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An all-electric aircraft has flown demonstration flights from Manhattan to John F. Kennedy International Airport, something the operator hopes will become an everyday occurrence at locations around the world. Electric air taxi firm Joby Aviation flew the first electric vertical takeoff and landing (eVTOL) demonstration flights between two points in New York City on Friday and is continuing testing this week. The electric aircraft, which look similar to a giant battery-powered drone, can carry five people, including one pilot. It takes off vertically like a helicopter, then some of the propellers tilt to propel the aircraft forward. The company says they are quieter than helicopters and produce zero operating emissions because they are electric. The goal is to connect existing heliports in Lower and Midtown Manhattan to JFK International Airport in less than 10 minutes instead of the one-to two-hour drive. “These flights advance our work to determine how next-generation aviation technology can serve the people of New York and New Jersey,” said Kevin O’Toole, chairman of the Port Authority of New York and New Jersey, which runs the area’s airports, in a release. Joby owns helicopter ride-share company Blade, which flies similar routes with traditional helicopters, and the company also maintains partnerships with Delta Air Lines and Uber. Joby has done other test flights since 2023, but this 10-day flight campaign is part of the Federal Aviation Administration’s eVTOL Integration Pilot Program. In March,the US Department of Transportation chose eight pilot programs where eVOTLs will be tested. Besides urban air taxi services, regional passenger transportation, cargo, emergency meal response operations, autonomous flight and offshore energy sector transportation are being tested. Joby is working with the Port Authority, as well as the Texas DOT, Utah DOT, Florida DOT and North Carolina DOT. In 2024, the FAA published new rules inching air taxis one step closer to reality. Since then, companies like Joby have been working on testing for certification. “Together, these pilot projects will create one of the largest real-world testing environments for next-generation aircraft in the world,” the DOT said in March. “Data from the pilot projects will be used by the FAA to develop new regulations that safely enable this futuristic technology at scale.” The company is in its final stages of FAA certification. The FAA has a five-stage process for certification.

"Abbiamo intercettato un trend in crescita: i principali armatori stanno inserendo in flotta navi alimentate a Gnl e questo genera un’esigenza molto concreta da soddisfare per il comparto". Simone Demarchi, ad di Axpo Italia, sintetizza così il momento dello small scale Lng, che nel Mediterraneo sta passando dalla fase sperimentale al mercato, strutturandosi come una filiera industriale, trainata dagli investimenti delle compagnie navali e da una spinta crescente verso la sostenibilità, alla luce del quadro regolatorio europeo e internazionale. In questo contesto, anche le linee guida del ministero delle Infrastrutture e dei Trasporti per il bunkeraggio ship-to-ship (approvvigionamento alle navi) hanno segnato un passaggio importante. "Favoriscono la diffusione di queste operazioni nei principali scali nazionali", osserva l’ad. Il Mediterraneo si configura così come uno dei principali laboratori di sviluppo, con Italia e Spagna in posizione avanzata. "Questi due Paesi hanno un ruolo strategico nello sviluppo dello small scale Lng e possono giocare da protagonisti", sottolinea Demarchi. Axpo si è mossa in anticipo. Negli ultimi mesi ha messo in campo asset e operazioni concrete, a partire dalla nave Green Pearl, progettata per il bunkeraggio small scale e capace di operare sia ship-to-ship sia ship-to-truck (rifornimento da nave ad autocisterna), una soluzione ancora unica in Europa. L’unità, con una capacità di 7.500 metri cubi, è stata noleggiata per dieci anni. "Opera nel Mediterraneo, con principale focus sui porti italiani", puntualizza Demarchi. La combinazione tra ship-to-ship e ship-to-truck consente di accorciare la filiera e ampliare gli usi del Gnl anche fuori dal marittimo. "Ci sono diverse aree del Centro-Sud Italia ancora non collegate direttamente alla rete gas e costrette ad approvvigionarsi tramite autocisterne dalla Francia e dal Nord Europa, con impatti evidenti su costi e sostenibilità. L’innovazione portata da Green Pearl contribuisce ad accorciare questo percorso". Per Axpo, i primi risultati operativi sono già visibili. All’inizio di dicembre è stato effettuato nel porto di Genova il primo rifornimento di Gnl su un traghetto passeggeri in servizio regolare, la GNV Virgo. "Da allora, le operazioni si sono consolidate, arrivando a una frequenza che in alcuni casi raggiunge una ogni due giorni". Il sistema sta iniziando a strutturarsi lungo tutta la filiera. A inizio marzo il terminale OLT Offshore Lng Toscana, a largo di Livorno, ha ricevuto il primo carico small scale, pari a 4.000 metri cubi, consegnato dalla nave Green Zeebrugge operata da Axpo, segnando l’avvio operativo del servizio in Italia, con piccole navi metaniere in grado di rifornire unità a Gnl o alimentare i depositi costieri. In Italia, Genova resta il punto di partenza, anche per il valore simbolico della città, dove è iniziata l’attività del gruppo oltre 25 anni fa. "Qui abbiamo trovato una comunità di intenti con Autorità portuale e Capitaneria", spiega Demarchi. Ma il modello è distribuito e guarda già ad altri scali come Napoli e Civitavecchia. "Stiamo completando analisi e iter autorizzativi: contiamo di essere operativi nelle prossime settimane". Sul fronte internazionale, la strategia si estende lungo il Mediterraneo. Sempre a marzo Axpo, insieme a Enagás, ha avviato l’operatività della nave Alisios Lng, con una capacità di 12.500 metri cubi, destinata a rafforzare il bunkeraggio nel sud della Penisola Iberica. "Gli investimenti si concentrano nel Mediterraneo, dove troviamo contesti aperti e ricettivi, ma guardiamo anche a nuove aree extra Ue", annuncia Demarchi. Sul fronte della domanda, i segnali sono chiari: il Gnl resta oggi il combustibile alternativo più maturo per il trasporto marittimo. La sfida sarà integrare il bio-Gnl, ancora limitato dalla disponibilità. "Stiamo lavorando anche in Italia allo sviluppo di impianti di biometano, ma la strada è ancora lunga". A fare la differenza è il contesto: "Servono infrastrutture permeabili all’innovazione, ma soprattutto processi autorizzativi rapidi e un approccio collaborativo". Nel medio-lungo periodo il Gnl dovrà confrontarsi con elettrificazione e idrogeno. "Oggi queste soluzioni presentano ancora criticità legate ai costi, alle condizioni di trasporto, alla sicurezza e alla disponibilità. Senza un significativo salto tecnologico, è difficile che possano sostituire il Gnl, che lungo l’intera filiera mantiene oggi un rapporto costi-benefici ambientali più favorevole rispetto alle alternative". Lo sguardo si spinge al 2030. "Lo sviluppo del Gnl e del bio-Gnl rappresenta una leva strategica per rafforzare la competitività del sistema portuale nazionale e consolidare il ruolo dell’Italia come piattaforma energetica nel Mediterraneo".

Nel sistema energetico sta cambiando una variabile chiave: non solo dove si produce il gas, ma come viene distribuito. È su questo terreno che prende forma lo small scale Lng, la distribuzione di gas naturale liquefatto su piccola scala, che da segmento marginale sta evolvendo in una filiera industriale. Il punto di forza è la modularità: minori volumi, maggiore flessibilità, capacità di servire porti, industrie e aree non metanizzate. L’interesse per lo small scale Lng è legato a tre fattori. Il primo è la sicurezza energetica: dopo la crisi del gas del 2022, seguita alla guerra in Ucraina, l’Europa ha aumentato il ricorso al Gnl, che oggi copre circa il 40% delle importazioni, provenienti in larga parte da Stati Uniti e Qatar. Il secondo è regolatorio: le norme europee e internazionali, da FuelEU Maritime all’estensione dell’Ets al trasporto marittimo, spingono verso combustibili a minori emissioni. Il terzo è tecnologico: il Gnl è una soluzione disponibile su scala industriale ed è compatibile con il bio-Gnl. In questo contesto, lo small scale Lng sta uscendo dalla dimensione di nicchia, con la prospettiva - secondo le stime di Grand View Research, società di analisi americana - di passare da circa 17 miliardi nel 2025 a quasi 50 miliardi di dollari al 2033 solo in Europa, con tassi di crescita a doppia cifra. A guidare questa crescita è il settore marittimo. Lo evidenzia Dnv: la flotta mondiale di navi alimentate a Gnl ha raggiunto le 648 unità a fine 2024 ed è destinata a crescere rapidamente. Oggi circa il 50% delle nuove navi a combustibili alternativi utilizza il Gnl, confermando il ruolo “ponte” di questo vettore nella transizione del trasporto marittimo. A questo trend si affiancano i primi segnali operativi: nei porti italiani sono già state avviate operazioni regolari di bunkeraggio, con frequenze che in alcuni casi arrivano a una ogni due giorni. Questo trend sta spingendo lo sviluppo del bunkeraggio e, più in generale, il salto di scala dello small scale Lng, che per crescere deve poter contare su depositi costieri, navi dedicate e una logistica integrata, collegata ai terminali di rigassificazione - punto di ingresso del gas nella filiera - da cui prende avvio la distribuzione su piccola scala. Su questa base si innestano soluzioni come ship-to-ship e ship-to-truck, che consentono di rifornire non solo le navi ma anche le autocisterne, estendendo l’utilizzo del Gnl oltre il comparto marittimo. È su questo terreno - disponibilità di infrastrutture, operatività nei porti e capacità di distribuzione - che si misura il grado di maturità dei mercati. In Italia, il quadro è ancora sbilanciato. Come mostrano i dati di Bip Consulting, nel 2024 la domanda complessiva di Gnl ha raggiunto circa 208mila tonnellate, ma resta fortemente concentrata nell’autotrazione, che rappresenta oltre l’80% dei consumi, con più di 5.000 mezzi e circa 180 stazioni di rifornimento, soprattutto nel Centro-Nord. Il comparto navale, invece, è ancora marginale ma è quello destinato a crescere di più: gli scenari indicano che, con lo sviluppo delle infrastrutture e condizioni di mercato favorevoli, i consumi potrebbero aumentare rapidamente nei prossimi tre anni, trainando l’espansione complessiva del mercato. Grafico a cura di Silvano Di Meo I nodi restano su due piani, strettamente intrecciati. Da un lato, la complessità burocratica - tra iter autorizzativi multilivello e concessioni demaniali per l’utilizzo di aree e banchine portuali - continua a rappresentare più un ostacolo amministrativo che tecnico. Dall’altro, questi ritardi si riflettono sul piano infrastrutturale: ad oggi sono operativi solo due depositi costieri, snodi in cui il gas, dopo l’importazione attraverso i terminali di rigassificazione, viene stoccato e ridistribuito su scala ridotta. Sono quelli di Ravenna - unico punto di ritiro di Gnl a servizio della penisola - e di Oristano, che serve esclusivamente la Sardegna e resta un laboratorio per le reti isolate. Altri progetti sono stati presentati, alcuni risultano autorizzati, ma non ancora realizzati. Sul fronte del bunkeraggio, passaggi decisivi sono stati compiuti con le linee guida per le operazioni ship-to-ship di Gnl e bio-Gnl pubblicate dal ministero delle Infrastrutture e dei Trasporti nel maggio 2025. Il documento introduce procedure operative standard, definisce i requisiti di sicurezza e chiarisce il ruolo delle autorità portuali. Il crescente interesse è stato confermato anche dagli esiti delle prime aste dedicate allo small scale Lng, svoltesi tra ottobre e dicembre 2025, che hanno visto l’allocazione di 15 slot, rendendo possibile l’utilizzo su scala commerciale del Gnl anche nei segmenti più nuovi. A rafforzare la filiera contribuiscono anche infrastrutture di rigassificazione galleggiante come il terminale Fsru Toscana di Olt Offshore Lng, controllato da Snam. L’impianto, al largo di Livorno, rappresenta un’infrastruttura storica per l’import e oggi si sta affermando come uno dei primi snodi operativi in grado di collegare la grande importazione alla distribuzione su piccola scala. Il quadro, però, è più ampio. L’Italia dispone di una rete di terminali di rigassificazione - onshore, offshore e Fsru - che negli ultimi anni ha rafforzato la capacità di importazione. Il passaggio decisivo è trasformare questa dotazione in una filiera logistica diffusa, capace di alimentare porti, trasporti e industrie. È qui che si gioca la partita dello small scale Lng: non più solo importare gas, ma portarlo dove serve davvero.

Hao-Yu Lee has done a decent job slotting into a role in his first look at the major leagues. Detroit Tigers infield prospect Hao-Yu Lee had a pretty rough spring. After a slow start in camp, he headed off to represent his native Taiwan in the World Baseball Classic. An oblique strain suffered before the tournament even began caused him to miss the opportunity, and then it lingered, costing him the first week of the International League season with the Triple-A Toledo Mud Hens. After just nine games in which he didn’t do a whole lot and was busy trying to find his footing after nearly a month without any plate appearances, everything flipped as the 23-year-old suddenly got his first chance to play in the major leagues when Zach McKinstry went down with a minor injury. No doubt his call-up was one of the best days of his life, but to much of the fanbase who don’t follow the farm system, the reaction was more like, who is this guy? He played all the 2025 season at Triple-A Toledo, and while he had a solid year at the plate, posting a 106 wRC+ with 14 home runs and 22 stolen bases, his numbers certainly don’t leap off a FanGraphs or Baseball Reference stat page. For prospect watchers, however, it was another year of solid progression for a young hitter who has always been well ahead of his age curve. Lee was acquired by Scott Harris when he shipped starter Michael Lorenzen to Philadelphia at the 2023 trade deadline. This was one of the first trades Harris made, and it’s turning out pretty well so far. Lee conquered Double-A Erie in 2024 when he was just 21 years old. His numbers in Toledo weren’t that impressive when he jumped to Triple-A last year, but with a February birthday he had just turned 22 years old when he took on the highest level of the minor leagues, consistently competing against good prospects and veteran pitchers, many of whom have major league experience. Production is key, but without the context of age and experience, it’s easy to miss the real picture developing beneath the surface. Lee has been challenged year after year with aggressive promotions, and even in a year where he struggled at times, he still managed to hold his own in 2025. Lee is currently ranked sixth on MLB Pipeline’s ranking of the Tigers farm system, one spot behind fellow 2B/3B right-handed hitting Max Anderson. In my view, that’s a minor mistake and Lee is pretty clearly the more talented prospect of the duo, but it is fitting in a sense to have them back-to-back on a list, because they’re both bound to play a similar role in the major leagues. Each has plus raw power, and neither really profiles as a good defensive infielder. They both tend toward mashing left-handed pitching and just trying to hold their own against right-handers, but their profiles diverge from there. Lee is the more disciplined hitter of the two, and also the more athletic player of the duo. He has the potential to clean up his game and become an average third baseman or second baseman, whereas Anderson is very competent, but just doesn’t have the range and quickness to get much better than he is. Those traits extend to baserunning, where Lee gets the most out of his average speed by being a crafty, aggressive baserunner with some knack for reading pitchers and getting good jumps to steal second base. Anderson’s lack of speed is a real limitation on his baserunning ability that can’t really be overcome through experience. Lee’s overly aggressive style of play can cause him to make the occasional poor throw, but he also has more knack for making a tough play than Anderson does, and the mistakes of aggression may be cured by more time and experience. Lee struck out a very reasonable 20.9 percent of the time in Triple-A last season. That’s basically league average, but he also walked 11.2 percent of the time. Much less a free swinger than Anderson, Lee is better at holding his own when he isn’t really seeing the ball well at the plate. He’ll take his walks and uses the whole field to spray singles and doubles, and as he showed against the Reds on Sunday, he has all fields pop as well. The issue for both hitters is that they tend to do most of their damage against left-handed pitching, and that will probably limit both of them to a part time role in the major leagues. For Lee, the main issue continues to be breaking stuff from right-handed hitters. He handles fastballs well, but he can look like the bad version of Javier Báez when right-handers with good sliders start feeding him heavy doses of benders moving down and away out of the strike zone. That’s his challenge to overcome, whereas Anderson has better hands and strikes out less, but tends to swing at everything within reach rather than being patient enough to hunt for something he can drive. That can work in the minor leagues, but the lack of a strong approach also means he’s more likely to get his weaknesses exploited at the major league level. We’ll see if he can develop a little more of an approach this season, in which case he too might be a nice player to have on the roster in 2027 in the wake of Gleyber Torres holding the second base gig everyday. The other advantage for Lee, is that he’s a year younger than Anderson. While Lee has more pro experience, there’s still more time for him to start shoring up his issues with right-handers than Anderson has to work with in trying to develop his strike zone judgement and overall swing discipline. With the benefit of better athleticism and strike zone judgement, my bet is on Lee to prove the more useful player to the Tigers in the year’s ahead, although Anderson could potentially make a decently productive first baseman with the ability to handle some second and third base as well. McKinstry’s injury provided a perfect opportunity for Lee to come up, right as the Tigers were about to face their first sustained set of left-handed starting pitchers. It was also an opportune moment to get with him with the major league roster to forge some ties, get to know and be known by the regular roster, and get his feet wet in the major leagues. The Tigers believe in those team building aspects, and they also like to dangle the carrot a little bit to interesting prospects who aren’t of blue chip quality. After getting a taste of the major league life, Lee will be hungrier than ever when he returns to the minor leagues. Perhaps if Anderson was healthy, he would’ve gotten the call instead considering Lee’s lack of reps in spring camp, but it didn’t work out that way, and Lee has done a solid enough job with the opportunity. If a similar opportunity arises, I wouldn’t be surprised if it went to Anderson instead, because this is all about future roster building and getting these guys a little experience when the right opportunity comes along. Neither is really ready to seize a regular role just yet in my opinion. When McKinstry returns, you can bet that Lee will return to the Toledo Mud Hens. With Colt Keith still not doing enough damage to really expand his role, and several lefty starters ahead on the docket, the Tigers had an opening for an infielder to hit left-handed pitching. Lee fits the bill. Launching a go ahead bomb against lefty reliever Sam Moll was just what AJ Hinch and the Tigers’ front office had in mind when they called him up. But the Tigers probably don’t want to convert a recently turned 23-year-old prospect into the next Andy Ibánez just yet. Lee needs more time to work against both handed pitchers to see if he can shore up his weaknesses against right-handers, and perhaps find his way to more than a weak side platoon role next season in the wake of Gleyber Torres likely departure in free agency. Hao-Yu Lee is a reasonably talented young player, and his aggressive, bull in a china shop style is a lot of fun to watch. He’s likely to be voted first out of the dugout in a benches clearing scenario, and he runs the bases with a dynamism you might not expect for a thickly built power hitter. He’s also been ahead of the curve, tackling tough levels at an early age and generally finding his way. While he doesn’t quite profile as a future full-time player right now, the Tigers lefty heavy regular lineup will have use for him in the years ahead. If Lee can take one more step and post better numbers against right-handed pitching, while playing a bit more under control on defense, he could creep up into top 100 prospects lists by season’s end, and have an even better chance of taking a roster spot later this season, or in 2027. This is the title for the native ad

Dublin, April 27, 2026 (GLOBE NEWSWIRE) -- The"Electric Boats - Global Strategic Business Report"report has been added toResearchAndMarkets.com'soffering.The global market for Electric Boats was valued at US$4 Billion in 2024 and is projected to reach US$8.3 Billion by 2030, growing at a CAGR of 12.8% from 2024 to 2030. This comprehensive report provides an in-depth analysis of market trends, drivers, and forecasts, helping you make informed business decisions.Electric boats are fast emerging as a disruptive force in the global marine industry, offering a compelling alternative to traditional fossil-fueled vessels. This shift is being driven by a potent combination of environmental regulations, technological advancements, and changing consumer preferences. Unlike their combustion-engine counterparts, electric boats produce zero emissions, making them highly attractive in an era where climate change and marine pollution are top concerns. Their silent operation not only enhances passenger comfort but also aligns with environmental preservation efforts in ecologically sensitive zones. The market is seeing increasing interest from both commercial and recreational sectors. In luxury yachting, electric propulsion is being adopted for its quiet, smooth ride and low maintenance profile. Meanwhile, ferries and water taxis in urban and island-based cities are turning to electric systems to reduce operational costs and adhere to stringent emission norms. The emergence of hybrid systems that combine electric motors with diesel generators is also expanding the use case for longer voyages. Charging infrastructure is gradually evolving, with marinas in Europe and North America leading the development of high-capacity shore charging stations. Solar-assisted electric boats and battery swapping systems are being tested to enhance operational range and convenience. As consumer awareness about sustainable tourism grows, demand for electric-powered charter boats, rental crafts, and eco-cruise vessels is increasing significantly. Major marine industry players are now investing in R&D to develop high-performance electric hulls and energy-dense marine batteries, signaling a long-term shift in propulsion technologies. What' s Driving the Escalating Demand for Electric Boats Worldwide?The growth in the global electric boats market is driven by several factors related to technological maturity, commercial viability, evolving end-use applications, and behavioral shifts among consumers and industry stakeholders. A key driver is the tightening of maritime emission regulations across major global markets, which is compelling both public and private sector players to transition toward low- or zero-emission alternatives. Commercial sectors such as passenger transport, ferries, and port services are seeing rising demand for electric vessels to meet sustainability targets and reduce operational costs. Another significant driver is the increasing suitability of electric propulsion systems for smaller and medium-sized vessels, which represent the bulk of the world' s marine fleet. The growing availability of high-capacity, marine-specific lithium-ion batteries has made this transition feasible. End-use diversification is also playing a central role, with electric boats gaining traction in tourism, hospitality, fishing, and even defense sectors. Eco-resorts and national parks are adopting electric boats for guided tours, enhancing the visitor experience while minimizing environmental disruption. On the consumer front, there is a marked behavioral shift toward sustainable leisure activities, with younger boat buyers favoring electric models for their simplicity and clean energy appeal. Rising fuel costs and maintenance overheads of combustion engines are further encouraging this shift. The expanding network of marina-based charging stations and dedicated service providers is supporting after-sales confidence. Additionally, manufacturers are focusing on offering turnkey electric solutions that reduce installation complexity and enhance user experience. Strategic partnerships between battery manufacturers, shipbuilders, and port authorities are also contributing to smoother deployment and market scaling. These collective forces are converging to accelerate the global electric boats market into a new era of clean, efficient, and future-ready maritime mobility. Report Features: Key Insights: Report Scope Key Attributes: MARKET TRENDS & DRIVERS FOCUS ON SELECT PLAYERS:Some of the 42 companies featured in this Electric Boats market report include: For more information about this report visithttps://www.researchandmarkets.com/r/a8bg83 About ResearchAndMarkets.comResearchAndMarkets.com is the world's leading source for international market research reports and market data. We provide you with the latest data on international and regional markets, key industries, the top companies, new products and the latest trends. Attachment

Ottawa, April 27, 2026 (GLOBE NEWSWIRE) -- The construction chemicals market is driven by rapid global infrastructure development, increasing urbanization, and growing demand for high-performance, durable, and sustainable construction materials. What is the Construction Chemicals Market Size in 2026? The globalconstruction chemicals market sizeis valued at USD 54.75 billion in 2026 and is expected to be worth USD 74.66 billion by 2035, with a robust CAGR of 3.51% from 2026 to 2035. The construction chemicals market growth is driven by rising urbanization, infrastructure investments, & demand for durable, sustainable construction materials. The Complete Study is Now Available for Immediate Access | Download the Sample Pages of this Report@https://www.precedenceresearch.com/sample/2360 Construction Chemicals Market Key Takeaways ➡️Become a valued research partner with us☎https://www.precedenceresearch.com/schedule-meeting How Does Infrastructure Expansion Drive the Construction Chemicals Market? Demand for construction chemicals is mainly fueled by surging infrastructure investments & government-led development initiatives. Alongside, emerging large urban incentives & housing programs are propelling the higher adoption of state-of-the-artconstruction materials, like admixtures and waterproofing systems, to bolster the performance of structures over their respective lifespans. Additionally,green buildingcodes and sustainable development are promoting innovation in eco-friendly chemicals, coupled with long-term demand for construction chemicals in the marketplace. Market Opportunity The construction chemicals market will provide many opportunities through the broader use of sustainable & green buildings. Within the country of India, there are diverse initiatives taking place, including the energy conservation building code & the revolution of smart cities, which finally spur the utilization of low-carbon construction materials. Besides this, the worldwide players are fostering efforts into eco-friendly admixtures, sealants, and coatings & substantial breakthroughs in self-healing concrete & bio-based chemicals. Therefore, by leveraging thesesustainable materialsin the construction industry, manufacturers will have an opportunity to achieve their sustainability goals, with enhanced durability of their infrastructure projects & lower long-term maintenance expenditures. Built for leaders who move markets. Access live, actionable intelligence with Precedence Q.https://www.precedenceresearch.com/precedenceq/ How Big is the Size of Asia Pacific Construction Chemicals Market in 2026? According to Precedence Research, the Asia Pacific construction chemicals market size is valued at USD 29.02 billion in 2026 and is predicted to reach around USD 74.66 billion by 2035, growing at a significant CAGR of 3.51% from 2026 to 2035. Note:This report is readily available for immediate delivery. We can review it with you in a meeting to ensure data reliability and quality for decision-making.Try Before You Buy – Get the Sample Report@https://www.precedenceresearch.com/sample/2360 Why Asia Pacific Dominated the Construction Chemicals Market in 2025? In 2025, the Asia Pacific held a major share of the market, with an emerging trend to build large amounts of infrastructure, often propelled by faster urbanization, with government assistance for housing & transportation projects. However, both China and India are developingsmart cities, broadening highways, & adding numerous buildings to their economies. Also, the APAC experienced massive use in both the private and public sectors due to escalated demand for residential & commercial buildings, with the existence of more strict building regulations. For instance, How Big is the Size of India Construction Chemicals Market in 2026? According to Precedence Research, theIndia construction chemicals market sizeis valued at USD 4.64 billion in 2026 and is predicted to reach around USD 6.19 billion by 2034, growing at a significant CAGR of 3.63% from 2025 to 2034. Note:This report is readily available for immediate delivery. We can review it with you in a meeting to ensure data reliability and quality for decision-making.Try Before You Buy – Get the Sample Report@https://www.precedenceresearch.com/sample/5863 India Construction Chemicals Market Highlights Indian Market Trend India held a dominant share of the construction chemicals market in 2025, due to the immersive government assistance for specialized chemical parks, escalated market entry by giant players & major emphasis onnanotechnologyfor durable infrastructure. For instance, How is North America Predicted to Expand Fastest in the Construction Chemicals Market in the Coming Era? North America is anticipated to grow at a rapid CAGR due to an increase in renovations and construction of modernized infrastructure. Specifically, the United States has the highest demand for construction chemicals due to a rise in significant investment for sustainability and green building construction. Other innovations, including high-performance coatings, sealants, and repair materials, are also fueling the overall regional growth. In addition, the surging focus on energy-efficient homes & structures is fostering the number of construction chemicals being employed in both residential and commercial building & construction. For instance, U.S. Market Trends The construction chemicals market in the U.S. is fueled by a massive investment in infrastructure,semiconductorfabs, & data centers, which necessitate high-performance epoxy flooring & protective sealants. Alongside, extensive regulatory effort is propelling the movement toward bio-based additives & low-carbon cement alternatives. Europe Market Analysis Europe is experiencing a notable growth in the market, due to the EU’s zero-emission building rules, the Green Deal, & green building certifications (LEED/BREEAM). These rules are encouraging the development of eco-friendly, low-VOC, & high-performance, sustainable chemicals. Whereas, older infrastructure & expanded investment in public projects are driving demand for repair, rehabilitation, &protective coatings. Germany Market Trends Day by day, Germany is advancing technologies, like self-healing concrete, which automates sealing cracks, & corrosion inhibitors with embedded sensors are rising in use to raise durability. Furthermore, the market is increasingly leveraging digital tools for real-time monitoring of concrete properties during transit, and also for tracking curing & temperature on-site. Get informed with deep-dive intelligence on AI’s market impacthttps://www.precedenceresearch.com/ai-precedence Construction Chemicals Market Scope ➤Access the Full Construction Chemicals Market Study @https://www.precedenceresearch.com/construction-chemicals-market Segmental Insights Type Insights How did the Concrete Admixtures Segment Lead the Construction Chemicals Market in 2025? The concrete admixtures segment captured a major share of the market in 2025, due to their role in rising the workability, durability, & strength of modern-day concrete structures. Accelerating infrastructure development & a desire for high-performance concrete in urban projects are promoting the use of concrete admixtures. In addition, concrete admixtures offer an optimized set time & elevated resistance to environmental stresses, making them a prominent factor in large-scale commercial & public infrastructure construction projects. The waterproofing and adhesives segment is estimated to witness rapid expansion. Increased awareness of the longevity of buildings and the importance of protecting buildings from moisture has led to a rise in demand for effective sealing and bonding solutions. Alongside, faster progression of urban housing and renovation projects is further driving up the demand for advanced waterproofing systems, with a focus on green construction & preventing leakage of water from both homes and buildings. Application Insights Why did the Non-Residential Segment Dominate the Market in 2025? The non-residential segment led the construction chemicals market in 2025, because of the large investments being made into infrastructure, like roads, bridges, airports, etc., commercial buildings, office buildings, retail centers, etc. Also, industrial projects widely use a lot of different types of construction chemicals. Emerging investment in transportation, energy and smart city projects drives the need for durable and high-strength materials, & finally supports the market growth. However, the residential construction segment is expected to grow rapidly due to rapid urbanization & surged housing demand, especially in developing countries. The availability of government housing programs, coupled with more disposable income, has created more opportunities for new construction & home improvement type projects. Additionally, widening awareness of the importance of using high-quality construction materials and protective products among consumers fosters the adoption of construction chemicals in their residential construction process. ✚Related Topics You May Find Useful: ➡️Sustainable Construction Chemicals Market–Explore the shift toward eco-friendly formulations and sustainable building practices driven by environmental regulations and green construction trends. ➡️Modular Construction Market–Understand how prefabrication and off-site construction are transforming project timelines, cost efficiency, and scalability in the construction industry. ➡️Generative AI in Construction Market–Discover how AI-powered design and planning tools are enhancing productivity, optimization, and decision-making in construction projects. ➡️Construction Equipment Market–Analyze growing demand for advanced machinery driven by global infrastructure development and increasing mechanization. ➡️Construction and Design Software Market–Examine the rising adoption of digital tools such as BIM and design platforms that streamline planning and execution workflows. ➡️Electric Construction Equipment Market–Track the transition toward electrified machinery supporting sustainability goals and reducing on-site emissions. ➡️Utility System Construction Market–Gain insights into expanding infrastructure projects focused on water, energy, and essential utility networks. ➡️Port Construction Market–Understand growth driven by global trade expansion and modernization of maritime logistics infrastructure. ➡️Construction Software Market–Explore the rising demand for digital solutions improving project management, collaboration, and operational efficiency. ➡️Construction Equipment Rental Market–Learn how rental models are gaining traction as cost-effective alternatives to equipment ownership. ➡️Artificial Intelligence in Construction Market–See how AI applications are enabling automation, predictive maintenance, and smarter construction planning. ➡️Construction Accounting Software Market–Discover how specialized financial tools are improving budgeting, compliance, and cost control in construction projects. Competitive Landscape What are the Key Developments in the Construction Chemicals Market? Segments Covered in the Report By Type By Application By Geography Thank you for reading. You can also get individual chapter-wise sections or region-wise report versions, such asNorth America, Europe, or Asia Pacific. Immediate Delivery Available | Buy This Premium Research Report@https://www.precedenceresearch.com/checkout/2360 You can place an order or ask any questions, please feel free to contact atsales@precedenceresearch.com|+1 804 441 9344 Stay Ahead with Precedence Research Subscriptions Unlock exclusive access to powerful market intelligence, real-time data, and forward-looking insights, tailored to your business. From trend tracking to competitive analysis, our subscription plans keep you informed, agile, and ahead of the curve. Browse Our Subscription Plans@https://www.precedenceresearch.com/get-a-subscription About Us Precedence Research is a worldwide market research and consulting organization. We give an unmatched nature of offering to our customers present all around the globe across industry verticals. Precedence Research has expertise in giving deep-dive market insight along with market intelligence to our customers spread crosswise over various undertakings. We are obliged to serve our different client base present over the enterprises of medicinal services, healthcare, innovation, next-gen technologies, semi-conductors, chemicals, automotive, and aerospace & defense, among different ventures present globally. 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Ottawa, April 27, 2026 (GLOBE NEWSWIRE) -- According to Precedence Research, theglobal biofuels market size will growfrom USD 150.66 billion in 2026 to nearly USD 271.84 billion by 2035, accelerating with a solid CAGR of 6.78% from 2026 to 2035. The market is expanding steadily due to government blending mandates, risingfossil fuelconcerns, & raised investments in sustainable aviation fuel & advancedbioenergytechnologies. The Complete Study is Now Available for Immediate Access | Download the Sample Pages of this Report@https://www.precedenceresearch.com/sample/1187 Biofuels Market Key Takeaways Biofuels Market Revenue, By Fuel Type, 2022-2024 (USD Billion) Biofuels Market Revenue, By Feedstock, 2022-2024 (USD Billion) ➡️Become a valued research partner with us☎https://www.precedenceresearch.com/schedule-meeting What are the Factors Propelling the Biofuels Market Growth? The biofuels market is driven by the rising issues regarding energy security, & also through government mandates. The global trend indicates steady rises in theadoption of renewable fuels, coupled with policy frameworks that support renewable fuel blending, like tax credits and mandatory blending requirements, create linkages to reinforce supply chains & appeal to new investment. Globally, the growing use of biofuels to address the volatility in the price of oil and disruptions in supply, which strengthens the role biofuels play in assisting to diversify energy sources & lower greenhouse gas emissions. In addition, advances in second-generation & waste-derived feedstock technologies are improving biofuels' efficiency & eco-friendliness. Market Prospects The global biofuels market is promoting the use of low-carbon fuels in aviation, shipping, & heavy-duty transportation. The demand foradvanced biofuelsis led by government policies to bolster the development of sustainable aviation fuel (SAF). Countries like India are already implementing programs emphasized the progression of compressed biogas through their sustainable alternative towards an affordable transportation program. Moreover, an extensive opportunity focusing on the wide use of agricultural residue & municipal solid waste to evolve scalable second-generation biofuels will assist in driving biofuels to new investment approaches. Corporate commitments to decarbonization and net-zero global targets are also fueling more biofuel alliances, R&D and infrastructure development, thus enabling biofuels to become an integral part of a cleaner energy future. Built for leaders who move markets. Access live, actionable intelligence with Precedence Q.https://www.precedenceresearch.com/precedenceq/ Regional Insights Why did North America Dominate the Biofuels Market in 2025? In 2025, North America registered dominance in the market due to the substantial technological improvements. Technological breakthroughs in biofuels have resulted in a higher demand for renewable fuel, thus leading to greater investment & expansion. The U.S. leads as a result of its robust support for both ethanol & renewable diesel through its clean energy initiatives. Advanced biofuels, like cellulosicethanol& sustainable aviation fuel, have become mainstream and are quickly gaining momentum. For instance, How Big is the Size of U.S. Biofuels Market in 2026? According to Precedence Research, theU.S. Biofuels market sizeis valued at USD 53.92 billion in 2026 and is predicted to reach around USD 96.51 billion by 2035, growing at a significant CAGR of 6.78% from 2026 to 2035. Note:This report is readily available for immediate delivery. We can review it with you in a meeting to ensure data reliability and quality for decision-making.Try Before You Buy – Get the Sample Report@https://www.precedenceresearch.com/sample/3787U.S. Biofuels Market Highlights U.S. Market Trends The U.S. was a major contributor to the biofuels market, as many leading energy providers & several start-ups have begun investing heavily in low-carbon fuels, with pivotal support towards both meeting emissions reduction goals. Also, the U.S. market is spurring the combined benefits of advanced infrastructure & plentiful feedstocks, which enable the rapid scale-up of biofuels production & wider adoption by both the transportation & aviation sectors. How will the Asia Pacific Expand Rapidly in the Biofuels Market in the Coming Era? The Asia Pacific is predicted to show the fastest expansion, due to the stricter regulations, including integrating mandates for ethanol and biodiesel in nations such as India, Indonesia, Thailand, & China. Also, these countries are widely using biofuels to minimize heavy reliance on foreign oil imports & prevent the impact of volatile fuel prices. For instance, Indian Market Trends Eventually, the Indian government is transitioning towards E85 & is establishing a draft policy for higher ethanol blends. The latest trend has explored a pivotal commercial-scale 2G ethanol refinery in Bargarh, Odisha, which was commissioned by BPCL, turning agricultural residue into fuel. For instance, How is Europe Expected to Grow Notably in the Biofuels Market? In the future, Europe is predicted to witness lucrative expansion. A key catalyst is the enforcement of theRenewable EnergyDirective (RED II), which sets a 14% target for renewable energy in transport by 2030. Alongside, the ‘Fit-for-55’ package focuses for 55% greenhouse gas emission reductions by 2030, which increasingly fosters advanced, non-food biofuels. Moreover, the European Union’s commitment to net-zero by 2050 requires a shift from fossil fuels in transportation, aviation, & shipping. Germany Market Trends Specifically, Germany is aiming at a greenhouse gas (GHG) reduction quota instead of volume blending. This quota is pushing fuel leaders to move to fuels with lower carbon footprints. Besides this, Germany has a robust, policy-driven shift toward the latest biofuels produced from residues & waste. For instance, Based on global data, Germany ranks as the second-largest biodiesel producer in Europe. According to recent figures from Verband der Deutschen Biokraftstoffindustrie, the country’s biodiesel production reached approximately 3.6 million metric tons in 2024, reflecting a year-on-year increase of about 100,000 tons. A significant share of this output over half was derived from rapeseed, with rapeseed oil-based biodiesel accounting for around 53.1% of total production in 2024. In contrast,palm oilis no longer utilized in Germany’s biodiesel and fuel production. Biodiesel and hydrotreated vegetable oil (HVO), also referred to as renewable diesel, produced from such tropical oils have not been supported under greenhouse gas reduction policies since 2023. Get informed with deep-dive intelligence on AI’s market impacthttps://www.precedenceresearch.com/ai-precedence Biofuels Market Scope ➤Access the Full Biofuels Market Study @https://www.precedenceresearch.com/biofuels-market Segmental Insights Fuel Type Insights Why did the Bioethanol Segment Dominate the Biofuels Market in 2025? Thebioethanolsegment led the market in 2025, due to its integration with existing transportation fuel blends, specifically as a component of gasoline. In addition to strong government mandates spurring the use of ethanol-blended fuel in emerging nations, widespread availability of ethanol-blended gasoline has had a positive impact on the growth of bioethanol-related products. Furthermore, surging concern over vehicle emissions has developed a rising interest in creating massive quantities of ethanol as a fuel source throughout many developed & developing countries. In the future, the biodiesel segment is predicted to expand fastest, due to the growing demand for cleaner alternatives to conventional diesel fuel for heavy-duty transportation & industrial equipment. The growth of biodiesel for use in alternative fuel applications is being accelerated by the expanded availability of waste oils & animal fats as feedstock. In addition to supportive policies that promote the use of biodiesel as a renewable source of fuel. Furthermore, the rising use of biodiesel inlogistics, agriculture, & public transportation applications is also contributing to the escalating use of biodiesel as a substitute for conventional diesel. Feedstock Insights How Did the Vegetable Oil Segment Lead the Biofuels Market in 2025? The vegetable oils segment registered dominance in the market because of its abundance and advanced supply chain networks within the world's major agricultural-producing countries. Many oilseed crops, such as soybean, palm and rapeseed, have been found to have a high oil yield, with high conversion efficiency from oilseed to biodiesel. Continuous agricultural production levels coupled with an already established processing infrastructure, offering a source of scalable & dependable feedstock to facilitate the world with huge quantities of biofuels. However, the jatropha segment is expected to be the fastest-growing feedstock due to its ability to produce oils on marginal & non-arable land. Subsequently, it has little or no competition with other food crops. Due to the high oil content & minimal input requirements associated with jatropha, it is an ideal source for biofuels produced in a sustainable manner. Funding for research projects and funding for jatropha plantations, especially in lower developed countries, & the combination of these two factors will result in jatropha being utilized as a viable alternative feedstock. Biofuels Market Value Chain Analysis Resource Extraction:This stage involves processing agricultural crops, as well as collecting and refining waste materials used in biofuel production. Key players include Archer Daniels Midland Company and Wilmar International Ltd. Power Generation:At this stage, organic materials are converted into electricity or heat through processes such as direct combustion and gasification. Major participants include Cargill, Drax Group, and Green Plains Inc. Regulatory Compliance and Energy Trading:This segment covers sustainability certification, the use of renewable identification numbers (RINs), and low-carbon intensity credits for trading. Key companies operating in this space include Drax Group, Valero Energy Corporation, and Neste Oyj. ✚Related Topics You May Find Useful: Biofuels Market Companies What are the Revolutionary Developments in the Biofuels Market? Segments Covered in the Report By Fuel Type By Feedstock By Geography Thank you for reading. You can also get individual chapter-wise sections or region-wise report versions, such asNorth America, Europe, or Asia Pacific. Immediate Delivery Available | Buy This Premium Research Report@https://www.precedenceresearch.com/checkout/1187 You can place an order or ask any questions, please feel free to contact atsales@precedenceresearch.com|+1 804 441 9344 Stay Ahead with Precedence Research Subscriptions Unlock exclusive access to powerful market intelligence, real-time data, and forward-looking insights, tailored to your business. From trend tracking to competitive analysis, our subscription plans keep you informed, agile, and ahead of the curve. Browse Our Subscription Plans@https://www.precedenceresearch.com/get-a-subscription About Us Precedence Research is a worldwide market research and consulting organization. We give an unmatched nature of offering to our customers present all around the globe across industry verticals. Precedence Research has expertise in giving deep-dive market insight along with market intelligence to our customers spread crosswise over various undertakings. We are obliged to serve our different client base present over the enterprises of medicinal services, healthcare, innovation, next-gen technologies, semi-conductors, chemicals, automotive, and aerospace & defense, among different ventures present globally. Web:https://www.precedenceresearch.com Our Trusted Data Partners: Towards Healthcare|Towards Packaging|Towards Chem and Materials|Towards FnB|Statifacts|Nova One Advisor|Market Stats Insight Get Recent News: https://www.precedenceresearch.com/news For the Latest Update Follow Us: LinkedIn|Medium|Facebook|Twitter

