Porti & ambiente — le notizie raccolte

CLEARWATER, Fla.,May 10, 2026/PRNewswire/ -- National Safe Boating Week, taking place May 16–22, 2026, reminds boaters to brush up on essential boating safety skills and prepare for the busy summer boating season ahead of Memorial Day weekend. This annual observance highlights the importance of responsible boating practices and supports a broader global effort to encourage safe boating practices and an enjoyable experience on the water. "National Safe Boating Week is the perfect time for boaters to get ready for a fun and safe season on the water," said Captain Peg Phillips, executive director of the National Safe Boating Council. "By taking a few simple steps now—like checking equipment, wearing a life jacket, and taking a safety course—boaters can help ensure every outing is a safe one." U.S. Coast Guard statistics show that drowning was the reported cause of death in 76 percent of recreational boating fatalities, and that 87 percent of those who drowned were not wearing life jackets in 2024. There are many options for boaters when it comes to choosing a life jacket. When selecting a life jacket, a boater should check that it is U.S. Coast Guard approved, appropriate for the water activity, and fits properly. The National Safe Boating Council recommends sharing these daily safety tips each day of National Safe Boating Week: In addition, the National Safe Boating Council also recommends the following tips: The Safe Boating Campaign is produced under a grant from the Sport Fish Restoration and Boating Trust Fund and administered by the U.S. Coast Guard. The campaign offers a variety of free and paid resources to support local boating safety education efforts. Learn more atwww.safeboatingcampaign.com. About the National Safe Boating Council Established in 1958, the National Safe Boating Council is the foremost coalition for the advancement and promotion of safer boating through education, outreach, and training. For more information about NSBC programs and professional development opportunities, visitwww.safeboatingcouncil.org. SOURCE National Safe Boating Council

Partiranno a breve due interventi di adeguamento dei fondali in due scali amministrati dall’Autorità di sistema portuale del mare Adriatico centrale Secondo quanto riferito dall’ente, infatti, sono in corso di affidamento i lavori per lo spostamento dei sedimenti nel porto di Pesaro a vantaggio della marineria peschereccia e il dragaggio del fondale della banchina 22 nel porto di Ancona. “Il quadro economico complessivo dell’intervento, affidato mediante procedura negoziata, ammonta a 322.971 euro, cofinanziato dal Pnrr “Sviluppo logistica per i settori agroalimentare, pesca e acquacoltura, silvicoltura, floricoltura e vivaismo” Next generation Eu. Nella giornata di ieri sono state aperte le offerte economiche arrivate per l’affidamento dei lavori. Una volta completate le verifiche sull’operatore economico, si procederà con l’aggiudicazione dell’intervento che dovrà essere concluso entro il mese di giugno, come previsto dal Pnrr” ha detto l’Adsp senza indicare il nome dell’aggiudicatario. Nel porto di Pesaro, come richiesto dalla Capitaneria di porto di Pesaro e dagli operatori portuali, l’Autorità di sistema portuale procederà con un intervento di livellamento dei fondali, finalizzato al miglioramento delle condizioni di accessibilità e di sicurezza dello scalo. L’attività prevista consiste nello spostamento, all’interno dell’ambito portuale, di circa 6 mila metri cubi di sedimenti. L’intervento interesserà cinque diverse aree interne allo scalo, per una superficie complessiva di circa 17.200 metri quadrati, con l’obiettivo di migliorare le manovre delle unità navali e assicurare una migliore navigabilità, in particolare in corrispondenza dell’imboccatura e delle zone più critiche della darsena interna. I sedimenti saranno prelevati dalle aree individuate e successivamente ricollocati in un’apposita zona interna al porto, situata in prossimità del pennello del molo Nord. Nel porto di Ancona, l’Autorità di sistema portuale effettuerà un intervento di dragaggio di circa 6 mila metri di sedimenti nello specchio acqueo di fronte alla banchina 22. I lavori interesseranno un’area di circa 14.500 metri quadrati. L’attività di dragaggio avrà, in questo caso, lo scopo di raggiungere la quota batimetrica che consentirà l’ormeggio in sicurezza di unità navali con pescaggi fino a 10,20 metri. “Realizziamo due interventi che contribuiranno a migliorare la sicurezza della navigabilità degli scali coinvolti, preludio ad un più incisivo progetto di dragaggio” ha detto Vincenzo Garofalo, Commissario straordinario dell’Autorità di sistema portuale del mare Adriatico centrale. “Una richiesta che, nel porto di Pesaro, ci è stata sollecitata dalla Capitaneria di porto e dagli stessi operatori dello scalo mentre ad Ancona l’intervento contribuirà a migliorare la fruizione di una delle più importanti banchine commerciali”. 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

