in Cina, Emirati Arabi Uniti, Uzbekistan, Kazakistan e Bielorussia — paesi che l’UE ha inserito in lista per la fornitura di beni a duplice uso o sistemi d’arma.
La maggior parte delle navi sanzionate sono petroliere, spesso datate e con strutture proprietarie opache. Le navi sanzionate possono anche includere quelle che l’UE ha collegato al trasporto di beni militari, o al grano ucraino sequestrato o ad altri asset. Le nuove norme sulla vendita di petroliere prevedono obblighi di due diligence per i venditori europei e una clausola contrattuale obbligatoria “no Russia” per ridurre il rischio che le navi cedute vengano reintegrate nella flotta ombra. Il pacchetto vieta inoltre la prestazione di servizi per le navi cisterna e i rompighiaccio russi adibiti al trasporto di GNL. Dal gennaio 2027, sarà vietato anche fornire servizi di terminal GNL a entità russe o controllate da operatori russi.
Undici navi sono state rimosse dalle liste, a indicare che la cancellazione è possibile qualora le autorità accertino il soddisfacimento delle condizioni pertinenti. Una nuova clausola sulla demolizione intende agevolare il disarmo o il cosiddetto “riciclo” delle navi e offrire una via d’uscita dalla shadow fleet.
Parallelamente, gli Stati Membri intensificano l’applicazione delle sanzioni. In Italia, a gennaio, la Guardia di Finanza ha sequestrato una nave da carico nel porto di Brindisi con 33.000 tonnellate di metalli ferrosi sospettati di provenire da Novorossiysk. Gli inquirenti hanno rilevato documentazione falsificata, un transponder AIS deliberatamente disattivato e prove di tentativi di oscurare la rotta della nave.
Il pacchetto include infine le basi per un futuro divieto di servizi marittimi relativi al petrolio greggio russo e ai prodotti petroliferi, previa coordinazione con il G7 e la Price Cap Coalition (che include ulteriori paesi partecipanti). I fornitori di servizi marittimi alle navi e i loro proprietari possono trovare vantaggio nel prepararsi alla compliance già adesso, prima che il divieto entri in vigore.
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
JDR Cable Systems has opened its new subsea cable factory in Cambois, near Blyth, […] The post JDR opens subsea cable factory in Blyth appeared first on Offshore Energy .
JDR Cable Systems has opened its new subsea cable factory in Cambois, near Blyth, UK, which the company says expands its capacity to supply inter-array, interconnector and export cable systems for offshore wind projects. The new plant is aimed at supporting growing demand for offshore wind infrastructure in the UK and internationally. According to the company, the facility will also support research and development designed to increase cable delivery lengths of advanced AC cable solutions with larger cable cross-sections and higher voltage classes to Um=300kV. JDR announced plans for the Blyth expansion several years ago as part of a wider investment program backed by parent company TFKable Group, and said the new subsea cable manufacturing factory represented an investment of GBP 130 million. The construction of the new facility started in 2022. In November 2023, as the expansion project reached several milestones, JDR said that this would be the only facility in the UK capable of full start-to-finish manufacturing of high-voltage subsea cables. This year, Port of Blyth launched an expansion project that includes around three hectares of reclaimed land and up to 260 meters of quay extensions and rock revetment linking to the new deep-water berth adjacent to the JDR cable factory. 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!
Modificate le normative di settore con l’obiettivo di rendere più attraente il registro di Berna L'articolo La Svizzera punta sull’armamento rinnovando la sua bandiera proviene da Shipping Italy .
Sede del primo armatore al mondo (Msc), che però non batte bandiera locale, la Svizzera ha deciso di sviluppare la propria propensione marittima.
Il Consiglio federale, elvetico, ha infatti reso noto di aver adottato un pacchetto di riforme “volto a rafforzare la navigazione marittima svizzera. Le misure mirano a rendere la navigazione marittima sotto bandiera svizzera più attraente e a semplificare la registrazione delle navi. Il progetto fa parte della revisione globale della legislazione sulla navigazione marittima nell’ambito della strategia marittima del Consiglio federale e del pacchetto di misure per la competitività dell’economia svizzera adottato da quest’ultimo”.
