Porti & ambiente — le notizie raccolte

Gli specchi acquei “sono aree scoperte ed è indifferente che siano aree solide o liquide, quindi sono soggetti a tassazione sia i posti destinati all’ormeggio di imbarcazioni in acqua, sia i posti a terra per il rimessaggio nell’area portuale, con l’imponibilità di tali spazi”. Lo ha ribadito una sentenza della Corte di giustizia tributaria di primo grado di Livorno, chiarendo però come la spettanza della riscossione della relativa Tari vari a seconda che le aree in questione ricadano o meno sotto la giurisdizione di un’Autorità portuale. I giudici, infatti, hanno precisato che per i Comuni “l’istituzione dell’Autorità portuale si pone come causa di esclusione della tassa rifiuti delle aree soggette alla sua competenza. Viceversa, nei porti privi di tale Autorità solo il Comune è tenuto a svolgere il servizio di smaltimento rifiuti in regime di privativa”. È la legge 84/1994 a stabilire che la raccolta e lo smaltimento dei rifiuti, compresi quelli prodotti a bordo dalle navi e i residui di carico, costituiscono operazioni che non sono demandate al Comune o comunque al gestore del servizio pubblico di igiene urbana, ma al soggetto incaricato dalla stessa Autorità portuale. Ed essendo istituita una tariffa ad hoc per lo svolgimento del servizio, è escluso che l’amministrazione comunale possa richiedere nell’ambito portuale il pagamento della tassa. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

Si avvicina la scadenza di luglio 2026, mese in cui la Commissione Europea svelerà l’attesa proposta di revisione del sistema Ets, e si rafforza l’esigenza di sciogliere i nodi geopolitici legati alla decarbonizzazione dello shipping. Per questo Feport, la federazione che rappresenta i terminalisti e le imprese portuali private europee, si è mossa in questi giorni per evitare che la transizione ecologica si trasformi in una sorta di boomerang economico per gli scali europei, avanzando la richiesta – formulata anche prendendo atto della Tavola Rotonda di alto livello organizzata dalla Commissione Europea lo scorso 12 maggio – che una parte cospicua dei proventi (miliardari) generati dalle quote Ets debba essere vincolata per legge al finanziamento delle infrastrutture portuali, a partire dall’elettrificazione delle banchine. La tassa sul carbonio applicata al trasporto marittimo infatti, fino ad oggi, ha guardato quasi esclusivamente alle navi, non considerando che i porti devono investire milioni di euro in impianti di cold ironing e digitalizzazione senza una copertura finanziaria centralizzata. I terminalisti europei ricordano che i porti non sono semplici caselli di transito, ma piattaforme strategiche per la sicurezza energetica e la tenuta industriale del continente. Se i costi della transizione rimarranno interamente a carico degli operatori Ue, il vero rischio non sarà la riduzione delle emissioni globali, ma lo spostamento delle rotte commerciali verso aree franche dal punto di vista normativo. La preoccupazione dei porti europei, spiega Feport, e in particolare quelli del bacino del Mediterraneo, è la delocalizzazione dei traffici di trasbordo. La segretaria generale dell’associazione, Lamia Kerdjoudj, ha lanciato un duro monito alla Commissione, sottolineando come la massiccia espansione della capacità dei terminal in Nord Africa e in Medio Oriente non sia affatto una coincidenza temporale. Gli scali extra-Ue che operano a pochi chilometri dalle acque europee non sono soggetti ai vincoli dell’Ets marittimo e questa asimmetria normativa sta esercitando una pressione competitiva insostenibile sui porti dell’Unione, configurando un fenomeno di ‘carbon leakage’ che rischia di svuotare le banchine europee a favore di hub vicini, con conseguenze devastanti sull’occupazione e sulla connettività delle industrie europee. La soluzione presentata dai terminalisti per disinnescare questa crisi chiede una forte coerenza legislativa da parte di Bruxelles su due fronti. Il primo riguarda l’imminente riscrittura dell’Ets che deve precisare l’obbligo di reincanalare i ricavi della tassa verso la transizione dei porti. L’altro fronte riguarda invece i piani d’azione comunitari dedicati all’energia, come l’Electrification Action Plan, che devono viaggiare alla stessa velocità, con iter burocratici semplificati negli scali marittimi per il rilascio dei permessi, la possibilità di sviluppare sistemi di stoccaggio dell’energia e un accesso prioritario alla rete elettrica nazionale per soddisfare i picchi di domanda delle navi ormeggiate. 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

The manufacturing of key equipment for the second electrical interconnector between Malta and Italy has been completed in Türkiye, with the equipment now to be shipped to Malta and Sicily. This includes an autotransformer that will reduce the voltage from the interconnection’s 220 kV to 132 kV, in line with the operation of Malta’s grid, and shunt reactors that help control voltage by absorbing the reactive energy generated. The transformer and two reactors are in the process of dismantling and packaging and are expected to depart from the factory around mid-June. They will be transferred to the terminal in Türkiye to be loaded onto a vessel and travel to the port of Pozzallo in Sicily and the Grand Harbour in Malta, respectively. The installation process of the 220 kV reactor in Ragusa, the 220 kV/132 kV transformer and the 220 kV Reactor in Malta is planned to be completed by the end of summer. “The completion of manufacturing of an autotransformer and two variable shunt reactors all operating at 220kV, and their successful testing at the factory in Turkey is another step forward for the IC2 project. ICM looks forward to having them delivered, installed and commissioned at Maghtab and Ragusa terminal stations ahead of their energization in due course,”Joseph Vassallo, Divisional Manager at ICM, said. The €20.2 million contract related to the transformer and reactors is being delivered by local contractor AG Installations, working in close collaboration with BEST which is responsible for the design, manufacturing, and testing of the respective transformer and reactors’ components, as well as SIMI Trasporti, responsible for the transportation of the equipment from BEST’s factory to Ragusa and Maghtab, and positioning them in their final locations. The IC2 interconnector will consist of a new ~122-kilometer-long HVAC electrical cable interconnection between the Terna substation at Ragusa, Sicily, and the Enemalta terminal station in Maghtab, to be laid in parallel to theexisting HVAC cable link. Nexans, which also delivered the first Malta-Italy interconnector in 2015,is manufacturing the high-voltage subsea cable systemfor this second interconnector. The overall interconnector cable link will be composed of a land cable in Sicily, approximately 21 kilometers long, a three-core submarine cable approximately 99 kilometers long, and a 2-kilometer land cable in Malta. 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!