Procede la rifunzionalizzazione del Bacino Alti Fondali di Manfredonia. A due anni e mezzo dall’aggiudicazione dell’appalto da 120 milioni di euro dell’Autorità di sistema portuale del Mar Adriatico meridionale, ne ha dato notizia Piloda Shipyard, società di cantieristica navalmeccanica associatasi per l’occasione con Nautilus (società di costruzioni marittime e una delle mandatarie della cordata aggiudicatrice) nella consortile operativa Na.Ve. L’intervento consiste nel restyiling del pontile lungo 2,5 km e prevede la sostituzione integrale di componenti in calcestruzzo armato, ormai deteriorate e non più convenientemente recuperabili, con nuovi impalcati metallici di ultima generazione: elementi fino a 150 tonnellate vengono movimentati e sostituiti con nuove strutture metalliche da circa 60 tonnellate. “Il livello di complessità è molto elevato – ha evidenziato Antonio Di Palo, Project Manager di Piloda – ma siamo riusciti a garantire la continuità operativa del porto, senza interrompere le attività di scarico delle componenti eoliche, un elemento fondamentale”. Piloda e Nautilus hanno evidenziato di aver organizzato il “processo industriale utilizzando i principali produttori internazionali di acciaio per la realizzazione degli impalcati, lunghi 25 metri, larghi 5 e alti 3 metri, con pesi complessivi significativi. Per contenere i tempi e rispettare il cronoprogramma, gli elementi di primo livello vengono prodotti e assemblati al di fuori di Manfredonia, principalmente nel nord Italia o presso il Piloda Shipyard di Brindisi, dotato di capannoni, carroponti e officine di nuova generazione. Qui gli elementi vengono assemblati e caricati su barge per il trasporto in loco a Manfredonia”. Secondo Piloda la peculiarità è che “per la prima volta in Italia e nel Mezzogiorno, le lavorazioni sul pontile procederanno in contemporanea senza la necessità di smantellare integralmente la struttura esistente, garantendo la continuità delle attività portuali”. L’ultimazione dell’opera è prevista entro la metà del 2027. 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

Sarà un’estate di passione per chi deve andare e venire da Marina Romea e anche i pullman dei crocieristi dovranno fare i conti con i lavori del cold ironing sulla Baiona – di fatto i cavidotti per l’elettrificazione delle banchine per evitare che le navi da crociera tengano i motori diesel accesi per l’alimentazione elettrica durante la sosta in porto - che obbligheranno a tratti semaforizzati su un solo lato della carreggiata. E per l’abitato di Porto Corsini si sta studiando una soluzione per reggere l’impatto dei bus di crocieristi. "Siccome non è pensabile di farli passare da dietro rasente la pineta, verrà adeguata via Molo San Filippo migliorandone il percorso attraverso l’abbattimento di alcuni capannoni di proprietà dell’Autorità portuale. Poi, inutile girarci intorno, sarà un’estate di sofferenza – ammette l’assessore ai lavori pubblici Massimo Cameliani – e per andare a Marina Romea credo sia meglio mettere in campo l’idea di utilizzare anche la Romea. Del resto i lavori vanno fatti e la posa del cavidotto per il cold ironing, che porterà grandi vantaggi ambientali, sono rilevanti". Quello per il cold ironing è un investimento da 40 milioni targato Pnrr e i lavori devono essere completati entro fine giugno. Poi occorrerà attendere la stabilizzazione del tracciato e il ripristino integrale della sede stradale non avverrà prima dell’autunno prossimo. Sempre per quanto riguarda la Baiona lato industrie, per la manutenzione straordinaria del tratto "camionabile" di via Baiona, è in essere un Accordo di Programma tra Comune e Autorità di Sistema Portuale per un intervento complessivo di 1,5 milioni. In base all’accordo, l’Autorità Portuale finanzia interamente l’opera e svolge il ruolo di Stazione Appaltante, mentre il Comune si occupa della progettazione e della Direzione Lavori. "Stiamo – spiega Cameliani – ultimando il progetto: sono già stati effettuati diversi sopralluoghi, sondaggi e prove sui materiali di sottofondo, al fine di definire la soluzione tecnica più adeguata. Il tratto risulta però molto esteso e particolarmente dissestato; pertanto, alla luce delle risorse disponibili