In particolare il Consiglio federale “punta a una bandiera di qualità, attrattiva, competitiva e orientata ai servizi, con un quadro normativo affidabile. Per questo motivo, in una prima fase, ha abolito già nel 2025 diversi requisiti restrittivi per la registrazione sanciti nella pertinente ordinanza”. Ora seguono ulteriori adeguamenti, con la proposta del Consiglio al Parlamento “di non sostenere più con fideiussioni federali le navi d’alto mare che battono bandiera svizzera a causa dell’insufficiente valore aggiunto per l’approvvigionamento nazionale. Nuove fideiussioni non sono più state concesse già dalla fine del 2016”.
Il Consiglio federale ha proposto quindi al Parlamento “l’abrogazione delle disposizioni ormai obsolete della legge federale sulla navigazione marittima sotto bandiera svizzera finalizzate all’approvvigionamento del Paese e alla tutela degli interessi finanziari della Confederazione, tra cui figurano in particolare i requisiti di capitale minimo, l’estensione degli obblighi di revisione e gli ostacoli amministrativi legati alla rinuncia alla bandiera svizzera”. Secondo il Consiglio federale, queste regolamentazioni speciali “non sono più giustificate in assenza delle fideiussioni federali finora concesse. La loro abrogazione mira a ridurre gli oneri normativi a carico delle imprese interessate e fa parte del pacchetto di misure per la competitività dell’economia svizzera adottato dal Consiglio federale”.
Una novità fondamentale a livello di ordinanza riguarda i requisiti per battere la bandiera svizzera in mare: “Finora potevano essere condotte sotto bandiera svizzera solo le navi che erano sia di proprietà di imprese svizzere sia amministrate da armatori svizzeri. In futuro, un armatore svizzero potrà battere bandiera svizzera anche se la società proprietaria ha sede all’estero. L’obiettivo è quello di facilitare modelli di finanziamento moderni, in particolare il leasing e i finanziamenti bancari da parte di partner stranieri. Allo stesso tempo, gli armatori svizzeri godranno di maggiore flessibilità nella definizione dei loro modelli commerciali internazionali”.
La riforma tiene inoltre conto della digitalizzazione del commercio internazionale: “Viene espressamente chiarito che anche la polizza di carico (documento di trasporto marittimo quale titolo rappresentativo delle merci), fondamentale per la navigazione marittima, può essere in formato elettronico. In questo modo, il Consiglio federale garantisce la certezza del diritto e promuove la digitalizzazione dei processi commerciali e di trasporto marittimo”.
La modifica dell’ordinanza sulla navigazione marittima entrerà in vigore il 1° luglio 2026.
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
Il percorso di collaborazione, iniziato nel 2019, ha visto l'azienda impegnata lungo l’intero sviluppo dell’opera, dalle fasi concettuali preliminari fino alla messa a punto di soluzioni ingegneristiche d'avanguardia L'articolo Foreship (Rina) firma il primo yacht Four Seasons proviene da Shipping Italy .
Il debutto di Four Seasons nel settore degli yacht ultra-lusso si è avvalso della competenza tecnica di Foreship, società finlandese leader nella progettazione navale e parte integrante del Gruppo Rina. Il percorso di collaborazione, iniziato nel 2019, ha visto l’azienda impegnata lungo l’intero sviluppo dell’opera, dalle fasi concettuali preliminari fino alla messa a punto di soluzioni ingegneristiche d’avanguardia. Questa attività, spiega la società di Helsinki, ha permesso di trasformare una visione estetica ambiziosa in una realtà nautica concreta e sicura, capace di unire il prestigio del brand ai più rigorosi standard normativi e operativi.
La sfida tecnica ha richiesto un coordinamento costante tra Foreship, l’armatore Marc-Henry Cruise Holdings Ltd. e lo studio di architettura Tillberg Design of Sweden. In questo contesto, l’apporto ingegneristico è stato decisivo per tradurre scelte stilistiche inedite in soluzioni fattibili, preservando l’eleganza distintiva del marchio attraverso un lavoro mirato sull’architettura navale, le strutture e l’efficienza energetica del progetto.
A distinguere questa unità da crociera, consegnata nel febbraio scorso, come evidenziato nella nota tecnica, sono elementi architettonici senza precedenti, tra cui la suggestiva ‘funnel suite’ su quattro ponti e configurazioni innovative per le lance di salvataggio coperte. Caratteristiche che hanno imposto a Foreship una valutazione del rischio supplementare per integrare i sistemi di sicurezza in modo rigoroso, ma senza compromettere l’estetica complessiva voluta dai designer.