By Vasilis Kikilias, Minister of Maritime Affairs and Insular Policy Over time, the shipping industry has developed as one of the most thriving sectors of the country’s economy. Shipping boosts the country’s reputation while it contributes decisively to growth, advances the welfare of citizens, and ensures territorial and social cohesion. In fact, shipping is at the forefront during this era of great upheavals, as supply chains are tested, energy security gains attention, and the green transition alters the conditions of the global economy. And this means that Greece, being the leading shipping power in the world, must be at the forefront of decisions. The huge Greek-owned fleet does not merely move goods; it transports energy, food, raw materials, and other goods that millions of people around the world need on a daily basis. It supports the European economy while solidifying Greece’s position in a world where the strategic significance of maritime transportation is once again being recognized. Shipping remains the backbone of international trade and global prosperity, despite the challenges it faces. The unprecedented worldwide pandemic, followed by a succession of geopolitical conflicts and reshuffles, as well as an impending energy crisis, have all had an impact on international shipping activities. Nonetheless, Greek shipping has demonstrated its resilience and capacity to adapt, endure, and lead while still serving the needs of the global community. It has done so in times of crisis, war, economic turmoil, pandemics, and energy uncertainty. And such success did not occur by chance. It happened because the Greek fleet’s power is based on expertise, experience, seamanship, entrepreneurial courage, excellent insight, and global perception. Today, however, challenges are complex. Competition is intensifying, and costs associated with financing and compliance are increasing. Maritime transportation is facing additional hazards as a result of geopolitical tensions. The debate on new fuels, zero- or low-emissions technologies, and refueling infrastructure remains ongoing. At the same time, the shipping industry is being urged to invest now despite the unclear technology landscape. As the Ministry of Maritime Affairs and Insular Policy, we have a clear stance: the green transition of shipping is essential, of course, but it must be carried out realistically and in accordance with international regulations. It must be technologically neutral, economically viable, and socially fair. Therefore, fragmented regulations that generate unequal circumstances of competition benefit neither the environment nor the economy. In this context, Greece firmly supports a transition based on workable solutions: safe and competitive alternative fuels, modern port infrastructure, access to finance, innovation, education, and human resources. Setting lofty objectives is insufficient. We also need to ensure that we have the tools to accomplish them. Europe now has to make a crucial decision. It must treat European shipping as a strategic industry and boost its competitiveness if it hopes to maintain its position as a powerful maritime power. It must also protect European know-how, provide incentives for fleet renewals and green investments, and facilitate the connection between shipping, energy, ports, shipyards, and fuel producers. Above all, Europe must realize that shipping is not a regional policy sector but a key pillar of strategic autonomy. For Greece, the specific discussion is even more important: our country is located in a geographical point of particular significance, as it is a key hub of the Eastern Mediterranean and the Middle East. Upgrading our ports, enhancing infrastructure, developing the supply chain and energy interconnection, and reviving shipbuilding and repair activity can create a new, strong, and productive model. Insularity occupies a special place in this model. For Greece, the sea represents more than just a field of economic activity; it is the way in which the country is connected. The sea is the islanders’ everyday life, their access to health, education, work, tourism, and growth. This is exactly why coastal shipping must be supported on its path towards the green transition without the cost of such a transition being passed on to citizens and island societies. In this context, the organization of the International Shipping Exhibition “Posidonia 2026”, which is under the auspices of the Ministry of Maritime Affairs and Insular Policy and the entire Greek maritime community, serves as further evidence of our nation’s unwavering connection to the sea and shipping. In the wake of today’s challenges, “Posidonia 2026” is seen as a major international gathering for the shipping of the future. But it means much more for Greece. It provides an opportunity to highlight the power, dependability, and strategic importance of Greek shipping. This event provides an opportunity for us to present our positions, advocate for realistic solutions, and integrate tradition with innovation. At the same time, the massive participation of major exhibitors and attendance of high-ranking visitors from all over the world will, in turn, highlight the importance and the leading, long-standing role that Greece plays in global shipping. In summary, Greek shipping is global but has deep Greek roots. Although it is an extroverted industry, it is intrinsically and timelessly connected to the nation’s national economy and evolution. It may be competitive, but it is based on people, expertise, and values, to the advantage and benefit of Greece, of course. And it is our responsibility to safeguard, bolster, and pass this very edge on to future generations. Για να εμφανίζονται περισσότερα άρθρα τηςΝαυτεμπορικήςστις αναζητήσεις σας εύκολα και γρήγορα, πρέπει να προσθέσετε το site στις προτιμώμενες πηγές σας. Μπορείτε να το κάνετε πηγαίνονταςεδώ.