e dei costi elevati dei materiali (in particolare degli asfalti), non in tutto il tratto si riesce a realizzare un intervento anche sulla fondazione. Su vari tratti meno ammalorati si procederà ad un intervento più superficiale. Inoltre, sono comprese anche lavorazioni accessorie quali la sistemazione delle banchine, lo sfalcio e la risagomatura dei fossi". Anche qui la partenza materiale dei lavori tra progettazione gara avverrà non prima di marzo 2027. "L’obiettivo – spiega Cameliani - è portare il progetto in Giunta per l’approvazione in linea tecnica entro fine maggio. Poi ci sarà la fase di gara in capo ad Autorità Portuale che potrebbe durare anche 5-6 mesi fino all’aggiudicazione". Tornando ai lavori per il cold ironing, questo è il quadro aggiornato per quel che riguarda l’impatto sulle strade comunali: nell’abitato di Porto Corsini è in corso il completamento di via Guizzetti (termine lavori il 15 maggio), in via Baiona lato Porto Corsini i lavori finiranno entro il 15 maggio. L’impatto maggiore sarà di fronte alla Marcegaglia fino a via Gente di Mare con avvio cantiere dal 14 maggio fino al 3 giugno. Giorgio Costa

Before a single offshore wind turbine rises off Philippine waters, something else has to be built first. Not at sea, but on land. Across San Miguel Bay in Bicol and the Guimaras Strait in Western Visayas, the country’s most advanced offshore wind zones are beginning to reveal a hard truth about the energy transition: the real starting point is not generation, but logistics. And in offshore wind, logistics means ports. Despite more than 40 gigawatts of awarded Offshore Wind Energy Service Contracts and growing investor interest, the Philippines has yet to move a single project into offshore construction. Turbines have not been installed. Foundations have not been laid. No wind farm has reached full marine execution. What exists instead is a rapidly advancing pre-development pipeline — permitting, site assessments, engineering studies, and early infrastructure planning. That distinction matters. Because offshore wind does not fail or succeed at the concept stage. It fails or succeeds at the interface between land and sea. The Global Wind Energy Council’s 2026 study makes this point implicitly but repeatedly. San Miguel Bay and the Guimaras Strait were not chosen only for their wind resource. They were selected because they already have identifiable port pathways. In Camarines Norte, Pambuhan Port is being positioned as a potential offshore wind hub through government-led planning. In the Guimaras corridor, Pulupandan is emerging as a privately driven logistics base supported by nearby industrial centers. These are not secondary details. They are the foundation of the entire industry. Offshore wind turbines are among the largest machines ever deployed in the energy sector. A single unit can exceed 15 megawatts, with blades longer than a football field and components that cannot be transported or assembled using conventional port infrastructure. Building offshore wind at scale requires specialized “marshaling ports” capable of handling heavy-lift operations, deepwater berths, vast laydown areas, and continuous assembly workflows. In effect, the port becomes the factory floor of offshore wind. This is where the Philippines faces its first real bottleneck. The country does not yet have a fully developed offshore wind port capable of supporting turbine assembly and large-scale deployment. Existing ports were not designed for this type of industrial activity. Retrofitting them — or building new ones — takes years, significant capital, and coordinated policy support. Offshore wind is often framed as a clean energy technology. But in reality, it is also a heavy industrial system. And the transition to offshore wind is as much about building new coastal industrial ecosystems as it is about generating zero-carbon electricity. Ports sit at the center of that transformation. The GWEC report highlights how port development triggers a cascade of sustainability-linked effects. Upgraded ports attract shipbuilding and maritime services. They enable local fabrication of components, reducing reliance on long-distance imports and lowering embedded carbon in supply chains. They create hubs for operations and maintenance over decades, anchoring long-term employment in coastal regions. In other words, ports are not just enabling offshore wind. They are shaping the kind of offshore wind industry the Philippines will have. This becomes even more critical when viewed against the country’s policy timeline. The Department of Energy’s Green Energy Auction program