This article was originally published onCFR.organd updated by NBC News. Subscribe to read this story ad-free Get unlimited access to ad-free articles and exclusive content. TheU.S.-China trade war, which began during Trump’s first term, has reverberated across the global economy. But experts say fully decoupling the world’s two largest economies is likely impossible. Just a moment. We are getting your experience ready.

Will the Strait of Hormuz Open Soon? Inside Iran's Oil Blockade Standoff (Catch all theUS News,UK News,Canada News, International Breaking News Events, and Latest News Updates on The Economic Times.) Download The Economic Times News App to get DailyInternational NewsUpdates. (Catch all theUS News,UK News,Canada News, International Breaking News Events, and Latest News Updates on The Economic Times.) Download The Economic Times News App to get DailyInternational NewsUpdates. Explore More Stories What are lie-flat seats? Air Canada gears up for big upgrade with new single-aisle aircrafts Quote of the Day by Ian Hacking: ‘The social risks that worry us are not random…’ 3 killed in early morning house fire in Lower Sackville, Nova Scotia; probe on Quote of the Day by American fighter pilot Eddie Rickenbacker: ‘Courage is doing what you are afraid to do, there can be no…’ Quote of the day by Graham Bell: 'Before anything else, ...is the key to success' - The genius who made long-distance conversation possible Police arrest third suspect in April 13 fatal shooting in Amherst, Nova Scotia Quote of the Day by Isaac Newton: Plato is my friend, Aristotle is my friend, but my greatest friend is…’ Earth Day 2026: How Canadian cities are turning April 22 into action, from clean-ups to climate learning Quote of the Day by Canadian Philosopher Charles Taylor: ‘The only meaningful life is that which is deepened by carrying through these commitments, living through the dead periods in order to…’ WestJet slashes flight capacity due to soaring jet fuel prices as US-Iran war keeps Middle East on the edge Old Age Security Payments: Canadian pensioners to receive higher payout in April - Check Date, Eligibility, and Maximum Amount by age bracket Quote of the Day by Aristotle: 'Those who educate children well are more to be honored than those who….’ Quote of the day by ‘A Tale of Two Cities’ author Charles Dickens: ‘I cannot stop some dreadful things I try to stop, but I go on in the…’

Bitcoin price action sealed its first weekly candle close above a 21-week moving average trend line since it traded near $115,000 in October 2025. Bitcoin (BTC) counts down the final days of April with a fresh attack on $80,000 as price teases key breakouts. Bitcoin may have failed to tap $80,000 or even hold its latest gains, but the weekly close was still significant. After a last-minute push higher, BTC/USD managed to close out the weekly candle just above a key trend line, data from TradingView confirms. BTC/USD one-hour chart with 21-week EMA. Source: Cointelegraph/TradingView This was its 21-week exponential moving average (EMA) — a resistance feature on the chart in place since October 2025. The last weekly close above it was when the pair traded at nearly $115,000. AsCointelegraph reported, the 21-week EMA was already on the radar for trader and analyst Rekt Capital. A weekly close above it, he argued last week, was a prerequisite for avoiding a support retest of $73,000. “Unless BTC is able to reclaim the 21-week EMA as support... Then this EMA could indeed force BTC into a post-breakout retest of the top of the Double Bottom price broke out from last week,” hetoldX followers. BTC/USD one-week chart. Source: Rekt Capital/X The 21-week EMA currently forms the upper boundary of Bitcoin’s bull market support band, together with the 20-week simple moving average (SMA) at $76,550. Similarly, it was in October last year that price completed a weekly close fully above the band’s two trend lines. Last week, trader Daan Crypto Tradessaidthat such an event “could confirm the end of this down trend and further relief bounce.” BTC/USD one-week chart with bull market support band. Source: Cointelegraph/TradingView On short time frames, the BTC price landscape is offering traders mixed signals. As overall strength persists despite geopolitical uncertainty, bulls continue to struggle with reclaiming key support lines. “Some great momentum on $BTC lately, however there are some crucial levels to consider,” crypto trader Michaël van de Poppe commented in his latest analysis on X. Van de Poppe said that price breaking through $79,000 opens up the path to levels up to $100,000, which will nonetheless “take time.” “If there's no clear breakout at $79K, it wouldn't be surprising to expect some period of consolidation before there's another test of the resistance,” he reasoned. BTC/USDT six-hour chart. Source: Michaël van de Poppe/X Earlier,Cointelegraph reportedon expectations of a fresh BTC price comedown and even new macro lows. Van de Poppe added that such an outcome could occur should the $73,000 area fail. Continuing, trader CrypNuevosuggestedthat liquidity grabs could bring about that trip to the lower end of the $70,000-$80,000 corridor. After the weekly close, BTC/USD took out late shorts above $79,000 before rapidly heading downward, liquidating newly placed longs, data from CoinGlass shows. BTC 24-hour liquidation heatmap. Source: CoinGlass “Price could take the upside liquidations first in a range highs deviation, before going for the lower ones at $70k mid-range,” CrypNuevo predicted. He added that both $70,000 and $80,000 had an “interesting amount” of potential liquidations to offer. BTC liquidation heatmap. Source: CrypNuevo/X With markets still unsure of the roadmap for the US-Iran war, risk appetite is nonetheless “returning,” analysis says. This week has begun with the hope of further negotiations to end the conflict, this time thanks to an Iranian proposal. Bitcoin appeared to find reason for relief on the news, hitting new multimonth highs before quickly retracing. “Risk appetite continues to grow rapidly in this market,” trading resource The Kobeissi Letter wrote in anX responseas BTC/USD neared $79,500. Macro volatility is set to continue in the coming days, thanks also to US macroeconomic events. Wednesday will see the Federal Reserve’s next decision oninterest-rate changes, and markets will be watching Chair Jerome Powell’s press conference for cues when it comes to future policy. Fed target rate expectations for Wednesday's FOMC meeting (screenshot). Source: CME Group FedWatch Tool The war has added new inflation risks for the US, and Thursday’s release of the Fed’s “preferred” inflation gauge should reflect its impact on the trend. This week also marks the last Federal Open Market Committee (FOMC) meeting with Powell as Chair, ahead of the assumed takeover by Kevin Warsh. “New Fed chairs have a history of being greeted with market volatility,” trading resource Mosaic Asset Company noted in the latest edition of its regular analysis series,The Market Mosaic. An accompanying chart put the average S&P 500 drawdown in the year a new Fed chair takes over at 20%. S&P 500 drawdowns under new Fed chairs. Source: Mosaic Asset Company Bitcoin near $80,000 has led analysts to suggest that the “end of capitulation” is already here. In one of itsQuickTakeblog posts on Monday, onchain analytics platform CryptoQuant pointed to institutional investors as the key supporting factor during the 2026 bear market. “During the Hormuz Shock, large investors refused to sell their Bitcoins and the panic in derivatives was irrelevant, as institutional conviction was already cemented,” contributor GugaOnChain summarized. In early February, CryptoQuant argued, when BTC/USD brieflyfell to near $60,000, a “purge” of low-conviction investors had already been underway for several months. “Operators took profits, purging weak hands and retreating the support to $54.5K,” GugaOnChain continued, referring to Bitcoin investors’ average cost basis, also known as realized price. Bitcoin realized price data (screenshot). Source: CryptoQuant CryptoQuant described the “apex” of the process occurring in February, with a recovery underway ever since. “The apex of this purge occurred on February 5, 2026, consolidating the ground zero of this Bear Market. With the Spot squeezed at $62.8K and the Realized Price (RP) at $55.3K, the deviation was only 1.34%,” GugaOnChain explained, calling a “structural bottom.” Bitcoin realized-price data ordered by date coins moved onchain. Source: CryptoQuant Throughout the current macro volatility, US Purchasing Managers’ Index (PMI) has formed a key upside catalyst for crypto and risk assets. Related:Bitcoin Bull Score hits six-month high as 2022 bear-market fears linger This is set to continue, with PMIentering an “expansion” phasefor the first time since 2022. For commentator Matthew Hyland, this now has implications for Bitcoin price action for the rest of 2026. In this bear-market year, BTC/USD should find a bottom in Q4, matching 2022 — but PMI should change the landscape. “Because of the strength of the PMI expansion trigger along with the other 10+ signals I do not believe the ‘4 year cycle’ works out as most expect,” hewroteon X. BTC/USD versus US PMI data. Source: Matthew Hyland/X Instead of beating its February lows, Bitcoin should instead put in “higher low” near $60,000, contrary to the majority’s expectations. Supporting this, Hyland made reference to “10+ signals” showing that the new bottom is already in place. “My invalidation would be a severe black swan something worse than the past few months however black swans are NOT likely so Its low percentage odds of being invalidated and not favorable to happen,” he added.

One of the 180GK configurations explored in the 1980s. Image: RKK Energia Science Power Platform: the ISS’s cancelled power module The Science Power Platform is a name many station enthusiasts have heard, but it’s one for which it is surprisingly hard to find a detailed description. Before the name disappeared from International Space Station planning documents and “Assembly Complete” illustrations in the late 1990s, the module it represented was a key element of the station’s Russian Orbital Segment and a vital part of the accelerated assembly sequence that convinced the US to push ahead with the international project at full steam. In the end, the SPP was not as necessary as initially thought and, after suffering from a wave of funding cuts that plagued the Russian program in the ’90s and a series of redesigns that aimed to simplify the module while maximizing its utility, it was ultimately quietly dropped from the launch manifest. Though it may at first glance look like it had been thrown together from parts laying around at the RKK Energia facilities like a number of other esoteric unflown ISS modules (looking at you, Enterprise!), it was actually a direct derivative of hardware designed for the Mir-2 station and, in a bizarre twist, parts of it did end up flying to the ISS—on the Space Shuttle. So, how did it all come to be? Power-starved and hot Almost as soon as the Mir space station started taking shape in orbit, it became clear that one of the major factors limiting the station’s science output and productivity would be the available electrical energy. By the time of Mir’s demise in 2001, the orbital complex had become covered by a forest of solar arrays of different shapes, sizes and origins sticking out from every module. While the station’s base block launched with a pair of solar arrays—more efficient and bigger than the ones on its immediate Salyut predecessors—they were quickly joined by a third array installed during a spacewalk. The Kvant-2 and Kristall modules both launched with two large arrays each and after Spektr was redesigned to house American equipment it sprouted a third and a fourth array. Even Kvant, the first, stubby expansion module, had been retrofitted in orbit with two solar arrays, brought to the station together with the Mir Docking Module. Priroda was the only “proper” module not to have power generation capability, though this is partly because the single solar array originally assigned to it flew with the Docking Module (which was more of a dongle than a true module, frankly) and was deployed on Kvant. Thermal management too was significant problem for Mir. During the mid-1990s Shuttle-Mir missions, where the station had to host the Shuttle crews in addition to the normal expeditions and visiting crews, the onboard systems seriously struggled with the extra heat generated by the new arrivals from Florida. With that in mind, a follow up to the world’s first modular station would clearly benefit from a new way to deal with electric power and excess heat. NPO Energia’s 180GK Work on a successor to the Mir space station began at NPO Energia in 1984 and intensified after the Mir core module was successfully launched in February 1986. NPO Energia’s internal space station project, designated 180GK, was based on 100-tonne modules and a massive truss structure to be launched on the superheavy Energia launcher and would accommodate up to 12 crew, but remained a “paper project” until further development of the concept was officially approved in 1989—though in January 1988 it had already been announced to the media under the Mir-2 name. Large solar arrays or novel parabolic concentrators attached to the truss structure—the latter pursued at the time by both NASA and the Soviets due to their smaller size for the same power output than photovoltaic arrays—would provide plenty of electrical power for the experiments aboard the station and generously sized radiators would ensure heat rejection headroom. Another benefit of the truss structure was the additional space inside the pressurized modules, freed up by moving a large chunk of the science hardware outside, with as many as 12 large experiment platforms on the truss. But one more possible reason for designing the station with a large truss could have been the desire to maintain parity in vanity with the American Space Station Freedom, which at the time was also designed around a massive truss structure. Whatever the true reason was, Freedom was most certainly at the back of the Soviet designers’ minds. Sometime in 1991 the 180GK design was abandoned due to delays and budget cuts and the focus shifted to a more modest design, based on the structural spare of the Mir core module and similar in structure to the Mir station. The core module backup, designated DOS-8, was built almost in parallel with the DOS-7 primary article in case DOS-7 was lost during launch or shortly after separation, but at further stages of assembly all work shifted to the primary to prepare it for launch. DOS-8 was left on standby partially complete, ready to be quickly built up to the same spec as DOS-7 or to a modified design. By 1992 the plan had shifted to building a new station using DOS-8 with a handful of research modules clustered around the core, but this time supplemented by a truss. The station reused the Mir-2 name and from this point its configuration evolved continually until the project’s eventual merger with (or maybe absorption by) Space Station Freedom to form the International Space Station. Ur-Platform At the center of the new Mir-2 design (designated 27KSM) was the DOS-8 core module with a crossbar truss named the Science-Power Platform (SPP) attached to its side and outfitted with retractable solar arrays at one end and a parabolic solar concentrator at the other, as well as radiators, experiment platforms, and control thruster packs. In this initial mid-1992 design, the SPP’s structure was to be a scaled-up version of the experimental Sofora truss deployed from Mir’s Kvant module by Anatoly Artsebarsky and Sergey Krikalev in July 1991. A special fixture was used to build Sofora. It held a square frame with a hole at each corner; the pins of four hinged V-shaped tubular aluminum elements were inserted through the holes into the sockets of the previous segment’s elements. Then, the fixture heated up the sockets, which, fitted with shape-memory alloy sleeves, contracted around the joint. The truss was moved one segment forward in the fixture and the process was repeated. Flat-packed elements of the Science Power Platform would be flown to the station onboard Progress-M cargo ships and assembled by cosmonauts in orbit, though an alternative option was considered where the pre-assembled SPP would be launched on one or two Buran flights. Mid-1992 configuration of Mir-2 with the in-space assembled Science-Power Platform truss, in the all-photovoltaic variant on the top and with solar concentrators on the bottom. Images: Novosti Kosmonavtiki, Aviation Week and Space Technology. Another part with Sofora heritage were the two orientation thruster blocks, which were similar in design to the VDU roll control thruster mounted at the end of the Sofora truss. Closer to the center, two large radiators were mounted and, opposite the thruster blocks, sat mobile experiment platforms that could orient the experiments as required; on Mir, some experiments required that the entire station be reoriented to point the instruments. Providing power to the Mir-2 complex were four pairs of photovoltaic Reusable Solar Arrays (MEB) of the same design that flew on Mir’s Kristall module and later with the Mir Docking Module, though at a later stage of assembly on one side of the truss the arrays would make way for a pair of parabolic solar concentrators. Assembly sequence of the 1992 Mir-2 design. Image: Aviation Week and Space Technology. The concentrators work by focusing sunlight onto a circuit of working fluid that expanded and drove a turbine—alas, even in space every new method of energy generation is a steam turbine. The main advantages of the solar concentrators cited by NPO Energia representatives are the reduction of the area needed to generate the same power by more than a factor of two, lower mass, and decreased atmospheric drag. In this configuration, assembly of the station was due to begin in 1996 and be completed within three years, with the solar concentrators joining the station as early as late 1998. In mid-1992, talks between ESA and Russian space program officials on deeper cooperation intensified, with the European agency eyeing Mir-2 as the destination for the Russified version of the Man-Tended Free Flyer (MTFF), which had just been dropped from the plans for Space Station Freedom, and a new collaborative Euro-Russian spacesuit. When the Hermes spaceplane was cancelled later in 1992, they agreed to salvage the technology for its robotic arm, the HERA (HErmes Robotic Arm), and use it on Mir-2. The renamed European Robotic Arm (ERA) appeared in the station’s design in late 1992/early 1993, attached to a mobile platform that could slide along the length of the truss, similarly to how Canadarm2 operates on the ISS. Top: Illustration of the early Hermes Robotic Arm (HERA) in use on the Hermes spaceplane. Bottom: Late 1992/early 1993 illustration of Mir-2 and the Chromos observatory showing the appearance of the ERA and its mobile platform on the station’s truss. Images: ESA/Fokker, garni-cosmos.com Octagons! By May 1993, illustrations distributed to the media showed a significant change in the design of the truss. While still attached to the side of the core module, it was now octagonal in cross-section and made up of a handful of large, pre-assembled segments, though it is unclear if these would fly on Zenit or possibly Buran—work on the Soviet orbiter had by that time slowed to a crawl due to funding issues and was completely abandoned later that month. Western officials and experts had been eager to point out that the previous hand-assembled truss would have been a major challenge for the cosmonauts had it remained in the final configuration. Freedom itself transitioned to pre-integrated truss segments in 1991 in part due to a whopping 2,000 to 3,000 hours of EVA required every year to build and maintain the station with its original truss, according to studies commissioned by NASA. The interim Mir-2 configuration of 1992. Images: Novosti Kosmonavtiki, ESA via danielmarin.naukas.com Final Mir-2 configuration In an effort to make station expansion easier, provide more docking ports, and allow for a potential swap of the core module after it outlived its usefulness, two Universal Docking Modules (USMs) were added to Mir-2 in mid-1993 and the orbital complex took on the form most familiar to space nerds. USM №1 would be attached to the core module’s forward port with the two halves of the octagonal-section Science Power Platform berthed to its lateral docking ports: the SPP was now “intersecting” the pressurized module instead of being braced against the core module’s side. capcomspace.net The 1993 Mir-2 configuration. Images: ESA via danielmarin.naukas.com Each half of the Science Power Platform was made up of two large segments: the first was docked to the side of USM №1 and contained a pressurized compartment that provided space for control moment gyros and electrical batteries as well as the mounting points for the large 8.4-by-6.0-meter radiators; the second section contained a narrower extendable truss that was deployed to its full length once the module was berthed to the station. The segments would be paired with Progress-derived tugs and launch on Zenit. General layout and dimensions of the Mir-2 truss. Image: ESA via danielmarin.naukas.com Attitude thruster packs, now named the Remote Propulsion System, were once again mounted on the SPP, but by this point they had changed their shape to octagonal prisms that would fly inside the unpressurised volume of the first SPP segment and be repositioned on the truss using the robotic arm. Just like before, power was provided by a mix of photovoltaic arrays at one end of the truss and parabolic solar concentrators at the other; both had two degrees of freedom to allow them to be pointed towards the Sun more efficiently—the original Mir had become so power-starved by the late ’90s that often the entire station needed to be reoriented to produce the power required. Images ESA via danielmarin.naukas.com Merger of equals? In the meantime, discussions on merging the financially unstable Mir-2 and Freedom (renamed to Alpha after the 1993 redesign) projects had been intensifying and finally culminated in an agreement to combine the two stations. The initial configuration of the new international Space Station Alpha unveiled on August 26, 1993, included most of the Space Station Freedom hardware—dubbed the US Orbital Segment—and a smattering of Russian pressurized modules with half of Mir-2’s Science Power Platform docked to the zenith port of one of the three Universal Docking Modules now present on the station, which formed the Russian Orbital Segment. Images: Novosti Kosmonavtiki Interestingly, the new Science Power Platform used solar concentrators instead of the more conventional photovoltaic arrays. While they did promise a higher power output, they also required additional heat rejection capacity, so the American side quickly requested they be downsized from 10 kilowatts to just 2–3 kilowatts, which the Russians promptly rejected as it negated the whole point of using solar concentrators to generate a lot of power. More criticism came from NASA engineers, who doubted that the system could be developed in just a couple of years and join the station early in the assembly process: the illustration above on the right is not just a cutaway or partial view, but how the station would have looked just before the US side started building the Integrated Truss Structure with its large solar arrays. One of the incentives for inviting Russia to the project was, along with lowering the station’s burden on the American taxpayer, the ability to reach “Permanent Manned Capability” (PMC) much sooner than with the revised Freedom. Instead of assembling the truss from one end, adding pressurized modules in the middle and only reaching PMC after 11 or so assembly flights, permanent crew occupation could start as soon as the first US modules were attached to the Russian segment and electrically connected to the Science Power Platform, which was scheduled for the fourth shuttle flight to the station. The main truss could then be built from the center out. 1993 configuration of Freedom at Man-Tended Capability (achieved after six Shuttle flights). Image: NASA via National Archives By autumn 1993, the solar concentrators on the SPP were replaced with the photovoltaic arrays from the other end of the Mir-2 truss, though a possibility was left for the concentrators to join the station at a later stage, when they would be attached to the shorter end of the American truss. By the end of the year, after plans to test demonstrators of the concentrators on Mir (predictably) fell through, the technology’s inclusion in the space station design was abandoned altogether. In October 1993, two of the three Universal Docking Modules were replaced by a single Functional Cargo Blok (FGB), later named Zarya, and the Science Power Platform migrated to the FGB’s zenith docking port. On November 1, 1993, the “Addendum to the Space Station Alpha Program Implementation Plan” containing the new design was officially approved and presented at the White House. 1 November 1993 configuration of the space station. Image: NASA via danielmarin.naukas.com Before the end of 1993, the Science Power Platform was moved from Zarya to the zenith docking port of the Service Module—the ex-Mir-2 core module, later renamed Zvezda. The SPP in its new location on the station. Note the solar concentrators on the American truss. Image: NASA via National Archives The SPP retained its late-Mir-2 structure and required three launches on the Zenit: one each to carry the two truss segments and one carrying a modified Progress spacecraft with a special cargo platform holding now six solar arrays, and control moment gyros.[1] A special rail for the ERA would be mounted on the Universal Docking Module and the SPP to allow the components delivered on the third launch to be transported to their mounting location on top of the SPP. All three launches were planned for September-October 1997 as of early 1994. Early 1994 configuration of the space station. Middle: Legend: 1 — SPP-1 segment; 2 — SPP-2 segment; 3 — two-axis solar array joint; 4 — SPP solar array; 5 extendable part of the SPP-2 segment; 6 — remote propulsion system; 7 — radiator; 8 — docking point of SPP-1 and SPP-2; 9 — pressurised compartment with control moment gyros; 10 — docking point of SPP-1 with Service Module. Right: a one-off illustration with the SPP turned 90 degrees. Images: Novosti Kosmonavtiki Consolidation By early 1994, the ISS regained the fourth solar array pair on its main truss, while the Science Power Platform design evolved. Information on this version is very scarce, but all illustrations show a somewhat simplified structure, with the extendable section replaced by a single long unpressurised truss. Instead of the octagonal Remote Propulsion System attitude control units, the SPP now utilized new Autonomous Thruster Facility (ATF) packs. Each ATF unit would house its own propellant tank, for a total of 1,760 kilograms of propellant across two units, of which 1,680 would be usable. The attitude thrusters on the ATF seem to be the NIIMash 11D428A-16 units with about 130 newtons thrust and 290 seconds of specific impulse, also used on Zvezda and the Soyuz service module. This propellant mass might not seem huge for a station of this size, but the ATF thrusters would have been over 15 meters away from the orbital complex’s center of mass, which massively improves their effectiveness, especially for roll corrections. In fact, the same fuel-saving trick is currently being used with thrusters on the Nauka module. 1995 configuration of the ISS with the Science Power Platform and Autonomous Thruster Facility units. Images: NASA via NTRS As in the previous plan, the main truss would be launched on two flights of the Zenit, but now the second flight would also carry the first ATF unit. A total of four ATF units, all launching fully-fueled, feature in the flight planning documents, despite drawings and diagrams of the station’s layout only showing two units. Completely replacing the first two units just two years after launch seems unrealistic, so there must be a different explanation. I have not, unfortunately, been able to find it. A diagram of the two Science Power Platform segments in the 1994–1995 Zenit-launched configuration. Image: NASA As of 1995, the launch of the first SPP truss segment (assembly flight 5R) was scheduled for November 1998, followed by flight 6R with the second truss segment and first ATF unit in February 1999. The first solar arrays would be delivered on flight 7R in April 1999. After a short break, SPP assembly would resume with flight 12R in November 2000, carrying two ATF units and flight 14R in October 2001 would deliver the final fourth ATF unit and the remaining solar arrays. The solar arrays would launch aboard a dedicated Progress-derived cargo spacecraft launched on Zenit and, after arriving at the station, would be moved to their mounting point with the help of the ERA along the special rail running down the truss and the Universal Docking Module below. Solar array delivery for the Science Power Platform aboard modified Progress spacecraft. Images: Robotics and Autonomous Systems , ESA New launcher, new platform The adopted assembly sequence emphasized Russian modules in its early phase, with a gradual shift of the balance towards American segment hardware later. For Russia’s strained space industry, the idea of supporting both the Mir program and the new ISS at full force was considered unfeasible, so after all shuttle flights to Mir were successfully completed, the orbital complex was to be abandoned in 1997, with all efforts redirected towards building the ISS henceforth. However, there was still some useful life left in the Mir complex—two modules, Priroda and Spektr, had not even been launched yet—and the RKK Energia proposal to start assembling the ISS by adding new modules to Mir and discarding the old hardware later was rejected by NASA. So, by 1996, the Russians started pushing for a simplification of the Russian Orbital Segment to allow the simultaneous operation of Mir and the ISS during the initial phase of the latter’s construction until the end of the decade. In January 1996, a delegation of Russian government and industry personnel travelled to Houston and reached an agreement for the US to join in on the utilization of Mir until 1999 and for both countries to fully shift focus to the nascent ISS thereafter. The Russian side also announced that to maintain the launch schedule they would abandon the use of the Zenit launch vehicle for ISS assembly, citing high launch costs and the availability of just one launch pad in Baikonur suited for the Zenit. The SPP would now be delivered to the ISS on two flights of the shuttle. In March 1996, the feasibility of launching the SPP on the shuttle was confirmed and, in May, the preliminary design of the module was presented to NASA officials in Moscow. Revision B of the ISS Assembly Sequence document scheduled the first SPP mission for flight 9A.1 in November 1999. The change of launch vehicle necessitated a thorough redesign. The new Science Power Platform retained the pressurized section (Block A) from the previous version, but now the entire module would launch pre-integrated, with the truss section (Block B) mounted directly to the pressure hull. General layout of the Science Power Platform. Image: Semyonov 2001 via Nicolas Pillet, translated by Yours Truly Like in the pre-1994 design, a secondary truss would extend from the unpressurized section to provide clearance for the eight solar arrays: four arrays would now launch together with the rest of the SPP, temporarily mounted to the side of the truss, while the remaining four would be delivered together with micrometeoroid shields and extra hardware on the second shuttle flight. The module would mass around 15 tonnes at launch,[2] which would increase to around 20 tonnes after all outfitting hardware and payloads were installed. In the stowed position, the SPP’s length was 13.45 meters, which would increase to 19.90 meters with the secondary truss fully extended. The pressurized compartment was 5.9 meters long with a 1.0-meter unpressurised compartment directly above it, both with a diameter of 2.20 meters. The extendable truss measured 6.2 meters long and 2.55 meters in diameter. Image: NASA via Wikimedia Commons Six gyrodynes would be installed to aid the station’s attitude control, together with orientation thrusters on the truss section. Of course, the design also included some lovely payload attachment trunnions to interface with the shuttle’s payload bay. Images: Lopota 2011 via Nicolas Pillet, RKK Energia via RussianSpaceWeb.com Shortly thereafter, the Russian Space Agency made the decision to develop a new heavy-duty variant of the venerable SSVP docking port for use on the station’s Russian segment, including the Science Power Platform. The “hybrid” SSVP-M8000 retains the soft-docking “pin-and-cone” mechanism from the standard SSVP-G but borrows the larger and stiffer hard-docking collar from the APAS-89/95 system to cope with the larger forces experienced by the unprecedentedly heavy space station. The new delivery method also required a unique berthing maneuver. As the shuttle’s Canadarm manipulator would not be able to reach far enough to position the SPP’s over Zvezda’s zenith docking port, the module would be “handed off” to the station’s Canadarm2 and only then berthed at its destination. No spoilers yet, but the “hand-off” would end up being performed for real some 15 years after being conceived for the SPP. General Contact Dynamics Toolkit SPP handoff maneuver and berthing. Images: IFAC Space Robotics The European Robotic Arm remained part of the SPP complex, joined by a newly developed manually operated platform that would ride along the truss with one or two cosmonauts. A Regul-OS communications antenna was placed at the top of the truss; when plans were being drawn up for ATV flights to the ISS in 1999, there was briefly a proposal to place the antenna for the MBRL data link for approaching spacecraft on the SPP as well, but the hardware was installed on the Zvezda module instead. In addition to the 50 kilowatts of power generation, the Science Power Platform featured a five-segment radiator panel running on ammonia—a first for the Russian space industry—capable of rejecting 30 kilowatts of waste heat. The unit measured 4.15 meters at the widest point and extended 21 meters from the module’s centerline. Image: ESA (cropped) During development of the two-phase ammonia circuit, the phase change behavior and heat transfer dynamics in microgravity proved to be difficult to control, so an experiment was devised to test the system before it was signed off. Named Kontur (circuit in Russian), the full-scale heat exchanger circuit was delivered to Mir on Progress M-42 and tested in the summer of 1999. The Kontur hardware was mounted on the outside of the Progress spacecraft to avoid the possibility of an ammonia leak finding its way into the habitable volume of the station. Despite a number of hiccups before the experiment even made it to space and some hilarious problems with the hardware when it did—like the discovery that when deployed, the radiator partially obscures the TORU docking antenna and two ammonia lines fall right over attitude thruster nozzles — the function of the system was validated. Staying true to its name, the Science Power Platform was also designed to house some experiments. In the Russian Orbital Segment’s 1999 configuration with nine modules, the SPP would account for 8% of all science payloads by number, at 24 experiments. Building the thing… In 1997 RKK Energia’s Experimental Machine-building Plant (ZEM) started preparations for the manufacturing of the pressurized compartment. By 1999, significant work was done on the pressure vessel, truss structure, solar panels, attitude control engine pneumohydraulic circuit, the electrical layout, and the control logic, and the testing campaign framework was developed. For the SPP, a new minimum service life requirement of 15 years—double that of Mir hardware—was introduced, which necessitated stricter tolerances and quality criteria. The ZEM plant was responsible for the assembly of the pressurized compartment, but delegated the fabrication of the pressure hull components and truss elements to the Progress factory in Samara. Outfitting hardware like solar arrays and a cargo boom, as well as final assembly and testing of the SPP remained the responsibility of the ZEM. At least two pressurized compartment hulls were fabricated: one static test article and one dynamic test article. SPP pressure vessels at RKK Energia. Images: Lopota 2011 via Nicolas Pillet The pressure vessel itself was divided into three main sections: the hemispherical forward section, the central cylindrical section, and the truncated conical aft section. The cylindrical section was welded from four shorter segments 2.20 meters in diameter. The forward section is essentially the front half of a Soyuz orbital module, with a spherical profile 1.1 meters in radius, though on the SPP the half-dome is densely packed with electrical connector feed-throughs. An active SSVP-M docking unit would be attached at this end. …slowly Between 1996 and 1998, work on the Russian segment of the ISS progressed at a very slow pace due to the perennially low funding allocated for the project. In May 1997, the launch of the SPP with the first four solar arrays was scheduled for flight 9A.1 in July 2000, with the remaining arrays arriving on flight 14A in May 2002 together with the ESA-built Cupola. By 1998 those dates had slipped to January 2001 and August 2002. Work conducted in 1998 and 1999 at a cost of 161.7 million rubles was completely self-funded by RKK Energia as Roscosmos refused to include it in the contract and, in mid-1999, work practically stopped. The 9A.1 flight slipped to November 2001 and the 14A flight, which would now also carry MMOD shields for the Zvezda module, slipped to August 2003. In early 2000, Roscosmos appropriated less than 25% of the requested amount of funding and, after a short burst, work had to be stopped again. By August, the 9A.1 flight slipped further to October 2002, and the second assembly flight was split into two: dtwo arrays with their beam would now fly on the 1J/A flight in February 2004, with the two remaining arrays joining during flight 14A in May 2005. By 2001, the Russian Space Agency realized that the plethora of ISS modules they had designed were beyond their means and had to be cut back, which triggered a three-year effort to land on a workable, more modest configuration of the Russian Orbital Segment. US Congress delegation visits shop 439 at ZEM in 2000. A Science Power Platform pressure vessel visible in the background. Note the presence of the payload bay attachment trunnions. Image: Semyonov 2001 via Nicolas Pillet Contraction One of the early proposed configurations from this period reduced the Science Power Platform to a simple truss with just four solar arrays, berthed to the Pirs docking module, which would be relocated to Zvezda’s zenith port for this purpose. Simplified version of the Russian Orbital Segment: 1 — Science Power Platform (simplified); 2 — Functional Cargo Block; 3 — Multi-Purpose Module; 4 — Universal Docking Module based on FGB-2; 5 — Service Module; 6 — Docking Dompartment. Image: Lopota 2011 via Nicolas Pillet While this configuration would have been the easiest to develop, it sacrificed half the power generation capability and transferred all of the heat rejection responsibility to the redesigned Universal Docking Module and the Multi-Purpose Module. The SPP’s gyrodynes, orientation thrusters and science payloads would also need to be transferred elsewhere. After further studies, in February 2003 a revised proposal which featured the Science Power Module, a reworked version of the SPP, was approved by Russian Space Agency management. By this point, the launch of the Science Power Platform had slipped to January 2007, with the launch carrying the remaining solar arrays scheduled for January 2008. After the redesign, the new Science Power Module was scheduled to launch sometime in 2009. The Science Power Module would gain an extension to the pressurized compartment with a radial docking port, where Pirs could be redocked. The extendable truss section and the radiator were reduced in size, but the solar arrays retained their size. A smaller radiator was now part of the new Multi-purpose Laboratory Module, compensating for the reduction on the SPM. The European Robotic Arm was also moved to the MLM, together with roll control thrusters and some payloads. The MLM, built using FGB-2, the structural spare of the Zarya module, has since been given the name Nauka. Russian Orbital Segment — 2003 version: 1-Science Power Module; 2 — Functional Cargo Module; 3 — Multi-purpose Laboratory Module; 4 — Small Research Module 2; 5 — Small Research Module 1; 6-Reseach Module; 7 — Service Module; 8 — Docking Compartment. Image: Lopota 2011 via Nicolas Pillet This change in direction came but three weeks after Columbia disintegrated on reentry, putting a three year pause on shuttle flights and ISS assembly. A year later, in 2004, the Science Power Module received a minor redesign, with more payloads on the exterior of the pressurized compartment, wider spacing between the solar arrays, and tweaks to the truss structure. Science Power Module as proposed by RKK Energia. Images: Zemlya i Vselennaya In 2005, the decision was made to retire the Space Shuttle by 2010 and reduce the number of remaining flights to the bare minimum to finish the assembly of the space station. By joint decision of NASA and the Russian Space Agency, flight 9A.1, which would have carried the Science Power Platform and its successor, the Science Power Module, to the station, was among those cut. This marked the end of the Science Power Platform. The original module was a vital part of early ISS assembly plans as it provided power to the American modules before the large ITS truss was built, but with the introduction of the Z1 truss, which allowed the American solar arrays to be temporarily attached above the Unity module before the truss was ready, the Science Power Platform lost its strategic importance. It was still the main powerplant for the Russian segment, though, and was designed to provide power and heat rejection capability for nine modules then planned for the ROS. With more and more Russian modules revised, scaled back, combined with others, or simply cancelled, the SPP made increasingly less sense, especially as its science return was relatively low for the cost of building the 20-meter tower. After the shuttle program started winding down, the Russian side negotiated for a continuation of the power supply deal from the US segment to the Russian modules, which let it get away without its own power module. Still, the arrival of the Nauka laboratory in 2021, along with its solar arrays, noticeably lowered the Russian electricity bills owed to the Americans. A new Dawn In June of 2005, the MLM was relocated to Zvezda’s nadir port which, together with the decision to exclusively use the Soyuz for crew rotation from 2009, created a shortage of available docking ports on the Russian segment. At the same time, even with the flight of the Science Power Platform/Module cancelled, NASA remained contracted to deliver a spare elbow joint for the European Robotic Arm and outfitting equipment for the MLM such as the radiator and science airlock. In 2006, RKK Energia started working on how to solve these two problems and came up with a rather elegant solution: the Docking Cargo Module. The DCM would be around six meters long and 2.2 meters in diameter, with one active SSVP-M docking port and one passive SSVP-G to accept visiting Soyuz and Progress spacecraft; the module would be delivered by the Space Shuttle together with the MLM outfitting equipment. Two designs for the DCM pressure hull were considered. The first—а) in the diagram below—used two forward halves of the Pirs-type docking module welded back-to-back with extra shuttle payload bay trunnions attached. This was essentially a copy of the Mir Docking Module that flew to the ISS’ predecessor on STS-74 in November 1995, but with different docking ports. Two DCM variants. Image: Lopota 2011 The chosen design—option б) in the diagram—used an asymmetric pressure vessel based on the Science Power Platform pressurized compartment and was proposed by ZEM specialists to make use of the leftover hardware. In May 2007, the module’s creation was approved and its delivery to the station was agreed with NASA. Later that year, it was redesignated as the Mini-Research Module 1 (MRM-1) and given the name Rassvet, meaning Dawn in Russian. To modify the SPP’s pressure vessel for MRM-1, its aft-most cylindrical section segment and the aft section were removed and a new short aft section based on the Pirs docking module was attached, with extra strengthening and an additional payload bay trunnion. The forward end and the first three cylindrical section segments together with the original payload bay attachment trunnion were retained from the SPP design. Two mothballed Science Power Platform pressurized compartments were used to build Rassvet: the static test article was used for both static and dynamic tests, while the dynamic test article was used build the flight article. SPP pressure vessel before conversion into the Rassvet pressure vessel. Image: Lopota 2011 via Nicolas Pillet One more feature Rassvet inherited from the Science Power Platform was the hand-off maneuver from the Shuttle’s Canadarm to the station’s Canadarm2. Image: Novosti Kosmonavtiki At this point I should probably note that Rassvet is not a copy of the Mir Docking Module. It’s ultimately derived from the same hardware and shares many similarities, but it’s a distinct development that differs in the structural layout. This confusion was probably not helped by the frequent mentions that Rassvet is the “mirror image” of the MDM. This is true insofar as the handedness of equipment installed on the module is flipped because Rassvet flew “feet forward” in the shuttle’s payload bay, with the active port pointing at the aft bulkhead, while the MDM flew with the active port pointing forward, but it does not mean that the design of the module is identical and mirrored. Epilogue By December 2009, Rassvet’s assembly was completed and the module was transported to Florida for launch on STS-132 aboard Atlantis. The mission lifted off on May 14, 2010, and Rassvet was successfully berthed to Zarya’s nadir port four days later, bringing Science Power Platform hardware to the space station almost two decades after the module was conceived. In the end, the Science Power Platform did not get built as initially designed, but it eventually made it to the ISS in one form or another despite the endless configuration changes. The space station we know in 2026 is made up of hardware first drawn up in the ’80s on the US side too, but the Russian segment hardware seems to have an especially esoteric background with ’80s plans often still veiled in Iron Curtain secrecy all these years later. After all, the Pirs docking module, its twin Poisk, the European Robotic Arm and, of course, the Zvezda Service Module, all formed part of the impressive Mir-2 complex. Just like Mir-2 itself, the Science Power Platform used to be the future once. [1] The RKK Energia company history mentions four Zenit launches in the plan agreed in June 1994. [2] 14.7 or 15.6 tonnes depending on the source. Thank you to Nicolas Pillet for providing images for this article. References B. Hendrickx, “From Mir-2 to the ISS Russian Segment”, British Interplanetary Society, 2002 Yu.P. Semyonov (ed.), “S.P. Korolev Rocket and Space Corporation Energia: at the Turn of the Two Centuries”, Moscow, RKK Energia, 2001 V.A. Lopota (ed.), “Rocket and Space Corporation Energia named after S. P. Korolev in the first decade of the twentieth century. (2001–2011)”, Moscow, RKK Energia, 2011 V.F. Utkin, “International Space Station and Applications Programme”, Zemlya i Vselennaya, №4, 1995, pp. 3–7 “‘Mir-2’ Space Station Under Construction”, 12 March 1989, in: JPRS Report Science & Technology USSR: Space, 2 May 1989, p. 53 S. Leskov, “Blagov on Plans for ‘Mir’ Modules, Mission Durations”, Izvestiya, Moscow, 21 February 1989, p.3 News Conference Held at Ministry on Space Research Plans to 2005, Moscow World Service, 21 August 1989, in: JPRS Report Science & Technology USSR: Space, 22 November 1989, p. 53 V.A. Likhachev, A.I. Razov, A.G. Cherniavsky, Yu.D. Kravchenko, S.N. 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Heemskerk, “The European Robotic Arm for the International Space Station”, Robotics and Autonomous Systems, Vol. 23, 1998, pp. 17–27, doi.org/10.1016/S0921-8890(97)00054-7 A. Zak, “Problems in U.S. Space Station Program, Plans for ‘Mir-2’ Proceeding”, Nezavisimaya Gazeta, 6 May 1993, p. 6, in: JPRS Report Science & Technology: Central Eurasia — Space, 28 June 1993, pp. 17–19 R. Bentall, “Reaching Out on Space: Europe’s Robotic Arm”, On Station, ESA Publications Division, March 2, 2000, p. 10 J. Rylaarsdam, “International Space Station Traffic Modeling and Simulation”, Master’s Thesis, Air Force Institute of Technology, March 1996, p. 40, after: R. Puckett, “DAC-1: Propellant Resource Assessment TDS 3.1.1–4. Final Report. Transmittal Memo #95–0034–04”, McDonnell Douglas Aerospace Houston Division, March 30, 1995 J. Smith et al., “Avionics Architecture for the U.S. Segment of the International Space Station Alpha”, AIAA, 1995 “Assembly Sequence Rev. D” in: “International Space Station Familiarization Manual,” NASA Technical Reports Server (NTRS), July 31 1998, ntrs.nasa.gov/citations/20250005232 “International Space Station Assembly Sequence (Revision E, June 1999)”, NASA Johnson Space Center, July 1999, IS-1999–06-ISS012JSC, nasa.gov/spacenews/factsheets/pdfs/rev_e.pdf “Preliminary ISS Assembly Sequence, Revision B, as of March I, 1996” in: “Space Cooperation: International Space Station. Protocol Between the UNITED STATES OF AMERICA and the RUSSIAN FEDERATION”, June 15, 1996, csps.aerospace.org SPP responsibility distribution agreement, Appendix 3, ibid. “International Space Station Assembly Sequence: Revision F (August 2000)”, in: “STS-106 Press Kit”, August 29 2000, A. Zak, “Science and Power Platform, NEP”, accessed 05.03.2026, available russianspaceweb.com/iss_nep.html “International Space Station: Assembly Flight Sequence as of February 2, 2003”, accessed 05.03.2026, spider.seds.org/shuttle/iss_030202.html V. Mokhov, “SM sent to Baikonur”, Novosti Kosmonavtiki, №6, 1999, pp. 56–57 K. Lantratov, “Zvezda: the way to space”, Novosti Kosmonavtiki, №9, 2000, pp. 5–13 K. Lantratov, “Composition of the ISS Russian Segment”, Novosti Kosmonavtiki, №10, 2001, pp. 22–23 Yu. Zhuravin, S. Shamsutdinov, “NASA paid for the flights of its astronauts until 2011”, Novosti Kosmonavtiki, №6, 2007, pp. 20–21 Note: we are now moderating comments. There will be a delay in posting comments and no guarantee that all submitted comments will be posted. Please enable JavaScript to view the comments powered by Disqus. Home