Entro la prima metà di giugno 10 nuovi mezzi di ultima generazione entreranno in servizio nella flotta Drivemybox, portando così a 70 il numero di trattori di proprietà della società del Gruppo Contship. “L’investimento intende rafforzare la capacità di trasporto su gomma lungo le principali direttrici nazionali che collegano i porti italiani agli inland hub del Nord Italia, supportando le attività di terminalizzazione integrate nella rete intermodale del Gruppo” ha spiegato una nota. I nuovi veicoli Euro VI integrano tecnologie avanzate per migliorare efficienza operativa, sostenibilità e sicurezza: i sistemi di bordo di ottimizzazione consumi, il cambio automatizzato evoluto e i dispositivi di assistenza alla guida contribuiscono infatti a ridurre consumi ed emissioni, migliorando al tempo stesso le performance operative. Sul fronte sicurezza, invece, i mezzi sono dotati di sistemi Adas avanzati conformi alla normativa europea Gsr, tra cui l’Intelligent Speed Assistance (Isa) per il controllo dei limiti di velocità, radar frontale e telecamere perimetrali per supportare il conducente nelle fasi operative. “L’investimento nei nuovi mezzi rappresenta un ulteriore passo nello sviluppo delle attività di trucking, componente strategica dell’offerta integrata del Gruppo e strettamente connessa alle attività terminalistiche e intermodali del Gruppo. Rafforzare la capacità di trasporto significa poter rispondere con maggiore flessibilità alle esigenze del mercato, mantenendo al centro sicurezza, sostenibilità e qualità del lavoro per i nostri autisti grazie all’impiego di mezzi dotati delle più avanzate tecnologie di guida” ha commentato Tommaso Ferrario, general manager di Drivemybox. “Il modello Drivemybox combina una flotta proprietaria con una rete consolidata di partner attivi nell’area del Nord e Centro Italia, per un totale di circa 350 mezzi coordinati. Questo network ci consente di garantire continuità operativa, flessibilità nella gestione dei flussi e una risposta più efficiente ai picchi di domanda, mantenendo al tempo stesso un presidio diretto sulla qualità del servizio”, ha aggiunto Cristiano Pieragnolo, chief commercial officer di Contship. “Da maggio abbiamo inoltre avviato un percorso di integrazione organizzativa che ha portato all’unificazione del Team Operations Truck all’interno di un’unica struttura dedicata. Un assetto pensato per migliorare coordinamento, pianificazione e rapidità di risposta alle esigenze del mercato e dei nostri clienti”. ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI

A 12th-century castle built during the Crusades in Lebanon has beenseized by Israeli forcesin what’s beendescribedas the deepest incursion into Lebanon for more than 25 years. The historic site, known as Beaufort Castle orQalʿat al-Shaqīf, sits atop a striking rocky outcrop in a commanding position on the edge of the Litani gorge, boasting spectacular views across southern Lebanon. It has historically been a very strategic site, especially during the Crusades. The Crusades is the name given to a series of military expeditions, beginning in the late 11th century, of Latin Christians from across Europe to a range of destinations, most famously the Holy Land. The Crusades were armed pilgrimages, representing a fusion of ideas about warfare and spirituality. Crusades would be called for by a pope, who would promise participants spiritual rewards if they took the Crusade vow and undertook these campaigns. The aims and goals of Crusades changed over time as the geopolitical landscape changed. TheFirst Crusade– called in 1095 CE – had a broad goal of “liberating” the holy sites of Jerusalem from the Seljuk Turks, a Sunni Muslim group in power in Asia Minor at the time. The Crusaders also wanted to render military aid to Eastern Christians in the region. But what distinguishes the Crusades from other military campaigns was that this was seen as a spiritually meritorious form of warfare. The First Crusade established the Crusader States, with what came to be known as the Kingdom of Jerusalem at its heart. This site’s time as a Crusader castle began in 1139 CE with the Franks – the label used at the time to denote western European settlers in the east. When the Franks arrived at the site, it was probably already beingused in some significant waybecause of its strategic position. The king of Jerusalem at this time wasFulk, who was a Frank (the Kingdom of Jerusalem had already existed for 40 years before he captured the Beaufort Castle site). He began construction of Beaufort Castle (Old French for “beautiful fortress”) inabout 1139 CE. Ultimately, it became a large castle over two levels, roughly triangular in shape. As is often the case for buildings from this era, it has had parts added on and destroyed over time. What we are left with is a mix of Frankish building work andaugmentations from various Muslim rulersover the centuries. Latin Christians saw it as part of a network of fortified castles they hoped would help shore up Frankish settlement in the area. The next key character in the history of Beaufort Castle isSaladin. He is among the most famous figures in Crusades history, in the region and in Islamic history more broadly. He was of Kurdish origin, and by the time Beaufort Castle was controlled by Latin Christians, he was sultan of Egypt and Syria. By all accounts, Saladin appears to have been a charismatic,canny leader and military practitioner. He was a key figure in Muslim military efforts against the Latin Christians. Saladin captured Beaufort Castle in 1190 CE. This was part of a longer story of success for Saladin in what has been called the “counter-Crusade”. A few years earlier, he had won some significant victories, including at the famousBattle of Hattin(depicted in Ridley Scott’s 2005 film,Kingdom of Heaven). Saladin also captured the city of Jerusalem in 1187, which was an enormous loss for the Crusaders. So the Beaufort capture was part of the bigger picture of Saladin’s spectacular journey of conquest in this region around this time. He died not long after in 1193 CE, and the castle remained in Muslim hands until 1240 CE. After that, the castle went back to Latin Christian ownership as part of a treaty with Theobald I of Navarre in the Barons’ Crusade. Ultimately, the castle passed to the Knights Templar in 1260 CE. The Knights Templar was a military religious order made up of hybrid warrior-monks, founded in 1118 in the Kingdom of Jerusalem. Their initial remit was to defend Christian pilgrims visiting holy sites, but their role changed over time. They lived according to a religious rule, known as the Templar Rule, and they took vows of chastity, poverty and obedience to live in communities according to their vows. What was unusual about these monks was they were also highly trained warriors, especially skilled as mounted knights, as both heavy and light cavalry. The kings of Jerusalem soon came to rely on them for military advice and as a highly trained standing army. They were viewed as having the power to fight on both a spiritual and earthly battlefield, a kind of holy super soldiers. According to their patron,Bernard of Clairvaux, the Templar’s soul is protected by the armour of faith just as his body is protected by armour of steel. Kings and nobles increasingly began to donate land and riches to the Templars. They eventually became an international organisation with significant wealth across Europe and the Eastern Mediterranean (although they would eventually be tried forheresy). The Knights Templar held Beaufort Castle for only eight years, before the site was returned to Muslim rule for centuries. In modern history, it has been controlled by Lebanon – until its capture by Israeli forces this week. This is a region with an incredibly nuanced and complex history, and it remains that way today.