is targeting offshore wind capacity deployment beginning toward the end of the decade. On paper, the pipeline is moving. But offshore wind timelines are unforgiving. Globally, port readiness often determines which projects actually get built and which remain stalled. Without ports, turbines do not move. Without staging areas, foundations do not reach the water. Without logistics hubs, installation vessels have nowhere to operate from. The Philippines is now entering that decisive phase where ambition meets infrastructure reality. The first visible structures of the Philippine offshore wind industry may not be turbines rising above the horizon. They may be reinforced quays, expanded laydown yards, and heavy-lift cranes along the shoreline. San Miguel Bay and the Guimaras Strait illustrate two different pathways forward. One is state-led, anchored in national planning and early public investment. The other is market-driven, leveraging existing industrial corridors and private-sector initiative. Both approaches recognize the same underlying constraint: offshore wind begins onshore. There is also a deeper sustainability implication. If the Philippines develops its port infrastructure strategically, it can localize significant portions of the offshore wind supply chain — fabrication, assembly, maintenance — turning what could be an import-dependent industry into a domestically anchored one. That reduces emissions associated with global transport, strengthens energy sovereignty, and embeds long-term economic value in coastal communities. CleanTechnica's Comment Policy

Giornalisti italiani ed europei alla scoperta dei tesori del mare della natura, dell’archeologia e del gusto PORTO CESAREO – Le meraviglie di Porto Cesareo protagoniste del 76° educational tour per giornalisti organizzato dalla rivista Spiagge, diretta da Carmen Mancarella, in programma dal 5 al 12 maggio. Un viaggio esperienziale che ha portato in Salento redattori e inviati di importanti testate italiane ed europee specializzate in turismo, territori, lifestyle, eventi e cultura. Il gruppo continuerà le sue escursioni per raccontare uno dei territori più affascinanti del Mediterraneo, dove natura incontaminata, biodiversità marina, archeologia, tradizioni e sapori autentici si fondono in un patrimonio unico. Tra le testate presenti figurano National Geographic edizione Polonia, Il Resto del Carlino, Il Giorno e La Nazione del gruppo QN Quotidiani, oltre a numerosi magazine e portali europei di settore come reise.news.de , einfachraus.de , Funken Medien di Berlino, Week End and Morgen Medien Group, House&Hotel Luxury Berlino, tenminutesetravel.com di Bruxelles, viaggiemondo.it di Tenerife, Turismo del Gusto, Web Lombardia, cosabolleinpentola.it , ambienteeuropa.com , insieme alle emittenti radiofoniche CS Radio Canarie Media Group e WNET Varsavia. Oggi 8 maggio, la visita al Museo di Biologia Marina “Pietro Parenzan”, autentico presidio di divulgazione scientifica e memoria del mare, alle spettacolari dune costiere di Porto Cesareo, l’incontro con uno storico pescatore e un emozionante tour in barca tra acque cristalline, fondali ricchi di biodiversità e paesaggi mozzafiato. I giornalisti potranno inoltre conoscere le testimonianze archeologiche del territorio, le eccellenze enogastronomiche locali e i tesori ambientali che rendono Porto Cesareo una delle destinazioni più amate del turismo nazionale e internazionale. L’iniziativa rappresenta una straordinaria opportunità di promozione per il territorio salentino, che sarà raccontato attraverso reportage, servizi, approfondimenti, collegamenti radiofonici e pubblicazioni online diffuse in Italia e in diversi Paesi europei. Al progetto ha aderito il Comune di Porto Cesareo, guidato dalla gestione commissariale, con il supporto del commissario straordinario Emanuela Pellegrino e dei subcommissari Antonio Calignano e Simona Maselli che hanno condiviso l’importanza strategica dell’iniziativa per la valorizzazione e la promozione del territorio e accompagnato i giornalisti nel tour. «Porto Cesareo continua ad affermarsi come destinazione di eccellenza del turismo esperienziale e sostenibile – sottolinea Carmen Mancarella –. I giornalisti avranno modo di vivere un’esperienza autentica tra mare, cultura, natura e tradizioni, diventando ambasciatori di questo straordinario angolo di Puglia nel mondo». Ancora una volta Porto Cesareo si conferma così non solo meta balneare d’eccellenza, ma luogo identitario capace di offrire esperienze autentiche in ogni stagione, grazie alla sua straordinaria ricchezza ambientale, culturale ed enogastronomica. . .

