Porti & ambiente — le notizie raccolte

Le associazioni di categoria Assarmatori e Confitarma hanno fatto sapere che l’Assemblea del Fondo Nazionale Marittimi ha proceduto al rinnovo del Consiglio del Fondo che risulta così composto: Angelo D’Amato (presidente), Rodolfo Magosso (vice presidente), Stefano Canestri, Andrea Grisoni, Carlo Lomartire, Carlo Mari, Mario Mattioli, Tiziano Minuti, Diego Pacella e Sergio Repetto. Rinnovata la fiducia anche al procuratore che rimane Alessandro Ferrari. “La conferma della squadra che ha portato a termine il precedente mandato si inserisce nel percorso di piena sintonia condiviso da Confitarma e Assarmatori” sottolineano le due associaizoni. Il presidente, il procuratore e il nuovo Consiglio del Fondo Nazionale Marittimi rimarranno in carica per tre anni, così come il Comitato parti sociali, che garantirà il prezioso contributo di idee delle organizzazioni sindacali. 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

Sooner or later, everything crosses the Atlantic to wash up on Ireland’s shore. Generations of us have scavenged among the flotsam for blue jeans and bluegrass, hamburgers and Black Friday, the Kardashians, Mickey Mouse and Lisa Simpson’s accent. But the tide has turned across the water and now here comes the jetsam. If you want to know what the latest assassination attempt onDonald Trumphas in common with road closures in Ireland byfuel price protesters, University of Chicago academic Robert Pape provides an answer. It’s not brain rot (“all hell will reign [sic] down” Trump threatened over “the Straight [sic] of Hormuz” while scarce diesel went up in smoke from blockading vehicles in Dublin, Cork, Galway, Limerick, Wexford and Offaly). Nor is it the contagion of vulgarity (“open the f***ing Strait, you crazy bastards”, Trump demanded while protesting contractor Christopher Duffy declared in Ireland: “There’s not a f***ing oil truck moving in this country until we get what we want. We have the country by the balls.”) What ties events on both sides of the ocean together is an increasing toleration among the middle classes for individuals taking matters into their own hands, even to the detriment of others. Ireland has not exhibited the acceptance of political violence the US has seen with the murders of Charlie Kirk and United Healthcare chief executive Brian Thompson; the fatal shootings of Renée Good and Alex Pretti by immigration agents; the hammer attack on Nancy Pelosi’s husband Paul, and three failed attempts on Trump’s life. When rioting erupted in Dublin in 2023 or when Minister Helen McEntee’s home was evacuated during a bomb scare and Tánaiste Simon Harris received online death threats, the culprits won no widespread approval. Yet, there are signs that this country may have entered its own transitional phase. Call it callous populism. What is happening in Ireland is not about violence, but the blockades created a societal milestone. They were mounted primarily by and for the benefit of business owners – hauliers and agricultural contractors in the main – and were supported by 56 per cent of respondents to a newspaper poll. This was despite anecdotal accounts of pregnant women being delayed reaching maternity care; a mother trying to keep her two children with special needs calm in her car while being held captive in the obstructed traffic; images of airline passengers trudging with their luggage to Dublin Airport on the M50. Pape argues that the relatively well-to-do, college-educated profiles of the men accused of trying to kill Trump and the men who killed Kirk and Thompson reflect a fundamental shift in America’s psyche. These are not the “make babies, not bombs” flower-power students of the 1960s. Nor do they hail from society’s downtrodden margins. They are, he says, a class of people who feel their status and influence are slipping away. [Could Ireland face a period of worker discontent after the fuel protests?Opens in new window] That same apprehension was audible in the fuel protesters’ demand for a meeting with the Government, though that is not to suggest there was any inclination to violence among them. But they wanted to be heard. Though truckers’ and farmers’ representative associations were negotiating with Ministers, the protesters seemed to believe pluralism was no longer working for them. When they tried flexing their muscle with the warning “no fuel – no food”, they were reminded that most of the food produced in the country is exported, to the value of €19 billion last year. Duffy’s triumphant “we have the country by the balls” evoked a reclamation of power. [‘You know who’s in control’ - How the fuel protests brought the country to a standstillOpens in new window] Agriculture was Ireland’s biggest contributor to the economy for most of the 20th century, imbuing farmers with enormous political clout, but it has been overtaken by tech, pharma and financial services. According to data from the Department