Alongside itstop-specQD-OLED monitors, Dell has shown off two affordable alternatives. The Alienware AW3226DM and AW3426DWM retain the curved aesthetic but opt for a VA panel instead of QD-OLED. Both monitors come with AMD FreeSync Premium and VESA AdaptiveSync support, along with TUV-Rhineland certification for blue light emissions. As their names vaguely suggest, the Alienware AW3426DWM comes with a 34-inch panel with a resolution of 3,440 x 1,440 pixels (21:9), while the Alienware AW3226DM sticks with a 2,560 x 1,440 panel. That’s the only difference between the two models. The remainder of their specs, such as 1500R curvature, 240 Hz refresh rate, 450 nits peak brightness, 1 ms grey-to-grey response time, and 95% DCI-P3 colour gamut coverage, are identical across both models. I/O is also identical across both models. The Alienware AW3226DM and AW3426DWM come with 2 HDMI 2.1 ports, 1 DP 1.4 port, 1 USB-C port (with 15 W charging), 1 USB-B port and one USB-A port. The USB-C port cannot double up as a display out. Dell has also included an anti-glare coating on both monitors. You can buy the Alienware AW3426DWM for $399.99 and the AW3226DM for $299.99 in July 2026. Dell

Alongside itstop-specQD-OLED monitors, Dell has shown off two affordable alternatives. The Alienware AW3226DM and AW3426DWM retain the curved aesthetic but opt for a VA panel instead of QD-OLED. Both monitors come with AMD FreeSync Premium and VESA AdaptiveSync support, along with TUV-Rhineland certification for blue light emissions. As their names vaguely suggest, the Alienware AW3426DWM comes with a 34-inch panel with a resolution of 3,440 x 1,440 pixels (21:9), while the Alienware AW3226DM sticks with a 2,560 x 1,440 panel. That’s the only difference between the two models. The remainder of their specs, such as 1500R curvature, 240 Hz refresh rate, 450 nits peak brightness, 1 ms grey-to-grey response time, and 95% DCI-P3 colour gamut coverage, are identical across both models. I/O is also identical across both models. The Alienware AW3226DM and AW3426DWM come with 2 HDMI 2.1 ports, 1 DP 1.4 port, 1 USB-C port (with 15 W charging), 1 USB-B port and one USB-A port. The USB-C port cannot double up as a display out. Dell has also included an anti-glare coating on both monitors. You can buy the Alienware AW3426DWM for $399.99 and the AW3226DM for $299.99 in July 2026. Dell

Tras toda una vida en el mar, Guillaume Picard lidera ahora en Marsella la rebelión ciudadana contra la llegada masiva de los meganavíos y la contaminación que dejan a su paso Guillaume Picardlleva toda su vida volcado hacia ese azul centelleante del sur deFrancia. Su primer empleo fue en un barco, donde trabajó durante 30 años en la marina mercante y finalmente fue capitán comercial, transportando contenedores y turistas en ese Mediterráneo que ha visto cambiar radicalmente en poco tiempo. Siempre intentó desempeñar su labor "respetando e incluso superando ciertas normativas", asegura. Una vez jubilado, superados los setenta y con los pies en la tierra, miró el horizonte y fue consciente del "impacto devastador de esos grandes monstruos cada vez más grandes y con mayor consumo energético". El capitán Picard ha decidido embarcarse ahora en una misión muy distinta:Stop Croisières, la ONG con un centenar de activistas que ha emprendido una insólita cruzada contra los flamantes cruceros que inundanMarsella. Hace 15 años, apenas tocaban puerto en la segunda ciudad francesa, a cuestas de su mala fama. Hoy por hoy,descarganal año a 2,5 millones de cruceristas en las calles redimidas delVieux-Porty son responsables del 10% de la contaminación atmosférica. "Nada justifica el mantenimiento de estas ciudades flotantes absurdas y tóxicas", puede leerse en el manifiesto de Stop Croisières."Por eso hemos decidido poner fin a esta industria desastrosa:nuestro aire, nuestros mares y nuestra salud no son negociables". El bloqueo con canoas del enormeWonder of the Seas, el mayor trasatlántico del mundo, fue una de las acciones más sonadas de Stop Croisières, que volvió a provocar titulares cuando sus activistas desplegaron una pancarta gigante sobre un puente al norte de la ciudad:"En Marsella, respirar mata". "En la ciudad se producen 1.200 muertes prematuras al año por la contaminación generada debido al transporte marítimo comercial", recalca el capitán Picard, en su nuevo papel anti-cruceros. "Según AtmoSud, la institución responsable de la calidad del aire en Francia, esto representa un gasto de 4.000 millones de euros pagados por los ciudadanos, una cifra que debe compararse con los beneficios que genera para ciertos individuos". "Mi sentimiento de culpa por haber sido parte de esa industria contaminante no es mayor que el que puede tener un camionero o un conductor de autobús", reconoce Guillaume Picard, padre de dos hijas y abuelo. "De lo que nunca me arrepentiré es de haberme involucrado con Stop Croisières y con estatripulaciónde jóvenes comprometidos y preocupados por su futuro y el de nuestro planeta". "Con ellos tengo el placer de compartir mi experiencia como capitán de barco y desenmascarar ellavado verdede la industria de los cruceros", advierte el marinero en tierra. "¿Vamos a seguir fletando barcos cada vez más grandes y con más gente a bordo en momentos como el que estamos viviendo? Es lamentable que siempre tengamos que esperar a una gran crisis o una catástrofe para replantearnos el impacto de nuestras acciones". Las acciones sonadas de Stop Croisières llevaron al alcalde Benoît Payan a impulsar una petición, respaldada por 50.000 ciudadanos, para limitar el número de cruceros, bajo el lema "Marsella se está sofocando". "Como buen político, el señor Payan