American Airlines and US Airways confirmed their merger on February 14, 2013. We paid close attention to developments at American Airlines and its merger with US Airways from the start. You can follow the process in reverse-chronological order, below. For further coverage of American Airlines and the aviation industry, follow the links below. Entries are in reverse-chronological order. All dates are from 2013. Posted: February 28, 12:33pm U.S. Sen. Bob Casey urged the carriers not to cut jobs or air service in Pennsylvania. Casey, a Democrat from Scranton,released a letteron Wednesday that he wrote to American CEO Thomas Horton and US Airways CEO Doug Parker asking them to “maintain” the air carriers’ combined 1,900 jobs in Southwest Pennsylvania. US Airways accounts for 1,820 of those positions. I ask that you consider preserving overlapping routes that are currently served by both carriers to avoid a reduction in air service levels, particularly into the New York market. Preservation of routes to JFK and LaGuardia is critical to providing international connections to Pennsylvania. In addition to Pittsburgh and Philadelphia, American and US Airways provide a significant level of service at smaller airports around the state. Maintaining service to these cities is essential to economic development, particularly with the increased traffic due Marcellus Shale drilling. I urge you to not only continue service to smaller airports in the Commonwealth, but also consider expanding service in order to meet the rising demands of the natural gas industry. Full story:US Airways, American urged not cut jobs, air service in state by Sen. Casey Posted: February 28, 12:30pm Allied Pilots Associationpresident Keith Wilson advised pilots Wednesday not to get too worked up yet about the issue of combining the seniority lists of US Airways and American Airlines after the proposed merger. The reason: It’ll probably be a long time before the two sides get to that point. Full story:APA president: We’re probably 24 to 30 months away from combining pilot seniority lists of American Airlines, US Airways Posted: February 27, 1:40pm Executives fromAmerican AirlinesandUS Airwayson Tuesday answered questions from lawmakers about their planned merger. Many of the questions had to do with potential prices increases and concerns about losing regional hubs. While it’s the job of members of Congress to look out for their districts, the job of airlines is to fly where people want to travel in and out of. These two things don’t always match up. Full story:The new American Airlines: Members of Congress fret over service to their districts Posted: February 26, 11:25am Executives from American Airlines and US Airways have been chosen to lead the airlines through the gritty details of the merger. US Airways President Scott Kirby and Chief Restructuring Office Bev Goulet will develop plans so the airlines can close the $11 billion merger by Q3 2013. For more background on the leaders: Kirby, who has been US Airways president since 2006, had a major role in negotiating with labor and analyzing the revenue and costs benefits expected from the merger, the memo said. Goulet was named American chief restructuring officer in December 2011 and has served as vice president for corporate development at the carrier since 2002. She had a prime role in negotiating the equity splits of 28 percent for US Airways and 72 percent for American stakeholders in the merger. Full story:The new American Airlines: Execs picked from each camp to lead integration Posted: February 26, 9:29am Chairman Bachus asks the two airline execs how announced $1.5 billion in synergies would help the traveling public. Both Johnson of US Airways and Kennedy of American said the synergies will enable the new American to invest in the airline. On the issues of airline alliances, US Airways would, in effect, leave the Star Alliance and join American’s oneworld. Johnson of US Airways said the airline was basically a “second class” member of the Star Alliance and not part of the joint venture. Oneworld will benefit, Johnson said, because although it already had access to American hubs at JFK and Miami, oneworld will get new access to Charlotte and Philadelphia. Posted: February 26, 8:55am Wow, they let women participate, too. The lone woman among the committee and witnesses, Rep. Suzan Delbene, asks Mitchell how the merger would impact price transparency. Mitchell argues that IATA’s move to develop its New Distribution Capability would be accelerated because US Airways, which has always been a maverick when it comes to travel distribution, would be swallowed up. Mitchell notes that years ago when airlines were offering web-only fares on their own websites alone, US Airways broke ranks and started offering them to travel agents, as well. Posted: February 26, 8:55am In response to a question, Mitchell of the BTC argues if the AA-US Airways merger goes through there would be an unprecedented capability for airlines to coordinate their fares. Kennedy of AA counters that he has been in the airline industry for 29 years, and that the fare climate is “ultracomompetiive.” Consumers would get more choices and the new American would be better able to compete if the merger is approved. Stephen Johnson of US Airways acknowledges that American could emerge from bankruptcy as a standalone airline, but argues that the two airlines’ customers have been pleading for a larger airline, and have been abandoning the two carriers to fly instead on Delta and United-Continental. In addition, Johnson argued that the merger would give the new American the opportunity to pay employees on par with Delta and United. Posted: February 26, 8:19am Rep. Cohen asks Mitchell of BTC whether hub cities will be hurt by the merger just as previous hub cities have suffered from past mergers. Mitchell says its possible that Philadelphia, Charlotte and Phoenix could be impacted because of the geographies of the major hubs. Posted: February 26, 8:14am Subcommittee chairman Bachus defends the idea of an AA-US Airways merger, saying there are few overlapping routes and there is labor support. “From everything I’ve read, this is going to make a stronger airline,” Bachus said. He argued that airline consolidation could have been stopped prior to the Delta-Northwest merger and the United-Continental merger, but now that gives them a distinct advantage over American and US Airways. Posted: February 26, 8:14am Chairman Bachus asks BTC’s Mitchell what would be the negative consequences if AA-USAir merger doesn’t go through? Mitchell replies that he doesn’t buy into that argument, noting that AA’s Tom Horton repeatedly stated that AA could emerge from bankruptcy as a standalone airline. And, US Airways is doing very well financially, he adds. “I just don’t buy into the notion that these are failing firms,” Mitchell says. Posted: February 26, 7:59am Kevin Mitchell, representing the one-member Business Travel Coalition, and speaking for theAmerican Antitrust Institute, claims airlines andIATAare planning on ending published fares in their proposed New Distribution Capability initiative. According to Mitchell, travelers would have to submit their personal information, including names and even marital status, before being able to view fare quotes. Mitchell’s interpretation of the airline/IATA vision has no chance in hell of becoming reality. Posted: February 26, 7:51am US AirwaysStephen Johnson testifies the merger would create new international opportunities, and the third legacy airline that would be able to compete internationally. On the domestic front, Johnson testified before the Congressional committee that the merger would enable the new American to implement a cost structure to compete withSouthwest,JetBlue,Allegiant,Spirit, andVirgin America. Posted: February 26, 7:38am Rep. Conyers wondered whether Southwest will continue to play the traditional role of low cost carriers with competitive fares now that Southwest is large enough to be part of the big airline club. Posted: February 26, 7:31am Rep. Steve Cohen blasts prior appearance ofDeltaCEO Richard Anderson during Northwest merger when he promised Memphis would get additional international flights, and better service. Cohen said Anderson talked about how he loves the city and the ribs. But, instead today Memphis has 40% fewer flights, and Delta has used its position to block competitors from entering the market, Cohen said. Posted: February 26, 7:22am The House Subcommittee on Regulatory Reform, Commercial and Antitrust Law hearing on the U.S. Airways-American Airlines merger is under way. Rep. John Conyers noted that American is going to emerge from bankruptcy with billions of dollars and US Airways has achieved record profits. Conyers said both airlines are capable of surviving and even thriving on their own. He said the airline have a high burden to show that the merger wouldn’t harm competition, saying past mergers have shown that fares have risen on formerly overlapping routes. He wondered if this could lead to tacit agreement among the three remaining legacy carriers to raise prices. Posted: February 25, 3:06pm US AirwaysandAmerican Airlinesmade big strides prior to the merger to get labor on board, but tough labor talks still lie ahead. New CEO Doug Parker will need to keep on wooing union leaders and rank and file if he wants the love fest to continue. But despite the hugs and good will exchanged when the merger was announced Feb. 13, challenges lie ahead for the unions. Seniority integration lists need to be crafted. Workers must decide which union they want to represent them in contract talks with the merged carrier. Full story:The new American Airlines: Tough labor talks are ahead Posted: February 22, 8:23am The bankruptcy court hearing for the proposed merger between American and US Airwayshas been scheduledby U.S. bankruptcy judge Sean Lane for March 27, 2013. Stakeholders who want to respond or object to the motion have until March 15 to do so. Posted: February 22, 8:19am YesterdayUS AirwaysCEO Doug Parkerheld a meetingwith the pilots unions of American Airlines and US Airways where everyone agreed that a new corporate culture would be needed moving forward. American pilots backed Parker and the US Airways integration early on, which helped smooth the road to the proposed merger. The pilots unions issued the below joint statement following the pow wow: Today theAllied Pilots AssociationNational Officers and Board of Directors and theUS Airline Pilots AssociationNational Officers and Board of Pilot Representatives met at APA headquarters in Fort Worth, TX to affirm our mutual support of the merger between American Airlines and US Airways. The APA and USAPA leadership likewise agreed to work cooperatively to represent the best interests of all of our pilots.The executives each delivered brief remarks to the pilot union boards and fielded questions from APA and USAPA representatives. The pilot representatives emphasized the need for a new culture that effectively engages employees and recognizes our pilots’ leadership role in the operation of the airline. The executives acknowledged the need to create a new corporate culture and to build trust and credibility between the airline’s management and front-line employees.The APA and USAPA leadership look to the future with cautious optimism. The pilots represented by APA and USAPA have made substantial individual and collective sacrifices to put both airlines in a position to execute this merger, and we look forward to reaping the benefits of working for the world’s premier airline. Posted: February 22, 8:06am The new American Airlines will fly withoneworld, whichis expected to boostthe alliance’s world market share up 8 percent to 34 percent. The new AA will also become the largest US carrier atLondon’s Heathrow airport, a strategic base for its international ventures, with most other overseas hubs located in North America and the Caribbean. Posted: February 21, 6:50am It appears the AMR Corp. name will soon go the way of Tom Horton and have little role in the new American Airlines. According to a U.S. regulatory filing, American Airlines Group Inc. will replace AMR “immediately after the effective time of the merger.” On the outside it’s a small matter, but it speaks to the incoming management’s desire to simplify matters and make a break with the old corporate structure that angered employees and led American into bankruptcy. Full text:The new American Airlines: Ditching the corporate name AMR Posted: February 21, 6:46am Merging the technology systems that run US Airways and American Airlines could take as long as four years and cost millions of dollars,the Dallas Business Journal reports. When you look at the combined company’s “to do” technology list, you can start to see why. There are the reservation websites. The check-in systems (both online and via kiosks). Inventory systems. Schedule planning. Aircraft maintenance. Revenue accounting and management. Glitches in reservation systems and online bookings are one of the potential hassles that customers will encounter on the airlines road to integration. Posted: February 19, 10:21am This lengthy piece by Associated Press’s Scott Mayerowitzgives the play-by-play on how the merger went downincluding details of meetings relocated to keep away from journalists’ prying eyes and what stakeholders ate each of their clandestine meetings. When Parker and Kirby flew to Texas to make their case to the union, there was even a higher level of secrecy. They used a private jet and Bates personally made the 12-mile drive to the meeting site in the union’s red Chevrolet Suburban. Union security guards were stationed around the Hilton Arlington, but when Bates pulled up at the back entrance, he recognized a reporter lurking nearby. He quickly made a U-turn and the meeting was moved to the union’s headquarters. Full story:The new American Airlines: How Doug Parker beat out Tom Horton for CEO Posted: February 18, 1:10pm The union representing flight attendants at American Airlines,The Association of Professional Flight Attendants, released previously-confidential information following the the official votes of American and US Airway’s boards last Thursday. Part of the released informationcontained an explanation of the several layers of approvalthat stand between the airlines and a finalized merger, listed below: What’s Left Before American Exits Bankruptcy? Posted: February 18, 9:23am Andrea Ahles’ dissection of the merger as seen through Doug Parker and Tom Horton is a post-mortem, especially fun tidbits like this that reveal a some of the cloak and dagger behind it all: APFA President Laura Glading met Kirby at Oceana a week later to confidentially talk about a merger. “Everyone was a little bit nervous about one of us getting recognized,” Glading said. She said that when she flew to Arizona a few days later to meet with Parker, she was recognized at the Phoenix airport and some asked on Facebook why she was there. Full story:The new American Airlines: Anatomy of an $11 billion mega merger Posted: February 18, 5:42am Business travel guru Joe Brancatelli gets his ten cents in about the merger in theLos Angeles Timestoday: “These guys didn’t merge to make our lives better,” he said. “They merged for their own purposes.” Full story:The new American Airlines: Business travel experts weigh in by Skift Posted: February 17, 11:28am How will Delta and its hub of Atlanta get affected by the AA-US merger? From AJC, an analysis: Delta remains dominant in Atlanta with more than three-quarters of the market share, followed by AirTran Airways, which with merger partner Southwest Airlines carries about 15 percent of the passengers…The direct effect on Atlanta fliers will be muted.Neither American nor US Airways has a big presence in Atlanta — together accounting for just over 3 percent of the traffic at Hartsfield-Jackson International Airport combined. “We think it’s good for the industry,” Delta president Ed Bastian said at a breakfast meeting last week as the American-US Airways deal, announced Thursday, took shape. He added it would lead to more “disciplined” competition in the industry. Full story:Airline merger wave crests with American-US Airways Posted: February 17, 11:23am So how will the competitors get affected with the AA-US merger? Motley Fool goes through the options one by one: United Continental is likely to be the biggest loser. In a message to employees, CEO Jeff Smisek tried to put a positive spin on matters by focusing on the benefits of consolidation. However, as part of the merger, US Airways is moving from United’s Star Alliance to American’s Oneworld global alliance. Delta is likely to see a more limited impact from the merger. Delta also competes in the New York and Los Angeles markets and has been working particularly hard to gain share in New York. American’s East Coast strategy will have a major impact on whether Delta benefits from the merger. Full story:What Does This Airline Merger Mean for Competitors? Posted: February 15, 10:23am US AirwaysDividend Milesmembers will have to fret that their miles will depreciate when their accounts transition to theAAdvantageprogram. But, two groups of passengers who are especially antsy are those who have made it to the ranks of the two airlines’ million miler programs, which designate them for lifetime elite status. Will they get short-changed in the transition? Will they become, well, less elite? The Points Guy takes up the issue. Full story:How Will The US Airways American Merger Affect Million Miler Lifetime Status? Posted: February 15, 9:42am American Airlines’ maintenance center in Tulsa likely got a new lease on life in the merger. Employees at the 6,000+ facility have been on shaky ground since American announced its bankruptcy in November on 2011. You have to realize that we have been on one hell of a roller coaster ride and at least now we can see the end,” said John Hewitt, chairman of maintenance for Transport Workers Union Local 514 in Tulsa. “Of course we see it as a positive for our members because they have been working for a company that’s in bankruptcy. Now we get some new blood. Full story:The new American Airlines: Maintenance crews breathe sigh of relief Posted: February 15, 9:21am Not surprisingly, the usual suspects are rearing up to show their opposition to the AA-US merger announcement, and the answer, as always, lies somewhere in the middle. The two one-person-driven “industry groups” have come out in opposition of the merger, as expected. From Consumer Travel Alliance, which has been vocal from the start when the merger rumors first came out last year: The airlines, as expected, touted the benefits of their merger. There is only one problem — they aren’t claiming any net benefits for consumers. This is a merger that, even the airlines involved, don’t claim provides a net benefit to passengers. However, it clearly reduces competition and it focuses on financial stakeholders. Here’s a rundown on the merger benefits claimed by AA and US. Full story:AA/USAir’s hollow list of consumer benefits from merger From Business Travel Coalition, which published a full length rebuttal of the merger: From a consumer standpoint – individual traveler or corporate travel department – there are few benefits to offset the negative impacts of this proposed merger that include reduced competition, higher fares and fees and diminished service to small and mid-size communities. To be clear, there is benefit in a financially viable air transportation system. However, previous mergers have already enabled seat capacity cuts, higher fares and billions of dollars in fees for ancillary services resulting in a financially strengthening industry. As such, consumer harms from this merger are indeed exacerbated, as there are no substantial countervailing consumer benefits. Posted: February 14, 4:44pm American CEO Tom Horton will receive $19.9 million in compensation as the airline merges with US Airways and he steps aside. Horton will receive the half-cash, half-stock payment when the deal closes. Full story:Departing American CEO Horton to get $20 million as part of merger Posted: February 14, 4:27pm Not that it will happen unless some big regulatory issue blocks it, but in case the AA-US merger does not go through, there are large fees involved, as they are in any merger of this size. From the SEC filings: The Merger Agreement contains certain termination rights for AMR and US Airways, and further provides that, upon termination of the Merger Agreement under specified circumstances, (i) AMR may be required to pay US Airways a termination fee of $135 million in the event it terminates the agreement to enter into a superior proposal and $195 million if US Airways terminates the Merger Agreement in the event of a knowing and deliberate breach of the Merger Agreement by AMR and (ii) US Airways may be required to pay AMR a termination fee of $55 million in the event it terminates the agreement to enter into a superior proposal and $195 million if AMR terminates the Merger Agreement in the event of a knowing and deliberate breach of the Merger Agreement by US Airways. Posted: February 14, 4:21pm No word today on AA-owned regional airlineAmerican Eagle‘s fate, but unit CEO says a spinoff is possible as soon as this year, after an aborted attempt earlier in 2011. Full story:American Eagle’s fate will be decided after dust settles on AA-US merger Posted: February 14, 9:48am The American-US Airways merger is good news for travelers looking to fly between the states and Latin America,according to Fox News Latino.American Airlines is currently the dominated U.S. carrier in the region with more 111 weekly flights to Brazil alone. “This is great news for Latin American,” Pedro Fábregas, vice president of American Airlines told Fox News Latino. He added that “Latin America is super important” for this merger. Though Fábregas would not specify why it would be good news for the region, the merger is widely expected to increase the number of flights to Latin America. The deal will allow each airline to bring something different to the table. While U.S. Airways is the principal carrier to major domestic routes and key European cities, it is American Airline’s large presence in Latin America that could prove to be the most profitable aspect of the deal. Posted: February 14, 9:28am The new American Airlines will have more than 6,700 daily flights to 336 destinations in 56 countries. Last year the companies flew a combined 188 million passengers, and is expected to have about 101 million frequent flyer members moving forward. “Size does matter when you’re going for the most lucrative parts of the business,” said Dan McKone, a partner at L.E.K. Consulting in Boston. “The attraction here is the merger is going to help them reclaim that leadership position they lost.” Access to this many loyalty members will put will put the airline in a powerful position to negotiate with banks and others who want access to points and members. Full story:The new American Airlines: Blended mileage plans and international routes Posted: February 14, 8:54am Still individual airlines in their own right, US Airways is coming out with its first iPhone app in about a month, and American Airlines plans to continue its direct-connect to travel agencies drive. Meanwhile: “On hot-button issues, Andrew Nocella, US Airways’ senior vice president of planning and marketing, argued that the merger won’t necessarily translate into fare increases. “History has shown, Nocella said, that fares are ‘very competitive’ and that travelers have a lot of choice about which airline to fly.” Full story:American Airlines-US Airways merger: Apps, fares and feed Posted: February 14, 8:44am Industry expert George Hobica ofAirfarewatchdogis more optimist than many of his peers on the potential impact of the American-US Airways merger. Heoutlines 9 “silver lining” reasonsthat the merger might actually be good for consumers including: Posted: February 14, 8:04am The new American’s first commercial is narrated byMad Men’sJon Hamm and takes a similar tone to those released when American debuted its new livery. The video states: “It’s time to make a change, to become better version of ourselves, to be greater than expected, and more than you hope for. So starting now we begin a new chapter, one written in passion, ambition, and skills. One where two companies take the best of themselves to create something better. And when all is said and done, we’ll not only have become a bigger airline, but also something so much greater.” Full story:The new American Airlines recounts its collected history in new video ad Posted: February 14, 7:48am Former American Airlines CEO Tom Horton and US Airways CEO Doug Parker quickly rehashed their 27-year relationship as they shared their plans for the merged airline on this morning’s conference call. They noted their respect for one another and threw in some jabs during the friendly banter: Horton spoke first, then Parker, and when he finished his initial remarks, Parker asked Horton if he had anything else to add. Horton quipped that Parker had outlined the same plans as Horton had done a few minutes earlier. “It just took you longer to say what I said,” Horton said. Horton characterized Parker as a “first-rate leader.” “I’m pleased to partner up with Doug to take the new American into the future,” Horton said. Full story:Horton: Parker and US Airways had strong feelings about a merger Posted: February 14, 7:39am US Airwaysis the clear winner in the announced merger gaining access toAmerican Airlines’many domestic and international routes while American fills in some holes to its pervasive domestic coverage. The new airline will have nine hubs in Miami, New York, Dallas/Fort Worth, Chicago, Los Angeles, Philadelphia, Washington, Phoenix and Charlotte, and it has come out withastate by state interactive chartand PDFs on those benefits, of course all PR positive. Full story:The new American: state by state effects of the airlines merger Posted: February 14, 5:38am The AMR-US Airways merger story is really one of smart leadership and management at US Airways and how it was able to pick apart the weaknesses at American that had been created by that carrier’s years of poor executive decisions. Parker “recognized who effectively would be the arbiters of this deal and he put together a campaign to bring them over to his side,” said Robert Mann, an airline consultant in Port Washington, New York. A person familiar with the discussions said Parker and US Airways President Scott Kirby decided early in the process that they would only proceed if they had the support of American employees. “That was a lesson learned from Delta. If we don’t have them, it won’t happen. And they led the way,” the person said. Full story:US Airways’ careful plot to take over American Airlines Posted: February 14, 4:55am The new board of the combined “new American” airline,via Airline Biz Blog: Posted: February 14, 4:37am British Airways parent IAG, which has a big trans-continental partnership with American, sent out a congratulatory media note on the merger, focusing on continuing to work with AA as well as being part of the global airline alliance Oneworld: We wish American Airlines and US Airways every success as they move forward with their merger plans. AA is a key strategic partner for IAG and it has done a great job to restructure its business and establish the prospect of a bright and profitable future in tandem with US Airways. We would like to pay tribute to the work that Tom Horton and Doug Parker have done to bring about this merger and look forward to working with them in their new roles. Our relationship with the new airline will remain strong as we work together to enhance our transatlantic joint business and the oneworld alliance. Posted: February 14, 4:34am Also this morning, US Airways CEO sent out a letter to his employees on the merger with American: The company will be headquartered in Dallas-Fort Worth while maintaining a significant corporate and operational presence in Phoenix. Unlike other transactions that are premised on excessive cost cuts, this merger is about the opportunities to grow revenues, which will also create more opportunities for employees as the combined airline flies more people to more places. Full story:Employee letter from US Airways CEO Doug Parker on the merger Posted: February 14, 4:01am Done deal with further details and speeches during a scheduled 11 a.m. press conference. That was easy. Game on in this historic move for the U.S. — and global — aviation industry as the world’s largest airline is being formed. “In the end,US Airways, once famously dismissed as “the ugly girl,” wooed bankruptAmerican Airlines’unions and creditors, and wrangled an $11 billion merger agreement with AMR Corp., announced on Valentine’s Day, to create the globe’s largest airline.” Full story:Official: American and US Airways merge to create world’s largest airline Posted: February 14, 3:00am How many planes, flights, and employees does it take to run the world’s largest airline?Associated Press estimatesthe new American will have more than the following resources to help it run: These numbers aren’t counting regional affiliates, codeshare partners, or alliances that will make the new American the largest airline in the world in terms of traffic. Posted: February 14, 12:33am Scott Mayerowitz has a great story on Skift about the path to US Airways’ success, but it’s really about America West under new American Airlines CEO Doug Parker. A highlight: Like most U.S. airlines, its origins can be traced back to carrying mail for the post office. The airline started such service in 1939. Its forbearers — Allegheny and Piedmont — soon expanded into shuttling passengers from one small city to another in western Pennsylvania, North Carolina and the Ohio River Valley. Neither were major players. When larger airlines abandoned cities, they swooped in, taking over the service. That’s exactly what happened a few years ago, but US Air was the target, not the buyer. Full story:Will US Airways finally get a bit of respect after swallowing American Airlines? Posted: February 13, 7:19pm The Wall Street Journalhas several terrific visualsthatreview the historyof airline mergers in the United States,map outAmerican’s and US Airways’ major hubs, and break down the market share of each major U.S. airline after the American-US Air merger, seen below: Posted: February 13, 7:12pm Deciding on a merger will seem like the easy part once American Airlines and US Airways actually start integrating operations, management, technology, and corporate culture. Will US Airways’ “easygoing boyish” CEO Parkerbring a new vibeto American? Tempe, Ariz.-based US Airways is scrappier and more relaxed and has rebounded financially and operationally from hard times after its merger. American, a proud and button-down company that was king of the skies for decades, had been in a downward spiral for years and had a bad experience with its ill-timed 2001 purchase of Trans World Airlines. Posted: February 13, 6:05pm What will be the market share breakdown in United States airlines industry following this merger? The numbers, via Innovata: Posted: February 13, 4:24pm The Fort Worth Star-Telegramcreated this interactive chartto help consumers figures out what the American-US Airways merger means to them. Posted: February 13, 3:57pm The final pieces fall into place asWall Street Journal reportsthe boards of American Airlines and US Airways have separately voted to approve a merger to create the world’s largest airline. The boards of American Airlines parentAMRCorp.AAMRQ +3.59%andUS Airways GroupInc.LCC +2.73%late Wednesday separately voted to approve a merger that would create the world’s largest airline, said people familiar with the matter. The merger will be formally announced early Thursday morning, and a so-called plan support agreement outlining all of the deal’s details is set to be filed the same day with the U.S. Bankruptcy Court in New York overseeing American’s reorganization, the people said. Posted: February 13, 3:18pm Reuters reportsthat AMR creditors have approved the American-US Air merger: The unsecured creditors committee of bankrupt AmericanAirlinesparent AMR Corp has approved an $11 billion merger with US Airways Group Inc , sources familiar with the situation said on Wednesday. Full story:AMR creditors give the green light on the American-US Air merger Posted: February 13, 2:57pm What’s the impact of an American-US Airways merger outside of the U.S.? The Australian Business Travellerpoints out several waysthe merger will impact Australian flyers: Full story:American’s US Airways merger: Impacts for Qantas Frequent Flyers Posted: February 13, 2:17pm The American-US Airways merger may one day look like child’s play if the industry goes the way one expert predicts. Frank Aquila, a mergers-and-acquisitions partner atNew York’s Sullivan & Cromwell,tells Bloombergthat consolidation within the U.S. airline industry has likely come to an end, but cross-border deals could be up next. The real question is whether we go beyond just national consolidations, and whether governments allow cross-border consolidations. To some extent the airlind industry has tried to replicate that by the alliances like Oneworld and Star Alliance, but those are not true consolidations in the way you have in other sectors. That’s really the next frontier, if you will, and I would think it’s in shareholders’ and consumers’ best interest that you be able to have an airline that operates on a global basis. Posted: February 13, 1:56pm What are the downsides to being the biggest airline in the world? Jeffrey Pfeffer, a professor at Stanford University,points outthat the largest U.S. airlines received the worst rankings for performance in the nationalAirline Quality Ratingin 2012 and had lower operating margins than those of Alaska, Skywest, and JetBlue. Pfeffer opines: So no, themuch anticipatedAmerican-US Airways merger is unlikely to be a success by any measure. That’s because, in the airline industry, as in many industries, size really does not matter for success, except possibly negatively. Posted: February 13, 1:17pm And we’re moving!American AirlinesandUS Airwaysare said to have reached a tentative agreement on Wednesday afternoon. The board of American parent AMR Corp. is meeting now for official vote followed by a formal vote by the board of US Airways. An announcement is expected Thursday morning. Stay tuned… Full story:American Airlines-US Airways merger: Tentative agreement as board votes looming Posted: February 13, 10:21am American’s flagging Oneworld alliance has been falling behind SkyTeam and Star Alliance for years, but it may get a bump from US Airways if the merger goes through. It will be a little bump, though, as US Air’s addition does nothing to improve the alliance’s large holes in China and South America. Full story:American Airlines-US Airways merger may save weakened Oneworld alliance Posted: February 13, 6:38am One of the unexpected benefits of a potential American-US Airways merger is the availability of used aircraft on the market. Budget carrierAllegiant Airpointed out on Tuesdaythat the merger will likely promptAmericanandUS Airwaysto shed their outdated MD-80 and Boeing 757 jets. That’s great news for budget airlines like the Las Vegas-based carrier that fly all used jets and rely on a supply of cheap old parts to keep costs low. Full story:Allegiant looks to profit from used planes shed in American-US Air merger Posted: February 13, 6:37am One more way this merger makes sense: Few regulatory hurdles. Despite all the other consolidation that’s happened, American and US Air are more complementary than competitive, so U.S. government regulators will have fewer reservations about the merged airline dominating a number of markets and squeezing out competition. “Overlapping routes are bad, and connecting routes are good,” said Herbert Hovenkamp, who teaches antitrust at the University of Iowa College of Law. “If you put these two airlines on a map you’re going to see a lot of complementary routes but you’re not going to see very many where the two of them fly on the same route,” he added. Full story:American Airlines-US Airways merger: The concessions they’ll have to make Posted: February 12, 1:18pm Could the American-US Airways merger be the greatest corporate heist of all time? That’s the opinion ofDallas Morning News columnistMitchell Schnurman whopraises US Airwaysfor its methodical and calculated takeover of American Airlines — a victory for the airline that was supposedly once referred to as “the ugliest girl at the dance” by American management. Schnurman sums up his take on the pending merger in the following: This combination is more a takeover than a marriage and more hostile than consensual. From the beginning, it’s been a clash of visions, cultures and personalities. And the feisty little upstart, dissed and dismissed repeatedly by American management, made all the right moves and ended up on top. Posted: February 12, 8:55am No new routes, no competition, and no savings: Is this what U.S. fliers are looking forward to as a result of the American-US Airways merger? USA Today pegs Charles Leocha, Director of theConsumer Travel Alliance, to form a rebuttal to its ownvery positive pieceon the potential results of creating America’s largest airline. Since it looks like this merger is going to happen, Leochasuggests three potential stepsto ensure continued competition in the consolidated industry: Mandate full disclosure of extra fees charged by airlines so that consumers can efficiently comparison-shop the full price of travel, and purchase airfares and fees in one place. Instruct airlines to add customer service plans to their contracts of carriage. Consider allowing foreign carriers on domestic routes, especially smaller city routes abandoned by domestic carriers. Posted: February 12, 8:16am An American-US Airways merger is absolutely necessarily to bring stability to the U.S. airline industry at long last. That is the opinion of USA Today’s editorial board thatwrote on Monday: For many of the 35 years since the industry was deregulated, airlines have been in a state of near chaos. American Airlines is fighting its way out of Chapter 11bankruptcy. Its would-be partner, US Airways, has been in and out of the process twice. Strapped for cash and often laden with debt, the airlines have struggled to maintain customer service and to raise the money needed to purchase or lease aircraft. An American-US Airways merger would not solve all these problems. But it can be the last leg in bringing the industry much-needed stability. The merger won’t only lead to a healthier industry, but will help fliers as well. With fewer airlines flying to more cities, it will be easier for travelers to use their frequent flier miles on the routes they’re looking for. Posted: February 12, 5:45am CNBC’S Philip LeBeaulooks at stock performanceof major airlines over the past few years and points to some likely investor disappointment when everything is settled. One year runs like the one we’ve seen for LCC (US Airways) don’t come along very often for airline stocks. In fact, some are wondering if this is the end of the line for the run-up in airline stocks. Posted: February 12, 5:39am Would an American Airlines-US Airways marriage spoil the party for Delta at its new hub in LaGuardia? Consider the slot pair tallies at LGA: Delta controls 45.5% of the 1,145 slots pairs at LGA, and AA and US Airways combined would operate 31.8%. Not shabby. This would be a big factor in the competition between Delta and a new American Airlines in the congested New York market. Full story:American Airlines-US Airways merger: Attacking Delta one hub at a time Posted: February 11, 11:32am The boards ofAmerican Airlinesparent AMR Corp. andUS Airwayshave pushed back their individual meetings until Wednesday, or later, depending on which publication’s sources you believe. Both airlines areworking to finish a dealbefore Friday, when nondisclosure agreements signed by some AMR bondholders expire. The future role of American’s CEO Tom Horton appears to be sticking point in the negotiations, which could be problematic given how long the parties have had to settle this. Full story:American, US Airways boards could meet Wednesday – or maybe not Posted: February 11, 7:42am Some interesting data fromThe Airline Zone blog, via masFlight/OAG, on American Airlines’ and US Airways’ largest markets that the other doesn’t serve. For example, US Airways serves Providence (PVD), with 10,449 seats per week, Albany (ALB), with 6,398 seats, and Wilmington (ILM), with 5,999 seats, and American doesn’t have a presence in these markets, according to the blog. On the other hand, US Airways is currently shut out of Guarulhos in Brazil (GRU), Tulsa (TUL) and Oklahoma City (OKC), where American offers 12,884, 9838 and 8,800 seats per week, respectively. There are at least two-dozen such markets where one airline’s shutout is a merger’s gain. Posted: February 11, 7:26am U.S. antitrust regulators have become more activist in recent year clamping down on consolidation in most industries besides aviation. The last four major airline mergers in the past 8 years have all been cleared in 7 months or less. And although the American-US Airways merger is expected to clear, it will likely be the last major shakeup for the foreseeable future. The last four major airline mergers in the US: Full story:History suggests American-U.S. Airways merger would quickly gain U.S. approval Posted: February 11, 5:34am On the eve (or close enough) of his likely appointment as CEO of the world’s largest airline, Doug Parker gets a profile at Bloomberg that highlights his days of being wooed by both American Airlines and one of its flight attendants whiul ehe was still an MBA student, to the failed mergers that have led him to this point. “He learns from his past mistakes,” Gordon Bethune, the former CEO of Continental Airlines Inc., said in an interview. “He’s done this the right way, and it’s showing.” It’s a good read. Full story:US Airways’ CEO Doug Parker has been moving toward this merger his whole life Posted: February 11, 5:12am The impending deal was reported to be finalized at board meetings on Saturday and today and then announced on Tuesday, but Bloomberg reports that we’re likely to see the merger announcement on Wednesday or Thursday: The carriers had been heading last week toward board votes tomorrow and a possible announcement Feb. 12, said two of the people, who asked not to be identified because the talks are private. That time line will slip to later this week, they said. Full story:American Airways-US Air deal has a price: It’s $11 billion, but it may be delayed Posted: February 10, 6:38am After anticipating a formal announcement on the American-US Airways merger by Tuesday,Reuters reportedlate Saturday night that board meetings had been pushed to the middle of the week. The companieshad initially tried to scheduleboard meetings for Monday, the day that AMR’s creditors committee planned to convene, and had aimed to announce a deal as soon as Tuesday, sources told Reuters previously. But AMR needed more time to finalize details and the boards of the two airlines are now not expected to gather until around Wednesday, the sources said. Full story:AMR says it needs more time as airlines’ merger meeting is pushed to Wednesday Posted: February 9, 9:19am It is sometimes easy to overlook the personal side of deal-making. Skadden attorney Jack Butler, who led the AMR Corp. creditors’ committee, was a bulldog who broke the rules of the game, and prodded both Tom Horton and the pilot groups of both airlines into a deal. That irked rival Harvey Miller, the 79-year-old Weil, Gotshal & Manges LLP bankruptcy lawyer representing American. During a court hearing in December 2011, Mr. Miller told the airline’s judge that he and the company felt “bushwhacked” by the unusual mission statement Mr. Butler filed and called parts of it “inflammatory” and “erroneous.” Mr. Butler didn’t respond to the concerns. Full story:American Airlines-US Airways merger: Activist lawyer led Horton and pilots to talks Posted: February 9, 8:10am A merger between American and U.S. Airways would form the largest airline in the United States. As a result of the merger, an analysis bytrade publication Airline Weeklyfound that these eight routeswould become a monopoly, controlled entirely by the newly merged carrier: Unless the government stepped in to ensure competition, fares would most likely rise between the city pairs. Fliers could technically still find cheaper fares if willing to booking a connecting flight on another airline. Posted: February 9, 6:37am It’s apparently down to dotting the i’s and crossing the t’s as the major issues in the merger of American Airlines and US Airways have been resolved. The airlines’ boards and the creditors’ committee will have plenty of reading to do as they peruse and vote on an agreement over the next couple of days. “US Airways CEO Doug Parker would lead the new airline, presumably along with US Airways president Scott Kirby. And, lone ranger Tom Horton, the American Airlines CEO, who for months sought to steer the airline out of bankruptcy on its own, would have a role as non-executive chairman, possibly for a year or two.” Full story:American Airlines-US Airways merger: Big issues settled so let’s get on with it Posted: February 9, 4:05am Neither American nor US Airways can afford to lose the latter’s operations center in Pittsburgh: The $25 million facility, which opened in late 2008, is the airline’s nerve center, coordinating US Airways’ more than 3,000 flights a day systemwide, along with the crews who staff them. Full story:The 1,900 jobs on the line in Pittsburgh if American and US Air merge Posted: February 9, 1:28am Executive teams from both US Air and American will be busy this weekend signing off on all the final details before American’s board votes on Monday and an announcement is likely made on Tuesday. It can’t hurt, of course, to point out once again why American’s creditors were so positive on the US Airways deal: everyone was on board — even the unions: US Airways’ pilots union said today that members ratified interim contract terms if a merger occurs. The accord, approved with 75 percent of the vote, would bring US Airways’ pilot pay up to that at American and includes $1.6 billion in “economic improvements” over six years, said Gary Hummel, president of the US Airline Pilots Association. The agreement earlier was approved by leaders at American’s Allied Pilots Association. Full story:American Airlines and US Airways merger: Two big board meetings by Monday Posted: February 8, 3:25pm TheUS Airline Pilots Association, which represents 5,200 US Airways pilots, has approved a provisional labor agreement to help smooth the path to a merger, the union says. US Airways pilots have good reason for wanting the merger to go through as they’re looking at pay increases of up to 35 percent. TheWall Street Journaloutlines termsof the interim labor understanding below: According to the US Airways union, its members would be brought up to American pilot pay levels at the point when a U.S. Bankruptcy Court judge approved the merger as American’s bankruptcy-exit plan of reorganization. …those terms would mean pay increases of 13% to 35% for US Airways aviators this year, future raises and improved employer contributions to their retirement plan… Under the MOU, the new American pilot contract would serve as the base line for a new, joint contract to be negotiated to cover the two pilot groups. While those talks are under way, the aviators would continue to operate separately… Posted: February 8, 12:56pm Here’s the tale of the tape: The DOT has cited US Airways more frequently for trangressions, but American Airlines was subject to stiffer fines over the last few years, a Skift review has found. American Eagle was subject to the largest penalty: American Eagle was fined $900,000 in November 2011 for holding a total of 608 passengers across 15 flights for more than three hours on the tarmac on a particularly foggy day at Chicago O’Hare Airport. Passengers were held anywhere from 3 to 45 minutes over the 3-hour mark. Full story:Who does the DOT fine more: American Airlines or US Airways? Posted: February 8, 11:33am Worth revisiting:a white paper bythe American Antitrust Institute (AAI) and Business Travel Coalition (BTC) from August last year, about the effects the AA-US merger will have on competition and other consumer issues, in light of previous historical airline mergers. Decidedly negative, of course.Posted: February 8, 11:23am We heard something interesting, something often overlooked, in the Doug Parker (US Airways) versus Tom Horton (American Airlines) debate over which exec would lead the new and merged American Airlines. It’s the “it” factor. Someone, who knows both men, writes us: “The successful CEO has to acquire, nurture and lead the management team through lots of minefields. I put a high weighting on the intangibles to identify the candidate most likely to succeed. Doug is a more engaging kind of guy. I think he’s more likely to pull the pieces together and has stronger dimensions of boldness and creativity. The environment is so intense that people are more likely to follow and perform the best with a guy perceived as smart, tough and someoneone you’d like to hang with. From a more basic/less esoteric perspective, I think the general population of AA would like a change based on what they’ve been through. Fairly natural reaction and I would think investors are aware of those feelings. The personal leadership factordoessometimes get downplayed. Posted: February 8, 11:18am While the merger has a lot of benefits for the companies on the operational side, the deal wouldn’t solve a crucial problem for the merged airline:a lack of service to Asia, the world’s fastest-growing air market,according to WSJ. American’s main rivals United and Delta are the two biggest carriers between the U.S. and Asia, accounting for nearly a third of the seats on those routes.. American accounts for less than 5% of those seats, and US Airways doesn’t fly to Asia at all. “China is the flashing red light this merger doesn’t address,” said Bill Swelbar, an airline researcher at the Massachusetts Institute of Technology. United and Delta also enjoy partnerships with big Chinese carriers, but the Oneworld airline alliance, in which American is expected to remain after the merger, lacks a member in mainland China. Full story:AMR Stands to Gain Vast Route Network Posted: February 8, 11:14am When it comes to messy airline mergers, travelers need the facts, just the facts, or in this case, a Skift FAQ for consumers: “It may not happen overnight, but as the merged airline consolidates some operations and routes around its hubs and focus cities, service to smaller cities will almost inevitably suffer, meaning you will have to find more connecting flights to get to your desired destinations. If you live in or need to travel on business to a smaller city, this isn’t going to be pretty.” Full story:American Airlines-US Airways merger FAQ: What it means for travelers Posted: February 8, 7:54am Now the regional airlines chime in: American Eagle’s unions are petitioning the bankruptcy court to block parent company American Airline’s deal to outsource some of their work — and presumably jobs — to Republic Airways. The latter airline just happens to do a lot of work for US Airways. “Instead of re-gauging its fleet in line with the best interests of its employee groups, including TWU, American seeks to outsource work that could and should be done by American Eagle and its employees,” said the TWU, which represents mechanics and ground workers. Full story:American Eagle unions balk at giving up flights to Republic Airways Posted: February 8, 5:49am Our friends atQuartzhave been following the merger story closely this week. Last night Tim Fernholz wrote about the back-room labor deals US Air’s Doug Parker was able to pull off with American’s largest unions. The unions have despised AA’s management for over a decade, so this was easier than you imagine, but still fascinating. This quote captures it all: “Within two weeks were able to negotiate what we couldn’t do in six years with American Airlines, and that was a contract,” Tom Hoban, an American pilot who is a spokesperson for the Allied Pilots Association, says. Full Story:The secret agreements that American Airlines’ unions made with US Airways Posted: February 7, 7:34pm TheWSJprofiles the biggest reasonbehind the AA-US Air $10 billion merger:Jack Butler. “Butler, a 56-year-old bankruptcy lawyer, was instrumental in getting American Airlines to the negotiating table with US Airways by prodding and coaxing Tom Horton, AMR’s CEO, and his advisers. He also has pestered American’s unions and US Airways pilots and executives for over a year. As the lead lawyer for the creditors committee watching over American’s bankruptcy case, he begged to differ when the airline said it planned to emerge from Chapter 11 before considering mergers. Butler works at the law firm of Skadden, Arps, Slate, Meagher & Flom LLP. Posted: February 7, 6:47pm What effect would the merger have on Tempe, Arizona, the home town of US Airways? Doesn’t look that good, as American’s HQs Dallas would likely become the hub of the merged company. The merger would mean the headquarters in Tempe would shift to Dallas and at least 2,000 corporate jobs would be lost. Thousands more “indirect” jobs in the Valley would also be lost as businesses that support the airline would also suffer…An economic analysis of the impact to the Valley indicates a $86 million to $345 million loss in wages to the Valley. Full story:Local businesses in holding pattern with US Airways, American merger talks Posted: February 7, 3:13pm Tuesday is shaping up to be the day that we’ve all been waiting for. Reuters reportsthat AMR creditors plan to meet on Monday to potentially cast their final vote on an American-US Airways merger. People familiar with the matter say there is a desire to seal the deal before February 15 Full story:American creditors to meet Monday to vote on merger Posted: February 7, 2:01pm An American-US Airways merger would result in the largest airline in the world, the implications of which have not eluded US Airways’ shareholders. The airline’s share price has more than tripled since American filed for bankruptcy. Adam Levine-WeinbergatThe Motley Foolsuggests that onlookers avoid getting involvedat this point calling an investment in US Airways a “dubious proposition.” It is too late to profit from the likely US Airways-American Airlines merger by buying US Airways stock. The additional upside is minimal, whereas the downside is substantial if the merger falls through (which is still a real possibility). Even if the merger is approved by all of the relevant parties, integration costs could be $3 billion or more, based on United’s experience, and the expected revenue benefits may not materialize. The best thing to do now is to sit tight on the sidelines. Posted: February 7, 10:01am FareCompare’s Rick Seaney has a solid Q&Aover at his siteabout loyalty points, naming, timelines, and, most airfare prices: Most air travel pundits rightly note the minimal overlap between the American and US Airway route systems but they also point to this as a reason why no one should get too concerned about higher ticket prices. I disagree. A merger guarantees the two airlines will never compete in the future and competition is the main driver of cheaper airline ticket prices. There’s a podcast available at his site andover at iTunes, too. Posted: February 7, 4:26am Of the many stories today about AA/US Air, Bloomberg skips the re-write and gets to a bit of the meat, like the equity split between the combined airlines: AMR has urged that creditors get 80 percent of the equity versus 20 percent for US Airways shareholders, while US Airways favors a 70 percent to 30 percent division, people familiar with the matter have said. Full story:US Airways and American Airlines talks are getting intense Posted: February 6, 6:35pm The merger announcement is coming as soon as Tuesday morning next week, according to four sources the local NBC station in Dallas has spoken to.According to NBC 5 in Dallas-Ft. Worth: Under the scenario, now in its final stages, American Airlines CEO Tom Horton would accept a multimillion dollar payout to exit the company or take an honorary role on the board of directors in which he has no real power, the sources said. Posted: February 6, 5:56pm According to theWall Street Journal, the merger is getting to the critical stage, where it will either sail through or blow up. Will Tom Horton acquiesce and give up the reins? In all likelihood he will have to. “Significant points of the deal, including how to split ownership of the airline and how to arrange board seats and management ranks, remain unresolved. The boards of both airlines haven’t yet convened to consider the deal, although American representatives on Wednesday discussed whether to schedule such a meeting, said a person close to the matter.” TheWSJgoes on to point out the milestone that the merger will represent: The combination would represent the final step in a consolidation process that has stabilized the U.S. airline industry by taking seats out of the skies and giving carriers more leeway to raise fares, which are 16% lower than they were in 2000 on an inflation-adjusted basis domestically. The tie-up would leave American-US Airways and three other major carriers dominating the industry in the U.S.—all of which have done their own mergers in the past six years: United Continental, Delta Air Lines Inc., and Southwest Airlines. Posted: February 6, 5:49pm Doug Parker has the inside track to become the new American Airlines CEO in a landslide if you consider his track record in turning around US Airways into a scrappy, high-performing, and profitable airline. While neither Parker or current American CEO Tom Horton have made many friends among the ranks of pilots, Parker is considered by many to be the lesser evil. Darryl Jenkins, an airline analyst who knows both Parker and Horton, credits Parker with straightening out AmericaWest, where he took on the CEO role in September 2001, and for successfully leading its acquisition of, and merger with, US Airways in 2005. “Parker was good at changing operations, he brought in good people, and they cleaned up their pricing,” Jenkins says of Parker’s tenure at AmericaWest. “AmericaWest was always a dog with fleas until Parker cleaned it up.” Full story:American Airlines-US Airways merger: Why Doug Parker will be CEO Posted: February 6, 5:19pm There is now news that an announcement of an American and US Airways mergercould come as soon as next week, although we’re betting that it’s closer to just days away. So what does an American-US Airways merger mean for fliers?The Wall Street Journaladdresses fliers’ biggest concerns: Posted: February 6, 8:06am US Airways is off to a good start in 2013; much better, indeed, than takeover target American Airlines.FlightStats Inc., looked at load factor, on-time arrivals, excessively late flights, and cancelled flights for the month of January, and in every case, US Airways was in third or fourth place and American was dead last. On-time arrival numbers looked like this: Full story:US Airways beat American Airlines by all passenger metrics in January Posted: February 6, 7:29am Although the American Airlines’ rebrandingtriggered a slew of strong emotionsthroughout the aviation community, US Airways has agreed to adopt the new design in the event of a merger. However much you might hate the striped tail, it is probably much better than would have happened if designers attempted to combine American’s stripes with the color blocking on US Airways’ livery. Jonny Clark, a pilot and airline brand consultant who has worked with more than 50 airlines,points out what went wrongwhen United and Continental attempted to integrate both brands in a redesign: When two airlines merge, the most loved brand usually survives. Instead, when United and Continental joined forces in 2011, they decided to blend corporate identities, with disappointing results. Most designers agree this merger has created a weak brand that is easily forgettable. The airline has suffered from what appears to be design by consensus. Full story:Five airlines that botched their rebranding much worse than American Posted: February 6, 4:49am Merger or not, American Airlines is getting a new look. Webroke the storywhen we revealed the designs prior to AA’s official announcement (sure, it was just an hour ahead but we still got there first), and we’vekept up with the debatesince. Here’s anincredibly in-depth lookat the new 777-300ER’s maiden flight from Texas to Sao Paulo, as well as a history of the airline’s looks. This inaugural, flight 963, from Dallas/Ft. Worth to São Paulo, Brazil in the author’s view is one of the most significant in the airline industry in years because it is about something much bigger than just the launch of a new airliner, it’s about the re-birth of a proud American institution that happens to bear the name of our country – American Airlines. Posted: February 5, 7:58am Jonathan Yates, who’s part of the Motley Fool’s Blog Network,writes at the finance sitethat the likely merger is a bad deal for US Airways. After pointing out that the airline just had its best quarter ever, Yates argues: Passenger traffic increased by 3.8%, and the load factor, the number of seats filled, rose by 1.4%. Passenger revenue per seat mile also jumped by 2.2%. About these results, the Chief Executive Officer of US Airways, Doug Parker, stated, “We couldn’t be happier with the performance of US Airways in 2012.” Wall Street agrees with Parker, as the share price has soared 133.54% in the past year. Why risk such a great performance with a merger when things are going so well with the present way of doing business? For one, US Airways will risk it because big mergers are what legacy carriers do these days. There’s an expectation that US Air won’t continue to have stellar quarters if they’re not big enough, even if recent earnings reports fromSouthwestandAllegiantprovide a solid argument that smallish isn’t necessarily bad. Posted: February 5, 6:25am Why doesn’t Chapter 11 lead to more innovation?New York Times‘ Dealbook looks at therecent history of airline re-organizations today, using the impending American-US Air deal as an opportunity to muse on why the bankruptcy process hasn’t produced an innovative airline like Southwest or JetBlue. Airlines never seem to use Chapter 11 to consider a new business model. Among the large domestic, full-service airlines, we have Delta, United, US Airways and American. I have flown most of them in the last few years, and what seems to distinguish American from the rest is the age of the planes. Posted: February 4, 8:14am If you think the United-Continental airlines merger was — ahem, is — a mess, then get ready for the heavy lifting of an American Airlines-US Airways merger, if it indeed comes to be. The integration of the two airlines, with all of the labor, technological and logistical issues to sort out, will undoubtedly take years, and the stakes are extremely high, as United-Continental’s bumpy track record in their merger highlights. Full story:American Airlines-US Airways merger: Painful integration likely Posted: February 4, 6:25am Could Boeing’s 777-300ER give American Airlines the edge it needs to survive either on its own or in conjunction with US Airways?CNET points out the powerof the twine-engine plane and what it could mean for AA: It has become the world’s most-successful twin-engine airplane, but until now, no U.S. carrier has flown Boeing’s 777-300ER. But with the launch on Thursday of its Dallas to Sao Paolo, Brazil, flight, American Airlines has broken new ground, and is now depending on its fledgling 777-300ER fleet to re-earn its once legendary wings. And make it a lot of money. One of the best things it has going for it is that it is not aDreamliner. Posted: February 2, 7:33am Ely Portillo writing at theCharlotte Observerdescribes about the likely merger’s effect on the US Airways hub in Charlotte, as well as the battle of executive wills taking place: “I like to joke the three most important issues in airline mergers are what are we going to call it, where’s it going to be located, and who’s going to run it,” said Bob Mann, head of aviation consulting firm R.W. Mann & Co. The new carrier is set to be called American Airlines and be headquartered in Fort Worth, Texas. That leaves the leadership question. “I think we’re down to the real ego issue,” Mann said. Full story:American Airlines and US Airways are just doing cross-checks before final approach to merger Posted: February 1, 5:38am From American Airlines’ hometown, theFt. Worth Star-Telegram‘sAndrea Ahles reportsthat analysts are pushing for US Airways’ Doug Parker to lead the combined airline rather than AA’s Tom Horton. She writes: “We continue to believe that the US Airways team has clearly demonstrated an ability to handle a complex merger and create value for shareholders and expect it to do it again in its potential merger with AMR,” said Bob McAdoo, an analyst at Imperial Capital. Full story:Analysts explain why US Airways’ CEO would be a better leader post-American Airlines merger Posted: January 30, 10:48am Brett Snyder, aka Cranky Flier, offered this perspective on who needs what out of the merger during a Q&A with Vinay Bhaskara over atBangalore Aviation. It might be true that neither American nor US Airways needs to merge, but I would say that US Airways needs it less. US Airways has found a profitable niche over the last few years. It has been consistently profitable with a lower revenue base because it has been able to achieve costs to match. But that is really what the airline is — a niche player. It can help to complement other larger airlines, as it does in Star Alliance today, but it is not a world leader.