of Agriculture, only about 7 per cent of the country’s workforce is involved in the agri-food sector. Gone are the days when farmers ruled the roost. Yes, the sector scored a triumph in January when the Government opposed the EU’s Mercosur trade deal because of concerns about Brazilian beef imports, but it had the feel of a dying wasp’s last sting. The tectonic plates of national influence have shifted and those who once took theirs for granted are struggling to find their footing. Any interpretation of the fuel blockade as an urban-rural divide is contradicted by the finding that more than half the country backed it. About 65 per cent of the national population is urban and, while Fine Gael may still regard itself as the farmers’ party, respondents who vote for Sinn Féin, which is strong in cities, were the most enthusiastic supporters of the protest. A pattern has been discernible in the US. Trump’s first election as president came on a wave of antipathy to the Washington elites and his promise to “drain the swamp”. His defeat four years later culminated in a lethal riot. Last year, he returned to the White House on a wave of public anger about the price of eggs, after declaring he was saved from assassination by divine intervention. He has coarsened public discourse, lied, bullied, started wars, mocked the dead, reneged on promises, posted racist commentary on the internet, instigated global inflation, and stamped his signature on the dollar bill, but 42 per cent of Americans still back him. Which means 42 per cent of Americans are as thick as planks or Trump’s a genius, right? Wrong. It’s worse than that. At the heart of all this is a rejection of one leg of Republicanism’s tripod – the bit called fraternity. Fuel protesters seemed oblivious to this contradiction when they flaunted the Tricolour and claimed to speak on behalf of the people of Ireland; the people who had to abandon their own vehicles when their fuel ran dry in the traffic impasse. One demonstrator even had the temerity to complain on RTÉ Radio that people were out driving their cars while they were protesting. For years, we have been debating the financial predicaments of Ireland’s squeezed middle commuting long hours, paying royally for childminding and unable to afford a place to call home. But there is another burgeoning phenomenon in urgent need of attention. The squeezed-out middle has shown it can bring the country to a standstill.

Bruxelles, 7 maggio 2026 – L’ETS europeo sta producendo effetti paragonabili alle grandi crisi internazionali, ma con un impatto strutturale e permanente sul trasporto marittimo. È il messaggio netto lanciato dal Presidente di Assarmatori, Stefano Messina, al termine della missione annuale del Consiglio Direttivo a Bruxelles, caratterizzata da una serie di incontri istituzionali di alto livello. Messina sottolinea come la tassa sulle emissioni, applicata in modo orizzontale e senza distinguere tra i diversi segmenti del settore, stia mettendo in difficoltà comparti strategici quali i collegamenti con le isole, le Autostrade del Mare e il transhipment. “A differenza dello shock congiunturale legato alla crisi nello Stretto di Hormuz – afferma – l’ETS è una misura strutturale che incide in modo permanente sulla competitività del sistema”. Pur riconoscendo che alcune priorità dell’armamento italiano sono state recepite nelle strategie europee, Assarmatori denuncia la mancanza di misure concrete e la persistente incertezza sugli strumenti correttivi che Bruxelles intende adottare. Particolare attenzione è rivolta alla futura Strategia europea per le isole, guidata dal Vicepresidente Esecutivo Raffaele Fitto, alla quale l’associazione ha rappresentato le criticità di una tassazione climatica ritenuta sproporzionata e non reinvestita nel settore. “La tecnocrazia europea appare ancora troppo rigida – osserva Messina – mentre la revisione di luglio deve essere coraggiosa, per consentire al nostro comparto industriale di restare competitivo in un contesto globale sempre più complesso”. La missione di Assarmatori ha incluso incontri con il Vicepresidente Esecutivo Raffaele Fitto a Palazzo Berlaymont, un ricevimento presso la Residenza dell’Ambasciatore d’Italia in Belgio con la partecipazione di rappresentanti UE e NATO, un confronto con il SEAE e le missioni Aspides e Atalanta, oltre a una riunione tecnica con i funzionari della DG MOVE e della DG CLIMA dedicata all’applicazione dell’ETS. MARITTIMI&NAVI DI TORRE D’AMARE IL SITO DEI MARITTIMI…………PER INSERIMENTI LOGHI SOCIETA’ COMUNICATI INVIARE EMAIL [email protected]….TELEFONO UFFICIO DAL LUNEDI AL VENERDI CELLULARE 3770803697…..SIAMO PRESENTI ANCHE COME WHATS APP 3770803697 SEMPRE ATTIVO………..HAI DEI DUBBI SULE NUOVE CIRCOLARI, DECRETI MINISTERIALI, QUESITI, MANDA UNA EMAIL A [email protected] UN NOSTRO ESPERTO TI RISPONDERA’…… Untitled 1 NUOVA NAVISERVICE Per una gestione a 360° di qualsiasi tipologia di unità mercantile e da diporto.