aprovechó el impacto de nuestro primer bloqueo portuario en 2022, pero después no quiso siquiera reunirse con nosotros", se lamenta Picard. La apertura de un nuevo terminal, destinado sobre todo a los cruceros de alta gama, ha intensificado la batalla naval de Marsella. Sin embargo, el capitán apunta directamente aParís, desde donde se gestiona todo lo que tiene que ver con el puerto: "Emmanuel Macronvive en su burbuja de rey, sirviendo a los intereses financieros y sin importarle en absoluto la destrucción de las vidas de los marselleses". La imagen del bloqueo del puerto y del asedio de los cruceros en canoa, al más puro estiloAvatar, sigue prendida en la retina de los marselleses. La última gran acción fue en 2024, organizada por Stop Croisières y Extinction Rebellion, cuando tres cruceros no pudieron entrar en el puerto hasta que la Policía arrestó a los remeros-activistas. "Nuestra fortaleza reside en las acciones y en la información al público a través de los medios de comunicación", admite el capitán Picard."Pero las mentalidades cambian muy lentamente y la industria de los cruceros invierte enormes sumas de dinero para hacernos creer que su sector es virtuoso". Ante un verano en el que se puede batir el récord de cruceristas en Marsella, latripulaciónde Stop Croisières está volcada en el rodaje inminente de un documental para la televisión francesa sobre el impacto del turismo masivo y los cruceros. En Niza y Cannes ya han tomado las primeras medidas para poner límites, como hicieron Venecia, Santorini, Dubrovnik e incluso Barcelona, entre otras poblacionesasediadasde ese Mediterráneo cada vez más masificado, contaminado y menos azul.

The Lenovo IdeaPad Slim 5x is an affordable Snapdragon X2-based Copilot+ PC productivity powerhouse with solid battery life, performance, and reliability. It is exactly what I’d hope it would be, a 2026 take on last year’sshockingly good HP OmniBook 5that’s based on previous generation Snapdragon chips. The IdeaPad Slim 5x is just as good, and in all the same ways. And it even exceeds that PC in some key areas. The IdeaPad Slim 5x won’t turn any heads with its pedestrian all-aluminum construction in what Lenovo calls Cloud Grey. But this is a workhorse budget laptop whose utility will reward you far more than good looks. That said, there are some nice touches here, too, like the contrast of the dark gray keyboard keys and the speaker grills framing that keyboard. And I really like that the rear rubber foot on the bottom stretches across the width of the laptop, giving it stability and room for air to flow. But yeah, it’s not notable looking in any way, and I guess there’s only so much you can do with what is essentially yet another gray laptop. However, it’s reasonably thin and light given its large display, and it doesn’t look or feel cheap in any way. The IdeaPad should also be durable over the long haul based on its MIL-STD-810H certifications. Contrary to Apple’s MacBook Neo marketing, even budget PC laptops are made of metal, not plastic. The IdeaPad Slim 5x can be configured with a choice of two displays, both of which are 15.3-inch panels with a 16:10 aspect ratio and TUV low blue light capabilities. The review unit provides the right display for most users, and the one I would pick myself. This is a multitouch LCD panel with a Full HD+ (1920 x 1200) resolution, an anti-glare coating, and 100 percent sRGB color gamut coverage that emits 400 nits of brightness, and it works well for the productivity scenarios expected by the target market. But it also surprises with a variable refresh rate (VRR) that lets it automatically adapt from 30 Hz to 120 Hz depending on what’s happening on screen and what you’re doing. The OmniBook 5 I keep referencing has a similar display, but it’s stuck at 60 Hz. The upgraded display option is a multitouch OLED panel with a 4K/UHD+ (3840 x 1600) resolution, VESA Certified DisplayHDR TrueBlack 1000 capabilities, 100 percent DCI-P3 color gamut coverage, and a 165 Hz refresh rate that emits 500 nits of brightness. I did not test this, of course. As noted, even the base display is excellent, assuming you use it indoors and as intended; this is no gaming PC, of course. The display lies flat, which I love to see. And the bezels are reasonably small, though the communications bar (a sort of reverse notch) that houses the webcam and sensors sticks up a bit past the rest of the body when the lid is closed. This has never been a problem while moving around with the laptop, but it’s a curiosity. The IdeaPad Slim 5x is powered by Qualcomm’s Snapdragon X2 Plus X2P-42-100 processor, which is made with a modern 3 nm manufacturing process. It provides six 3rd-generation Oryon Prime processor cores, Adreno X2-45 graphics, and an 80 TOPS Hexagon NPU in a package that runs at an efficient 10 to 22 watts that’s suitable for laptops. This is Qualcomm’s entry-level Snapdragon X2 chip, literally the lowest-end of the new generation of chips. But if experience is any guide, and it is, then that doesn’t matter in the slightest, as all these chips perform wonderfully in day-to-day use. That was certainly my experience with the IdeaPad Slim. The differences are interesting. Compared to its OG Snapdragon X Plus X1P-42-100 predecessor, the X2 Plus delivers on the generational performance improvements one wants to see, despite having fewer processor cores (6 vs. 8) and less cache (22 MB vs. 30 MB). It provides a 35 percent bump in single core performance, a 10 percent jump in multicore performance, a 39 percent gain in graphics performance, and 78 percent better performance of hardware-accelerated AI tasks. So there are clearly some architectural