Center-right leader Peter Magyar was sworn in as Hungary's prime minister on Saturday, propelled into ‌office on promises of change after years of economic stagnation and strained ties with key allies under his predecessor Viktor Orban. Magyar defeated nationalist Orban after 16 ‌years in power in an April 12 election ⁠landslide, handing his Tisza party a constitutional majority that ⁠will allow ⁠him to roll back reforms critics say have weakened democracy. Foreign investors ‌and Hungarians alike have welcomed Magyar's victory, with the forint hitting four-year ⁠highs against the euro, ⁠bond yields falling and post-election polls showing more voters backing Tisza. But any honeymoon for the 45-year-old leader may be short-lived, with the clock ticking to secure billions of euros in suspended ⁠European Union funding needed to kick-start the economy and ⁠shore up strained public finances. "Hungarian people ‌have given us a mandate to put an end to decades of drifting," Magyar said. "They have given us a mandate to open a new chapter in Hungary's history. Not only to change the ‌government, but to change the system as well. To start again." Magyar inherits an economy that only just emerged from stagnation in the first quarter and now faces fresh headwinds from surging energy costs linked to the Middle East conflict, which could weigh heavily on Europe's import-reliant economy. Data released on Friday showed Hungary's budget deficit had ​reached 71% of the full-year target by April, driven by Orban's pre-election spending. Magyar has said the deficit could approach ‌7% of output this year. He has pledged to reaffirm Hungary's Western orientation. The NATO member had been seen as drifting towards the Kremlin under Orban, who opposed ‌EU efforts to support Ukraine against Russia's invasion. Magyar has also ⁠said he would suspend ⁠public media news broadcasts after taking ​power, accusing state media and pro-Orban outlets of helping the ⁠former leader maintain ‌his hold on power while giving limited airtime ​to critics. Magyar, who has pledged a sweeping anti-corruption drive, aims to broker a deal with EU leaders to unlock suspended EU funding by May 25. Highlights from the CJPF Award Ceremony Learn More Highlights from the CJPF Award Ceremony Putinism not making very many gains at all. Use your Facebook account to login or register with JapanToday. By doing so, you will also receive an email inviting you to receive our news alerts.

Long before“Reug Reug” Oumar Kanestrapped 26 pounds of ONE Championship gold around his waist, the Senegalese wrestling sensation was already grappling absolute monsters. On May 15, the reigning ONE Heavyweight MMA World Champion will step back into the spotlight to defend his coveted belt against fierce rival and former titleholderAnatoly “Sladkiy” Malykhinin a highly anticipated rematch atThe Inner Circle. The blockbuster main event is the next explosive chapter in a bitter rivalry that began when Kane handed the Russian powerhouse the first defeat of his career, and The Inner Circle members can catch all the action exclusively onlive.onefc.com. Facing an enraged, heavy-handed striker inside the ring is a daunting task for any martial artist. But for “Reug Reug,” the intense pressure of a World Title fight is nothing compared to battling a 300-kilogram leviathan in the open ocean with his bare hands. With no modern machinery, no hydraulic winches, and no advanced tracking equipment, Kane and his crew relied strictly on brute force, raw courage, and a simple fishing net to conquer the titans of the deep. This was life back home in Thiaroye sur Mer, a rural fishing town near Dakar that gave Kane the ultimate test of his strength – one that resulted in a staggering, unbelievable catch. The 34-year-old revealed toonefc.com: “The biggest fish I caught was a 300-kilogram swordfish. It’s a very dangerous fish. We caught it with our bare hands. The only tools we had were spears and a big fishing net. It was challenging because we had to swim in the deep ocean and try to get it with what we had, but we did it.” Swimming miles out into the open ocean naturally brings a person face-to-face with apex predators. For most, the thought of treading water in shark-infested territory is the stuff of nightmares. For “Reug Reug,” it was just another day in his normal, mundane life. When asked if he ever had harrowing encounters with the ocean’s most feared hunters, which would have been inevitable in that line of work, the heavyweight MMA king simply laughed off the danger. In his mind, he was the true apex predator in those waters. Kane recalled: “Sharks are nothing. I was more concerned about making sure that we came back to shore with a boat full of fish. That was the only way we would survive. I’m not scared of sharks. I think they were scared of me. I’m a big black shark. “But to be honest, there are more dangerous fish in the ocean than sharks. The most dangerous one I came across was a tuna. It’s very strong and very fast. If you ever caught one, it moves a lot and it will drag you into the