Originally envisioned as aTesla Model 3 hatch camper, the all-new Wheelhome Dashaway ECT micro-camping trailer series eventually earned its own wheels. It's still aimed at efficient all-electric camping trips but is able to furnish travelers with a surprising number of amenities, giving an adventurer or two everything they need to survive in comfort: a cozy lounge-cum-bedroom, a high-efficiency kitchen, cargo storage and even a toilet room, all in a pop-up wedge-shaped vessel inspired by a rooftop tent. Last time we looked at the Dashaway trailer, it was in the final development stages. Wheelhome founder and all-around tiny camper guru Stephen Wheeler was about to embark on a trip to France to test out an awning for it. That trip and testing are now complete, and it appears everything went well because the awning has become a rather striking part of the greater trailer package, extending the interior and delivering a private outdoor space for using the portable toilet. Beyond the addition of the optional awning, the production Dashaway ECT is laid out much the same as the prototype, albeit offered in solo and two-person varieties. The two individual models share overall exterior dimensions of 12.5 feet long by 5.3 feet (3.8 x 1.6 m) wide, but simply feature different seat/bed layouts inside for accommodating either one person or two. Both models pack down to a ride height of 3.8 feet (1.1 m), popping up to offer an even 6 feet (1.8 m) of headroom inside. The setup process is quite straightforward, designed to take no longer than five minutes. An available motorized mover positions the trailer into place via remote control, perfect for tight camping spaces in which maneuvering a trailer via tow vehicle is difficult or maybe not even physically possible. The mover comes standard on the ECTS solo camper, optionally on the ECT2 two-person version. The trailer's stabilizer legs are then lowered, and the roof lifted up via a gas strut-assisted crank mechanism. Then it's a matter of installing two corner support poles for the roof and arranging the furniture and appliances inside. The optional awning is meant to fit seamlessly within that quick, hassle-free setup process. It rolls up and rides on the front of the trailer during the drive to and from camp, unfurling and sliding to the back, where it latches in place via three rooftop eyelets. It then flips out on the two side poles attached to the rear corners of the trailer, pitching into form as the roof is raised. Campers can then either tie the awning sides off at the poles for use as a sunshade or stake them out into a tent room covering a ground area of 4.6 x 4.6 feet (1.4 x 1.4 m). The tent can then serve as an outdoor toilet room or simply as an extension of the interior. For those who'd prefer an auxiliary tent large enough to sleep in, Wheelhome also notes its two-pole awning system is compatible with the VangoArden Tailgate Awning, the only caveat being it needs to travel in the car and not on the trailer. The Dashaway ECT interior layout remains much the same, which is a good thing because it's a high-efficiency configuration that lets you experience the full breadth of RV life within a tiny fabric-walled trailer body with a 9 x 4.8-foot (2.7 x 1.4-m) footprint. The floor plan centers around a single- or dual-seat lounge that faces rearward to provide views through the open entryway. At night, the seat(s) flattens down into a 77 x 31.5-in (196 x 80-cm) single or 77 x 50-in (196 x 127-cm) double bed, leaving room on the front floor for a furry loyal companion. ECT dwellers can cook from the comfort of their seat. The ECTS features an inbuilt induction hob on a fixed countertop on the right side of travel. The ECT2 model uses this space for the second recliner, splitting the kitchen out into a portable induction cooker and foldaway work surface in place of the fixed setup. Both models include a microwave, and Wheelhome offers a mini-oven, air fryer and kettle as options. The 12-L compressor fridge drawer is stowed stealthily under the lounge seat, and while it's small by RV standards, Wheelhome has sized it out to carry a day's worth of food. The sink is located