Ukraine has published data on 20 vessels that carry Russian oil and liquefied natural gas or refuel the sanctioned fleet, parts of the logistics network the Kremlin uses to fund its war, Ukraine's Defense Intelligence reports. All 20 are under British or Ukrainian sanctions, and only one faces US restrictions.

Russia’s shadow fleet runs on roughly 500 aging ships of uncertain ownership that dodge sanctions and keep oil money flowing. That seaborne oil trade is worth more than 80 billion euros a year.

The headline vessel is the Russian ship Portovyy, an LNG carrier and floating gas store owned by the sanctioned Gazprom since 2021, according to the agency. On 15 August 2026, it left the Gulf of Finland with Russian LNG for the first time since November 2021, sailing the Northern Sea Route to the Chinese port of Beihai to unload.

Portovyy is now at the Zhoushan Huafeng Shipyard in China, which has been set as the site for its maintenance, intelligence says, an example of the foreign yards Kyiv wants closed to the sanctioned fleet.

Russia buys up gas carriers through shells

Two more gas carriers show how Moscow expanded the fleet in spring 2026 through front companies, intelligence said. The Avacha, once owned by China’s Jovo Energy, was bought by the little-known Tudor Maritime of the Marshall Islands, took the Russian flag in June, and now ships gas from the Arctic LNG 2 project to Beihai.

The Chaivo, formerly owned by Greece’s Maran Gas Maritime, was also bought by Tudor Maritime and moved under the Russian flag in July. Now it carries cargo to Beihai from a floating gas storage facility off Kamchatka, intelligence says.

A call to close the loopholes

Intelligence urged partners to act together: tighten control over sales of commercially owned ships, block servicing of the sanctioned fleet at foreign yards, and cut off the energy revenue that Russia turns into weapons against civilians.

Russia is building ice-class ships at home and, at the same time, widening its shadow fleet through offshore networks. The UK Foreign Office made the same point on 1 October, saying Moscow is assembling a new shadow fleet to keep its gas revenues flowing.

President Donald Trump announced an agreement with Vladimir Putin on Friday, 9th October, under which Russia will resume substantial diesel exports to American and international markets, despite Washington’s existing sanctions against Moscow over its invasion of Ukraine.

According to Trump’s announcement following the telephone conversation, Russia will immediately release more than 300,000 tonnes of diesel, followed by 500,000 tonnes in November and another million tonnes shortly afterwards. A further three million tonnes could become available once Russian refining capacity permits.

The announcement was accompanied by a temporary authorisation from the US Treasury allowing transactions involving Russian diesel until 7 April 2027. It represents a substantial departure from the administration’s recent sanctions policy, which had sought to restrict Russian energy revenues and strengthen Washington’s negotiating position over Ukraine.

The timing is politically significant. Trump faces congressional midterm elections on 3 November, while diesel prices have become a growing economic concern for American businesses and consumers. The agreement gives the White House an opportunity to present itself as addressing fuel costs, although its practical effect on prices remains uncertain.

Russian diesel cannot resolve the global supply shortage

Trump has linked the proposed Russian deliveries to his administration’s efforts to restore energy flows through the Strait of Hormuz, arguing that the combined measures will produce a rapid reduction in diesel prices.

The disruption of maritime energy supplies following the confrontation with Iran has, however, created a problem considerably larger than the quantities Russia has initially promised.

The first two deliveries amount to approximately 800,000 tonnes. Even including the subsequent million tonnes, the announced volumes are modest relative to global consumption. Their arrival may provide temporary relief in individual markets, but there is little evidence that they could independently reverse the wider shortage.

Russia’s capacity to maintain larger exports is also uncertain.

Ukrainian attacks on Russian refineries have disrupted production and contributed to restrictions on petroleum exports. Moscow has periodically imposed limits to protect domestic supplies, while damaged facilities require repairs before returning to normal operations.

The condition of those refineries is explicitly acknowledged in Trump’s announcement, which makes the proposed additional three million tonnes dependent on their recovery.

This introduces a further contradiction. Washington is seeking Russian diesel at precisely the moment Ukraine is attempting to reduce Moscow’s capacity to refine and export petroleum products.

The economic benefits of the agreement may consequently depend partly on developments in a military campaign that the United States has previously supported through intelligence cooperation with Kyiv.

Zelenskyy rejects sanctions relief without Russian concessions

President Volodymyr Zelenskyy responded critically to the agreement, describing the relaxation of economic pressure as a concession to Putin that had not been accompanied by any meaningful Russian commitment to de-escalation.

In his response to the American decision, Zelenskyy argued that Moscow would exploit renewed export revenues to prolong its war rather than make concessions towards a settlement.

Ukraine has indicated that it remains prepared to consider reciprocal measures concerning attacks on energy infrastructure. Such arrangements would require Russia to stop striking Ukrainian facilities in exchange for restrictions on Ukrainian operations against Russian energy targets.

No comparable undertaking was announced as part of Friday’s diesel agreement.

This distinction is central to Kyiv’s objections. Sanctions relief has traditionally been regarded as leverage to obtain changes in Russian behaviour. In the present arrangement, Moscow stands to receive additional commercial opportunities without publicly agreeing to alter its military campaign.