improvements at play here, though I assume a higher clock speed (4 GHz per core vs. 3.4 GHz) helps, too. Lenovo augments the Snapdragon X2 Plus with 16 GB or 32 GB of soldered and non-upgradeable LPDDR5X-9523MT/s RAM and 512 GB or 1 TB of M.2 2242-based PCIe Gen4 QLC SSD storage, depending on how the customer configures the laptop. The review unit was entry-level across the board, with 16 GB of RAM, 512 GB of storage, and the Full HD+ display. And you know what? It’s terrific. The IdeaPad handled everything I threw at it with no complaining and no fan noise except in some extreme conditions while on power and with the Best Performance power management setting enabled. This included all the standard productivity workflows–web browsers, Typora, Notion, Slack, and so on—but also developer projects in Visual Studio 2026 and Android Studio, and even some light gaming (DOOM Eternal, Half-Life 2, that sort of thing). We’re past the point where complaining about Windows 11 on Arm and compatibility makes any sense. Everything works great. You can find additional power management and processor optimization capabilities in the Lenovo Vantage app, in the Modes area under Device settings. I had experimented with this in the past on previous review laptops, but I didn’t bother here, leaving it in the Common mode (as opposed to Gaming, Media, and so on, plus an AI-based Automatic mode). Aside from testing whether Best Performance made any difference, I left things in the default configuration. Thanks to the underlying chipset, connectivity is modern and future-proof with Wi-Fi 7 and Bluetooth 5.4. I had no connectivity issues in Mexico City, here in Pennsylvania, on the flight between the two places, or during a long weekend upstate New York getaway last week. The IdeaPad’s expansion capabilities are reasonable given its size and price point, though I would still like to see at least one USB-C port on each side. Also, there’s no Kensington security slot of any kind, which is unusual. On the left, Lenovo provides a full-sized HDMI 2.1 video-out port, two 10 Gbps USB Type-C ports with Power Delivery 3.0 (45 to 65-watt) and DisplayPort 1.4 capabilities, a combo headphone/microphone jack, and a tiny Novo button in a pinhole. (You can find out more about that in the Security section below.) And on the right, you will find two full-sized 5 Gbps USB 3.2 Gen 1 Type-A ports, the furthest back of which supports always-on for device charging, a micro SD card reader, and the power button. Audio performance is fine but nothing special, with two 2-watt upward-firing speakers arranged on either side of the keyboard. It can be a bit tinny, and it can reverberate through the chassis at top volume, but it gets loud enough and offers good stereo separation. Oddly, it sounds better when my hands aren’t leaning on the wrist rests. Video quality is excellent despite the lack of OLED technology or Dolby Vision/HDR, and while this laptop is really aimed at productivity, watching movies and other videos is a good experience. I feel like this could be a bit better, though. The speakers are enhanced with Dolby Audio, but there are no automatic content switching capabilities, so you need to open the Dolby Settings app to choose between presets for movies, music, and voice. IdeaPad is a consumer product line, and given this laptop’s budget aspirations, it’s no surprise that it delivers just the basics for remote work, with a middling Full HD webcam and lackluster dual microphone array. You can use Windows Studio Effects to improve the camera image a bit, but there’s no built-in camera control software in Vantage or any other Lenovo utility. The full-sized backlit keyboard works hand-in-hand with the general performance and reliability of the system and its large display to help deliver one of my favorite overall laptop experiences. It’s so important that the keyboard work well, and this island-style design is fantastic overall. The keyboard has a 1.3 mm key travel, which I like, and two levels of backlighting with an automatic mode I like even more. And the dark color of the square keys isn’t just for looks, as it really helps with readability, too: Where the backlighting gets washed out on many keyboards with lighter keycaps, that’s not an issue here. The medium-large multitouch and buttonless touchpad is Mylar, not glass, and it was delightfully accurate and reliable once I disabled three-finger gestures. As a Copilot+ PC, the IdeaPad Slim 5x delivers the most secure Windows 11 configuration possible out of the box, with Windows Hello Enhanced Sign-in Security (ESS) powering its reliable and fast facial recognition capabilities. There’s no fingerprint reader, and the privacy shutter on the webcam is a manual slider right on top of the camera, both of which make sense given the price. Lenovo is starting to include a Novo button in its PCs, and it’s just in front of the combo headphone/microphone jack on the left side of the laptop. You can use this button to boot into the Lenovo OneKey Recovery environment to factory reset the PC or access its firmware (BIOS) configuration utility or boot menu. To do so, shut down the PC and press the Nova button with an unfolded paperclip. One of the nicest surprises about last year’s HP OmniBook 5 was that it was easily serviceable, andI replaced its stock 256 GB SSD with a larger 1 TB unitshortly after completing my review with no issues. I won’t attempt a similar operation with the IdeaPad Slim 5x, as this is a review loaner and not my property. But you can easily remove the bottom of the keyboard using eight exposed Philips head screws and a thin plastic pry tool. And when you do, you will find the