Laserie de Movistar Plus+Ardora, rodada en A Coruña en colaboración con Portocabo, se hasumado a la campaña de sensibilización impulsada por la Autoridad Portuaria de A Coruña para proteger el ecosistema marino. Esta iniciativa incluye lainstalación de 40 placas de latón en diversos puntos de la Marina y O Parrote, situadas en espacios portuarios de uso público. El objetivo de estas piezas informativas es recordar a los ciudadanos que las rejillas y sumideros del pavimento desembocan directamente en el mar, advirtiendo que cualquier residuo arrojado en ellos acaba contaminando el entorno. Bajo el lema «No arrojes nada. El mar empieza aquí», la campaña busca fomentar comportamientos responsables en el ámbito urbano y portuario. La producción audiovisual ha querido ir más allá de la colaboración institucional e integrar este mensaje dentro de su propia narrativa. De este modo, la serie incluye una de estas placas en sus escenas, incorporando la iniciativa ambiental en su universo de ficción como parte de su firme apuesta por la sostenibilidad. En el marco de esta colaboración, la Autoridad Portuaria hizo entrega a los responsables del rodaje de una de las placas que aparecerán en la trama, simbolizando el vínculo entre el sector audiovisual y la concienciación ambiental. El presidente de la Autoridad Portuaria de A Coruña, Martín Fernández Prado, felicitó a los responsables de la producción por recoger la relevancia del cuidado del medio ambiente y mostró su satisfacción por la visibilidad que la serie otorga a la campaña emprendida en el frente marítimo de la ciudad. Por su parte, el director general de Portocabo, Alfonso Blanco, destacó que para queArdorafuera realista y estuviera conectada con A Coruña, el puerto debía ser un elemento esencial de la historia. Blanco señaló que decidieron integrar visualmente esta campaña por considerarla inspiradora, destacando que en Portocabo llevan tiempo aplicando medidas sostenibles en sus producciones. Desde Movistar Plus+, su responsable de Relaciones Institucionales, Raúl Bustamante Matías, subrayó que la plataforma se consolida como un referente en producción sostenible, con 46 proyectos que han contado con planes específicos logrando evitar una media del 12 % de emisiones. Bustamante destacó queArdorada un paso más al convertir ese compromiso en algo tangible mediante su narrativa. La serie cuenta con un Plan de Sostenibilidad integral que abarca la preproducción, el rodaje y la postproducción, incluyendo el cálculo de la huella de carbono verificado por una entidad externa. Además, la producción ha contado con Ana de Aspe, deLa Tribu Verde, como ecománager. Ardora, cuyo estreno está previsto para el 2027 en exclusiva en Movistar Plus+, consta de cinco episodios y está protagonizada por Carolina Yuste y Javier Gutiérrez. La serie, creada por Pepe Coira y Fran Araújo y dirigida por Jorge Coira, se centra en Estela, una abogada del turno de oficio de A Coruña que debe defender a un joven acusado de asesinar a un empresario local. El puerto coruñés tendrá un papel destacado en la ficción, reforzando la presencia del entorno marítimo y urbano de la ciudad en una trama donde la protagonista deberá enfrentarse a un caso aparentemente sencillo mientras lidia con su compleja vida personal.