sea.” While the global fan base recognizes “Reug Reug” Oumar Kane for his incredible physical presence and his Senegalese wrestling, that foundation of his superhuman strength was actually built during those daily, life-or-death struggles on the unforgiving coast of West Africa. Growing up, his childhood was strictly divided between the sand and the sea. If he was not studying at school or tossing grown men around in the wrestling pits, he was staring out at the horizon, preparing for the grueling daily grind of fishing to help his community survive. He said: “All I did was wrestling and school. That’s it. But when I wasn’t doing that, I was fishing. We lived in a fishing village, in a small shack right by the sea. Our boats were parked up on the shore. We were always in the ocean, every day. That was normal life for us. It is how we made a living, and how we survived.” For the young Senegalese behemoth, the ocean was not just a workplace. It was a proving ground. “Reug Reug” didn’t simply cast lines from the safety of a boat. He immersed himself completely in the crushing depths, building a set of lungs and a level of cardiovascular endurance that most elite combat sports athletes could only dream of possessing. When you have spent your formative years holding your breath for as long as he has, wrestling 300-kilogram swordfish, and shrugging off sharks, the prospect of fighting another man inside a ring suddenly feels much less intimidating. Kane said: “I love fishing. It’s what gave me life. The water is my home. I can go very deep into the ocean, miles out. I hold my breath very long and can swim very well.” The ONE Heavyweight MMA World Champion’s raw, primal power and absolute fearlessness are exactly what he will carry with him into The Inner Circle on May 15. Kane’s opponent, ONE Middleweight and Light Heavyweight MMA World Champion Anatoly Malykhin, is a ferocious competitor who is desperate to avenge his only career loss, recapture the heavyweight MMA crown he used to own, and become a three-division king once again. The Russian has promised to bring immense pressure and knockout power to this high-stakes rematch. But as Malykhin prepares to drag the African superstar into deep waters, he must remember one crucial detail: “Reug Reug” was born in the deep waters, and the big black shark is ready to feed again.

PORTO CESAREO – La tutela e il controllo dei fondali grazie alle nuove tecnologie e all’innovazione al servizio del mare e in questo caso dell’area marina protetta di Porto Cesareo. Il ministero dell’Ambiente e della sicurezza energetica con il supporto scientifico di Ispra, e grazie ai fondi messi a disposizione dal Pnrr (con la misura sulla digitalizzazione delle Aree marine protette), ha dotato il parco marino protetto di Porto Cesareo di una nuova strumentazione tecnologica per il monitoraggio dei fondali marini. Come spiegato dalla gestione dell’area marina si tratta di un avanzatissimo strumento, altamente innovativo dal punto di vista tecnologico, costituito da un veicolo di superficie senza pilota (Usv) Otter, implementato con un sistema multibeam, una tecnologia avanzata di mappatura che utilizza fasci acustici per rilevare e ricostruire con elevata precisione la morfologia dei fondali marini, permettendo di studiare habitat, biodiversità e cambiamenti dell’ambiente sommerso. La nuova tecnologia per il monitoraggio del parco marino In questi giorni, sul litorale cesarino, si sono svolte le attività formative dedicate all’utilizzo della nuova strumentazione, concluse oggi con l’ultima giornata di corso. Hanno partecipato alle attività formative anche rappresentanti delle aree marine protette di Capo Rizzuto, Torre del Cerrano, Torre Guaceto e Isole Tremiti. In una logica di sistema, infatti, lo strumento potrà essere utilizzato in rete per favorire l’implementazione di tali tecnologie e la condivisione dei risultati ottenuti dalla loro applicazione non solo a Porto Cesareo, ma anche nelle altre aree marine protette coinvolte. Le nuove tecnologie permetteranno quindi di migliorare il monitoraggio degli habitat e delle specie marine, analizzare le pressioni sugli ecosistemi e osservare gli effetti dei cambiamenti climatici, contribuendo a una tutela del mare sempre più efficace e consapevole, non solo a Porto Cesareo ma anche negli altri ecosistemi marino-costieri protetti d’Italia. LeccePrima è anche su Whatsapp.Seguici sul nostro canale. LeccePrima è anche su Mobile!Scarical’App per rimanere sempre aggiornato. © Riproduzione riservata