toward the left rear corner, fed by an electric pump and external 10-L water tank. Both ECTS and ECT2 trailers feature long fold-down worktops on either side. In the two-person trailer, they work as both primary cooking/prep countertops and dining/desk space, whereas in the solo trailer, they're primarily there for dining and desk work and supplementary prep/shelf storage since there's a separate kitchen counter with built-in cooktop. Wheelhome completes the ECT setup with various storage cabinets and compartments, including under-seat storage, available under-floor storage, and interior cupboards, one of which is sized to fit the available portable toilet. That toilet cubby even has a flip-up lid so you can use the toilet right there in the cabin if you dare (a little close to the pillows if you ask us), or pull it outside for use in the optional awning tent (please do). The ECT series operates entirely LPG-free, its electrical appliances powered by way of a 3-kWh lithium battery, 3,000-W inverter and 200-watt roof-mounted solar panel system. The electrical system is designed to supply two+ nights of off-grid use, and Wheelhome also equips the trailer with a shore power inlet for powering equipment and charging the battery when at a campground with hookups. The standard air heater requires hookup for use. With a low, rounded closed profile and a base weight as low as 816 lb (370 kg), the ECT series is ready to serve as a loyal tow companion to electric cars and other small, efficient vehicles. It was purposefully designed to give campers and road travelers a convenient and complete camper van alternative that allows them to maintain a single vehicle for everyday driving and have the option of easily hitching up a camper and taking off for the weekend or a full holiday. Both the ECTS and ECT2 are available for order now at prices starting at £19,750 (approx. US$26,750), which includes VAT. That's actually lower than the original advertised price of £26,225 (US$35,525). Source:Wheelhome

Xavier Vilaltella La fortuna ha querido que abril termine sin una solución a la vista para el conflicto en Oriente Próximo y con el estrecho deOrmuzcerrado, y esto significa que el sector primario tendrá que abordar la siembra de primavera con los precios del...gasóleo y los fertilizantes en máximos. Fuentes de Asaja y la patronal de los comercializadores de abonos hablan de la campaña«más cara de la historia», y esto afecta a millones de hectáreas de trigo, cebada, avena, centeno, arroz, alfalfa o maíz, cultivos que hasta junio estarán en fechas de sembrado y, por tanto, de fertilización. La situación se parece mucho a la vivida allá por 2022, cuando la invasión rusa de Ucrania primero y las sanciones a Rusia después dispararon los costes de la producción agrícola, pero hay varios elementos que dibujan un contexto más funesto esta vez: la velocidad de contagio de la inflación, el exceso de 'stock' y el impuesto al carbono implementado por la Unión Europea a partir de enero de 2026. 30% Ormuz, cuello de botella del sector Entre un 25% y un 35% de los insumos que se utilizan para fabricar fertilizantes pasan por el estrecho de Ormuz Para contextualizar el caso, hay que recordar que, además de petróleo, por Ormuz también pasa entre un25% y un 35%del comercio global de las materias primas que se utilizan para fabricar fertilizantes, lo que equivale a decir que, en este momento, el grifo de las segundas mayores reservas mundiales de estos insumos -después de China- está prácticamente cerrado. Nuestro país no se provee en Oriente Próximo sino en Argelia y Egipto principalmente, pero poco importa ya que la cotización de estos bienes es global. Noticia relacionada El campo y la industria, frente a Mercosur: ¿dos visiones irreconciliables? Los datos son claros. Entre febrero de este año e inicios de mayo, la tonelada de urea -el abono químico más utilizado por los agricultores- se ha encarecido un185%en los mercados del norte de África. Esto, a precios FOB, que solo incluyen el coste hasta que el producto embarca en el puerto de salida. Como explica a ABC Juan Pardo, que es presidente de la Asociación Comercial Española de Fertilizantes (Acefer), a esta cuantía hay que añadirle los fletes, queson un 100%más caros que antes del conflicto, los seguros y el llamado Mecanismo de Ajuste en Frontera por Carbono (MAFC), que quizá sea lo más oneroso ya que se trata de un sobrecoste que el campo se podría haber ahorrado, de haber habido voluntad política en Bruselas. El caso es que desde enero de este año las importaciones de fertilizantes a la UE pagan una tasa en función de la contaminación generada durante su producción, hecho que ya en 2025 encareció estos insumos hasta un 15%, dado que los importadores adelantaron costes a sus clientes. Llueve sobre mojado La crisis de oferta de los fertilizantes llega cuando estos ya vienen de encarecerse un 15% en 2025 por la nueva tasa verde de la UE a las importaciones de carbono Se está gestando una crisis, en fin, de la que no escapará ningún agricultor, aunque los productores de cereales de secano, arroz y maíz se postulan -por el momento- como los principales afectados, ya que la hora de sembrar ha llegado sin que los mercados hayan recibido noticia alguna que abra la puerta a una bajada de precios. Para aterrizar las cosas, sirva el ejemplo del maíz. Según datos de la organización agraria Asaja, actualmente, fertilizar una hectárea de esta planta cuesta alrededor de1.300 euros, y a esto hay que añadir el gasoil agrícola, que incluso con las medidas fiscales desplegadas por el Gobierno a partir del 23 de marzo -rebaja del IVA y subvención de 20 céntimos por litro- se ha encarecido un 29% desde que arrancó el conflicto, hasta los1,44 €/l(cifras del Ministerio de Transición Ecológica). Como explica a este diario Arsenio Vidal, portavoz de Asaja, entre el abono, la mano de obra y el combustible, sembrar una hectárea de maíz en España ya cuesta unos 2.800 euros. Está por ver cómo se reparte este sobrecoste a lo largo de la cadena alimentaria y cuál es el impacto en los supermercados, pero para los productores esto ya significa vender a pérdidas; y basta con hacer una suma simple para demostrarlo. Actualmente, y según datos del Ministerio de Agricultura, este grano se paga a poco más de 210 €/t en origen (lo que percibe el agricultor). Con un rendimiento de entre 12.000 y 13.000 kg/ha -según explica el portavoz de Asaja-, esto arroja unos ingresos de unos 2.730 €/ha en el mejor de los casos, unos setenta euros por debajo del precio de coste. Sirvan también de ejemplo el trigo y la cebada de secano, cuyos costes de siembra -de nuevo, según Asaja- se sitúan alrededor de los 800 €/ha; el rendimiento, en una media de 3.500 kg/ha; y el precio, en los 200 €/t. Es decir, que si una vez llegado el verano -el momento de la cosecha- la cuantía que perciben los productores no se ha corregido al alza, estospueden llegar a perder 100 euros por hectárea. Rentabilidad nula 100€ Pérdidas por hectárea Si llegado el verano, el trigo y la cebada siguen a un precio de 200€/t, los productores de secano perderán unos cien euros por ha Este desajuste es especialmente problemático en el caso del arroz, pues este producto ya viene de sufrir una caída de precios en origen del 15% en 2025 debido a la recuperación tras la sequía de 2024 y al auge de las importaciones de Camboya y Birmania. En apenas un año, el grano japónica (el más habitual en España) ha pasado de los 700 €/t al entorno de los 450-500 €/t, explica José Pascual Fortea, que es responsable de la sectorial del arroz en AVA-Asaja. Y mientras esto ocurre, este mes de mayo las grandes regiones productoras del delta del Ebro, las marismas del Guadalquivir, la Albufera valenciana y Badajoz tendrán que abonar los sembrados con los fertilizantes más caros y sin visos de que la industria les renueve los contratos al alza. Pascual Fortea ha pagado la tonelada de urea a920€ este año, cuando en 2025 la pagó a 520; «al final nuestro negocio será inviable», zanja. Visto esto, es evidente que más pronto que tarde los alimentos se van a encarecer en los lineales de los supermercados. Según una reciente estimación de Funcas, el 'think tank' de las cajas de ahorro, eso sucederá hacia finales de verano, cuando se estima que el IPC de la cesta de la compra se anotará una subida del 7% interanual.