The2026 NFL Draftis in the books, and257 playershave realized their dreams of being selected into the NFL fraternity. Plenty of those players will go on to become strong contributors at the next level. And a select few – most notably Las Vegas Raiders quarterbackFernando Mendoza– will have a chance to develop into franchise-changing forces for the organizations that drafted them. Per usual, the NFL draft was unpredictable, and numerous teams bucked the consensus while sticking to their own boards. That resulted in somehead-scratching selectionsbut also created someexcellent value picksfor franchises. Which picks earn the top grades during the 2026 NFL Draft? Below is a look at USA TODAY Sports'gradesfor every single pick, from Mendoza at No. 1 overall toRed Murdockat No. 257. NFL DRAFT GRADES:Ranking all 32 teams' 2026 classes, with lowly Jets earning an A+ The Raiders didn't bother indulging in much misdirection about this pick, and with good reason. Mendoza is a remarkably complete and composed quarterback prospect and could help Las Vegas escape its unending cycle of resets. There could be some early turbulence, especially if an offensive line that surrendered a league-worst 64 sacks doesn't make significant strides. But the Heisman Trophy winner isn't merely a caretaker, as he's proven fully capable of pulling an offense out of deep holes on third down. And with Kirk Cousins in the fold, Las Vegas can prioritize Mendoza's development and not rush him into a potentially unfavorable situation for his long-term trajectory. There's considerable work to do to enact a proper support system, but between the arrival of Mendoza and first-time coach Klint Kubiak, there's finally some legitimate reason for excitement for the Silver and Black. The mystery is over. After being tied to Arvell Reese for much of the pre-draft process, Gang Green seemed to be attached more closely to Bailey in recent weeks. On some level, taking a proven pass rusher makes sense for a regime that needs to show it deserves the chance to build this team from the ground up. And he provides a more clear projection to the pros than Reese, the linebacker who only dabbled at edge rushing at Ohio State. But Reese might have more upside as the bigger overall game-wrecker, and Bailey's pairing with the similarly built Will McDonald IV might prompt some issues for the Jets' run defense. Still, the instant disruption Bailey can provide to a group that registered just 26 sacks last season is undeniable. After all that speculation on a trade, Arizona stayed put and made Love the highest-drafted running back since Saquon Barkley in 2018. Love can truly be a game-breaker in the right setting. But the Cardinals might have an extremely difficult time getting a return on investment in him that would justify this pick. Love shatters the guaranteed pay for running backs with more than $50 million, meaning that extracting any surplus value on what should be a cost-controlled rookie deal will be extremely difficult. And as other highly drafted running backs have demonstrated, there's only so much that even the most talented ball carriers can do to revolutionize a ground game that has troubles starting up front. With little certainty behind center and a significant weakness at right tackle, Love might find it hard to find any running space early in his career. Here's the first true surprise of the early order. In my final mock draft, I suspected that Robert Saleh and Mike Borgonzi would decide between two Buckeyes in hybrid defender Arvell Reese and linebacker Sonny Styles. Turns out, the duo had another Ohio State product in mind in Tate. It's entirely sensible for Tennessee to want to provide Cam Ward with a greater level of support, and giving him a wideout who can break free from coverage and haul in contested catches is an entirely reasonable route for leadership to pursue. And getting an elite pass catcher on the open market or via trade is never easy. Tate will face questions about whether he can be a true go-to target after never serving in that capacity in Columbus. But the skill set is there for him to be a high-end starter. Quite the way to kick off the John Harbaugh era. Reese fell further than anyone could have expected, and he now joins a defense that already includes Brian Burns, Abdul Carter and Kayvon Thibodeaux. TheGiantshave plenty of uncertainty at other spots throughout their defense, especially after dealing away Dexter Lawrence to the Giants. But Reese was the top-ranked overall player on many analysts' big boards (including ours). He can detonate blockers and ball carriers alike, which will surely come in handy for bolstering the league's 31st-ranked run defense. The pass-rush plan might take some time to coalesce, but the Micah Parsons comparisons - while lofty - are not unfounded. This wasn't the seismic trade that many were expecting, but it's still meaningful. Kansas City moved up ahead of Washington to ensure it would land Delane, this class' unquestioned top cover man. In doing so, Brett Veach reloads his secondary after offloading Trent McDuffie. Despite the franchise's habit of developing younger corners, Kansas City now has a bit more confidence in its ability to answer for Justin Herbert and Bo Nix, whose passing attacks could take a step forward next year. But the Chiefs missed a prime opportunity to address their pass rush, and any coverage benefits might be moot if the team can't generate sufficient pressure. Adam Peters continues to give Dan Quinn and new coordinator Daronte Jones some major assets to overhaul the defense. Styles is not only hyperathletic but incredibly savvy and capable of cleaning up everything in front of him. Caleb Downs could have been a consideration here, but Styles can offer plenty as someone who can take control of the second level of this unit. With no second-round pick, however, Washington might have trouble finding a difference-maker at receiver or in the secondary later on in the draft. Tyler Shough exceeded all reasonable expectations of a second-round rookie quarterback. For him to take a leap forward in his development, however, New Orleans had to equip him with something beyond Chris Olave in a depleted receiving corps. Tyson could help the Saints' passing attack reach that next level, as he's a smooth and well-rounded pass catcher whose skill set aligns well with Kellen Moore's offensive scheme. The injury history looms large, and his route running requires some refinement. But the arrow is pointing up for New Orleans in the second year of Moore's tenure. Nice move by Andrew Berry to pick up some additional draft capital while still securing his offensive tackle of choice. Fano isn't necessarily the clear-cut top blocker in this class, but he makes plenty of sense for aBrownsfront looking for a finishing touch to an expansive offseason reworking. Berry said ahead of the draft he wouldn't get hung up on what side a lineman had the most experience at, and Fano is a natural right tackle. But he's also fleet-footed and can help stabilize the pass protection in a division in which there will be plenty of that coming off the edge. Getting ahead of the offensive line run is a wise move, as a receiver can wait. John Harbaugh's first steps with Big Blue have been centered on achieving some semblance of stability, which has largely escaped the franchise for the better part of a decade. Taking Mauigoa certainly aligns with that effort. Mauigoa is a punishing force in the run game who won't get pushed around by pass rushers, either. He was announced as an offensive tackle, but he should slide in at right guard after veteran Jermaine Eluemunor was re-signed at right tackle. Olaivavega Ioane could have been a candidate for the same role, but Mauigoa is a high-floor prospect who can make life easier for Jaxson Dart on several fronts. After several years of earning some draft-night scorn, Jerry Jones finally hit it big. He capitalizes on a tumble for Downs, who has a solid case to be considered a top-three player in this class. The two-time unanimous All-American can be the force against the run that Jones covets, but he more importantly can help cut down on the meltdowns in the secondary that plagued Dallas throughout last year. New coordinator Christian Parker also has a major weapon to deploy from the slot as he likes after the Cowboys sorely missed Jourdan Lewis after the nickel's departure the previous offseason. A Miami team facing an extensive rebuild looked to be in prime position to address its front. Proctor, however, is a somewhat surprising target for the team. At his best, the 6-7, 352-pounder can be a devastating enforcer in the run game and engulf edge rushers to safeguard his quarterback. But weight management has been an issue, and he's one of the draft's more volatile prospects. High-risk, high-reward move for new general manager Jon-Eric Sullivan. There was widespread pre-draft skepticism that Simpson would crack Day 1 at all. Instead, he makes it into the top half of the order. Los Angeles is likely the ideal landing spot for the signal-caller, who's short on experience but can be brought along slowly behind Matthew Stafford. But the Rams really must have seen something in Simpson to pivot from their plan to go all in for the reigning NFL MVP. Les Snead and Sean McVay deserve the benefit of the doubt here, as they've been one of the best teams at identifying talent in the draft in recent years. And maybe it gives the franchise the smooth transition behind center that once seemed like it would be hard to enact. But Simpson has displayed some fairly significant shortcomings and limitations as an undersized and inexperienced passer, and this certainly feels like a sizable stretch. Ioane had been linked to Baltimore dating back to the combine and free agency. It's easy to see why, as he was nearly flawless last season for Penn State amid his team's wider turbulence. He's more stout than spectacular, particularly on the move. But Baltimore should covet that profile as it seeks to get the most out of Lamar Jackson and Derrick Henry once again under new coach Jesse Minter and first-time coordinator Declan Doyle. Bain lasted longer than many might have thought, and theBuccaneerspulled off what might go down as one of the draft's best value moves. Tampa Bay hasn't been able to sort out its edge rush for some time, so bringing aboard the most disruptive force in college football should be a clear win for Jason Licht and Todd Bowles. The arm length debate might have cost Bain on draft night, but here's betting he can navigate it to remain a persistent pest with the Bucs. This could become the defensive equivalent of the Emeka Egbuka pick with a rapid payoff. Gang Green couldn't afford to keep pinning so much on Garrett Wilson in the passing game. That dynamic led many to believe that the Jets would target a pass catcher here. Rather than go for a wideout such as Makai Lemon or Omar Cooper Jr., however, New York rolls the dice on Sadiq. An instant mismatch due to his field-stretching speed, Sadiq has significant untapped potential as a seam threat, which he could unlock with Geno Smith attacking vertically. He's still somewhat of an unfinished product, though, so his acclimation period could be an extended one. TheLions' need and desire to address the void at offensive tackle after Taylor Decker's release was obvious. Less clear, however, was just whom Brad Holmes would zero in on. Perhaps more people should have seen this one coming, though. Miller is experienced, astute and athletic with an optimal frame for handling NFL edge rushers. With the bulk of his experience coming at right tackle, however, this signals that Penei Sewell should be making the switch to the left side. It's easy to see the appeal of Banks, a 6-6, 327-pound interior force with unparalleled explosion off the ball. Yet Banks has been waylaid by multiple foot injuries in the last year, and staying healthy could be a considerable concern. Banks also struggles to finish plays as a tackler once he gets in range of a ball carrier. There's massive upside here for him to thrive in Brian Flores' scheme, but this could also go awry if Banks can't become a consistent performer. Ikem Ekwonu is officially on notice. One month after signing Rasheed Walker as a contingency plan as Ekwonu recovers from a torn patellar tendon, thePanthersadd another top tackle in Freeling. The ascendant blocker can boost Carolina's long-term protection profile without being rushed into action. Not bad for an offense still searching for ways to help Bryce Young take a leap. Well, there's clearly a post-A.J Brown plan being enacted in Philadelphia. No one will confuse Lemon with the bulky Brown, but he could help anEaglesoffense facing plenty of uncertainty on firmer ground. The Biletnikoff Award winner can provide Jalen Hurts with instant solutions in the underneath to intermediate area while allowing DeVonta Smith to become the attack's featured player. If June wasn't already circled for an expected deal, it should be now. Omar Khan didn't have too many pressing concerns with his roster, but the outlook at offensive tackle was a little shaky amid Broderick Jones' recovery from a neck injury. Enter Iheanachor, who's short on refinement but long on athleticism as a latecomer to football. He provides flexibility in the short and long term, with Troy Fautanu potentially able to slide over to the left side and allow Iheanachor to step in at right tackle if required. Looks like a Jim Harbaugh player. Plays like a Jim Harbaugh player. And now, he is a Jim Harbaugh player. The 25-year-old Mesidor touted himself as a "seasoned rookie" as he prepared to enter the league as an older and more experienced entity than his peers. Harbaugh, however, surely relished the non-stop motor Mesidor deployed to chase down opposing quarterbacks. The Bolts' pass rush worked best when it had three legitimate threats to rotate at edge, and Mesidor can round out that group while serving as the long-term successor to Khalil Mack. After trading up to secure Downs, the Cowboys move back with their second selection and still secure a player who can further change the complexion of their defense. Lawrence went from potential sleeper during the pre-draft process to a main attraction. He offers the length and persistence to make a mark right away, though he can be somewhat boom-or-bust as a pass rusher. But this was a sensible step to bolster an edge group that still wasn't up to par. The future of Cleveland's aerial attack remains unresolved as the team prepares to head into next season with either Shedeur Sanders or Deshaun Watson behind center. At least next year's starter - and any potential 2027 quarterback pick - will have a major asset at his disposal in Concepcion. The Paul Hornung Award winner can do a little bit of everything, but his calling card is pulling away from coverage and would-be tacklers. The immediate gains might be incremental, but Concepcion should nudge the Browns toward more big plays, including in the return game. Takeaways and a dynamic secondary were at the center of theBears' defensive push last season. Yet after signing Coby Bryant and now drafting Thieneman, Chicago now looks even more formidable at safety. Thieneman flew under the radar a bit until a breakout performance at the combine, but he can handle a variety of coverage assignments. The interceptions might not trickle in as easily as they did during his freshman season at Purdue, but Thieneman shouldn't take long to establish his playmaker credentials. Nick Caserio looked to the trade market once again to add yet another piece to Houston's ever-evolving front. Rutledge is an absolute pest in the run game with jarring power when he latches onto a defender. His aggressive mindset can work against him at times, but Houston can clearly weaponize his skill set to create holes for new lead running back David Montgomery. This feels like a move straight out of thePackersplaybook for Jon-Eric Sullivan and Jeff Hafley, who both came over from Green Bay. In the pre-draft process, Johnson carved out a place as one of this class' most polished cornerbacks. His composure is sure to come in handy for a Miami defense that has been in trouble at the position since moving on from Jalen Ramsey. For the second year in a row, the Patriots prioritized protection for Drake Maye in the first round. After things got dicey for Will Campbell down the stretch, New England has to be cognizant with how it deploys Lomu, who's a promising pass protector but has plenty of work to do on the finer points of his position. He's a natural left tackle, so there's some question as to fit here after Mike Vrabel and Eliot Wolf insisted Will Campbell would stay put. The most reasonable route to the lineup could be eventually taking over for Morgan Moses at right tackle. Kansas City simply couldn't afford to stand pat in its pass rush, which has too long relied on Chris Jones to prop it up. But can Woods be entrusted with returning the front to its previous standard? Touted as a potential top-five pick coming into the season, he didn't come close to living up to expectations. Maybe he'll find his form working alongside Jones, but his underwhelming trajectory shouldn't give the Chiefs much confidence. If Gang Green had taken Cooper at No. 16 overall, the move likely would have been lauded. Instead, the Jets managed to secure Kenyon Sadiq and still circle back to Cooper with a trade toward the end of the first. The slippery run-after-catch threat pairs well with Sadiq and Garrett Wilson, as he can own the underneath area and serve as a safety valve in the passing game. With a solid offensive line, Breece Hall and an upgraded receiving corps, things sure are setting up nicely for Geno Smith ... or a 2027 quarterback pick. There might not be a more Robert Saleh-coded player in the draft than Faulk. Length? Check. Run defense? Check. Motor? Check. Faulk is hardly a finished product as a pass rusher, but he's one Saleh will gladly take on. He might have been overvalued had he landed in the mid-first, but this seems like the right range for him. He won't be known primarily as Jeremiyah Love's backup for much longer. The defending champions just made Price an essential part of their backfield after Kenneth Walker III's departure. It's fair to question the positional value here, especially for a back who's an unproven commodity in the passing game. But Seattle had few options to find someone who could at least share the load with Zach Charbonnet, and the defending champs are in a better position than most teams to make this kind of move. Here's a bit of surprise. Stribling seemed to pick up steam in the pre-draft process, and there's plenty to like about a 6-2, 207-pound target who's a dynamo with the ball in his hands. There's room for him to develop in a Kyle Shanahan system that is sure to weaponize his run-after-catch prowess and blocking ability. But he's far less polished than some of the other promising receivers on the board here. Time to build up that front for Jeremiyah Love. While the glaring hole at right tackle remains, Bisontis can help fortify an uncertain interior. He's a good athlete who could become a long-term staple along the front if he cleans up some of his pass protection. Brandon Beane could have made this selection at his original spot at No. 26 and no one would have blinked. Instead, he moved back for more draft capital and still landed his guy. Parker fits the profile of a long, stout edge rusher that theBillshave embraced in recent years. He might not be the most dynamic pass rusher, but he'll create pressure consistently and push the pocket. Another selection that could have been made in the first round without much objection. TheTexansjump ahead of the Giants, who needed a force up front to replace Dexter Lawrence. McDonald can wreak havoc against teams that overcommit to stopping Will Anderson Jr. and Danielle Hunter. Good value here for New York, which has an underwhelming collection of cornerbacks. Hood is more of a long-term investment than an immediate solution, but he can match up with bigger receivers who threaten defenses downfield. But with no defensive tackle here and a potential run at the position coming, the Giants need to find some value later on or hit the post-draft veteran free agent market. This is a fun one. Stukes is far from what you'd expect of a 24-year-old former walk-on, as he's a supreme athlete and playmaker out of the slot. He has to harness his aggressiveness properly, but he elevates a Las Vegas secondary that looks unsettled almost across the board. No excuses for whoever is under center for Cleveland in 2026. With a remade offensive line and now two new targets in first-rounder KC Concepcion and Boston, the Browns have undergone a full overhaul to prepare for Todd Monken's first year at the helm. The supersized Washington receiver adds a different and necessary flavor as a contested catch aficionado, but it's unclear how many opportunities he'll see in the early going. The Chiefs didn't prioritize their edge rush in the early going but circle back to the glaring need here. Thomas is a bit of an odd fit for Steve Spagnuolo, who has typically preferred rangier edge threats. A sawed-off defender in the mold of former Sooner Nik Bonitto, Thomas should be able to generate some splash plays, but he could have trouble finding consistency early in his career. Give Cincinnati credit for breaking from its established pattern of prioritizing size and arm length. Howell hardly fits the profile of a typical Duke Tobin pick, but he can give some juice to a rush that's on uncertain ground after Trey Hendrickson's departure. TheBengalshave some depth, but the reigning SEC Defensive Player of the Year will keep the pressure on other recent draft picks to step up. Miller isn't as alluring as some other recent Georgia defensive line products, as he doesn't offer much in pressuring opposing quarterbacks. But he'll do more than his fair share to shut down the run, and he's extremely dependable. That probably is sufficient value for a Saints team that would stand to benefit from his forcefulness up front. Is taking an off-ball linebacker this high a luxury for a franchise with this many needs? Maybe, but Rodriguez could still be a huge help to aDolphinsdefense that lacks cornerstones. There are some similarities to Carson Schwesinger, who earned NFL Defensive Rookie of the Year with the Browns. Rodriguez could be a similar agent of change for Miami. Well, Dan Campbell certainly has a type. Moore is ultra-physical and persistent, and he can be counted on to hold up against both the run and pass. But he might not be sufficiently dynamic to finish off plays in the backfield beyond clean-up work. This felt a bit high for him, especially in a trade-up scenario. Young is never afraid to get physical with his opponents. He likely will never be a double-digit sack guy, but he contrasts 2025 second-rounder Mike Green in that he can stop the run and set a firm edge. Todd Bowles' defense was overdue for a linebacker who could take the mantle from Lavonte David. Trotter, however, was an odd choice to take over at the second level. He's a force when working downhill, but the Bucs were too often burned by their coverage deficiencies at the position. That's a big vulnerability for Trotter, and it could remain a sore spot for the defense. There aren't many rookie receivers capable of earning Aaron Rodgers' trust. Bernard might be an exception. Trustworthy to his core, Bernard can make an immediate impact as a short-area run-after-catch threat and someone who can handle contested catch scenarios. He'll help diversify a Steelers receiving corps on the rise. Not a bad way to respond to missing out on Makai Lemon. The Falcons probably didn't have to dig deep on their research of Terrell, who's the younger brother of starting cornerback A.J. Terrell. This is more than just a fun story, though. The younger Terrell is aggressive yet refined, and he'll add to a back end that's added some promising young pieces in safety Xavier Watts and nickel Billy Bowman Jr. Hunter has a big personality and an even bigger presence against the run game. He won't close in on many quarterbacks, but he'll demand double teams and own the middle. Aaron Glenn can surely appreciate an undersized cornerback who punches above his weight class. Ponds' limitations at just under 5-9 might be inescapable, but he otherwise checks off plenty of boxes of a high-end starter. If anyone can get the most out of Golday, it's Brian Flores. The former edge rusher is an explosive linear athlete, and the defensive coordinator can unleash him as a blitzer while growing his coverage capacity. He might not make his mark right away while he learns to process more quickly, but the long-term upside is substantial. Fast, long and dynamic. Cisse clears the bar for what Brian Gutekunst seeks from his cornerbacks. Instant returns shouldn't be expected, as his instincts are underdeveloped. But the Packers continue to focus on the long term. Allen had been touted as a potential first-rounder, but this feels like a more reasonable range for him. His instincts and run defense will come in handy right away for Indianapolis, which was due for a refresh at the second level. This sure feels like a team laying the groundwork for an A.J. Brown trade. Stowers is an astonishing athlete, though a hypothetical seam threat rather than a proven one given his usage at Vanderbilt. He'll need to get stronger at the catch point and become a factor as a run blocker to unlock his full potential, but he can make a mark for Philadelphia's evolving aerial attack. Mike Vrabel and Eliot Wolf said at the combine they were seeking violence from any potential edge rusher pickups. It's little wonder, then, that they moved up for Jacas. An outright brawler as a former wrestling standout, he'll make his presence felt up front even if he doesn't always have enough juice to close out plays on ball carriers. This is a pretty big surprise for a team making its first selection. Boerkircher might be much closer to a pack of Day 3 tight ends than Stowers, but he ends up going just a few picks after the second player at the position off the board. He can make his mark as a blocker for Liam Coen, who will covet what he can open up in the run game. But the value here seems distinctly lacking. Many assumed the Bears could take an offensive tackle early with Ozzy Trapilo's injury recovery timeline unclear. Instead, Chicago looked to upgrade elsewhere on its front. Jones, the Rimington Award winner, is a good fit for Ben Johnson's outside zone scheme. But there didn't seem to be much of a distinction between him and the other top centers in the draft, and this felt like a bit of a reach. Andrew Berry could be putting together another outstanding draft class after hitting it big last year. Trading up for McNeil-Warren nets Cleveland a safety who can erase tight ends and be plenty forceful coming downhill against the run. Another big gamble at tight end by an AFC South team. Klein has some untapped potential after just 12 college starts, but not enough to justify this draft status. Pretty sizable investment for only an OK upside. Back to work for Robert Saleh in getting an undermanned defense up to speed. Hill is a rangy and instinctive playmaker who can be deployed in a number of ways. He could become a staple of this unit at the second level. Is it possible to run packages with four tight ends? Sean McVay might be inclined to find out. Despite returning the likes of Colby Parkinson, Terrance Ferguson and Tyler Higbee, Los Angeles opts for another well-built target for Matthew Stafford. Klare, who had a solid case to be the second or third tight end taken, can help boost the passing game out of the gate ... if he can see sufficient reps. Igbinosun has made progress in modulating his physicality, but he's still somewhat of a volatile entity in coverage. New coordinator Jim Leonhard has had success bringing along players in this mold, though, so there's a path for him to find his footing. Though he's naturally a center, Slaughter was announced as a guard. That makes plenty of sense for the Bolts, who have Tyler Biadasz at the pivot but not much reliability on the interior otherwise. Jim Harbaugh will take trustworthiness over traits every time, especially up front. As arguably the premier ballhawk in college football, Clark flew under the radar a bit during the pre-draft process. He gets his due here, though, with the defending champs, who will properly appreciate Clark's ball skills as they replace Coby Bryant. It's understandable that Arizona might want to take a stab at finding a developmental quarterback. Beck, however, is a robotic passer who can wilt under pressure, and his decision-making and ball placement can be erratic. This doesn't move the needle much for a team preparing to roll with Jacoby Brissett. With so much work to do, Arizona should take a more patient approach to roster-building. When your roster is this loaded, you can afford to wait until the third round to make your first pick. Onyedim is well-rounded and reliable as an interior defender, even if he lacks a true calling card. The arrow is pointed up for Crawford, who showed off some promising pass-rush tools last season. The Raiders can be patient with his development, and Maxx Crosby should be a fine mentor. The Eagles found a potential Lane Johnson successor, but later than many expected. Bell is a mountain at 6-9, with all the benefits and drawbacks that come with that size. This project might feel a little more tenable if Jeff Stoutland were still around. More bold tight end moves. The cupboard clearly isn't bare in Chicago, but the offense adds another option in Roush. His short arms and drops are cause for concern, and Ben Johnson will have to tap into his trademark creative streak to extract proper value from him in the passing game, though he has some promising tools. With Robert Saleh gone, the 49ers add a different flavor to their pass rush. Height can be all-or-nothing with his approach, but he'll add a spark to a unit that's counting on Nick Bosa and Mykel Williams to lead the way in their returns from torn ACLs. This could be a sneaky pick for early returns. Williams might be a slot-only option in a league that's de-emphasizing that role, but he can get open and take on a sizable workload in an offense that offers few threats outside of Terry McLaurin. There's your typical Bengals pick. Davis is a massive and speedy corner who can smother receivers at the catch point, though he can have trouble sticking with crafty pass catchers. He offers depth and some developmental upside behind DJ Turner II and Dax Hill, who are both entering the final years of their deals. Kellen Moore and Tyler Shough have another weapon at their disposal in the passing game. Delp never lived up to his potential at Georgia, but there were plenty of mitigating circumstances, including a foot injury that plagued him throughout 2025. He's a major seam threat, which Shough can take advantage of. At 6-5, Fields has a proven track record in go-up-and-get-it scenarios, which Jaxson Dart will no doubt seek out. But Fields will have to expand his comfort zone beyond vertical routes, as he lacks adequate separation skills. Miami's smurf-like receiving corps surely can find a role for the 6-4 Douglas, especially given Malik Willis' proclivity for attacking deep. He's a fairly big project, however, and might never offer much more than sporadic flashes. Omar Khan said in the lead-up to the draft that he was looking at "AFC North quarterbacks" - namely passers who are big and strong-armed. Doesn't take an NFL scout to identify Allar as someone who satisfies those demands. His development, however, has been wholly underwhelming, and he can't reasonably be considered insurance for Aaron Rodgers anytime soon. The roster is in good enough shape that Khan can afford to take a swing. But here's guessing Pittsburgh is back at the quarterback table next year. Another classic Gutekunst pick. McClellan has the frame to make waves on the interior, though he's fairly inconsistent in several phases. He can help set the tone up front even if he never becomes much of a disruptor. Haulcy probably won't replicate his ball production at the next level, but he can still make an impact in coverage as a punishing force. Between this selection and Allen, Indianapolis is quietly solidifying its defense down the middle. Branch is hardly a complete receiver after being fed a steady diet of screens at Georgia. At this juncture, however, his upside is hard to ignore. The speedster can break big plays in the return game and on quick hits as he works to refine his route running. Highlight-reel grabs came easily to the 6-4 Lane, who made a habit of skying up for one-handed catches. He's overly reliant on that skill set, however, and might struggle to shake coverage. He'll have to earn Lamar Jackson's trust to win in those scenarios. Jacksonville looks due for a difference-maker on the interior. Regis can help stuff the run, but not much more should be expected of him, and he's not a dominant force there. What a punch Minnesota is creating up front for Brian Flores with Caleb Banks and now Orange. "Big Citrus" is outstanding at setting terms along the line of scrimmage and shutting down ground games. He'll serve a narrow role, but it's a valuable one given how strong he is at it. Dan Morgan continues to equip Bryce Young with downfield threats to open up Carolina's passing attack. Brazzell's lack of strength at the catch point could lead to some early turbulence, but he'll threaten defenses vertically and has the potential to expand his route tree. Tampa Bay didn't wait long to add a tall target to take over after Mike Evans' departure. Hurst requires more refinement, but he and Baker Mayfield could form an electric connection on vertical routes. Everette is a well-built corner who's sharpened his skills against the best the SEC has to offer. He might concede separation too often, but his tackling skills make him a fine fit in Pittsburgh. More resources toward a troublesome offensive line. Barber has the frame and footwork to be a strong pass protector, but his anchor is subpar and leverage issues pop up. But his upside is enticing. A run-blocking tight end might be a luxury for a team with so much on its to-do list. Kacmarek can make a true mark on that front, but the value doesn't quite square here. James Gladstone clearly wants the Jaguars to level up at the line of scrimmage. A two-time transfer from Wyoming and USC, Pregnon is solid to the core and can be trusted to get the job done in all phases. Having run a 4.28-second 40-yard dash at the combine, Thomas has established that he has rare breakaway speed. Chicago is betting he'll break off enough big plays in the return and pass game to justify what otherwise looks like a lofty investment for his skill set. Black goes from a combine snub to a third-round pick. No one will confuse him for Christian McCaffrey, but he can be a reliable inside runner for San Francisco. Zuhn was announced as a guard rather than center, where many expected the former left tackle to land. Snagging a quick-moving pass protector to support Fernando Mendoza is a shrewd move, though Zuhn's arm length and athletic limitations cap his ceiling. Is Jerry Jones killing this draft? Barham has some head-turning moments as a pass rusher, even though he's still finding his way there after primarily operating as an off-ball linebacker. Dallas can bring him along slowly while still tapping into his relentlessness. Trost took a significant step forward last season, and he offers versatility along any front. He offers depth for a team that looks settled along the front for now but could use some long-term solutions. Off to the races. If Bell rediscovers his form after tearing his anterior cruciate ligament, he could be a great value here. He still has to grow more comfortable working downfield after being fed lots of quick hits, but don't be surprised if he racks up yards after the catch early in his career. Raridon got bumped down in the tight end pecking order, but he can still make meaningful contributions for Drake Maye. Though his target share might not be massive, he can be a reliable option in the intermediate game. He'll be known for more than just his mullet soon enough. Dunker can compete for a starting guard spot early on, and he's got more than enough power to provide a jolt to the run game. In a vacuum, there's good value for a player who some thought could land in the second round. But the Vikings have their tackle tandem in Christian Darrisaw and Brian O'Neill and the 6-8 blocker can't easily move inside to guard. The Vikings put safety on the back burner but circled back at the end of Day 2. Thomas announces his presence as a blitzer and run stuffer, but his aggression can work against him. At 6-2, Neal feels like a throwback to the Legion of Boom years. He's a strong fit for Mike Macdonald's defense and rounds out the secondary after Riq Woolen's departure. James Gladstone caps a pretty strange night for Jacksonville with a serious stretch. Huskey was productive and versatile throughout his career, but his build and athleticism figure to be problems in coverage at the next level. Though he could rotate in at safety or at nickel and contribute on special teams, his playmaking skills simply might not translate. McCoy was widely considered to be a first-round talent, but he slipped all the way to Day 3due to concerns about his injured knee. The Raiders have long needed a true No. 1 cornerback, so taking a chance on McCoy at this juncture seems like a sensible gamble – if not, a steal. 2026 NFL DRAFT:Why Jermod McCoy fell to Day 3 before being selected by Raiders The Bills entered the 2026 NFL Draft needing depth at the offensive tackle spot. Bowry is a high-ceiling athlete with two years of starting experience on the left side. He will need to iron out his inconsistencies at the NFL level, but he showed his upside by not allowing a single sack in his final season at Boston College. The Jets added T'Vondre Sweat in a trade with the Giants but still need more talent along the interior defensive line to help replace Quinnen Williams. Jackson has great size at 6-6, 315 pounds with a huge wingspan and hands, but he's raw and needs to hone his technique to find consistent success at the next level. The Cardinals needed to add to their pass-rushing rotation after spending their first three selections on offense. They probably needed an edge rusher more than a defensive tackle, but Proctor – a high-end athlete who generated nine sacks in his final year playing at Southeastern Louisiana, an FCS school – has the athleticism needed to emerge as a quality interior pass rusher at the NFL level. Derius Davis is set to be a free agent after the 2026 season. Thompson could replace him as the Chargers' rotational speed receiver, as the Mississippi State product ran the fastest 40-yard dash at the 2026 NFL Scouting Combine, completing the drill in 4.26 seconds. His 5-9, 164-pound frame will create some durability concerns, but his field-stretching capabilities could make him a unique threat out of the slot. Nwaiwu might be challenged more often by more athletic defensive tackles at the next level, but he can jolt anyone he gets his hands on. He continues Houston's effort to get tougher and more reliable on the interior of its front. Halton flashed his athletic tools at the combine, but his undersized build can make him a boom-or-bust figure on the interior. He offers a good amount of upside to a San Francisco front that will take disruption in any form it can get its hands on. The Broncos could use another powerful running back for their roster, given J.K. Dobbins' injury concerns. Coleman is a compact, 5-8, 220-pound running back with great contact balance and solid receiving skills. He posted at least 1,112 scrimmage yards in each of his final three seasons at Arizona and Washington and scored a career-best 17 touchdowns in his final season with the Huskies. Kansas City continues to rebuild its cornerback room after losing Trent McDuffie and Jaylen Watson. Though undersized, Canady checks off plenty of other boxes as a reliable coverage presence. He can hold down a slot role with Mansoor Delane on the outside. Don't be surprised if he's the latest mid-round defensive back to outplay his draft slot for the Chiefs. Here's your Day 3 flier at quarterback for the Jets. Klubnik was discussed as a potential early first-round pick heading into his final year, but things quickly went south for him and Clemson. That draft projection always looked lofty for a passer without a true calling card, but the former five-star still offers some occasional flashes when he's in rhythm. Inconsistency, however, has plagued him, particularly in his decision-making and ball placement at every level. Klubnik landing ahead of Garrett Nussmeier comes as a surprise, but he could hold down a backup spot and maybe even get a late trial run if New York determines it has seen enough from Geno Smith. The Broncos announced Casey as a guard, which makes sense given that he lacks the desired length for an NFL tackle. That said, he was a 41-game starter at left tackle during his time at Boise State and could still be a swing tackle in a pinch. His strength and consistent effort will endear him to NFL coaches. Shelton has some promising athletic tools but probably tops out as a swing tackle. That's fine for Dallas, which could use some depth and can roll the dice on upside here. Farmer is a classically Colts-coded interior lineman, with more than enough force to leave his imprint in the run game. He could become a reliable starter with continued development. The Cowboys are continuing to build up their defense. Moore is a massive 6-3, 198-pound cornerback who excels in press coverage. He could develop into a starter for Dallas and, along with first-round pick Caleb Downs, should provide a needed upgrade for Christian Parker's defense. A second receiver for Baltimore? The Ravens added Ja'Kobe Lane in Round 3, but are now adding Sarratt to the fold, giving them two sizeable receivers who can be red-zone weapons. That will make Lamar Jackson happy. Sarratt isn’t a top-tier athlete, but he has the size (6-2, 210 pounds). He has excellent hands, is a good route runner and showed well as a run blocker. He racked up 65 catches for 830 yards and 15 touchdowns during his final season at Indiana and should become a quality possession receiver. The Buccaneers needed more depth for their defensive backfield, and Scott was arguably the best player available. Scott enjoyed a breakout year in his lone season at Miami, generating 64 tackles, 13 TFL, five sacks, and two interceptions, which were both returned for touchdowns. His skills as a slot blitzer and his physicality should quickly endear him to Todd Bowles. Jim Harbaugh and Joe Hortiz go big here - literally. Burke is massive at 6-9 and 325, and he carries all the benefits and complications that come with that size. The Bolts can bring him along slowly behind Joe Alt and Rashawn Slater while also giving themselves some insurance at the position after last year's injuries. The Lions keep building out their defense with Michigan picks, adding Rolder after taking Derrick Moore in the second. The linebacker came on strong in his lone year as a starter, establishing himself as a legit NFL prospect. He can make immediate contributions in stopping the run while growing his comfort zone in coverage. Williams lacks the high-end tools to be much of a consistent threat as a pass rusher, but he can round out an edge group. That might be sufficient for Jacksonville, who count on Travon Walker and Josh Hines-Allen to shoulder the load. The Packers traded Rashan Gary during the offseason and needed to replace him, especially given Micah Parsons' uncertain status to start the 2026 NFL season due to a torn ACL. Dennis-Sutton is a thickly-built edge setter who should be a solid run defender from the jump. The 6-6, 256-pound edge rusher has the tools needed to continue growing as a pass rusher after logging 8.5 sacks in each of his final two seasons at Penn State. This might seem a bit early for Wetjen, but he's a big play in a bottle. He can flip the field in a hurry as a returner and add an electric element to Pittsburgh's methodical approach. Still, the price is fairly exorbitant for a player who might not be much of a factor in the pass game beyond some scattered manufactured touches. A running back over a receiver? The Raiders needed a backup to Ashton Jeanty, but it remains surprising they haven't selected a wide-out to pair with Fernando Mendoza. Nonetheless, Washington was a star at the 2026 NFL Scouting Combine, running the 40-yard dash in a blazing 4.33 seconds despite his 6-1, 223-pound frame. His combination of power, speed and productivity will give him a shot to be a productive NFL player, though he will need to cut down on his fumbles (10 across five college seasons) to earn the trust of Klint Kubiak and Co. Both Azeez Al-Shaair and Henry To'oTo'o are set to enter the final year of their contracts, leaving some long-term uncertainty for an otherwise stellar Texans defense. Houston can see if it can harness Woodaz's aggressive style into something sustainable, but he might be best fit as a backup and special teams demon. The Bears lost Nahshon Wright to the Jets in free agency. Muhammad can come in and challenge Tyrique Stevenson for the starting role vacated by the Pro Bowler and will have a chance to develop into a long-term No. 2 cornerback for the Bears. The Texas product has ideal coverage skills for the next level but comes with a slender frame (6-0, 182 pounds). He could have been a Day 2 pick, so this is a good value for Chicago. Brandon Beane isn't done with his mea culpa at wide receiver. Bell showed plenty of promise as a Biletnikoff Award finalist, though he's likely in for a rude awakening as he faces a significantly higher level of competition. He can still make his mark, however, as someone who can free himself up from coverage with his quick breaks. Buffalo once again addresses a potential sore spot for new coordinator Jim Leonhard's defense with Elarms-Orr. The Bills need to turn the page over the middle, and they get a bit of needed athleticism here. If Elarms-Orr grows more comfortable in coverage, he could provide substantial value. Willis is a nice fit in a Kyle Shanahan offense that can get him on the move to maximize his potential in the run game. Sticking as an offensive tackle is likely a no-go given his frame, but he might latch on at guard. Lew is a fluid mover with the athleticism to get to the second level as a blocker. The 6-3, 310-pound center will need to continue adding strength to his frame but has the tools and toughness needed to emerge as a potential starter. He's coming off a torn ACL, but he can sit behind Ted Karras until he's healthy enough to play. This is an ideal, forward-looking pick for the Bengals as they look to better protect Joe Burrow. Carolina adds another imposing corner in the 6-2, 189-pound Lee. He sets the tone at the line of scrimmage, though he'll have to become a more consistent presence in all phases of coverage to become a starter down the line. An undersized edge rusher, Moore might lack a true home in the NFL. The Dolphins will appreciate his hard-charging approach, but he might already be maxed out. Smith is an aggressive playmaker and will get a chance to play next to Derwin James. That seems like a good opportunity for Smith, a long, athletic safety with good coverage skills. The 6-2, 202-pound safety had five interceptions and 14 pass defenses across three seasons at Arizona but will need to improve as a tackler to become an NFL starter. New Orleans keeps adding to its interior after picking up David Edwards in free agency. Wright can assist the effort to ramp up a refurbished run game, though he might not be suited to step in right away. Eric DeCosta said there was a "strong chance" the Ravens could add two tight ends in the draft. He addresses the position on Day 3 with Hibner, who can serve in several roles but might top out as a complementary piece. At 6-5 and 242, Daniels is somewhat stuck between a linebacker and safety role. Perhaps Jeff Ulbrich can bring out the best of him as an all-purpose playmaker, though. Indianapolis continues to get younger, faster and tougher on defense after adding CJ Allen and AJ Haulcy on Day 2. Boettcher might duplicate Allen's skill set somewhat, but he can help further shore up the Colts' run-stopping efforts. The Saints are doing everything they can to give Tyler Shough a chance to succeed. Lance should be a nice complement to first-round Jordyn Tyson, as the brother of Chargers quarterback Trey Lance has excellent size at 6-3, 204 pounds. The younger Lance is explosive and has the vertical playmaking skills needed to be a deep threat at the professional level. The Cowboys are rebuilding their edge rush rotation after trading Micah Parsons last season. Overton doesn't have the athleticism and burst for which teams typically look in an edge player, but his sizable 6-3, 274-pound frame should make him a quality edge-setter who can also play some snaps on the interior defensive line. The Dolphins already added a productive, instinctive linebacker to their defense in Jacob Rodriguez. Now, they are adding Louis, who projects as a nice complement to the Texas Tech product. Louis is undersized at 6-0, 220 pounds, but he’s also an explosive athlete (4.53-second 40-yard dash) with good play recognition skills. The 49ers needed to add some size at cornerback. Prysock (6-3, 196 pounds) performed well at the 2026 NFL Scouting Combine, blazing the 40-yard dash in 4.45 seconds while logging a 39-inch vertical jump and a 10-4 broad jump. He also posted solid production across his four college seasons at Arizona and Washington, totaling 20 pass defenses and two interceptions. Raheem Morris can work on developing him into a solid starter. Big with build-up speed, Young fits the profile of a Bengals pick. He probably won't make a significant dent anytime soon behind Ja'Marr Chase and Tee Higgins, but Joe Burrow can weaponize his best attributes. Nick Caserio is adding another young defensive back to his already elite defense. Ramsey is a quality athlete with great versatility. He played both safety positions and in the slot at USC and has good coverage instincts and play recognition skills. He could eventually develop into a starter, so this is a solid value. Support for Cam Ward can come in all different forms. Here, it arrives in more help up front. Carmona likely is more of a depth piece than a future starter, but he still carries some value as someone who can be a savvy backup and step in when necessary. Monti Ossenfort continues to invest in the skill positions. Virgil can be an asset in the downfield passing game, but he could struggle to hold up against physical corners who challenge him off the line of scrimmage and at the catch point. The Panthers lost Cade Mays in free agency. They signed Luke Fortner to help replace him, but Hecht could easily emerge as the team's long-term starter at the position. Hecht demonstrated elite technique and should be a scheme-versatile pro. He showed good core strength during his time at Kansas State but will need to keep adding power to his 6-4, 303-pound frame to ensure he holds up against NFL-caliber defensive linemen. Barrett is a well-built defensive tackle who can dent the pocket. He probably won't finish many plays in the backfield for others, but he can still create headaches for offenses that don't double-team him. Todd Monken has entirely rebuilt the Browns' offensive line ahead of his first season with the team. Brailsford has excellent quickness and movement skills but is small for a pro-caliber offensive lineman at 6-2, 289 pounds. Cleveland can assess whether he can bulk up and eventually emerge as a successor for veteran Elgton Jenkins. TheCommandersadded Odafe Oweh and K'Lavon Chaisson in free agency but still need more upside for their pass rushing rotation. Josephs showed a well-rounded skill set at Tennessee, performing well against the run and notching six forced fumbles across his final two seasons. The 6-3, 242-pounder will need to add a bit more muscle to his frame to continue defending the run well at the NFL level, but his explosiveness off the snap makes him an intriguing pick in the fifth round. Never hurts for the defending champs to have more support up front, especially with Anthony Bradford continuing on as a starting guard. Stephens has some athletic limitations but is worth a shot here for his knowhow. Back-to-back Alabama players for the Browns, who needed linebacker depth with Jeremiah Owusu-Koramoah's career unlikely to continue. Not to be confused with theMinnesota Vikingswide receiver, Jefferson enjoyed a productive career for the Crimson Tide. He generated 85 tackles, 6.5 TFL and three sacks in his final season while breaking up five passes. He's not the biggest player at 6-0, 223 pounds, but his athleticism and instincts should make him a quality NFL role player. Las Vegas is in search of reliability on the back end, and Johnson certainly gives it that. No one will confuse him for his past and future teammate Treydan Stukes, but he can still provide a boost, particularly when working downhill. Wheatley easily could have been a Day 2 selection. The 6-2, 201-pounder is great against the run thanks to his downhill physicality and allowed a career-best 69.2 passer rating last season, per Pro Football Focus. He should quickly emerge as a well-rounded starter at the NFL level and could be a plug-and-play option next to Tre'von Moehrig. It was pretty stunning to see Joly fall this far back in the tight end pecking order, but teams clearly showed a preference for in-line types. Joly isn't that, but he could still make significant contributions as a move option, a la Harold Fannin Jr. He lands in a nearly ideal spot with Sean Payton as the Broncos enter the final year of Evan Engram's deal. The Packers are set with Sean Rhyan at center but could use a little bit of help behind him. Burton could stick around for a while as a versatile backup option up front. The 49ers moved Dee Winters to the Cowboys on Friday and don't have a ton of certainty at the spot next to Fred Warner. Dugger has the size and speed teams desire from a developmental option, though he could take some time before becoming more than a special-teams contributor. The Buccaneers needed to add interior defensive line depth, as 31-year-old Vita Vea is set to be a free agent after the season. What Capehart lacks in experience, he makes up for in athleticism. He performed well at the NFL combine, so the 6-5, 313-pound defensive tackle is a nice developmental project for Tampa Bay. Keep an eye on this pick as a potential sleeper. A former walk-on wide receiver and transfer from Northern Illinois, Gumbs has the flexibility and force to break out as a pass rusher. He's also strong enough against the run to see a good dose of reps while he figures things out. Abney was a great contested catch cornerback at Arizona and generated 21 pass defenses and five interceptions over his last two college seasons. His smaller size (5-10, 187 pounds) may make him a nickel back at the professional level, but the Lions can let him compete for playing time early in his NFL career. Jon-Eric Sullivan and Jeff Hafley are clearly putting a high emphasis on proven playmakers who bring a ton of energy. Taaffe is just that, though he might end up in no-man's land at safety given some of his shortcomings. Who doesn't love a good fullback pick? Bredeson might never amount to more than a lead blocker, but he can boost a Vikings ground game that needs plenty of help. One pick after Max Bredeson comes off the board, the Buccaneers draft an interior offensive lineman to potentially challenge his brother, Ben, for playing time. Schrauth (6-5, 310 pounds) was a two-year starter and team captain at Notre Dame. He has good play strength and experience at both guard spots, two factors that could help him quickly become a solid starter at the NFL level. For now, he looks like a solid backup along the interior offensive line. The Chiefs continue to remake their running back room after signing Kenneth Walker in free agency. Johnson has great vision and was productive at Nebraska, racking up a whopping 1,821 scrimmage yards and 15 touchdowns on 297 touches during his final season with the Cornhuskers. Rivers started 45 games across four seasons at Duke, showing good anticipation in coverage and a willingness to be a hard hitter against the run. He played well on the outside but figures to move to the slot at the professional level, as it better suits his 5-10, 185-pound frame. The Ravens needed some young depth at cornerback, and Rivers was a good value here. This is a fun project for Brian Flores. Demmings dazzled against a lower level of competition and has the physical make-up to hang with NFL receivers. An acclimation period is inevitable, but he could become a legitimate contributor for a Vikings secondary facing plenty of uncertainty. Loading up on tight ends is en vogue in this draft, and the Jaguars joined the fray after taking Nate Boerkircher earlier in the draft. Koziol is more of a detached option and a bet on athleticism, but he can serve a narrow role if the blocking ask of him is minimized. The Titans were rumored to have an interest in Jeremiyah Love atop the 2026 NFL Draft. They couldn't land him but will add Singleton to partner with Tony Pollard. Singleton was a prolific pass-catcher at Penn State, racking up 102 receptions for 987 yards and nine touchdowns across four seasons with the Nittany Lions. He also posted two 1,000-yard seasons as a rusher, so his production, along with his size (6-0, 219 pounds) and explosiveness, could make him a fun addition to Tennessee's roster. An appropriate throwback pick for the Bears, Elliott is best at operating between the tackles and sifting through traffic. He's likely not a true three-down defender, though, due to his discomfort working in space in coverage. Kilgore, like many South Carolina prospects, has excellent athleticism and ran the 40-yard dash in 4.4 seconds at the 2026 NFL Scouting Combine. The 6-1, 210-pounder had eight interceptions and 21 pass defenses during his three seasons with the Gamecocks and has desirable coverage instincts. He and Cole Bishop could form a formidable safety tandem for years to come in Buffalo. Law never translated his considerable speed into consistent production at Alabama or Kentucky, but he's got legit pull-away ability. Detroit could tap into his explosiveness, particularly as a run-after-catch threat. The Steelers lost their top H-back, Connor Heyward, to the Las Vegas Raiders in free agency. Nowakowski is an ideal replacement for Heyward, as he was a do-it-all blocker at Indiana and should be a quality No. 3 tight end behind Pat Freiermuth and Darnell Washington. It may be a bit early for Nowakowski, but it's hard to blame Pittsburgh for pouncing on him with the way tight ends have flown off the board in 2026. The demand for tight ends continues to run high. Royer does plenty of things well enough but might not be more than adequate in any one area, which likely renders him a mid-level backup. Few had Prunty in their seven-round mock drafts, as the six-year college player doesn't have a lot of strength on his 6-2, 192-pound frame. He did have eight pass defenses and an interception in his lone season at Wake Forest, so perhaps he can stick on New England's roster. Fairly or unfairly, the older brother of first-rounder Sonny Styles will probably carry that label for a while. The elder Styles will have to earn his keep on special teams, as his coverage instincts aren't anywhere close to his athletic tools. Cuevas was a steady, productive tight end who figures to be a quality No. 2 option at the NFL level. The Ravens needed to find a replacement for Isaiah Likely behind Mark Andrews, and Cuevas was a good value in the fifth round, considering the rate at which tight ends were selected during the 2026 NFL Draft. The receiver-turned-running back can be a fun weapon for Lamar Jackson and Baltimore, which knows how to deploy supersized ball carriers. He's probably more of a change of pace and third-down option, but new coordinator Declan Doyle could have fun putting his unique skill set to use, particularly in the passing game. The Raiders have been aggressive in upgrading their secondary, as Masses is the fourth defensive back they have selected. While some may wonder whether Las Vegas should be investing more in building around Fernando Mendoza, this is the right range for Masses, who was a big-time ballhawk during his lone season at Cal. He generated five interceptions and 13 pass defenses for the Golden Bears and sports a 6-1 frame to which he can add more than his current 179 pounds. The fit here is extremely enticing. Allen stresses defenses vertically as a slot option. Guess who might find that calling card appealing? Patrick Mahomes will surely appreciate having a twitchy target who's capable of beating man coverage, though it could take time to foster a connection. An undermanned Dolphins receiving corps was due for more resources, even with Caleb Douglas and Chris Bell already on board. Coleman offers something distinct from those two as a reliable slot option who will make his mark underneath and on special teams, though his upside is considerably less. The Eagles taking a quarterback is strange, as they already have Tanner McKee and Andy Dalton entrenched as backups behind Jalen Hurts. Perhaps they will look to trade McKee, but if not, Payton will be battling for a third-string role to begin his career. Payton – a dual-threat lefty who was a one-year starter at North Dakota State – is an intriguing developmental prospect. Payton completed 72% of his passes for 2,719 yards, 16 touchdowns and four interceptions while running for 777 yards and 13 scores on 136 carries. What he lacks in arm strength, he makes up for with his touch passing skills and mobility. Still, it's odd the Eagles are investing another draft asset in a quarterback. And it's even stranger that they passed on Garrett Nussmeier, who remains on the board, with this selection. The 49ers found success with one former Kansas offensive lineman in Dominick Puni, and they try their hand with another Jayhawk product here. Another good fit for Shanahan's scheme, Cruz moves well and has some promising potential, even though he has plenty of work to do to master the finer points of line play. He's listed as a tight end, but Traore might be more of a big slot option for a Dolphins team that earlier grabbed Will Kacmarek. Maybe Malik Willis' inclination to attack down the seams can unlock something in the talented but raw pass catcher, who came up through the NFL Academy in London. At 6-1 and 290 pounds, Durant might have had disqualifying size for some teams that prefer beefier defensive tackles. It's unclear how his style will mesh with new coordinator Jim Leonhard's scheme, but it's worth betting on his penchant for disruption at this point in the draft. The Browns are taking a big swing with Green. The four-year starter at Boise State and Arkansas has a cannon arm and elite speed and mobility, but the 6-6, 230-pound signal-caller struggled with accuracy and consistency. Still, Green's athleticism makes him a worthwhile gamble for a Browns team that lacks an established starting quarterback. Sharar was productive in his lone season as a starter at Iowa. He has good instincts, but he's a bit undersized for the position. He may be a core special teamer at the NFL level, but his upside is limited. The Titans are continuing to reshape their interior defensive line rotation. Marshall has great athleticism, making him a nice gamble, but didn't make a lot of splash plays during his time at Baylor. Robert Saleh will look to mold him into an NFL-level contributor. Sharp is the latest tight end to be selected in the 2026 NFL Draft. He's athletic, but he is still a work in progress after playing just two seasons at the FBS level. The Giants needed a defensive tackle after trading Dexter Lawrence to the Bengals. It's surprising they went with Jamison-Travis over Dontay Corleone, but Jamison-Travis is nonetheless a solid run stopper who can provide the Giants with needed depth at nose tackle. Allen – a scheme versatile back who has good power on his 5-11, 216-pound frame – can help replace Chris Rodriguez Jr. in Washington's running back room. He could quickly find himself a role as he jockeys with Rachaad White, Jacory Croskey-Merritt and Jerome Ford for playing time. Cooper is a big-bodied guard (6-6, 334 pounds) who showed strong hands and point-of-attack power with the Hurricanes. His pro-ready size could allow him to challenge for a starting role sooner than expected, at least for a Day 3 pick, and the Jets needed interior offensive line depth after losing Alijah Vera-Tucker to the Patriots. The Bengals already selected center Conner Lew, but opted to add another interior offensive line to their rotation. Like many linemen in this year’s class, Parker played tackle collegiately but will likely move inside due to a lack of length. He worked out at center during the 2026 NFL Scouting Combine and should have the strong hands and grip strength needed to hold up against opposing defensive tackles. Another receiver for the Saints? That's three so far during the 2026 NFL Draft. Still, Brown fits the range and is different than Jordyn Tyson and Bryce Lance. He's on the smaller side (5-11, 177 pounds), but his field-stretching capabilities should make him a fun weapon for Tyler Shough. Cameron has good size (6-1 1/2, 220 pounds) but isn't a great athlete or route runner. He could become a quality possession receiver in the NFL, but he needs time to develop his route tree to become an NFL contributor. The Giants needed a swing tackle for their offense if their plan is to play Francis Mauigoa at guard. Davis is a strong 6-4, 322-pound tackle and fits the range at this juncture. He can begin his career as a backup but eventually challenge Jermaine Eluemunor for the right tackle job. Kelly is a tough linebacker who was productive across four college seasons at Weber State and BYU. John Harbaugh should love coaching him, and he could make an impact on special teams early in his NFL career. The Titans released Lloyd Cushenberry III during the offseason. They could use a potential starter at center, and Coogan has the size (6-5, 311 pounds), athleticism and experience needed to eventually emerge as a quality starter. The Raiders have finally added a receiver for Fernando Mendoza. Benson has a nice combination of speed, length and toughness and could have gone earlier than this. That makes this a great value pick for the Raiders. The Patriots have now added two, high-upside tackles to their roster in Crownover and first-round selection Caleb Lomu. Crownover has excellent size at 6-7, 319 pounds and has the length needed to hold up as a long-term tackle. The former tight end possesses unique movement skills and explosiveness but is still honing his technique after converting from tight end before the 2022 season. Learning behind 12-year veteran Morgan Moses will be the best thing for Crownover's career. The Rams have a knack for finding quality, late-round receivers. Could Daniels be the latest? The 6-2, 202-pound receiver has good contested-catch skills and route running skills that could make him an ideal understudy for Davante Adams. The only concern with Daniels is his lack of speed. The Vikings needed more explosiveness for their backfield, and Claiborne is one of the draft's fastest running backs. The Wake Forest product needs to add some bulk to his 5-9, 187-pound frame but will still have an early opportunity to earn a role in Minnesota thanks to his speed and shiftiness. Henderson has good speed, but he's not a great route runner and had issues with drops at Kansas. He's a decent developmental project, but he will need a lot of work to develop into an NFL-caliber wide-out. Campbell was a three-year starter at Texas, so he comes with the experience needed to challenge for playing time in Miami. He's tough and strong, so this is a solid sixth-round pick. Jackson was a five-star recruit but struggled to live up to the hype at Alabama. He has great size and athleticism, so if the Packers can get him to reach his potential, he could become a steal. Taylor was a four-year college starter whose home will be at guard in the NFL. He has a nice frame at 6-7, 314 pounds to go along with good technique but could stand to add some power at the NFL level. The Chargers needed upgrades along the interior offensive line, so this is a sensible pick. Williams has great hands and good speed. If Travis Hunter moves to cornerback on more of a full-time basis, he could emerge as the team's No. 4 receiver during his rookie season. Bond was steady, consistent and productive across five seasons at Boston College. He has adequate size at 5-11, 197 pounds but catches almost everything thrown his way. He could develop into a quality safety valve for C.J. Stroud. Gill-Howard is undersized at 6-1, 291 pounds, but showed off a good motor and explosiveness during his lone season at Texas Tech. He has some injury concerns after missing half of last season with an ankle injury, but it's easy to envision him becoming a solid rotational lineman in Detroit's defense. The Chargers take another developmental tackle after choosing Travis Burke earlier in the draft. Harkey (6-6, 308 pounds) is an excellent run blocker but will need to improve his pass-blocking skills to emerge as an NFL tackle. Death, taxes and the Eagles selecting a player from Georgia. Morris is every bit as strong as his 6-5, 334-pound frame indicates. He can be groomed as a potential successor for Landon Dickerson, who was the subject of retirement rumors during the offseason before announcing his return. Thompson tested very well at his Pro Day, which helped him earn his way into the 2026 NFL Draft. He had 65 tackles and 2.5 sacks across three seasons at Iowa, Western Michigan and Washington, and will fill a need for the Falcons, who needed additional help at the defensive tackle spot. Gulbin was a three-year starter at Wake Forest and Michigan State, playing both the guard and center positions. He's a good, downhill blocker and could challenge for Washington's center job, which opened up after Tyler Biadasz was released ahead of 2026 NFL free agency. Rubio (6-5, 321 pounds) played five seasons at Notre Dame but largely operated as a backup defensive lineman. Few projected Rubio to be drafted, but it's hard to fault the Steelers for adding more youth to their defensive line. Punters deserve love, too! Eckley was arguably the best in this year's draft, as he led the nation by averaging 48.5 yards per punt last season. He'll be a strong replacement for Jordan Stout, who joined the Giants in free agency. Obiazor is a productive, three-year starter from TCU who performed consistently during his time with the Horned Frogs. He isn't an elite athlete and carries just 229 pounds on his 6-3 frame, but he can be a quality backup, which the Patriots need after losing Jack Gibbens in free agency. Van den Berg is a top-tier athlete and thrived at his Pro Day. He wasn't overly productive across his five college seasons, but he posted a career-best three sacks in 2025. The Bears are banking on his potential, which is a fine move considering their need along the defensive line. The Colts needed additional edge depth after losing Kwity Paye to the Raiders in free agency. Curry was uber-productive during his final season at Ohio State, amassing 11 sacks and 16.5 TFL. He may have benefited from playing alongside first-round talents like Arvell Reese, Sonny Styles and Kayden McDonald, but the 22-year-old should still emerge as a quality rotational edge player at the NFL level Perkins has elite speed and was an explosive, versatile playmaker during his four seasons at LSU. He racked up 220 tackles, 35.5 sacks, 17 sacks, five interceptions and eight forced fumbles while playing at linebacker and on the edge. His lack of size (6-1, 223 pounds) will likely limit his ability to do the latter at the NFL level, but that won’t stop him from being a game changer off the ball. He could have been a late, Day 2 pick, so the Falcons are getting a steal at the end of the sixth round. Smack is the best kicker in the 2026 NFL Draft, as he has a big-time leg and made better than 80% of his field goal attempts in each of his three seasons as Florida's top kicker. The Packers now have three kickers on their roster, in addition to Brandon McManus and Lucas Havrisik, but Smack should be favored to win the job. Many thought the Cardinals would add a right tackle to the fold earlier. They waited until Round 7 to land Williams, but he has a nice combination of power and experience. He could challenge journeyman Elijah Wilkinson for playing time, so this is a nice final-round gamble. Smith had 64 catches for 1,053 yards and seven touchdowns for East Carolina last season. Few projected him to be drafted, but perhaps he can win a role in Dallas' receiver room. Hall is a strong cornerback who had good ball production the last two seasons at Iowa. He lacks long speed, which could cap his overall upside, but he's worth a flier in the seventh round. Pride showed off blazing speed at the 2026 NFL Combine, where he ran a 4.32-second 40-yard dash. His 5-10, 185-pound frame will likely render him a slot cornerback at the pro level and the Bills needed depth there after trading Taron Johnson during the offseason. Endries lasted until the seventh round because he only carries 236 pounds on his 6-4 frame. His lacking size could give him issues as a blocker, but he's still a great vertical weapon in the passing game. Joe Burrow will love throwing to him, and getting Endries in the seventh round after the major, mid-round run on tight ends is a great value. The Lions are adding another late-round defensive tackle to the fold. West (6-1, 278 pounds) is small for an interior lineman but had 10 sacks over his four seasons at Tennessee. He was only a five-game starter, so his ceiling is probably as a rotational defensive lineman. The medical concerns with Garrett Nussmeier must be significant if Kaliakmanis is coming off the board ahead of him. The Rutgers product is a solid game manager who completed 62.2% of his passes for 3,124 yards, 20 touchdowns and seven interceptions, but it's hard to imagine him becoming anything more than a decent backup quarterback. Spears-Jennings turned heads by blazing the 40-yard dash in 4.32 seconds at the 2026 NFL Scouting Combine. That speed could help make him a big-time asset on special teams early in his career as he looks to refine his coverage skills. Kanak is an intriguing pick, as he only played tight end for one college season. He was previously a linebacker but generated 44 catches for 533 yards in his first season on offense. He needs to improve as a blocker and add weight to his 6-2, 234-pound frame, but like Endries, his receiving skills could make him a great value at this point in the draft. Robinson is just 5-11, but he still tips the scales at 291 pounds. He's exceptionally quick and is coming off a 6.5-sack season in 2025. Robinson's quickness will make him an ideal rotational fit alongside Dexter Lawrence and Jonathan Allen, so he has a legitimate chance to make an impact despite his smaller stature and struggles against the run. Kuwatch was a one-year wonder at Miami (OH), but he generated 109 tackles, 10 TFL and five sacks and tested well at his Pro Day. His lack of experience could be an obstacle, but there is certainly upside. Payne is a versatile, do-it-all safety who has a nice combination of size (6-3, 209 pounds) and speed. He could have gone much earlier than this, so this is an excellent value pick for the Jets. Cleveland is a stout run defender and generated six sacks across his four seasons at NC State. He's a solid rotational player for a Raiders team that needed to add to its defensive tackle rotation. Heidenreich looks like a solid fit for the Steelers. The Navy product posted career-best marks in rushing yards (499) and receiving yards (941) during his last season with the Midshipmen. His skills as a pass-catcher could prove valuable for the team, which lost its top pass-catching back, Kenneth Gainwell, in free agency. The Falcons are banking on Onianwa's potential. He was a reserve during his lone season at Ohio State after starting at left tackle for Rice but sports an NFL-caliber 6-7, 331-pound frame. Atlanta's starting right tackle, Kaleb McGary, retired during the offseason, so perhaps Onianwa will be able to eventually develop into a quality replacement. Keenan – a massive 6-2, 320-pound nose tackle with a stocky frame and consistent production at Alabama – could have been picked in Round 4 and few would have batted an eye. The Rams are getting a great value in the seventh round, as Keenan should be a solid early-down defender quickly. Durfee had just six sacks during his time with the Huskies, but his athleticism helped him become a late-round selection. He and Wesley Williams will provide some much-needed depth to Jacksonville's edge rush rotation. The Patriots needed to add a third-string quarterback behind Drake Maye and Tommy DeVito. They chose to go with Morton – a solid, tough-minded game manager who completed 66% of his passes for 2,780 yards, 22 touchdowns and six interceptions in 2025 while helping Texas Tech reach the college football player – to fill that role. Morton has the ceiling of a solid backup, so it's worth wondering why the Patriots didn't just take a flier on Garrett Nussmeier, despite his medical concerns. Vikings center Ryan Kelly retired during the offseason. Gerhardt started 13 games for the Bearcats last season and will have a chance to compete for the starting job in Minnesota out of the chute. Fuller is a great athlete with a 6-1, 200-pound frame that will allow him to hold up nicely on the outside. He's still a raw talent and needs to cut down on penalties, but he's a nice fit for Mike Macdonald's system. DJ Giddens is currently projected to be the backup behind Jonathan Taylor. McGowan (6-0, 223 pounds) is a powerful back who could challenge him for that role and become a short-yardage or goal-line specialist. Llewellyn is a long edge rusher (6-6, 258 pounds) with an aggressive playing style. He had 6.5 sacks in his final season at Iowa and should be a high-motor, rotational contributor in the NFL. Doman averaged 44 yards per punt during his final season at Florida. He will battle Mitch Wishnowsky for a roster spot. Hughes is coming off a 100-tackle season and showed great speed at his pro day. He's still developing as a linebacker after originally starting his career at safety, so he is raw and will need time to develop at the professional level. Reed-Adams has good size at 6-6, 314 pounds and plenty of experience as a sixth-year senior. He's solid at opening up opportunities in small space but doesn't have great movement skills. He's still a nice backup to roster and help protect Josh Allen. Eastern has a 6-5, 315-pound frame and was a three-year college starter. If Mike Macdonald can tap into his potential and get him to perform more consistently, Eastern could develop into a good role player. Letting him learn from Leonard Williams seems like a great idea. Fisher's instincts make him a worthwhile, late-round selection for a Houston team lacking certainty at the linebacker position beyond 2026. Wisniewski did a little bit of everything in his lone season at Texas Tech. He generated 78 tackles, six TFL a sack, six pass defenses and two forced fumbles. Like Fisher, Wisniewski has the instincts NFL teams covet, but he will need to bulk up a bit to be more than a special teams contributor in the pros. The Patriots needed to add a third running back to provide depth behind Rhamondre Stevenson and TreVeyon Henderson. Miller doesn't have the best vision, but his pro-ready size (5-10, 209 pounds) and solid speed (4.42-second 40-yard dash) could allow him to develop into a quality rotational back. Scott had good ball production at Illinois, which was to be expected since he converted to defensive back from wide receiver. He had seven interceptions and 11 pass defenses across his three seasons at the position. His physicality and instincts will give him a chance to stick in the NFL. Hutchins showed a great motor at Boston College and also has good speed, but only carries 233 pounds on his 6-3 frame. He could develop into a solid rotation edge rusher, but unless he can bulk up, it's hard to imagine him being a consistent contributor. Ryan is a solid blocker and generated 45 catches for 620 yards and three touchdowns for BYU in 2025. He could emerge as a quality No. 2 tight end for the Browns. The Chiefs finally ended Nussmeier's slide. The LSU product has the tools needed to develop into a starter, including an NFL-caliber arm and solid mobility. He also comes with a gunslinger mentality that saw him put the ball in harm's way a bit too often during his time as a starter. If Nussmeier can clean up that issue and get healthy after being hampered by a core injury – which was reportedly caused by a spinal cyst – in 2025, he should find success in the NFL. Developing behind Patrick Mahomes and learning from Andy Reid could be ideal for his career. Benny is an excellent run defender and overlapped with Ravens coach Jesse Minter during his two seasons at Michigan. It's hard not to like this pick, even if Benny doesn't have a lot of juice as a pass rusher. Bernard has never played football, but he posted otherworldly testing numbers at the HBCU combine. The 6-5, 306-pound prospect logged a 4.66-second 40-yard dash, a 39-inch vertical jump and a 10-10 broad jump despite his massive frame. The Eagles successfully developed former rugby star Jordan Mailata into a quality NFL contributor, so they are the ideal candidate to take a chance on Bernard. It's a risk, but at this stage in the draft, it is well worth it. UAR BERNARD:NFL Draft prospect draws Victor Wembanyama comparison James-Newby had elite production across his time at Montana Tech, Idaho and New Mexico. He doesn't have great size (6-1, 240 pounds) but taking a chance on a player who had nine sacks in his final college season is never a bad idea. Beerntsen spent seven seasons in college at South Dakota State and Northwestern. He was a steady blocker for the Wildcats last season but lacks the desired length and athletic upside needed to be a starter. He could still emerge as a fine backup and spot starter. Burks could easily have been a top-100 selection. Getting him with the fourth-to-last pick in the draft is an incredible value. Burks may be undersized at 5-10, 180 pounds, but he had 57 catches for 620 yards and four touchdowns in his final season at Oklahoma. He could emerge as a quality slot playmaker – or a great backup for Josh Downs at the very least. Dansby had seven interceptions across his four-year college career and posted 10 pass defenses during his lone season at Arizona. He's on the smaller side at 5-11, 185 pounds but can provide solid slot depth for the Seahawks, who already drafted a couple of bigger cornerbacks earlier in the draft. Bentley generated 48 catches for 620 yards and six touchdowns in 2025. He needs to improve as a blocker, but he should be a solid addition to Denver's tight end room. Murdock was hyper-productive across his four seasons at Buffalo. Over the last two seasons alone, he totaled 298 tackles, 30 TFL, seven sacks, an interception, two pass defenses and a whopping 13 forced fumbles. His instincts and physicality should help him find a role in the NFL, whether it's as an eventual starter or a backup and special teams maven.