M.2-based SSD, battery, and other internal components available for replacement if needed. From a recycling perspective, all I could find was that the bottom half of the keyboard base is made with 100 percent recycled aluminum. The IdeaPad Slim 5x isn’t a paper-thin and ultra-light wonder per se, but its 0.61 x 13.35 x 9.29-inch form factor and 3.10 pound curb weight are reasonable considering the screen size and the price point. It wasn’t so long ago that 3 pounds was about average for a premium 14-inch laptop. The IdeaPad never let me down from an instant-on and power management perspective: In normal use, I could get up in the morning, open the display lid, and be at the desktop in a fraction of a second with no recorded issues. Battery drain overnight was always nearly non-existent. Battery life was very good, but a bit less than I’d expected, with an average of over 8.5 hours of real-world uptime during the review period. But as it turns out, this IdeaPad can be configured with a 54.7 or 70 watt-hour battery, and the review unit shipped with the smaller unit, partially explaining the results. (Assuming basic math tells the tale, this suggests somewhere around 10.5 hours of uptime with the larger battery, which is more in line with my expectations.) Either battery can be charged to 3 hours of uptime in just 15 minutes using the bundled slimline 65-watt USB-C power adapter. The IdeaPad Slim 5x ships with Windows 11 Home, as one would expect of a consumer-class laptop. Thanks to this focus, it also delivers a bit of additional crapware, most notably McAfee (which, don’t forget, includes a separate and harder-to-find and remove McAfee Web Advisor utility too), a Dropbox promotion, and, disturbingly, a new Lenovo Subscription Marketplace app that I uninstalled immediately. Beyond that, you get Lenovo Vantage (in its consumer form, with utilityandupsells), Dolby Settings, Smart Connect, and a link to an online user guide. I’ve seen worse, but it is what it is. In the good news department, the IdeaPad Slim gives customers access to the full suite of Copilot+ PC on-device AI capabilities in addition to the security improvements inherent to this platform. The most useful, in my opinion, are Click to Do, Live Captions with live translations, and the image capabilities in Paint and Photos. But it also includes all the camera-related capabilities in Windows Studio Effects–automatic framing, portrait light, eye contact, background effects, and creative filters–which isn’t always the case. Lenovo usually lets you configure the IdeaPad Slim 5x to some degree on its website, but there’s onlya single $849 modelavailable at the time of this writing. For that sum, you get the computer I reviewed, with 16 GB of RAM, 512 GB of storage, the Full HD+ LCD, and the smaller 54.7 watt-hour battery. This is an astonishing deal given the component crisis we’re now enduring and how well this laptop works. Last year, I called the HP OmniBook 5 a Snapdragon miracle, and the same can and should be said of the Lenovo IdeaPad 5x Gen 11. This is a stunning example of what’s still possible in the $500 to $1000 range, even given the component crisis. It’s a nearly perfect Windows 11 laptop with excellent performance, reliability, and efficiency; very good battery life; and a solid mix of high-end capabilities at an affordable price. It makes a maxed-out MacBook Neo look ridiculous with a superior and bigger display, more (or much more) RAM, more storage, better real-world battery life, and common-sense baseline capabilities like keyboard backlighting and better expansion. Sometimes you really do get what you pay for, but with the IdeaPad Slim 5x, you get more. The Lenovo IdeaPad Slim 5x is highly recommended. It’s an incredible value and a magical combination of attributes that turn what could have been a pedestrian product into something truly special. Pros ✔️ Terrific performance, reliability, and efficiency ✔️ Solid battery life ✔️ Reasonable price ✔️ Good mix of expansion ports and connectivity capabilities Cons ❌ A bit of crapware ❌ Non-upgradeable RAM

M Angamuthu, Chairperson, Mumbai Port Authority FLOWING FREIGHT. Mumbai port leads in liquid bulk cargo handling Mumbai Port Authority is charting a new course in India’s maritime waters by building a distinct and future-ready ecosystem, says its Chairperson, M Angamuthu. Instead of competing with container-focused Jawaharlal Nehru Port Authority (JNPA), he tells businessline that Mumbai port is positioning itself as a unique port-city gateway that blends cargo logistics, coastal connectivity, world-class cruise infrastructure, waterfront redevelopment, green initiatives and high-value services — all of it from its strategic location in the heart of India’s most globally connected commercial hub. Edited excerpts: Mumbai port has historically lost cargo share to JNPA. What is the long-term strategy to remain commercially relevant? Mumbai Port Authority and JNPA are complementary national maritime assets, rather than rivals. Mumbai port has sharpened its focus on segments in which it holds clear leadership. Today, it is India’s leading liquid bulk cargo port, with 15.5 per cent national market share, and the largest handler of exim iron and steel cargo, at 35 per cent. It also has a strong presence in project cargo, automobile exports, bunkering, ship repair, coastal shipping and maritime services. The port is positioning itself as a specialised bulk, liquid and coastal shipping hub, aligned with India’s Maritime Vision 2047. What is the current cargo mix and which segments are driving growth? FY26 was the best year in Mumbai port’s history, with cargo throughput of 75.15 