There was much warmth on display at the official leaders’ meeting between Australia and Japan on Monday. Australian Prime Minister Anthony Albanese gave his Japanese counterpart Senae Takaichi anAC/DC drum skinsigned by the band members, while receiving new vinyl records for his DJ collection. Both leaders famously love rock music. But there was also national business at stake. The pair signed ajoint declarationon economic security, outlining a broad agenda to align policies across trade, energy and critical minerals and new technologies such as quantum computing. It’s not all been smooth sailing. Japan has been vocal in speaking out against proposals for higher taxes on Australia’s gas exports, and over domestic climate policies. To overcome this turbulence, a long-term vision for the Australia-Japan energy relationship is needed in a decarbonising world. There are three distinct ways in which Japan and Australia’s interests are intertwined: how we tax companies that extract our resources, how we ensure energy security, and how we cooperate on climate change. In recent months, calls to raise taxes on Australia’s LNG exports havegrown louder. Anumber of proposalshave been made to secure a greater share of income from Australia’s domestic gas resources, including a “windfall tax” on gas exports. With limited energy reserves of its own, Japan has been amajor driverin the growth of Australia’s liquefied natural gas industry. And it has been blunt in its opposition to calls for new taxes. Japanese Ambassador Kazuhiro Suzuki said any imposition of a windfall tax would be regarded by Tokyo as a “bad surprise” that could deter future investment. Energy security is a second link between the two countries. Australia’s reserves ofoil and oil productsarelimited. In responding to the current crisis Australian leaders, including Prime Minister Albanese, have visitedseveral Asian nationsin an attempt to shore up our supplies. In contrast, Japan holds142 daysof oil and oil products in addition to private inventories. Japan could help Australia manage any risk of fuel shortages by providing supply commitments. But the role of energy security in the Australia-Japan relationship is more complicated than guaranteeing fuel supplies. Japanese officials haveexpressed concern, for example, about Australia’s incoming domestic gas reservation policy, whereby east coast LNG exporters will berequired to hold back20% of new production for the domestic market from 2027. Japan has also expressedconcernabout Australia’sSafeguard Mechanism, a carbon-pricing scheme that places caps on Australia’s greenhouse gas emitting facilities. The Albanese government has increased the stringency of theSafeguard Mechanismas a way to meet Australia’s climate commitments. Crucially, it covers existing and new gas production, linking Australia’s domestic emissions reduction policies with fossil fuel exports. Thereviewof the Safeguard Mechanism during 2026-27 is sure to draw renewed attention from Japan and elsewhere. Climate change is the third – and perhaps most important – issue linking Australia and Japan. Both countries have committed to achieving net zero emissions by 2050. But there’s uncertainty about the technology mix they will use to get there, including the residual role for gas. For bothAustraliaandJapan, rapid electrification of transport, heating and other sectors are key, alongside the shift to renewables and storage for power. Japan’s most recent medium-termenergy strategypositions gas as less environmentally damaging than coal as the country moves towards net zero emissions. Japan proposes gradually reducing greenhouse emissions from gas generation through the use of technologies such as mixing hydrogen with gas to generate electricity, and storing carbon dioxide underground, including in Australia. But there isscepticismwithin Japan about the costs and feasibility of this approach to decarbonisation. Japan and Australia’s joint declaration is a strong signal both governments want to deepen ties, including in critical minerals and energy. It is a welcome step forward. There is a large shared agenda between the two countries. Japan’sGreen Transformation, a suite of green industrial policies, and Australia’sFuture Made in Australiainitiative, overlap across green metals, hydrogen and ammonia, low-carbon liquid fuels, critical minerals, renewable technology manufacturing and other areas. So how to build on the opportunity from here? Australia’sClimate Change Authorityoffers a useful way forward, proposing bilateralDecarbonisation Dealsas a way of coordinating emissions reduction, trade, investment and industrial policy. Australia and Japan could develop a roadmap for a shared decarbonisation agenda through a bilateralenergy transition council, with industry as delivery partner, and informed by research. Australia and Japan’s joint agreement offers an opportunity to create a new energy partnership, based on our shared commitment to reaching net zero by mid-century, and our interests in open trade and investment.