Come sottolineato da Santeri Ihalainen, Head of the Project Department di Foreship, l’obiettivo non è stato limitato alla fornitura di disegni tecnici, ma orientato ad assicurare una solidità strutturale in grado di garantire prestazioni ottimali per l’intero ciclo di vita della nave. Parallelamente alla sicurezza, il benessere degli ospiti ha guidato ogni decisione: il team ha infatti condotto studi avanzati sul comfort al vento per ottimizzare il design dei frangivento e garantire un’esperienza all’aperto d’eccellenza, in linea con gli standard di ospitalità richiesti da Four Seasons.
“Questo progetto è stato un percorso di collaborazione tra l’armatore, Foreship, il cantiere e il designer. Siamo orgogliosi di aver supportato l’armatore in ogni fase, dal concept alla consegna, contribuendo a dare vita a una nave davvero straordinaria” ha concluso Ihalainen.
ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY
SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI
Por Redacción PortalPortuario @PortalPortuario BC Ferries celebra la llegada del Island xwsaluxul, el primero de los cuatro nuevos buques de La entrada BC Ferries celebra llegada de Island xwsaluxul para fortalecer servicio de ferry entre islas se publicó primero en PortalPortuario .
Uniflair XCA includes six new sizes of oil-free centrifugal chillers, ranging from 1,300 kW to 2,500 kW of cooling capacity with an Energy Efficiency Ratio of 4.66 Wide operating range accommodates elevated water temperatures to enhance energy efficiency and …
RUEIL-MALMAISON, France,June 2, 2026/PRNewswire/ --Schneider Electric, a global energy technology leader, today announced the launch ofUniflair XCA, a new series of air-cooled and free-cooling chillers designed to meet the rapidly evolving demands of AI-driven, high-density liquid-cooled data centers. TheUniflair XCAC(air-cooled) andUniflair XCAF(free-cooling) series integrate oil-free centrifugal compressors with magnetic bearing technology and built-in variable-speed drives, forming a fully optimized cooling platform engineered to deliver remarkable energy performance and operational stability across diverse thermal loads and ambient conditions. Equipped with a high-efficiency spray-type evaporator, the XCA line features six sizes of oil-free centrifugal chillers ranging from 1,200 kW to 2,500 kW units that deliver excellent thermal performance and use low-GWP refrigerants to significantly reduce environmental impact. Their wide operating range accommodates elevated water temperatures, making the chillers particularly suited for AI-optimized data centers and advanced liquid cooling infrastructures, where energy efficiency and sustainability are critical. "Energy efficiency, adaptability and reliability are essential components of liquid cooling systems for AI-optimized data centers, and we've designed the Uniflair XCA line with these most important design features at the forefront," said Andrew Bradner, Senior Vice President, Cooling Business at Schneider Electric. "With adaptable water operating temperatures and versatile deployment options, the XCA line features a system-level approach that gives operators scalability, enhanced performance and long-term peace of mind as data center complexity continues to rise." Accelerating the shift to sustainable, high–capacity cooling As AI, GPU clusters and liquid cooling architectures drive unprecedented power densities, cooling systems have become central to data center reliability and cost control. Uniflair XCA addresses these challenges through an integrated high–efficiency architecture built around: Together, these features translate into lower energy expenditure/reservation, simplified maintenance, and predictable long-term operation, enabling data center operators to focus on business continuity rather than system intervention. Software–defined cooling: smarter, adaptive, data–driven Building on Schneider Electric's digital leadership, the XCA introduces a new generation of firmware features that optimize performance in real time: These capabilities deliver predictive efficiency, reduced compressor cycling, and higher overall system stability. The firstUniflair XCAchiller units begin shipping across the world in June 2026. About Schneider Electric Schneider Electric is a global energy technology leader, driving efficiency and sustainability by electrifying, automating, and digitalizing industries, businesses, and homes. Its technologies enable buildings, data centers, factories, infrastructure, and grids to operate as open, interconnected ecosystems, enhancing performance, resilience, and sustainability. The portfolio includes intelligent devices, software-defined architectures, AI-powered systems, digital services, and expert advisory. With 160,000 employees and 1 million partners in over 100 countries, Schneider Electric is consistently ranked among the world's most sustainable companies. www.se.com Follow us on:https://twitter.com/SchneiderElechttps://www.facebook.com/SchneiderElectrichttps://www.linkedin.com/company/schneider-electrichttps://www.instagram.com/schneiderelectric/http://blog.se.com/ Discover the newest perspectives on energy technology onSchneider ElectricInsights. Hashtags: #Uniflair #AdvancingEnergyTech #AIDataCenters #LiquidCooling SOURCE Schneider Electric
Por Redacción PortalPortuario @PortalPortuario El mercado global de compraventa de portacontenedores registró un ritmo lento durante la última quincena, caracterizado La entrada Se desacelera mercado de compraventa de buques de segunda mano se publicó primero en PortalPortuario .