Ambiente La qualità dell’aria in Valle d’Aosta nel 2024 è stata generalmente buona. Ma c’è un valore che supera quello atteso ed è quello del nichel rilevato nella zona della Cogne Accciai Speciali. Lo rileva l’Arpa. Il Rapporto completo sulla qualità dell’aria 2024 è online sul sito di Arpa. Rispetto alla versione di sintesi, già pubblicata a marzo 2025, nel Rapporto completo vengono riportati anche i dati relativi ai microinquinanti (metalli e benzo(a)pirene), determinati mediante analisi chimica dei filtri di particolato PM10. Qualità buona per quasi tutti gli inquinanti La qualità dell’aria nel 2024 in Valle d’Aosta è stata complessivamente buona per quasi tutti gli inquinanti: per le polveri PM10 e PM2.5, per il biossido di azoto (NO2) e per il benzene, i rispettivi limiti risultano ampiamente rispettati in tutte le stazioni di misura e i valori sono in linea con quelli degli anni precedenti; per il benzo(a)pirene i valori si confermano stabili rispetto al 2023 e inferiori al valore obiettivo; per arsenico, cadmio e piombo, i valori si confermano ampiamente inferiori rispetto ai valori di riferimento previsti dalla normativa. L’ozono supera il limite a Donnas Per quanto riguarda l’ozono, anche se i valori del 2024 sono risultati leggermente inferiori rispetto agli anni precedenti, permane una situazione di superamento del valore obiettivo per la protezione della salute umana nella stazione di Donnas, rappresentativa della zona della bassa Valle vicina al confine con il Piemonte. Nichel in aumento ad Aosta Per quanto riguarda il nichel, il confronto con gli ultimi anni rivela un sensibile aumento dei livelli nella città di Aosta: nelle stazioni di fondo urbano di Plouves e Liconi i valori medi del 2024 sono pari rispettivamente a 11 ng/m3 e 7 ng/m3, comunque inferiori al valore obiettivo di 20 ng/m3 i valori medi del 2024 sono pari rispettivamente a 11 ng/m3 e 7 ng/m3, comunque inferiori al valore obiettivo di 20 ng/m3 nella stazione industriale di via I Maggio, localizzata in prossimità del confine dello stabilimento CAS, il valore medio del 2024 risulta pari a 22 ng/m3, in crescita e leggermente superiore al valore obiettivo previsto di 20 ng/m3. Nichel sotto osservazione Il nichel è un inquinante riconducibile prevalentemente alle emissioni dello stabilimento siderurgico Cogne Acciai Speciali e tale aspetto è attualmente oggetto di particolare approfondimento nell’ambito dell’istruttoria tecnica di rinnovo dell’Autorizzazione Integrata Ambientale dello stabilimento Cogne Acciai Speciali S.p.a. (re.aostanews.it)