million tonnes (MT), accounting for 8.22 per cent of traffic among India’s major ports. Liquid bulk cargo — crude oil, petroleum products, chemicals and LPG — remained the backbone of operations. Coastal shipping strengthened further with a 10.48 per cent share, supported by the Sagarmala programme. Automobile exports touched 80,986 units, while project cargo, fertilizers, agri-commodities and break-bulk cargo emerged as important growth segments. What is your cargo target for FY27? The cargo targeted is around 80 million tonnes per annum (MTPA) for FY27, implying 6.4 per cent growth over FY26, with a medium-term target of 85 MT by FY28. Growth is expected from higher liquid bulk traffic, anchorage cargo, project imports and automobile exports driven by OEM partnerships. Operational reforms, including O&M (operation and maintenance) contracts for 22 berths at Indira dock, are expected to improve productivity and vessel turnaround time. Tankage expansion, OCT (offshore container terminal) berth utilisation, digital documentation and smart gate operations are expected to support growth. The India-Middle East-Europe Economic Corridor (IMEC) and rising coastal shipping demand are likely to strengthen Mumbai port’s strategic position. What investments have been planned for the next three to five years? Focused on cargo expansion over the next two to three years, Mumbai port plans ₹15,000–18,000 crore investment in mechanisation and sustainable infrastructure. Major projects include the ₹800-crore sixth oil berth at Jawahar Dweep, which will add 22 MTPA capacity, along with crude tankage investment of about ₹3,000 crore by HPCL and ₹1,000 crore by BPCL. At Pir Pau, a new 2 MTPA fourth chemical berth and additional tankage are being developed. The port is also modernising 22 berths at Indira dock through private sector-led mechanisation. Waterfront projects include the ₹877-crore international marina and the broader ₹22,672-crore eastern waterfront redevelopment programme, which includes a proposed ₹5,500-crore convention centre. Investments are also being made in anchorage expansion, logistics connectivity, digital systems, green tugs, shore power and desalination infrastructure. How strong is Mumbai port’s financial position? The port closed FY26 with operating income of about ₹2,806 crore and total income of ₹3,319 crore. It generated an operating surplus of nearly ₹1,731 crore, reflecting strong cash generation and financial stability. The port maintained a cost per tonne of about ₹143 and an operating ratio of 38.31 per cent, indicating disciplined expenditure management and operational efficiency. How much land is earmarked for redevelopment and monetisation? Of the nearly 956-hectare holding along Mumbai’s 10-km eastern waterfront, around 253 hectares have been identified for redevelopment, including 193 hectares for public infrastructure such as promenades, roads, gardens and heritage spaces. The remaining 60 hectares are earmarked for commercial and mixed-use development. Separate projects have been planned at Princes’ dock and the Indira dock marina. The New Sewri warehouse, supported by Atal Setu connectivity, is being evaluated for monetisation through lease or PPP model. How will Vadhvan port impact Mumbai port? Vadhvan port is being developed as a major container hub linked to IMEC and the International North-South Transport Corridor (INSTC), giving it strategic geopolitical importance. Mumbai port believes Vadhvan will complement, rather than compete with it. Since Mumbai port exited container operations decades ago, there is limited overlap in cargo segments. Vadhvan’s focus will remain on containers, while Mumbai port will continue to focus on liquids, bulk cargo, coastal shipping and waterfront development. India’s total port throughput is projected to rise from about 855 MT to over 2,000 MT by 2047, creating enough demand for multiple major ports in Maharashtra. Mumbai port also expects Vadhvan to reduce the infrastructure pressure on western Maharashtra and generate feeder and hinterland opportunities to benefit the wider Mumbai Metropolitan Region. Published on June 1, 2026 Terms & conditions|Institutional Subscriber

Este domingo, laSuperintendencia del Medio Ambiente(SMA) rechazó el recurso de laEmpresa Portuaria de Valparaísoy confirmó una multa en su contra por contaminación acústica. El expediente del caso detalló que, en particular, el25 de abril de 2023se registraron cinco mediciones de ruido provocadas por distintas maniobras en el puerto (tránsito de camiones, movimiento de grúas y faenas de la carga ferroviaria), las cuales oscilaron entre los60 y 66 decibeles. Con esta resolución se mantiene la sanción original de110 Unidades Tributarias Anuales(UTA), que equivalen a cerca de$93,1 millones(a la que intentó apelar la empresa portuaria), la cual deberá ser abonada a la Tesorería General de la República (TGR), según consignóRadio Bío Bío. La compañía intentó revertir la multa argumentando falta de documentos, problemas en la zonificación, normativas portuarias y la responsabilidad de los concesionarios. Estos argumentos no fueron suficientes para la SMA, que determinó que la empresa tiene la responsabilidad final al ser la administradora del recinto. Tras conocerse el fallo, la dirigenta de la Agrupación Borde Costero Libre,Claudia Martínez,valoró la resolución tras las denuncias que presentaron vecinos del área por el impacto acústico. “Tal como dice el fallo de la SMA, la actividad portuaria en el sector que está comprendido en el sector entre Edwards y Francia, que es la denuncia que nosotros hicimos, es incompatible con la salud humana”, declaró al medio antes citado.