Por Redacción PortalPortuario @PortalPortuario El Puerto de Venecia recibió la ceremonia con que Viking bautizó el Viking Mira, el barco más La entrada Viking bautiza su nuevo barco oceánico en Puerto de Venecia se publicó primero en PortalPortuario .
Por Redacción PortalPortuario @PortalPortuario El portacontenedores HT Capricorn fue vendido a compradores no identificados con sede en Asia por un La entrada Venden portacontenedores con contrato de fletamento vigente con Cosco Shipping Lines se publicó primero en PortalPortuario .
Por Redacción PortalPortuario @PortalPortuario El Comité de Seguridad de la Organización Marítima Internacional (OMI) avanzó en la estructuración del marco La entrada OMI aprueba nuevas directrices de seguridad para buques que usen combustibles alternativos se publicó primero en PortalPortuario .
Por Redacción PortalPortuario @PortalPortuario Fred. Olsen Express comenzó a operar en solitario la ruta marítima con la que conecta Canarias La entrada Fred. Olsen Express comienza a operar en solitario ruta que conecta Canarias y España se publicó primero en PortalPortuario .
La programación incluye una jornada familiar sobre biodiversidad, la proyección de «O que arde» y la presentación de un cuento infantil
Sandra González y Ana Belén Casaleiro durante la presentación de las actividades previstas para los próximos días en el municipio. Tomiño
Hay árboles que tardan años en crecer, pero dejan huella durante generaciones. Con esa idea como hilo conductor, Tomiño celebrará esta semana una nueva edición de su programación ambiental, centrada en la importancia de las especies autóctonas y en la conexión de la ciudadanía con la riqueza natural del municipio.
Coincidiendo con el Día Mundial del Medio Ambiente, el Concello ha diseñado una agenda abierta a todas las edades bajo el lema Tomiño Natural. El objetivo es acercar el conocimiento del entorno, promover hábitos responsables y fomentar la implicación vecinal en el cuidado de la naturaleza.
La alcaldesa, Sandra González, anima a participar «nunha semana pensada para desfrutar da nosa contorna pero tamén para reflexionar sobre a responsabilidade compartida que temos na súa protección». La regidora recuerda además «a importancia da plantación de árbores autóctonas, fundamentais para manter a biodiversidade, ofrecer alimento e refuxio á fauna local, mellorar a calidade do aire e protexer o solo fronte á degradación e a erosión».
Las actividades comenzarán el jueves con la proyección de la película O que arde, de Oliver Laxe, a las 21.00 horas en el Auditorio de Goián. El sábado será el turno de la literatura con la presentación de Xela, aventura na fraga, de Inma Soto, prevista para las 12.00 horas en el Espazo Isaura Gómez.
La programación concluirá el domingo con una jornada organizada por Biophilia Ambiental que incluirá una ruta interpretativa entre los Muíños do Porto y los Carballos da Chanciña, así como el taller familiar O meu primeiro herbario, destinado a acercar a pequeños y mayores al conocimiento de las especies vegetales.
La concejala de Medio Ambiente, Ana Belén Casaleiro, destaca que «durante esta semana queremos poñer o foco na importancia dos pequenos xestos individuais con actividades que nos axudan a entender mellor os problemas ambientais e aprender entre todas e todos como contribuír á súa preservación». La edil subraya además la necesidad de proteger las especies propias del territorio y reforzar la presencia de árboles autóctonos en el paisaje local.
Las actividades del domingo requieren inscripción previa a través de la página web municipal.
Por Redacción PortalPortuario @PortalPortuario Las exportaciones de la Provincia de Rosario (Argentina) aumentaron un 73,5% desde enero a mayo de La entrada Argentina: Exportaciones de la Provincia de Rosario crecen 73,5% de enero a mayo de 2026 se publicó primero en PortalPortuario .