Genova circondata dalla riviera, con il suo fascino intramontabile, e dall’entroterra con la sua quiete strategica.Dopo aver analizzato l’andamento del mercato immobiliare in città, quartiere per quartiere, andiamo a vedere come se la cava la provincia, tra conferme e sorprese, osservando i cambiamenti in ambito turistico e spiegando dove conviene investire e perché.Ad aiutarci nella nostra analisi, il recente report elaborato dal centro studi Fiaip (Federazione Italiana Agenti Immobiliari Professionali), uscito nel marzo 2026.Provincia divisa in due, tra riviera ed entroterraCome spiegato all’inizio, il territorio della Città Metropolitana di Genova si divide fondamentalmente in due: la riviera, con le sue conferme e i valori alti, e l’entroterra che comunque riserva non poche sorprese. È il caso ad esempio di Busalla, dove i valori immobiliari sono tra i più alti delle vallate, determinati da chi di fatto decide di risiedere qui per fare il pendolare con il capoluogo ligure. Non solo, perché l’entroterra sta diventando sempre più meta di turismo sostenibile e “slow” legato all'outdoor.VIDEO | Il genovese che ha inventato lo "smart walking": cos'è e come funzionaE... Il contenuto è riservato agli abbonati. © Riproduzione riservata

Importavano illegalmente dalla Slovacchia cuccioli di cani di piccola taglia, venduti con documenti falsi, senza vaccinazioni e con malattie che dopo pochi giorni dall'acquisto ne causavano la morte. Un traffico illegale di migliaia di esemplari scoperto e smantellato dalla polizia di frontiera di Rimini che ha eseguito sette misure cautelari, di cui tre mandati di arresto europeo, e 13 perquisizioni locali e domiciliari. In carcere a Nitra (Slovacchia) un uomo di 33 anni e la madre di 54, legata a un 64enne italiano arrestato invece a Loano (Savona). I tre sarebbero secondo la polizia i capi del gruppo che commercializzava i cuccioli su internet per profitti che in un anno si aggirano intorno al milione di euro. Sempre in carcere sono finiti un commerciante di animali, 33 anni di Rimini e un napoletano di 45 che forniva i documenti falsi per il trasporto e la vendita. Ai domiciliari una collaboratrice del gruppo, una giovane di 36 anni di Cesenatico, che rispondeva alle domande degli acquirenti su internet, e un commerciante di Santarcangelo di 60, fermato ieri mattina all'aeroporto di Bologna di rientro da un viaggio in Spagna. Otto gli indagati a piede libero, tra cui il proprietario di un canile abusivo, 41 anni di Napoli, a Villaricca (Napoli). L'indagine, denominata 'Luxury Dog', coordinata dal procuratore Elisabetta Melotti e dalla sostituta Paola Bonetti, è partita l'anno scorso dopo le denunce di una quarantina di padroni di cuccioli acquistati su internet e morti pochi giorni dopo la consegna. Polizia di frontiera, squadra mobile di Rimini, con la collaborazione del Servizio di Cooperazione Internazionale di Polizia, Sirene, di due Team EnFast (Rete Europea delle Unità Ricerche Attive Latitanti) e delle squadre mobili di Milano, Alessandria, Bergamo, Savona, Napoli, coadiuvata dalle guardie ecozoofile di 'Fare Ambiente' hanno quindi individuato i componenti del gruppo che dovrà ora rispondere di associazione per delinquere, traffico di animali da compagnia, maltrattamento, truffa, falsità materiale, frode in commercio e abusivo esercizio di professione. I cuccioli venivano maltrattati sopratutto durante il trasporto in auto dalla Slovacchia nelle varie destinazioni italiane. Tenuti in trasportini piccoli, anche 20 esemplari per volta, senza acqua né cibo, i cuccioli spesso morivano durante il viaggio. La polizia ne ha salvato un centinaio, tutti dati subito in affido.