U na baia chiara di sassi bianchi, l’acqua verde smeraldo che cambia colore con la luce, il profilo del Monte Conero che scende diretto in mare. A Portonovo la giornata può cominciare con un tuffo tra i ciottoli freddi e finire con un piatto di moscioli in riva all’acqua, mentre in sottofondo si sente solo il fruscio del vento nel bosco. È un luogo piccolo, ma denso: di storia, di natura e di riti che gli abitanti difendono con tenacia. Preferisci ascoltare il riassunto audio? Nell'articolo Portonovo in pratica: dove si trova, come arrivare, quando andare Portonovo Portonovo è una baia sulla Riviera del Conero, nel territorio di Ancona, completamente inserita nel Parco del Monte Conero. La posizione è particolare: mare aperto davanti, pareti rocciose e macchia mediterranea alle spalle, laghetti salmastri quasi a bordo spiaggia. Questa conformazione fa sì che in pochi minuti si passi dall’acqua salata al bosco ombroso, e poi ancora al bianco dei ciottoli. Per raggiungere Portonovo in auto, il riferimento è l’uscita autostradale di Ancona Sud. Da lì si prosegue verso Camerano seguendo le indicazioni per Riviera del Conero – Portonovo, lungo la Strada Provinciale del Conero. Una volta arrivati alla rotatoria dedicata alla Riviera, la strada scende affiancando il monte con curve panoramiche che aprono scorci sulla costa. Il parcheggio in baia è limitato e in gran parte legato a ristoranti e stabilimenti balneari. In alta stagione conviene lasciare l’auto nei parcheggi più in alto, lungo la strada di accesso: da lì partono navette frequenti che scendono verso la spiaggia. Questo sistema riduce il traffico nella parte bassa e rende gli spostamenti più semplici anche nelle giornate di agosto più affollate. Portonovo è collegata ad Ancona e ai centri della Riviera del Conero anche da bus di linea, utili per chi arriva in treno o vuole evitare l’auto. Per chi viaggia in aereo, lo scalo di riferimento è l’aeroporto di Ancona-Falconara: da lì si prosegue verso il capoluogo e poi verso il Conero con treno, bus o auto a noleggio. SCOPRI ANCHE: ESTATE IN ITALIA Il periodo più gettonato è l’estate, quando la baia vive quasi 24 ore su 24 tra bagni, sport in acqua, aperitivi sulla ghiaia e cene all’aperto. Chi ama camminare lungo i sentieri del Conero o fare birdwatching ai laghetti può valutare anche la tarda primavera e l’inizio dell’autunno, quando l’aria è più fresca, il bosco profuma di resina bagnata e la luce radente esalta il bianco della costa. Per la durata del soggiorno, una giornata è sufficiente per un assaggio tra mare e monumenti, ma per alternare spiagge, trekking e assaggi di moscioli senza fretta ha senso prevedere almeno due o tre giorni, magari abbinando Ancona, Numana o Sirolo. Mare, laghi e sentieri: la natura della Baia Verde Portonovo La prima cosa che colpisce, arrivando in spiaggia, è il contrasto tra i ciottoli chiari sotto i piedi e il colore dell’acqua, che varia dal verde intenso vicino alla riva al blu più profondo pochi metri oltre. La baia di Portonovo è composta da sassi, ghiaia e scogli: il fondale diventa profondo abbastanza in fretta, caratteristica che attira chi pratica snorkeling o immersioni leggere, ma richiede attenzione con i bambini piccoli. La costa è spezzata in diversi tratti: la porzione centrale della baia di Portonovo con stabilimenti e tratti di spiaggia libera; a sud lo scoglio della Vela, dove nelle giornate ventose si radunano appassionati di surf e windsurf; verso nord, oltre la baia, le spiagge più selvagge come Mezzavalle e la zona del Trave, raggiungibili con percorsi dedicati o via mare. Chi ama esplorare la costa può noleggiare gommoni, canoe o pedalò e spostarsi lungo le scogliere. SCOPRI ANCHE: LE SPIAGGE PIÙ BELLE DEL CONERO Appena alle spalle della spiaggia, quasi inaspettati, compaiono il Lago Profondo e il Lago Grande (o del Calcagno): due bacini d’acqua salmastra, nati in seguito a una enorme frana in epoca preistorica dal fianco del Monte Conero. L’acqua nasce dall’incontro tra mare e sorgenti dolci interne, creando un ambiente particolare, popolato da folaghe, gallinelle d’acqua, germani reali e, durante le migrazioni, da stormi di aironi che si fermano a riposare tra i canneti. Intorno ai laghi corre un piccolo boschetto umido, attraversato da sentieri ombrosi che arrivano fino al mare. D’estate questi percorsi sono un modo concreto per scappare dal sole per un’ora: l’aria è più fresca, il terreno profuma di foglie bagnate e il canto degli uccelli copre per un momento il rumore delle onde. I due laghi sono anche protagonisti di leggende locali: si racconta di collegamenti sotterranei con il mare, di vortici in grado di risucchiare chi si avvicina troppo. Racconti che, nel tempo, hanno contribuito a tenere lontani i bagnanti dall’acqua dei laghetti, trasformandoli di fatto in un rifugio tranquillo per la fauna. Sulla ghiaia della spiaggia, soprattutto alle prime luci dell’alba, si notano spesso strane colonne di sassi in equilibrio. Sono le creazioni degli appassionati di stone balancing, tra cui il marchigiano Andrea Mei, diventato un riferimento internazionale di questa disciplina. Camminare lungo riva all’alba, con il rumore secco dei ciottoli mossi dall’onda e queste sculture temporanee ancora in piedi, è una delle immagini più particolari di Portonovo. LEGGI ANCHE: I SENTIERI DEL CONERO Chiese, torri e fortini: la storia a due passi dal mare Mezzavalle Portonovo non è solo mare: tra gli alberi e sugli speroni rocciosi compaiono edifici che raccontano quasi mille anni di storia. La chiesa di Santa Maria di Portonovo è l’edificio che più colpisce per posizione. È una chiesa romanica in pietra bianca del Conero, costruita nel 1034 dai monaci benedettini di un monastero oggi scomparso. Si trova a ridosso del mare, al punto che il colore azzurro dell’acqua sembra riflettersi sulle sue pareti chiare. L’interno è essenziale, con un’atmosfera raccolta che contrasta con il brulicare della spiaggia poco distante. La chiesa è stata restaurata negli anni Ottanta del Novecento ed è oggi uno dei riferimenti architettonici della baia. È citata anche da Dante Alighieri nella Divina Commedia, dettaglio che aggiunge fascino a chi arriva qui con un minimo di curiosità letteraria. Gli orari di apertura cambiano tra periodo estivo e invernale, quindi conviene verificare prima di andare. Il 15 agosto, nel giorno di Ferragosto, Portonovo vive uno dei suoi riti più sentiti: la Festa del Mare, legata alla solennità dell’Assunta. L’arcivescovo celebra la messa nella chiesa di Santa Maria e poi guida la benedizione delle barche e del mare. In seguito parte una vera e propria processione sull’acqua: diverse imbarcazioni accompagnano quella che trasporta l’arcivescovo con l’immagine della Madonna, passando davanti alla spiaggia di Mezzavalle e dirigendosi verso la piccola statua bianca della Madonnina, posizionata in mare vicino alla fine dello scoglio del Trave. Qui viene deposta in acqua una ghirlanda in memoria di chi ha perso la vita in mare. È uno di quei momenti in cui si comprende quanto la comunità locale sia legata al proprio tratto di costa. Più in alto, la Torre Clementina, conosciuta anche come Torre De Bosis, domina la zona con la sua struttura massiccia. Fu costruita nel 1716 per volere di papa Clemente XI come torre di guardia contro le incursioni dei pirati che ancora nel Settecento mettevano a rischio navigazione e commerci di Ancona. La torre è a pianta quadrata, con murature in pietra del Conero, facciate in laterizio e tetto spiovente, un’architettura solida che si inserisce nel paesaggio senza sovrastarlo. Nel Novecento fu acquistata dal poeta Adolfo De Bosis, che la trasformò in luogo di ritiro per artisti: vi soggiornò anche Gabriele d’Annunzio. Oggi è visitabile su richiesta e ospita un bed & breakfast molto noto, spesso scelto per matrimoni e soggiorni romantici. La storia della famiglia De Bosis è segnata anche dalla figura di Lauro, figlio di Adolfo, morto a 29 anni in un incidente aereo dopo aver lanciato centinaia di migliaia di volantini antifascisti tra Francia e Italia: un gesto che lega la torre, e Portonovo, a una pagina intensa della storia del Novecento. SCOPRI: LE SPIAGGE PIÙ BELLE DELLE MARCHE Sul lato nord della baia si trova il Fortino Napoleonico, una struttura militare costruita nel 1810 per ordine di Napoleone, con il compito di difendere il fianco meridionale della piazzaforte di Ancona e bloccare i traffici marittimi inglesi in Adriatico. La posizione è strategica: il fortino controlla l’antico approdo della baia e vigila sul tratto di mare verso nord. Negli anni Sessanta è stato restaurato e trasformato in hotel di charme, uno dei più rinomati della zona. Chi non vi soggiorna può comunque osservarne la struttura esterna e il rapporto con il paesaggio. A maggio, Portonovo diventa il teatro della rievocazione storica “Porto Nuovo 1811”: si assiste alla simulazione dello sbarco dei Marines inglesi, alla ricostruzione di un accampamento militare d’epoca e alla presenza di velieri e imbarcazioni storiche che animano la baia. Moscioli, feste e momenti da vivere: l’anima gastronomica e culturale Parlare di Portonovo senza citare i moscioli sarebbe impossibile. Qui la cozza non è solo un mollusco: è un tratto identitario. Il mosciolo selvatico del Conero è una cozza che cresce spontanea sugli scogli rocciosi del tratto di costa tra Portonovo e il Trave, senza allevamento. La particolare composizione della scogliera e le correnti fanno sì che il mollusco abbia una polpa soda, dal sapore intenso e salino. Dal 2004 rientra tra i Presìdi Slow Food, riconoscimento che tutela metodi di pesca e ambiente. Uno dei modi più forti per entrare nella vita della baia è sedersi a un tavolo letteralmente in riva al mare all’ora del tramonto, con un piatto di moscioli davanti e un bicchiere di vino delle colline marchigiane. Si possono assaggiare alla marinara, gratinate o in piatti di pasta, come gli spaghetti ai moscioli, dove il sugo si lega all’amido e sprigiona un profumo di aglio, prezzemolo e mare. La sera, mentre la luce si abbassa, la superficie dell’acqua si scalda di riflessi dorati e il rumore delle onde che battono sui ciottoli accompagna la cena. È in questi momenti che si avverte quanto il cibo qui sia strettamente connesso al paesaggio. Ogni anno, nella terza settimana di giugno, Portonovo celebra i moscioli con l’evento “Mosciolando”. È molto più di una sagra: la manifestazione include convegni e laboratori dedicati alla salvaguardia del mosciolo selvatico, della sua pesca tradizionale e dell’ambiente del Parco del Conero. In programma c’è una grande cena collettiva in riva al mare, in cui il protagonista assoluto sono i moscioli cucinati in diverse varianti, e il “Palio delle Batane”, una gara tra le tipiche barche dei pescatori che coinvolge le frazioni del Poggio di Portonovo. La festa si conclude “in alto”, proprio al Poggio, a sottolineare il legame tra mare e campagna: molti pescatori di oggi vengono da famiglie che un tempo lavoravano i campi e hanno poi spostato la loro vita verso l’Adriatico. Per chi ama le esperienze panoramiche, ci sono due punti da annotare. Uno si trova nei pressi del bivio della Provinciale del Conero: lo sguardo abbraccia la baia di Portonovo, la lunga curva bianca di Mezzavalle, la zona del Trave e il Monte dei Corvi. L’altro è lungo la strada che scende alla baia, dove una piccola area di sosta permette di fermarsi e osservare Portonovo dall’alto: da qui la baia appare come una mezzaluna chiara incastonata nel verde, con il profilo regolare della chiesetta romanica visibile tra gli alberi. Insider tip: nelle giornate più affollate d’estate conviene arrivare prima delle 9 del mattino per trovare la baia più tranquilla, percorrere con calma i sentieri dei laghetti e magari sbirciare le opere di stone balancing ancora integre, prima che il via vai dei bagnanti rompa gli equilibri di sassi costruiti durante la notte. Poi, verso sera, quando la maggior parte delle persone risale verso la strada, rimanere per un aperitivo di moscioli in spiaggia è uno dei modi più efficaci per capire perché Portonovo sia così amata da chi la conosce da sempre.

El ańo pasado, los negociadores acusaron a Estados Unidos de utilizar "tácticas de intimidación" para hundir un marco de cero emisiones netas respaldado por la ONU para la industria. Los esfuerzos por reactivar un acuerdo climático histórico para la industria naviera mundial están fracasando debido a la oposición de Estados Unidos y Arabia Saudí, y los negociadores se preparan para una "verdadera batalla" en las conversaciones de esta semana. Las conversaciones en la Organización Marítima Internacional en Londres marcan la primera vez que los países se reúnen desde que Estados Unidos fue acusado en octubre de utilizar "tácticas intimidatorias" para hundir el marco de cero emisiones netas para el transporte marítimo respaldado por la ONU. China y los países europeos han respaldado el plan para imponer un precio al carbono por las emisiones de los buques de más de 5.000 toneladas. Acordado provisionalmente en abril del ańo pasado, se esperaba que generara ingresos de hasta 15.000 millones de dólares anuales a partir de 2030, con el objetivo de incentivar la transición a combustibles más ecológicos. El sector transporta cerca del 80% del comercio mundial y contribuye con un estimado del 3% a las emisiones que impulsan el cambio climático. Sin embargo, durante las conversaciones preliminares celebradas la semana pasada, los negociadores afirmaron que países como Estados Unidos y Arabia Saudí siguen oponiéndose al marco propuesto y argumentaron en contra de las restricciones a los combustibles tradicionales. Los opositores también alegaron que la ONU no tiene autoridad para administrar un fondo internacional destinado a la recaudación de los ingresos procedentes del carbono, según indicaron los negociadores. El Departamento de Estado de Estados Unidos confirmó que la administración de Donald Trump seguía oponiéndose al marco de cero emisiones netas, calificándolo de "callejón sin salida" y "una propuesta fundamentalmente errónea que no funcionaría". Estados Unidos cuenta con el respaldo de un bloque considerable y sólido de otros países en su oposición, según declaró un portavoz del departamento, quien ańadió: «Debemos reorientar nuestros esfuerzos hacia enfoques más pragmáticos, flexibles y basados en incentivos que protejan a nuestras industrias y trabajadores, en lugar de imponer un impuesto global a los consumidores estadounidenses y a nuestros sectores de transporte marítimo y energía». Muchos delegados de la OMI han temido hablar públicamente sobre las negociaciones tras la inusual agresividad de Estados Unidos el ańo pasado.Financial Timesinformó en noviembre que funcionarios de la administración Trump profirieron amenazas personales contra negociadores de otros países para bloquear el acuerdo. Al ser consultado en aquel momento, un funcionario del Departamento de Estado no se pronunció sobre las amenazas personales a los delegados de otros países. Recordando las conversaciones de octubre, Simon Bergulf, vicepresidente de medio ambiente y clima del Consejo Mundial de Transporte Marítimo, afirmó que «nunca había presenciado algo así, y creo que mucha gente tampoco», y ańadió: «Se trata de una legislación realmente importante... con fuertes ramificaciones e impactos, por lo que es fundamental acertar desde el principio». El Consejo Mundial de Transporte Marítimo representa a las navieras de contenedores. Un delegado de un país ante la OMI afirmó que esperaba una "verdadera batalla" esta semana entre las naciones sobre el futuro del marco normativo, seńalando que Panamá y Liberia, dos de los estados con mayor número de registros de buques del mundo, parecían respaldar la postura de Estados Unidos. Los estados de abanderamiento son fundamentales para la implementación de cualquier acuerdo. "Sin duda habrá división de opiniones en la sala", dijo el delegado, pero "habrá una defensa sólida" contra cualquier debilitamiento del marco. Ralph Regenvanu, ministro de Medio Ambiente de Vanuat, declaró: "Si alguien intenta reabrir el acuerdo para debilitar la ambición, Vanuatu está preparado para impulsar una ambición mayor, tal como lo exigen la ciencia y el derecho internacional". Esta pequeńa nación insular del Pacífico se encuentra amenazada por el aumento del nivel del mar provocado por el cambio climático. Países como el Reino Unido, Brasil, Noruega, México y Kenia también han manifestado su apoyo al marco, que incluye un precio para el carbono. El sector marítimo ha estado presionando para que se adopte un enfoque global para la descarbonización, con el fin de evitar un mosaico de sistemas de comercio de emisiones. El transporte marítimo está incluido en el sistema insignia de comercio de derechos de emisión de la UE desde 2024 y se incorporará al sistema de comercio de derechos de emisión del Reino Unido a partir del 1 de julio. Las conversaciones de la OMI se están llevando a cabo al mismo tiempo que más de 50 países se reúnen en Colombia para debatir cómo eliminar gradualmente los combustibles fósiles en economías más amplias. ©The Financial Times Limited [2026]. Todos los derechos reservados. FT y Financial Times son marcas registradas de Financial Times Limited. Queda prohibida la redistribución, copia o modificación. EXPANSIÓN es el único responsable de esta traducción y Financial Times Limited no se hace responsable de la exactitud o la calidad de la misma. Renta 2025: Cómo incluir en la declaración un seguro de vida cobrado en gananciales La Primera de Expansión sobre Bolsa, López Miras, Santander, Intesa, Ormuz, GameStop y EBay EEUU escoltará a los barcos que han pedido ayuda para salir de Ormuz

As he noted, Europe is designing the sector’s transition with a multi-decade horizon, placing emphasis on alternative fuels and decarbonization targets, without adequately addressing immediate market challenges and real-world implementation constraints. “Many of these measures are not feasible,” he stressed, highlighting the need to strike a balance between ambition and realism. The minister warned that the imposition of extensive taxation to achieve zero emissions—at an estimated cost of up to 130 billion euros by 2027 and between 100-300 billion euros by 2035—poses significant risks to the economy. He pointed out that these costs would ultimately be passed on to charterers and, in turn, to the real economy, leading to higher prices and intensifying inflationary pressures. “Europe is already being tested by rising costs, conflicts, and the energy crisis. Such an additional burden cannot be placed on societies,” he underlined, calling for a common-sense approach and the identification of viable, implementable solutions. Referring to the seriousness of the situation in the Strait of Hormuz and its immediate implications for global shipping and the economy, Kikilias described conditions as comparable to a conflict environment, posing elevated risks to international navigation. He emphasized that the protection of human life and seafarers remains the top priority, noting that the crisis is unfolding at one of the most critical geostrategic chokepoints for the energy supply chain and global trade. “Between 80% and 90% of global trade is transported by sea, while under normal conditions approximately 20% of the world’s oil and 25% of natural gas transit through the Strait of Hormuz,” he said. The minister underlined that disruptions to energy and raw material flows are amplifying pressures on the global economy, warning that the longer the crisis persists, the greater the risks to energy security and everyday life. He also made specific reference to the presence of Greek vessels in the region, noting that 11 Greek-flagged ships—one tugboat and ten tankers—are currently operating within the Persian Gulf, while an additional 27 vessels are located outside the Strait. The ministry remains in constant communication with crews, up to three times daily, ensuring the provision of guidance and support. At the same time, he noted that repatriations of seafarers who requested to return have already been carried out, assuring that “all those who wished to return have done so.” He added that crews have adequate supplies, as many vessels are currently at anchorage. However, Kikilias expressed his concern over maritime safety, referring to the dozens of vessels that have come under attack in the wider region, either by drones or missiles. He stressed that although Greece does not have direct jurisdiction over foreign-flagged vessels, there is continuous monitoring of developments and ongoing efforts to safeguard Greek seafarers. “No one can predict when this situation will end or what the later repercussions will be,” he concluded, emphasizing that operating in a conflict zone entails persistent risks for crews and requires heightened vigilance from all parties involved. 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.

Join War on the Rocks and gain access to content trusted by policymakers, military leaders, and strategic thinkers worldwide. On the night of Aug. 9, 1942, an Allied fleet of 17 warships guarded the approaches to Guadalcanal. The fleet was newer, larger, and better equipped than the Japanese force bearing down on it. It had six heavy cruisers, two light cruisers, and nine destroyers. It carried radar, a technology that should have detected the enemy long before any lookout could spot a ship through the darkness. By the numbers, the Allied squadron was on average 10 years newer and outweighed its opponent by more than 85 percent in total displacement. On paper, the result should have been straightforward.Thirty-three minutes later, the Japanese force had destroyed four Allied heavy cruisers and damaged two additional destroyers. The Japanese had not lost a single ship. The Battle of Savo Island was, by most accounts, thesecond-worst defeat in the history of the U.S. Navyafter the attack on Pearl Harbor. It wasmore lopsided than roughly 90 percent of all naval engagementsfought since the age of sail. And the fleet that lost was the one that had almost every material advantage. Superior tonnage, superior numbers, and superior sensor technology could not compensate for a broken chain of command, inadequate training, and the inability of crews to operate their own equipment under combat conditions. As the U.S. Navy prepares to field a new generation of untested technologies — likeautonomous drone wingmenandAI-powered target recognition systems— against a peer competitor in the Western Pacific, Savo Island is a reminder that acquiring a capability and being able to employ it are not the same thing.BECOME A MEMBEROperation Watchtower and the Guadalcanal CampaignIn the months following the attack on Pearl Harbor, the Japanese advance was swift and devastating. The Philippines, Malaya, the Dutch East Indies, and Burma all fell in rapid succession. By the spring of 1942, Japan had established a defensive perimeter stretching from the Central Pacific to the Indian Ocean. TheBattle of Midwaydemonstrated that aircraft carriers, not battleships, would decide the war’s great fleet actions on the open ocean. Yet carriers could not operate safely in the confined waters near land, where Japanese air bases and submarines posed a constant threat. Cruisers and destroyers fought the naval war closer to shore in exactly the kind of surface engagements that Midway supposedly rendered obsolete.In Aug. 1942, American strategic planners launchedOperation Watchtower, a campaign to seize Guadalcanal and the neighboring island of Tulagi in the Solomon Islands. The goals were to curtail the Imperial Japanese Navy’s operational reach in the South Pacific, deny Japan the use of a partially constructed airfield on Guadalcanal, and establish a forward air base for subsequent Allied offensives. The operation straddled two separate Allied command areas, the South Pacific Area under Adm. Robert Ghormley and the South West Pacific Area under Gen. Douglas MacArthur. The two commands,separated in part to provide MacArthur with a rolebefitting his political stature, struggled to share information in a timely manner. Intelligence about Japanese movements could take hours to reach the officers who needed it, if it reached them at all.Vice Adm. Frank Jack Fletcher was the overall commander for Watchtower and directed the carrier task groups providing air cover from over 100 miles away. Rear Adm. Richmond K. Turner commanded the amphibious fleet. Beneath Turner was Rear Adm. Victor Crutchley of the Royal Australian Navy, assigned to command the surface fleet protecting the transports inside the sound between Guadalcanal, Tulagi, and Savo Island. Crutchley was a British officer commanding American subordinates for the first time, and he neither conferred with the American captains in advance nor issued a standard pre-engagement battle plan.Intelligence failurescompounded these command problems. Although reconnaissance aircraft spotted a column of Japanese ships heading southeast towards the sound on the morning of Aug. 8, delayed reports and miscommunication meant that Allied commanders did not receive accurate information about the approaching Japanese squadron until it was too late to act on it.Thirty-Three MinutesWhen Vice Adm. Gunichi Mikawa, commander of the recently created Eighth Fleet, learned that the Allies had invaded Guadalcanal on Aug. 7, he moved quickly.His objective was to destroy the Allied transport ships anchored off the beaches. If he could sink or scatter them before they finished unloading, the U.S. Marines ashore would be stranded without adequate supply. He assembled every available cruiser in the area, arranged them into a single battle line, and placed himself at the front in his flagship, the IJN Chokai. The formation was a direct product ofJapanese night doctrine: A single commander at the head of a single column could control the entire engagement, minimizing the confusion that plagued multi-group formations in darkness. While his main goal was destroying the transports, Crutchley’s cruisers stood between Mikawa and the anchorage, so they would have to be dealt with first.Mikawa’s squadron approached the sound from the northwest in the early hours of Aug. 9, threading between Savo Island and the coast. Two Allied picket destroyers, USSBlueand USSRalph Talbot, were stationed northwest of the sound to provide early warning of any approaching surface force, and their surface search radars had a physical detection horizon of roughly 19,000 yards. At 0053 hours, IJN Chokai’s lookouts spotted the USS Blue at 10,900 yards, but Mikawa ordered his squadron to hold fire to preserve the element of surprise. Over the next 45 minutes, the Japanese column silently closed to torpedo range of the southern group of Allied cruisers, passing within 5,000 yards of USS Blue. Neither Allied picket screen detected the oncoming Japanese ships. Their radar equipment was working properly. Their operators simply could not use it effectively. They had spent two exhausting days scanning the skies for aircraft and had little experience interpreting surface contacts, where returns from ships blended with returns from islands and reefs. In principle, the pickets should have provided at least 45 minutes of warning, but lack of preparation and experience meant none was given.Crutchley had divided his ships into three separate groups stationed at different points around the sound. The groups were too widely dispersed to support one another, and the disposition itself reflected a fundamental misreading of the threat. Crutchley designed his three-group arrangement primarily to ensure anti-submarine coverage of the sound’s entry points. The nearest Japanese submarine was in fact hundreds of miles away. That evening, Crutchley left his flagship HMAS Australia to attend a conference with Turner, delegating command to Capt. Howard Bode of USS Chicago, who promptly went to sleep. Crutchley failed to inform the other captains, including the senior officer, Capt. Frederick Riefkohl of USS Vincennes. The Allied cruisers were not at general quarters. Officers were in their bunks. Gun crews were not at their stations. The cruiser USS Quincy had left its scout aircraft fueled and sitting on its catapult rails rather than launching them or draining the fuel tanks, as standard procedure dictated when battle was expected.At 0144 hrs, the Japanese launched torpedoes. At 0150 hrs, they opened fire. What followed was more a rout than a battle. Japanese cruisers used searchlights, star shells, and aircraft-dropped flares to illuminate the Allied ships. At close range, their eight-inch guns caused devastating damage: Japanese gunners achieved a hit rate of eight to twelve percent and landed their initial hits within the first few salvos. Because the Allies had been caught at reduced readiness, Mikawa’s squadron had several minutes of completely unopposed fire, inflicting disproportionate damage before the Allied crews could respond. Sailors jolted from sleep had to navigate narrow passages and stairways to reach their battle stations. Early hits on these compartments blocked many from ever arriving, degrading each ship’s fighting capacity well beyond the apparent physical damage.The Japanese struck the southern group first. HMAS Canberra was hit so quickly and so hard that it sank without ever firing a shot. USS Chicago took severe damage, and Bode, suddenly awakened with the battle already raging, focused on maneuvering his own damaged ship rather than commanding the squadron. He withdrew USS Chicago from the fight before its main battery fired a single round, and he neither issued orders to the other ships nor alerted them to the attack. Within minutes, the southern group had effectively ceased to exist as a fighting force.With the southern approach cleared, Mikawa could have pressed on toward the transport anchorage. Instead, he turned his column north toward the second group of Allied cruisers patrolling between Savo Island and Tulagi. It was a decision consistent with his training. Japanese night doctrine emphasized destroying the enemy’s combat power first — the transports could wait.The northern group fared no better than the southern. The crews of USS Astoria, USS Vincennes, and USS Quincy were caught asleep and scrambling. When USS Quincy’s fueled scout planes were hit by eight-inch shells, the resulting fires illuminated not just USS Quincy but every Allied ship nearby, giving the Japanese gunners targets they could see without searchlights. USS Astoria’s gunnery officer initially ordered return fire, but the ship’s captain countermanded the order. He could not tell whether the ships firing on him were Japanese or friendly, and he did not trust the radar picture to resolve the question. Like many Allied officers, he seems to have harbored a deep skepticism toward the new technology. Radar operators were inexperienced, and their reports often seemed ambiguous or contradictory. In the chaos of a night engagement that no one had anticipated, the captain chose caution over the uncertain word of a radar screen. He was not wrong to worry about fratricide. The destroyer USS Bagley, disoriented in the confusion, launched torpedoes into the burning HMAS Canberra, mistaking her for a Japanese vessel.The disparity in realized firepower tells a stark story about the battle. The Allies had more guns, but theJapanese fired nearly four timesas many total rounds during the battle. 32 Japanese eight-inch main battery guns fired 1,020 rounds. 44 Allied eight-inch guns fired 107. By 0216 hrs, it was over. Mikawa ordered his ships to cease fire and withdraw. All three cruisers of the northern group, USS Astoria, USS Vincennes, and USS Quincy, sank within hours of the engagement, joining HMAS Canberra on the floor of what would come to be known as Ironbottom Sound.Mikawa had annihilated the Allied screening force. The transports off the Guadalcanal beaches were now virtually defenseless. Yet rather than press on to finish the job he had set out to do, Mikawa chose to withdraw. His squadron had become scattered during the engagement with the northern group and reassembling it in darkness would take time. Exposing his cruisers to carrier aircraft in daylight seemed too great a risk. It was a reasonable decision given what Mikawa knew. But it may have been the choice that saved the Guadalcanal campaign. The transports survived, and though they departed earlier than planned,enough supplieshad been unloaded for the marines to hold their beachhead until reinforcements arrived. Had Mikawa pressed on to destroy the transports, or had the Japanese reinforced more aggressively before American logistics caught up, the beachhead might not have held, and Guadalcanal may have been lost.Image: U.S. Navy viaWikimedia CommonsWhat ChangedThe Battle of Savo Island was the opening act of a naval campaign that would become one of the most intense stretches of surface combat in naval history. The shock of the loss at Savo forced a reckoning within the U.S. Navy. The brutal campaign for Guadalcanal that followed became the proving ground where the service developed, at great cost, the institutional reforms, tactics, and training needed to fight coordinated surface engagements against a skilled adversary.Between Aug. 1942 and Feb. 1943, the U.S. and Imperial Japanese navies fought seven major surface engagements in the confined seas north of Guadalcanal as part of the broader Solomon Islands campaign. The learning curve was steep. Atthe Battle of Cape Esperancein October, the U.S. Navy won its first night surface action of the campaign, using radar to detect the Japanese force at long range, though continued confusion over the radar picture nearly squandered the advantage. At theNaval Battle of Guadalcanalin November, two rear admirals were killed, and the fighting was so close that ships missed colliding by yards, with one officer comparing the action to abarroom brawl after the lights had been shot out. At theBattle of Tassafarongadays later, Japanese destroyers armed with Long Lance torpedoes crippled three American heavy cruisers and sank a fourth, despite being detected on radar first. Yet out of these costly engagements came a series of innovations that would transform how the Navy fought at sea.The most consequential innovation was the Combat Information Center, a dedicated shipboard facility that integrated input from radar, radio, and sonar into a single real-time picture of the battlespace. Before the Combat Information Center, individual radar operators sent raw reports up the chain and hoped for the best. Afterward, trained teams processed sensor data continuously, updated tactical plots, and fed synthesized information directly to the ship’s captain. This freed the captain to make decisions rather than interpret data. New tactics followed. Officers in the Solomons theater began experimenting with independently maneuvering destroyer divisions coordinated through the Combat Information Center, using one group to draw fire while another struck from an unexpected direction. These tactics required trust in the system, confidence in the radar picture, and extensive rehearsal. By late 1943,squadrons in the South Pacific had all three.The results were dramatic. In Nov. 1943 at theBattle of Cape St. George, the U.S. Navy detected the enemy first, fired first, and coordinated its fires across independently maneuvering groups. The same radar technology that had been ineffective at Savo Island became a war-winning advantage once crews learned how to use it and commanders learned how to trust it. The institutional reforms born in the Solomons did not stay there. The Combat Information Center became standard across the fleet, and the doctrinal lessons about radar integration, coordinated maneuver, and decentralized command shaped how the U.S. Navy fought for the remainder of the Pacific war, from the Philippine Sea to Leyte Gulf to Okinawa. What began as a desperate response to catastrophe at Savo Island became part of the foundation on which the Navy achieved sea control in the western Pacific.Savo Island Through the YearsAmong the veterans who fought in the waters around Guadalcanal, the battle was known simply as the “Battle of the Five Sitting Ducks,” a name capturing the bitterness of a defeat that felt, to the men who survived it, entirely avoidable.The U.S. Navy was slow to examine the defeat openly. The Navy conveneda formal board of inquiryunder Rear Adm. Arthur Hepburn which concluded in 1943 that the defeat stemmed from surprise, inadequate readiness, and poor dispositions. The board recommended censure for Capt. Bode but stopped short of holding senior officers accountable. Its report was classified for years. The most detailed tactical reconstruction,prepared by Capt. Richard Bates, for the Naval War College in 1950, remained a government document with limited circulation. What the public got instead was theofficial naval history written by Rear Adm. Samuel Eliot Morison in 1949, which framed the defeat largely in terms of the decisions and errors of individual officers on the night itself.Later research drawing onJapaneseandAustraliansources revealed just how much the standard American narrative had missed about the doctrinal and institutional roots of the defeat. While earlier accounts had asked what went wrong on the night of Aug. 9, this later work asked why two navies that had spent decades preparing for war against each other arrived at Savo Island so unevenly prepared to fight. The answer pointed beyond the officers on the bridge that night and towards the training pipelines, command structures, and technology integration practices that shaped what those officers could and could not do once the shooting started.The Lessons of Savo IslandFor much of the postwar period, the Battle of Savo Island lived in the shadow of Midway and the land fighting on Guadalcanal. The carrier battle offered a story of ingenuity and decisive victory. The Marine Corps’ campaign provided one of endurance and heroism. Savo Island offered neither. It was a story of institutional failure, and it fit uncomfortably within the broader narrative of American triumph in the Pacific. Yet looking back, Savo Island carries lessons that extend well beyond the Solomon Islands in 1942.The first concerns technology. Acquiring a weapon or a sensor is not the same as knowing how to use it. Radar should have been decisive at Savo Island, but the crews operating it had never been trained to perform the complex chain of interpretation and communication that the technology required under realistic conditions.Today’s systems are even more complexand require operators, maintainers, and commanders who understand not just what the technology can do in theory but how it functions under the confusion, fatigue, and time pressure of combat. If the U.S. Navy assumes that its technological edge will translate automatically into battlefield performance, it risks repeating the error that cost four heavy cruisers in a single night in 1942.The second is about command and organization. The Allied chain of command at Savo Island was fragmented across multiple headquarters, multiple nationalities, and multiple levels of authority, none of which communicated effectively with the others. The U.S. Navy today operates in a similarly complex environment of joint and multinational command structures. The institutional reforms that followed Savo Island succeeded because they addressed the organizational roots of the problem rather than simply blaming individuals. Future adaptations will need to do the same.Finally, Savo Island is a reminder that outcomes in naval combat can be extraordinarily sensitive to small variations in human behavior: A few minutes of warning, a few thousand yards of repositioning, a single decision to concentrate rather than divide a squadron. None of these involves any change in the hardware on either side, yet any one of them may have been sufficient to transform a catastrophic defeat into a decisive victory at Savo Island. China would be wise to consider this before concluding that numerical superiority at sea guarantees the outcome of a future war. And the United States would be wise not to assume that its technological advantages will do the work on their own.BECOME A MEMBERJohn Severini is a Ph.D. student in government at Georgetown University.Stephen Biddle is a professor of international and public affairs at Columbia University and an adjunct senior fellow for defense policy at the Council on Foreign Relations.Image:Wikimedia Commons Thirty-three minutes later, the Japanese force had destroyed four Allied heavy cruisers and damaged two additional destroyers. The Japanese had not lost a single ship. The Battle of Savo Island was, by most accounts, thesecond-worst defeat in the history of the U.S. Navyafter the attack on Pearl Harbor. It wasmore lopsided than roughly 90 percent of all naval engagementsfought since the age of sail. And the fleet that lost was the one that had almost every material advantage. Superior tonnage, superior numbers, and superior sensor technology could not compensate for a broken chain of command, inadequate training, and the inability of crews to operate their own equipment under combat conditions. As the U.S. Navy prepares to field a new generation of untested technologies — likeautonomous drone wingmenandAI-powered target recognition systems— against a peer competitor in the Western Pacific, Savo Island is a reminder that acquiring a capability and being able to employ it are not the same thing. In the months following the attack on Pearl Harbor, the Japanese advance was swift and devastating. The Philippines, Malaya, the Dutch East Indies, and Burma all fell in rapid succession. By the spring of 1942, Japan had established a defensive perimeter stretching from the Central Pacific to the Indian Ocean. TheBattle of Midwaydemonstrated that aircraft carriers, not battleships, would decide the war’s great fleet actions on the open ocean. Yet carriers could not operate safely in the confined waters near land, where Japanese air bases and submarines posed a constant threat. Cruisers and destroyers fought the naval war closer to shore in exactly the kind of surface engagements that Midway supposedly rendered obsolete. In Aug. 1942, American strategic planners launchedOperation Watchtower, a campaign to seize Guadalcanal and the neighboring island of Tulagi in the Solomon Islands. The goals were to curtail the Imperial Japanese Navy’s operational reach in the South Pacific, deny Japan the use of a partially constructed airfield on Guadalcanal, and establish a forward air base for subsequent Allied offensives. The operation straddled two separate Allied command areas, the South Pacific Area under Adm. Robert Ghormley and the South West Pacific Area under Gen. Douglas MacArthur. The two commands,separated in part to provide MacArthur with a rolebefitting his political stature, struggled to share information in a timely manner. Intelligence about Japanese movements could take hours to reach the officers who needed it, if it reached them at all. Vice Adm. Frank Jack Fletcher was the overall commander for Watchtower and directed the carrier task groups providing air cover from over 100 miles away. Rear Adm. Richmond K. Turner commanded the amphibious fleet. Beneath Turner was Rear Adm. Victor Crutchley of the Royal Australian Navy, assigned to command the surface fleet protecting the transports inside the sound between Guadalcanal, Tulagi, and Savo Island. Crutchley was a British officer commanding American subordinates for the first time, and he neither conferred with the American captains in advance nor issued a standard pre-engagement battle plan.Intelligence failurescompounded these command problems. Although reconnaissance aircraft spotted a column of Japanese ships heading southeast towards the sound on the morning of Aug. 8, delayed reports and miscommunication meant that Allied commanders did not receive accurate information about the approaching Japanese squadron until it was too late to act on it. When Vice Adm. Gunichi Mikawa, commander of the recently created Eighth Fleet, learned that the Allies had invaded Guadalcanal on Aug. 7, he moved quickly.His objective was to destroy the Allied transport ships anchored off the beaches. If he could sink or scatter them before they finished unloading, the U.S. Marines ashore would be stranded without adequate supply. He assembled every available cruiser in the area, arranged them into a single battle line, and placed himself at the front in his flagship, the IJN Chokai. The formation was a direct product ofJapanese night doctrine: A single commander at the head of a single column could control the entire engagement, minimizing the confusion that plagued multi-group formations in darkness. While his main goal was destroying the transports, Crutchley’s cruisers stood between Mikawa and the anchorage, so they would have to be dealt with first. Mikawa’s squadron approached the sound from the northwest in the early hours of Aug. 9, threading between Savo Island and the coast. Two Allied picket destroyers, USSBlueand USSRalph Talbot, were stationed northwest of the sound to provide early warning of any approaching surface force, and their surface search radars had a physical detection horizon of roughly 19,000 yards. At 0053 hours, IJN Chokai’s lookouts spotted the USS Blue at 10,900 yards, but Mikawa ordered his squadron to hold fire to preserve the element of surprise. Over the next 45 minutes, the Japanese column silently closed to torpedo range of the southern group of Allied cruisers, passing within 5,000 yards of USS Blue. Neither Allied picket screen detected the oncoming Japanese ships. Their radar equipment was working properly. Their operators simply could not use it effectively. They had spent two exhausting days scanning the skies for aircraft and had little experience interpreting surface contacts, where returns from ships blended with returns from islands and reefs. In principle, the pickets should have provided at least 45 minutes of warning, but lack of preparation and experience meant none was given. Crutchley had divided his ships into three separate groups stationed at different points around the sound. The groups were too widely dispersed to support one another, and the disposition itself reflected a fundamental misreading of the threat. Crutchley designed his three-group arrangement primarily to ensure anti-submarine coverage of the sound’s entry points. The nearest Japanese submarine was in fact hundreds of miles away. That evening, Crutchley left his flagship HMAS Australia to attend a conference with Turner, delegating command to Capt. Howard Bode of USS Chicago, who promptly went to sleep. Crutchley failed to inform the other captains, including the senior officer, Capt. Frederick Riefkohl of USS Vincennes. The Allied cruisers were not at general quarters. Officers were in their bunks. Gun crews were not at their stations. The cruiser USS Quincy had left its scout aircraft fueled and sitting on its catapult rails rather than launching them or draining the fuel tanks, as standard procedure dictated when battle was expected. At 0144 hrs, the Japanese launched torpedoes. At 0150 hrs, they opened fire. What followed was more a rout than a battle. Japanese cruisers used searchlights, star shells, and aircraft-dropped flares to illuminate the Allied ships. At close range, their eight-inch guns caused devastating damage: Japanese gunners achieved a hit rate of eight to twelve percent and landed their initial hits within the first few salvos. Because the Allies had been caught at reduced readiness, Mikawa’s squadron had several minutes of completely unopposed fire, inflicting disproportionate damage before the Allied crews could respond. Sailors jolted from sleep had to navigate narrow passages and stairways to reach their battle stations. Early hits on these compartments blocked many from ever arriving, degrading each ship’s fighting capacity well beyond the apparent physical damage. The Japanese struck the southern group first. HMAS Canberra was hit so quickly and so hard that it sank without ever firing a shot. USS Chicago took severe damage, and Bode, suddenly awakened with the battle already raging, focused on maneuvering his own damaged ship rather than commanding the squadron. He withdrew USS Chicago from the fight before its main battery fired a single round, and he neither issued orders to the other ships nor alerted them to the attack. Within minutes, the southern group had effectively ceased to exist as a fighting force. With the southern approach cleared, Mikawa could have pressed on toward the transport anchorage. Instead, he turned his column north toward the second group of Allied cruisers patrolling between Savo Island and Tulagi. It was a decision consistent with his training. Japanese night doctrine emphasized destroying the enemy’s combat power first — the transports could wait. The northern group fared no better than the southern. The crews of USS Astoria, USS Vincennes, and USS Quincy were caught asleep and scrambling. When USS Quincy’s fueled scout planes were hit by eight-inch shells, the resulting fires illuminated not just USS Quincy but every Allied ship nearby, giving the Japanese gunners targets they could see without searchlights. USS Astoria’s gunnery officer initially ordered return fire, but the ship’s captain countermanded the order. He could not tell whether the ships firing on him were Japanese or friendly, and he did not trust the radar picture to resolve the question. Like many Allied officers, he seems to have harbored a deep skepticism toward the new technology. Radar operators were inexperienced, and their reports often seemed ambiguous or contradictory. In the chaos of a night engagement that no one had anticipated, the captain chose caution over the uncertain word of a radar screen. He was not wrong to worry about fratricide. The destroyer USS Bagley, disoriented in the confusion, launched torpedoes into the burning HMAS Canberra, mistaking her for a Japanese vessel. The disparity in realized firepower tells a stark story about the battle. The Allies had more guns, but theJapanese fired nearly four timesas many total rounds during the battle. 32 Japanese eight-inch main battery guns fired 1,020 rounds. 44 Allied eight-inch guns fired 107. By 0216 hrs, it was over. Mikawa ordered his ships to cease fire and withdraw. All three cruisers of the northern group, USS Astoria, USS Vincennes, and USS Quincy, sank within hours of the engagement, joining HMAS Canberra on the floor of what would come to be known as Ironbottom Sound. Mikawa had annihilated the Allied screening force. The transports off the Guadalcanal beaches were now virtually defenseless. Yet rather than press on to finish the job he had set out to do, Mikawa chose to withdraw. His squadron had become scattered during the engagement with the northern group and reassembling it in darkness would take time. Exposing his cruisers to carrier aircraft in daylight seemed too great a risk. It was a reasonable decision given what Mikawa knew. But it may have been the choice that saved the Guadalcanal campaign. The transports survived, and though they departed earlier than planned,enough supplieshad been unloaded for the marines to hold their beachhead until reinforcements arrived. Had Mikawa pressed on to destroy the transports, or had the Japanese reinforced more aggressively before American logistics caught up, the beachhead might not have held, and Guadalcanal may have been lost. The Battle of Savo Island was the opening act of a naval campaign that would become one of the most intense stretches of surface combat in naval history. The shock of the loss at Savo forced a reckoning within the U.S. Navy. The brutal campaign for Guadalcanal that followed became the proving ground where the service developed, at great cost, the institutional reforms, tactics, and training needed to fight coordinated surface engagements against a skilled adversary. Between Aug. 1942 and Feb. 1943, the U.S. and Imperial Japanese navies fought seven major surface engagements in the confined seas north of Guadalcanal as part of the broader Solomon Islands campaign. The learning curve was steep. Atthe Battle of Cape Esperancein October, the U.S. Navy won its first night surface action of the campaign, using radar to detect the Japanese force at long range, though continued confusion over the radar picture nearly squandered the advantage. At theNaval Battle of Guadalcanalin November, two rear admirals were killed, and the fighting was so close that ships missed colliding by yards, with one officer comparing the action to abarroom brawl after the lights had been shot out. At theBattle of Tassafarongadays later, Japanese destroyers armed with Long Lance torpedoes crippled three American heavy cruisers and sank a fourth, despite being detected on radar first. Yet out of these costly engagements came a series of innovations that would transform how the Navy fought at sea. The most consequential innovation was the Combat Information Center, a dedicated shipboard facility that integrated input from radar, radio, and sonar into a single real-time picture of the battlespace. Before the Combat Information Center, individual radar operators sent raw reports up the chain and hoped for the best. Afterward, trained teams processed sensor data continuously, updated tactical plots, and fed synthesized information directly to the ship’s captain. This freed the captain to make decisions rather than interpret data. New tactics followed. Officers in the Solomons theater began experimenting with independently maneuvering destroyer divisions coordinated through the Combat Information Center, using one group to draw fire while another struck from an unexpected direction. These tactics required trust in the system, confidence in the radar picture, and extensive rehearsal. By late 1943,squadrons in the South Pacific had all three. The results were dramatic. In Nov. 1943 at theBattle of Cape St. George, the U.S. Navy detected the enemy first, fired first, and coordinated its fires across independently maneuvering groups. The same radar technology that had been ineffective at Savo Island became a war-winning advantage once crews learned how to use it and commanders learned how to trust it. The institutional reforms born in the Solomons did not stay there. The Combat Information Center became standard across the fleet, and the doctrinal lessons about radar integration, coordinated maneuver, and decentralized command shaped how the U.S. Navy fought for the remainder of the Pacific war, from the Philippine Sea to Leyte Gulf to Okinawa. What began as a desperate response to catastrophe at Savo Island became part of the foundation on which the Navy achieved sea control in the western Pacific. Among the veterans who fought in the waters around Guadalcanal, the battle was known simply as the “Battle of the Five Sitting Ducks,” a name capturing the bitterness of a defeat that felt, to the men who survived it, entirely avoidable. The U.S. Navy was slow to examine the defeat openly. The Navy conveneda formal board of inquiryunder Rear Adm. Arthur Hepburn which concluded in 1943 that the defeat stemmed from surprise, inadequate readiness, and poor dispositions. The board recommended censure for Capt. Bode but stopped short of holding senior officers accountable. Its report was classified for years. The most detailed tactical reconstruction,prepared by Capt. Richard Bates, for the Naval War College in 1950, remained a government document with limited circulation. What the public got instead was theofficial naval history written by Rear Adm. Samuel Eliot Morison in 1949, which framed the defeat largely in terms of the decisions and errors of individual officers on the night itself. Later research drawing onJapaneseandAustraliansources revealed just how much the standard American narrative had missed about the doctrinal and institutional roots of the defeat. While earlier accounts had asked what went wrong on the night of Aug. 9, this later work asked why two navies that had spent decades preparing for war against each other arrived at Savo Island so unevenly prepared to fight. The answer pointed beyond the officers on the bridge that night and towards the training pipelines, command structures, and technology integration practices that shaped what those officers could and could not do once the shooting started. For much of the postwar period, the Battle of Savo Island lived in the shadow of Midway and the land fighting on Guadalcanal. The carrier battle offered a story of ingenuity and decisive victory. The Marine Corps’ campaign provided one of endurance and heroism. Savo Island offered neither. It was a story of institutional failure, and it fit uncomfortably within the broader narrative of American triumph in the Pacific. Yet looking back, Savo Island carries lessons that extend well beyond the Solomon Islands in 1942. The first concerns technology. Acquiring a weapon or a sensor is not the same as knowing how to use it. Radar should have been decisive at Savo Island, but the crews operating it had never been trained to perform the complex chain of interpretation and communication that the technology required under realistic conditions.Today’s systems are even more complexand require operators, maintainers, and commanders who understand not just what the technology can do in theory but how it functions under the confusion, fatigue, and time pressure of combat. If the U.S. Navy assumes that its technological edge will translate automatically into battlefield performance, it risks repeating the error that cost four heavy cruisers in a single night in 1942. The second is about command and organization. The Allied chain of command at Savo Island was fragmented across multiple headquarters, multiple nationalities, and multiple levels of authority, none of which communicated effectively with the others. The U.S. Navy today operates in a similarly complex environment of joint and multinational command structures. The institutional reforms that followed Savo Island succeeded because they addressed the organizational roots of the problem rather than simply blaming individuals. Future adaptations will need to do the same. Finally, Savo Island is a reminder that outcomes in naval combat can be extraordinarily sensitive to small variations in human behavior: A few minutes of warning, a few thousand yards of repositioning, a single decision to concentrate rather than divide a squadron. None of these involves any change in the hardware on either side, yet any one of them may have been sufficient to transform a catastrophic defeat into a decisive victory at Savo Island. China would be wise to consider this before concluding that numerical superiority at sea guarantees the outcome of a future war. And the United States would be wise not to assume that its technological advantages will do the work on their own. John Severini is a Ph.D. student in government at Georgetown University. Stephen Biddle is a professor of international and public affairs at Columbia University and an adjunct senior fellow for defense policy at the Council on Foreign Relations. Image:Wikimedia Commons