In five months, the United Nations will try again to impose the world’s first global carbon tax — and American families will pay the bill if Washington isn’t ready. The vote at the International Maritime Organization (IMO)returnsin October 2026. The same scheme, the sameUN-administered fund, the same transfer of American wealth to international bureaucrats accountable to no voter anywhere. The European Union is already regrouping. Small island nations are already lining up with their hands out. The clock is ticking. This fight should already be over. Last October, the Trump administrationstared downthe IMO and killed — at least temporarily — what would have been the first global carbon tax on any industry. Secretaries Marco Rubio, Chris Wright and Sean Duffy issued a joint statement threatening visa restrictions, port fees and sanctions on any country that voted yes. The IMO blinked. Member states voted 57 to 49 to postpone for a year. President Donald Trump called theproposalthe “Global Green New Scam Tax on Shipping.” He was right.(RELATED: Britain’s Regulatory Suicide Note) But postponed is not killed. The vote returns this October, and the EU is pressing hard to resurrect the levy. Washington needs to be ready to fight it again — and this time finish the job. Here is what the IMO is preparing to vote on. Ships would pay a carbon penalty of$100 to $380 per metric tonof excess CO₂. The revenue — projected at$11 to $13 billion per year— flows into aUN-administered Net-Zero Fund. Officially it’s for “green fuels” and “just transitions.” In practice, it is a permanent revenue stream for the same international agencies that have held decades of climate summits while global emissions have continued to rise, with a well-documented history of incompetence, graft and waste. Small island nations and developing countries are already lining up with their hands out, seeing the levy not as a tool to cut emissions but as a fresh source of climate reparations. The fund’s architects have promised the lion’s share will flow to the poorest states for “capacity building” — diplomatic language for a wealth transfer on a global scale, administered by bureaucrats who answer to no voter anywhere. Meanwhile, American families get stuck with the bill. Higher shipping costs don’t stay at sea. They flowstraight into the priceof every imported good: clothes, electronics, medicine, car parts, food. The Trump administration’s own analysis warned shippingcosts could jump 10%or more. That is not abstract climate justice. It is a regressive tax falling hardest on working Americans who already face inflation fatigue. And for what? Global CO₂ emissions keep rising even in places with aggressive carbon pricing. Europe’s Emissions Trading System hasn’t stopped continental emissions from growing in several sectors. Chinaemits more CO₂ than all industrial nations combined,burns more than halfthe world’s coal, and is building hundreds of new coal plants designed to run for 40 years or longer — while lecturing the West about responsibility. China also operates theworld’s largest commercial fleet. Under the IMO framework, Chinese state-owned shippers pay the levy and pass the cost to American importers. American families would fund the UN bureaucracy and subsidize Beijing’s trade dominance at the same time. That is a bad deal by any measure.(RELATED: Navy Sighs In Relief As Trump Floats $65,000,000,000 To Confront China’s Shipbuilding Empire) The EU will argue the United States helped develop this framework for years before reversing course. That is true — and it is an argument for walking away permanently, not returning to a bad deal out of diplomatic inertia. If a policy is wrong, the fact that earlier administrations supported it is not a reason to continue. It is a reason to be grateful someone finally said no. The correct position for October 2026 is the same as last fall: no centralized UN fund, no deal. If trading partners want to address shipping emissions, there is a better path — support American innovation in cleaner marine fuels, negotiate bilateral agreements with verifiable standards, and keep the revenue and accountability at home with elected governments answerable to their own citizens. The pattern never changes. Every UN climate levy starts with noble language and ends with a self-perpetuating bureaucracy skimming off global trade. If this one passes, aviation, agriculture and consumer goods will be next. The tax ratchets up every year while emissions continue their stubborn climb largely driven by Asian need for more reliable electricity primarily from coal. Trump and his team did the American people a genuine service last fall. The job is not finished. Washington should return to the IMO in October 2026 with the same message: American sovereignty and American wallets are not bargaining chips for bureaucrats in London and Geneva. Kill the fund. Kill the levy. And if our trading partners won’t agree, make the consequences clear. Frank Lasee is President of Truth in Energy and Climate and a former Wisconsin state senator. The views and opinions expressed in this commentary are those of the author and do not reflect the official position of the Daily Caller News Foundation. All content created by the Daily Caller News Foundation, an independent and nonpartisan newswire service, is available without charge to any legitimate news publisher that can provide a large audience. All republished articles must include our logo, our reporter’s byline and their DCNF affiliation. For any questions about our guidelines or partnering with us, please contactlicensing@dailycallernewsfoundation.org.