Por Redação PortalPortuario @PortalPortuario O presidente da Autoridade Portuária de Santos (APS), Anderson Pomini, propôs e aprovou a criação de uma comissão técnica para buscar um consenso sobre as melhores opções de traçado dos acessos ao túnel Santos-Guarujá na margem esquerda do Porto de Santos, em Vicente de Carvalho. A iniciativa foi aprovada na primeira reunião para tratar dos acessos, que foi realizada no escritório da APS em São Paulo. A Comissão, eminentemente técnica, reunirá representantes da Prefeitura de Guarujá, da empresa Mota-Engil (construtora responsável pelo túnel), de terminais das duas margens, Capitania dos Portos, Aeronáutica, da própria APS e de outros setores ligados ao tema. A busca pelos traçados mais eficientes para Guarujá e para o Porto, e com menor impacto à população, vai avaliar todas as opções, considerando inúmeros aspectos, como as obras da segunda fase da Avenida Perimetral da Margem Esquerda, a entrada em operação para voos comerciais do Aeroporto Metropolitano de Guarujá, entre outros. A reunião foi marcada pela APS em atenção à Prefeitura de Guarujá, que enviou dois representantes: a secretária de Planejamento, Daniela Mariane, e o assessor do prefeito Farid Madi, Mauro Scazufca. Pela APS, participaram também o diretor de Infraestrutura, Orlando Razões, superintendentes, gerentes, assessores e técnicos. O presidente Pomini deixou claro que todas as opções serão avaliadas pela Comissão Técnica e reafirmou o compromisso de tornar o túnel Santos-Guarujá uma obra que vai potencializar o crescimento econômico e a geração de empregos em Guarujá e em Santos. “Por isso a importância da busca dos melhores acessos neste momento histórico para o futuro da região e do País”, concluiu.

Importavano illegalmente dalla Slovacchia cuccioli di cani di piccola taglia, venduti con documenti falsi, senza vaccinazioni e con malattie che dopo pochi giorni dall'acquisto ne causavano la morte. Un traffico illegale di migliaia di esemplari scoperto e smantellato dalla polizia di frontiera di Rimini che ha eseguito sette misure cautelari, di cui tre mandati di arresto europeo, e 13 perquisizioni locali e domiciliari. In carcere a Nitra (Slovacchia) un uomo di 33 anni e la madre di 54, legata a un 64enne italiano arrestato invece a Loano (Savona). I tre sarebbero secondo la polizia i capi del gruppo che commercializzava i cuccioli su internet per profitti che in un anno si aggirano intorno al milione di euro. Sempre in carcere sono finiti un commerciante di animali, 33 anni di Rimini e un napoletano di 45 che forniva i documenti falsi per il trasporto e la vendita. Ai domiciliari una collaboratrice del gruppo, una giovane di 36 anni di Cesenatico, che rispondeva alle domande degli acquirenti su internet, e un commerciante di Santarcangelo di 60, fermato ieri mattina all'aeroporto di Bologna di rientro da un viaggio in Spagna. Otto gli indagati a piede libero, tra cui il proprietario di un canile abusivo, 41 anni di Napoli, a Villaricca (Napoli). L'indagine, denominata 'Luxury Dog', coordinata dal procuratore Elisabetta Melotti e dalla sostituta Paola Bonetti, è partita l'anno scorso dopo le denunce di una quarantina di padroni di cuccioli acquistati su internet e morti pochi giorni dopo la consegna. Polizia di frontiera, squadra mobile di Rimini, con la collaborazione del Servizio di Cooperazione Internazionale di Polizia, Sirene, di due Team EnFast (Rete Europea delle Unità Ricerche Attive Latitanti) e delle squadre mobili di Milano, Alessandria, Bergamo, Savona, Napoli, coadiuvata dalle guardie ecozoofile di 'Fare Ambiente' hanno quindi individuato i componenti del gruppo che dovrà ora rispondere di associazione per delinquere, traffico di animali da compagnia, maltrattamento, truffa, falsità materiale, frode in commercio e abusivo esercizio di professione. I cuccioli venivano maltrattati sopratutto durante il trasporto in auto dalla Slovacchia nelle varie destinazioni italiane. Tenuti in trasportini piccoli, anche 20 esemplari per volta, senza acqua né cibo, i cuccioli spesso morivano durante il viaggio. La polizia ne ha salvato un centinaio, tutti dati subito in affido.