OSLO, Norway and BOSTON, April 27, 2026 (GLOBE NEWSWIRE) -- Maritime data and freight management solutions provider, Veson Nautical (Veson), has announced a strategic partnership with independent industry cloud platform, Veracity by DNV, to bring verified emissions data into the heart of operational and commercial shipping workflows. The product integration connects Veson’s IMOS with the Veracity platform, enabling emissions figures confirmed by DNV to flow directly into IMOS. Within IMOS, these figures are clearly tagged as verified and integrated directly into voyage financials and P&L — reducing reliance on disconnected systems and manual re-entry. This first-of-its-kind integration addresses the growing need for maritime operators to incorporate compliance and automated data quality checks into daily voyage decisions, P&L tracking, and regulatory reporting. By embedding these inputs directly into live P&L calculations, shipping companies can improve the accuracy of voyage results, reach settlement faster, and reduce audit risk. “This collaboration between Veson and Veracity by DNV is an exciting development for us at Hafnia,” said Michael Rasmussen, General Manager, Pool Management at Hafnia. “We have historically spent significant time toggling between systems to reconcile emissions data. Having verified, accurate data in one place has the potential to streamline that workflow and make it easier for our teams to work with trusted figures in their day-to-day operations." Looking ahead, the partnership will further expand into an end-to-end emissions reporting and verification workflow. Operational vessel data can be automatically transferred from IMOS to DNV’s Veracity platform, where it can be quality-assured in line with the Operational Vessel Data (OVD) standard and passed to DNV’s verification services in Emissions Connect. This will provide joint customers with a continuous data flow from data collection to verified emissions data, which can be used to meet evolving frameworks such as EU ETS, FuelEU Maritime, and additional commercial use cases. “The industry is moving toward a model where verified data is central to both compliance and commercial performance,” said Sean Riley, President and Chief Operating Officer at Veson Nautical. “With DNV we are connecting those two worlds, bringing trusted emissions data directly into the workflows that drive day-to-day decisions and voyage P&L outcomes.” “Together with Veson, we are demonstrating how verified data can unlock new value in commercial operations,” said Mikkel Skou, Executive Director, Veracity by DNV. “This partnership is a strong example of our envisioned maritime data ecosystem in action; a collaboration that enables our common customers to use their data as a trusted foundation for better decisions, stronger collaboration, and more efficient operations.” The partnership builds on Veracity by DNV’s extensive data network, which has connectivity to more than 65,000 vessels worldwide through automated access to verified data. As part of Veson’s expanding Platform Partner Network, DNV extends that reach into the core system where maritime commerce is managed — giving shipping companies access to trusted data within a more connected ecosystem. About Veson NauticalVeson Nautical empowers the global maritime industry to navigate compounding complexity across trade, regulation, and operations. By combining trusted maritime data with purpose-built workflows, Veson enables confident decision-making to manage risk and maximize performance. Serving more than 38,000 users across 2,400 companies in over 100 countries, Veson delivers solutions that place contracts and data at the center of maritime commerce. For more information, visitwww.veson.com. About DNV DNV is the world’s leading classification society and a recognized advisor for the maritime industry. The company enhances safety, quality, energy efficiency and environmental performance of the global shipping industry – across all vessel types and offshore structures. DNV invests heavily in research and development to find solutions, together with the industry, that address strategic, operational or regulatory challenges. About Veracity by DNVVeracity is DNV’s independent industry cloud platform, set out to deliver trust and connectivity to industry digitalization and decarbonization. It brings together key players in the maritime and energy industries, to drive business innovation and digital transformation over a common data truth. Today, more than 65 000 vessels are easily connected to the platform through the partner program and 50 000 users engage monthly over Veracity, enjoying frictionless connectivity through the exchange of datasets, APIs, applications, and insights. Visitwww.veracity.comto discover more. For Media enquiries: Veson Public Relationspress@veson.com Veracity by DNVHead of CommunicationsPhone: +47 4003 9672Email:gabriela.stojicevic@dnv.com A photo accompanying this announcement is available athttps://www.globenewswire.com/NewsRoom/AttachmentNg/6f117f11-95c0-45f2-8699-98a2ced03b1a

Mentre la giunta comunale di Napoli annuncia la bonifica degli arenili di San Giovanni a Teduccio e promette di restituire il litorale alla cittadinanza entro l’estate 2026, lungo la stessa costa avanza un’altra trasformazione, molto meno visibile nel dibattito pubblico. Il Nuovo Piano Regolatore Portuale (PRP), presentato alla fine del 2024 e ora in fase di valutazione ambientale strategica (VAS), ridisegna profondamente la geografia del porto. Da una parte il “porto storico”, in corrispondenza del centro cittadino, già orientato al traffico passeggeri (crociere, traghetti), viene rafforzato in questa funzione e accompagnato da interventi di valorizzazione del rapporto porto-città. Tra questi, l’“affaccio urbano” e nuove passeggiate, in linea con l’immagine turistica della città. Proseguendo lungo la costa, l’intera fascia portuale prossima alla stazione centrale viene liberata dalle attività commerciali e riconfigurata anche questa intorno a funzioni turistiche. Dall’altra parte, spostandosi progressivamente verso est, oltre la linea ferroviaria, prende forma il “porto operativo”, dove si intensificano le attività logistiche e industriali, in particolare il traffico di container e prodotti petroliferi. Unica eccezione in questo disegno duale, che separa e gerarchizza centro turistico e periferia produttiva, è il nuovo porto turistico previsto nell’area dell’ex Corradini, destinato al diporto stanziale di circa quattrocento imbarcazioni. Una riorganizzazione presentata come necessaria, ma che solleva interrogativi su quali esigenze stia effettivamente soddisfacendo e su chi ne trarrà beneficio. È proprio nell’area orientale, lungo il litorale di San Giovanni a Teduccio, già segnato da una lunga storia di violenza ambientale, che si addensano le trasformazioni più rilevanti, con il rischio di segnare in modo irreversibile il rapporto di questa parte della città (e dei suoi abitanti) con il mare. Il cuore di questa trasformazione è l’estensione e potenziamento della Darsena Levante, destinata a diventare il principale hub container del porto, con l’ambizione di riposizionare Napoli nelle reti logistiche globali. L’intervento prevede il ripristino della cassa di colmata di Vigliena e il tombamento della Darsena Petroli, operazioni che consentiranno di ampliare significativamente (quasi raddoppiare) le superfici operative e la capacità di movimentazione delle merci. Parallelamente, si prevede lo spostamento del polo energetico “nell’estremità orientale della Darsena di Levante”, ovvero nei pressi della spiaggia pubblica di Vigliena e più vicino all’abitato di San Giovanni a Teduccio. Il nuovo polo energetico sarà accessibile da terra, attraverso via Detta dell’Innominata, e sarà affiancato da nuove infrastrutture dedicate, tra cui diversi punti di attracco per navi fino a 250 metri di lunghezza e al largo della diga foranea, proprio di fronte all’ex Corradini, due mono-boe per l’attracco delle petroliere più grandi. Formalmente, i volumi di traffico dei prodotti petroliferi, che già consentono alla città di avere un ruolo strategico nei flussi energetici globali, resterebbero inalterati, in attesa della “definitiva delocalizzazione dei depositi costieri” prevista nel Piano Regolatore Generale del 2004. A questa riorganizzazione funzionale, si accompagnano il potenziamento della viabilità portuale, la riorganizzazione dei varchi di accesso e il rilancio del collegamento ferroviario. Quest’ultimo rappresenta un intervento chiave per il funzionamento del nuovo terminal di Levante, destinato a connettere l’area portuale con la rete nazionale e con gli interporti di Nola e Marcianise. Il piano introduce anche una serie di interventi presentati come coerenti con gli obiettivi di sviluppo sostenibile e transizione ecologica. Il principale è il cosiddetto cold ironing, ovvero l’elettrificazione delle banchine, che dovrebbe consentire alle navi attraccate di spegnere i motori e collegarsi alla rete elettrica, riducendo le emissioni in fase di sosta. Ma nella configurazione attualmente prevista, il sistema riuscirebbe ad alimentare contemporaneamente poche navi di grandi dimensioni, e comunque solo quelle già predisposte all’allaccio alla rete elettrica. Si ipotizza, inoltre, che l’energia necessaria possa essere interamente prodotta da fonti rinnovabili, ma questa prospettiva non è accompagnata da indicazioni su localizzazione, dimensionamento e finanziamento degli impianti, lasciando aperta la questione della sua effettiva realizzabilità. Accanto a questo, il piano prevede interventi più circoscritti, come l’introduzione di due navette elettriche per la mobilità interna al porto, l’installazione di impianti fotovoltaici su alcuni edifici, l’illuminazione a Led e, in forma sperimentale, un dispositivo per la produzione di energia dal moto ondoso, in grado di coprire soltanto una quota marginale del fabbisogno energetico del porto. Si tratta di misure che tentano, in maniera anche un po’ goffa, di offrire compensazioni alla strategia espansiva e dare un’immagine ecologica a un piano che di ecologico ha ben poco. Lo stesso Rapporto ambientale preliminare predisposto dall’Autorità di Sistema Portuale del Mare Tirreno Centrale (AdSP) ammette esplicitamente che lo sviluppo previsto potrebbe comportare un aumento del consumo di energia e acqua potabile, la crescita della produzione di rifiuti e acque reflue, nonché un peggioramento delle già compresse condizioni ambientali, dalla qualità dell’aria al rumore, fino alla pressione sulla salute umana. Accanto a questi, il piano riconosce la trasformazione significativa del paesaggio costiero e l’occupazione dei fondali marini, con la possibile riduzione degli habitat. Ma il passaggio più significativo riguarda proprio i possibili effetti sulla salute. Nel documento si legge di “un’alterazione del contesto da cui potrebbero dipendere un incremento di morbosità e mortalità”: una formulazione che introduce un rischio sanitario rilevante, ma lo colloca all’interno di un registro tecnico che tende a normalizzarlo, quasi come un effetto collaterale da leggere tra le righe di un bugiardino. Non sono previste misure di contenimento o contrasto dei potenziali impatti negativi elencati, rimandate a fasi successive, mentre si insiste sulla valorizzazione degli spazi di maggiore pregio nel porto storico, sul guadagno in termini di competitività e sviluppo, e sulla promessa di effetti positivi in termini occupazionali, riproponendo una retorica già ben nota. È proprio in questa retorica dello sviluppo che i costi ambientali e sanitari non vengono negati, ma ricondotti dentro un orizzonte di inevitabilità: il prezzo necessario di una trasformazione presentata come indispensabile. In questo quadro, anche lo spazio del confronto pubblico tende a comprimersi. Nonostante la rilevanza del piano per il futuro della città, il dibattito intorno al nuovo PRP appare finora confinato dentro circuiti tecnico-istituzionali, con il coinvolgimento marginale di chi è chiamato a convivere con i suoi impatti, in modo particolare i residenti che abitano a poche decine di metri dal nuovo terminal, che hanno già denunciato vibrazioni, polveri, rumore e lesioni agli edifici. Alcune delle criticità ambientali sono state sollevate anche nell’ambito della procedura di valutazione ambientale strategica, tuttora in corso. A oltre un anno dall’avvio (dicembre 2024), il piano è ancora in fase di istruttoria tecnica presso la Commissione VIA/VAS del ministero dell’ambiente, senza che sia stato espresso il parere motivato definitivo necessario alla sua approvazione. Diversi enti, pur non bloccando il piano, hanno evidenziato la necessità di approfondimenti sostanziali su impatti ambientali e sanitari, traffico, dragaggi, sedimenti contaminati, biodiversità, paesaggio, patrimonio archeologico e compatibilità urbanistica. In particolare, il comune di Napoli ha richiesto ulteriori valutazioni sugli impatti ambientali e sanitari e ha sollevato dubbi sulla compatibilità urbanistica di alcune opere previste fuori dal perimetro portuale. L’Arpac ha sottolineato l’assenza di una valutazione quantitativa completa degli effetti ambientali e la necessità di un sistema di monitoraggio strutturato. Il ministero dell’ambiente e della sicurezza energetica ha richiamato la necessità che ogni intervento sia compatibile con la normativa sui siti contaminati, evidenziando la criticità delle operazioni di dragaggio e della movimentazione dei sedimenti. Il ministero della cultura ha espresso perplessità sugli impatti paesaggistici e archeologici, in particolare sulle trasformazioni più invasive legate all’ampliamento della Darsena di Levante. La commissione tecnica ha invece evidenziato come il piano non analizzi in modo adeguato gli impatti cumulativi con opere già realizzate o in corso, né consideri scenari alternativi, inclusa l’ipotesi di non intervento. Eppure, mentre il procedimento resta aperto, la trasformazione è già in corso e prendono forma alcune delle opere che costituiscono la base fisica del nuovo assetto portuale previsto dal PRP. Si tratta, peraltro, di interventi che si inseriscono in una traiettoria progettuale avviata oltre vent’anni fa, con un accordo istituzionale che prevedeva l’espansione dell’area commerciale e l’approvazione, nel 2008, del progetto del nuovo terminal contenitori da parte del ministero dell’ambiente. Nell’area di Vigliena, fulcro dell’espansione prevista dal piano, sono già stati completati il dragaggio di una parte dei fondali portuali con conferimento dei sedimenti (in parte contaminati) nella cassa di colmata, insieme all’adeguamento della Darsena di Levante in terminal container. Queste opere, inquadrate come interventi di ripristino e messa in sicurezza, non sono state sottoposte a una valutazione di impatto ambientale (VIA) completa, ma a una procedura preliminare con prescrizioni, la cui attuazione risulta solo parziale secondo la documentazione ufficiale. Accanto a queste, risultano in fase di collaudo il prolungamento e rafforzamento della diga foranea Duca d’Aosta, che consentirà l’accesso a navi di dimensioni maggiori. Sono in corso, inoltre, i lavori di cold ironing e il potenziamento dei collegamenti ferroviari e stradali interni. A sostenere questa trasformazione, un intreccio di risorse, pubbliche e private, così complesso da essere difficilmente districabile. Il Pnrr è evocato come principale motore della trasformazione, collocando il progetto dentro una cornice europea di modernizzazione che lo rende, almeno in apparenza, più legittimo. In realtà, dai documenti dell’Autorità portuale, il contributo diretto dei fondi europei risulta concentrato su interventi marginali. Le opere, incluse quelle più rilevanti sul piano infrastrutturale, risultano invece finanziate prevalentemente dal Fondo Complementare, ovvero da risorse nazionali collegate al Pnrr, ma di fatto non soggette agli stessi vincoli, strumenti di monitoraggio e livelli di controllo. A novembre 2025, il ministero delle infrastrutture ha annunciato l’arrivo di circa sessanta milioni destinati ai porti di Napoli e Salerno da impiegare in opere già in corso, tra cui il completamento della cassa di colmata di Vigliena e il rafforzamento della diga Duca d’Aosta, da spendere entro giugno 2026. Si tratterebbe di finanziamenti integrativi, con l’ambizione di accelerare la realizzazione delle opere, ma al momento non c’è traccia di alcun atto formale che ne certifichi l’effettiva assegnazione. A completare il quadro, si aggiungono ulteriori risorse pubbliche (come fondi Fsc e Por-Fesr), stanziamenti diretti dell’Autorità portuale e investimenti dei concessionari privati, tra cui Conateco (gruppo Msc), che ha previsto impegni economici significativi per lo sviluppo del nuovo terminal. Il risultato è un sistema frammentato e multilivello, che non solo rende difficile ricostruire con precisione chi finanzia cosa, ma contribuisce anche a ridurre la trasparenza e ad attenuare le possibilità di controllo pubblico. Altrettanto frammentato e opaco è il quadro di interessi economici che sostengono e orientano il nuovo assetto portuale, rendendo la distinzione tra pianificazione pubblica e iniziativa privata sempre più sfumata. Presentato come risposta a esigenze di interesse generale, il piano appare in realtà strettamente allineato alle strategie di espansione dei soggetti privati che operano nello scalo. Questi non sono soltanto beneficiari diretti, ma attori in grado di incidere concretamente su tempi, priorità e condizioni degli interventi, grazie al controllo delle infrastrutture esistenti, alla disponibilità di capitali e alla capacità di orientare il discorso pubblico. Da un lato, i terminalisti, in gran parte riconducibili al gruppo Msc, interessati a rendere operativa nel più breve tempo possibile la Darsena di Levante. Tra questi, proprio Conateco, principale terminalista, che nel 2006 aveva già ottenuto una concessione cinquantennale sull’area del nuovo terminal contenitori, a fronte dell’impegno a investire oltre duecento milioni. Il suo amministratore delegato è intervenuto più volte pubblicamente per sollecitare l’accelerazione dei lavori, presentandoli come urgenti e decisivi non solo per il futuro del porto, ma per l’intero sviluppo economico regionale. Dall’altro lato, un attore chiave è Kuwait Petroleum Italia (Q8), che gestisce la Darsena Petroli, il cui ruolo è emerso con chiarezza nel conflitto in corso intorno alla realizzazione dei collegamenti ferroviari. Il tracciato previsto, necessario per l’operatività del nuovo terminal, interferisce con il sistema di tubazioni che serve i depositi petroliferi, rendendone necessario lo spostamento. Secondo alcune ricostruzioni giornalistiche, Q8 avrebbe subordinato questa operazione alla richiesta di un’estensione della concessione per altri ventitré anni, aprendo un vero e proprio braccio di ferro con i terminalisti e con l’Autorità portuale. Qui è opportuno ricordare che la delocalizzazione delle attività petrolifere era prevista dal Piano Regolatore Generale del 2004, ma un accordo del 2006 ne ha di fatto rinviato l’attuazione, garantendo a Q8 una proroga delle concessioni per vent’anni. Oggi, a scadenza di quel periodo, l’esigenza di portare avanti i lavori si trasforma in una leva negoziale attraverso la quale la società petrolifera può rinegoziare la propria permanenza nel porto. Nel mezzo si collocano l’AdSP, formalmente responsabile della pianificazione e dell’attuazione degli interventi, e il governo centrale, che contribuisce a definirne priorità e tempi. Queste dinamiche mostrano come il Nuovo Piano Regolatore Portuale non si limiti a ridisegnare lo spazio del porto, ma contribuisca a consolidare rapporti di potere e gerarchie spaziali già esistenti, confermando questa parte di città (e non solo) come lo spazio in cui si materializzano gli effetti di scelte fortemente condizionate dagli interessi dei grandi operatori economici, più che dai bisogni locali. Il tutto accompagnato da una narrazione opaca e selettiva, che presenta la trasformazione come necessaria e inevitabile, riducendone al tempo stesso la visibilità nel dibattito pubblico. Nel frattempo, gli abitanti restano ai margini di questo processo, fuori dai luoghi in cui queste scelte si definiscono e neppure pienamente a conoscenza delle trasformazioni che incideranno in modo diretto e duraturo sulle loro condizioni di vita. (giorgia scognamiglio)

di Bernardo Iovene Collaborazione di Lidia Galeazzo Immagini di Dario Parlapiano, Giovanni De Faveri, Alfredo Farina e Marco Ronca Ricerca immagini di Tiziana Battisti Grafica di Federico Ajello Navi, emissioni e città sotto assedio Le navi quando sostano nei porti restano con i motori accesi per garantire energia a bordo, ma i camini scaricano nell’aria delle città particolato fine, ossido di azoto e anidride solforosa. Una nube che investe direttamente le città. Due studi epidemiologici indicano che in città portuali come Ancona e Civitavecchia l’indice di mortalità è più alto legato proprio alle emissioni delle navi. È un problema comune a tutte le città che si affacciano sulla zona portuale. Sulla carta l’Europa è intervenuta, infatti da maggio 2025 nel Mediterraneo è obbligatorio utilizzare carburanti con un contenuto di zolfo allo 0,1 per cento. Ma nella pratica oltre il 90 per cento delle navi traghetto, da crociera e porta container continuano a bruciare olio combustibile fino al 3,5 per cento di zolfo perché hanno installato un sistema di lavaggio dei fumi, gli scrubber, prelevano tonnellate di acqua dal mare riscaricandola a mare aperto e perfino nei porti con i residui di idrocarburi policiclici aromatici, alcalini, black carbon, sostanze che vanno a finire nella vita marina e quindi nel pesce. Per ridurre le emissioni, l’Italia punta sull’elettrificazione delle banchine, finanziata con il PNRR, permetterà alle navi nei porti di collegarsi alla rete elettrica terrestre e spegnere i motori. Un sollievo parziale per gli abitanti delle città portuali che respirano metri cubi di biossido d’azoto specie durante le manovre di arrivo e partenza delle navi. Ma anche qui, la realtà è più complessa, servono grandi quantità di energia, le infrastrutture sono limitate e i costi restano attualmente più alti rispetto ai combustibili fossili. 29 aprile 2026: ci ha scritto la società Cavotec, gruppo ingegneristico che sviluppa soluzioni di elettrificazione e automazione per il settore portuale e marittimo, per precisare i dettagli tecnici del sistema "Shore Power" , mostrato nel servizio al porto di Malta, di loro progettazione e realizzazione. Qui i particolari