Lukoil negotiations raise further questions

The agreement also comes amid separate discussions concerning the international assets of Lukoil, Russia’s second-largest oil producer.

A recent account of negotiations involving American investors and Russian officials described proposals involving Lukoil’s overseas oilfields, refineries and distribution businesses.

The discussions have reportedly involved figures connected to Trump’s diplomatic efforts, including Steve Witkoff and Jared Kushner, alongside Russian representatives.

On Friday, another development complicated the proposed transaction when Carlyle withdrew from the competition to acquire Lukoil’s international assets, previously valued at approximately $22 billion.

The negotiations illustrate the extent to which potential commercial cooperation has entered the broader American-Russian relationship.

There is no verified evidence, however, that the diesel agreement was concluded to facilitate a particular acquisition or benefit individuals connected to Trump’s administration. The commercial negotiations and Friday’s sanctions decision remain separate developments unless further evidence establishes a direct connection.

Washington and Europe move in different directions

The American decision creates an additional complication for European sanctions policy.

On 7th October, EU ambassadors agreed to expand sanctions against Russia’s military-industrial network, approving 1,646 additional designations, many directed at the production of ballistic missiles used against Ukraine.

Britain has also introduced further restrictions on Russian oil-related businesses, tankers and financial intermediaries, reinforcing its stated objective of limiting Moscow’s ability to finance the war.

The contrast with Washington’s diesel authorisation is substantial. While European governments are attempting to restrict Russian petroleum revenues, the United States is providing a temporary legal route for renewed sales.

The development also recalls the difficulties already examined by EU Today in its reporting on sanctions enforcement against Russia’s shadow fleet, where differences in national restrictions and their application have complicated efforts to control petroleum exports.

For Moscow, the significance of Friday’s agreement extends beyond the immediate revenue generated by diesel sales. It establishes that the United States is prepared to relax particular economic restrictions before securing a settlement over Ukraine.

Whether the arrangement ultimately lowers American fuel prices will depend on production, shipping and international market conditions. The diplomatic consequence is already apparent: Russia has obtained an opportunity to restore part of its international energy trade without accepting publicly announced conditions concerning its war against Ukraine.

For Kyiv and European governments, the question is whether this remains a narrowly defined response to an energy shortage or marks the beginning of a broader American policy of separating commercial relations with Moscow from negotiations over Ukraine.

For a sign of just how extraordinary oil shipping costs have become, consider this: It’s now more expensive to hire a tanker from the US to China than to launch a rocket into space.

Russia's seaborne exports of refined oil products rose to a three-month high in September, but the growth came from cheaper fuel oil and naphtha as diesel shipments fell to their lowest in more than a decade, Bloomberg reported, citing Vortexa data. Russia kept diesel at home after Ukrainian refinery strikes and paid oil companies to supply its pumps, while high crude prices lifted its crude export earnings.

During the ongoing deep-strike campaign, Ukraine's long-range drones have knocked out more than half of Russia's oil refining capacity, Kyiv says, and Russia's budget oil revenues are falling even as it raises war spending. High global crude prices are softening that blow.

Cheaper fuel out

Total seaborne product exports reached about 1.17 million barrels a day in September. Fuel oil shipments rose 6% to about 613,000 barrels a day, the highest since April. Naphtha, a feedstock for petrochemicals, jumped 35% to 363,000 barrels a day. Exports of refinery feedstocks, including vacuum gasoil, rose to about 32,000 barrels a day, according to Bloomberg.

The trade has moved north. Almost 80% of fuel oil cargoes left from Baltic ports, and naphtha loadings there rose almost 50% as Ukrainian attacks disrupted Black Sea infrastructure. In September, Ukraine reported hitting an oil terminal in Novorossiysk, Russia's main Black Sea oil port—one in a string of attacks on Russia's Black Sea ports and oil sites.

Diesel kept at home

Diesel and gasoil exports fell 28% to 144,000 barrels a day, the lowest monthly volume in Vortexa data going back more than a decade. Russia has restricted diesel exports to protect domestic supply after Ukrainian attacks on its refineries. Drones kept hitting them into October, from a Lukoil refinery in Volgograd to Gazprom's Salavat complex in Bashkortostan.

In September, Russia paid oil companies the biggest subsidy in more than four years to keep road fuel on the domestic market. It also imported about 350,000 tonnes of motor fuel by sea, mostly gasoline from India, Morocco, and Türkiye, Reuters calculations showed. Officials are considering letting some producers resume diesel exports in October to avoid overstocking, according to Interfax.

The diesel squeeze has reached the White House. US President Donald Trump stated on 30 September that diesel was hurt "not by the Middle East, but by what's going on in Russia, because those diesel refineries are being knocked out at a pretty alarming rate."

Crude carries the revenue

Russia's crude exports reached about 3.99 million barrels a day in the week to 27 September, and the estimated value of its seaborne crude shipments neared its highest since the full-scale invasion began, Bloomberg reported. Brent crude traded at about $102.60 a barrel on 9 October, according to Trading Economics data.

Drones struck a plant making fuel components for Russia's Kh-101 cruise missiles and a second Yandex data center overnight on 9 October, Russian officials and monitoring channels reported. The same night, fires were reported at a refinery in Russia's far north and an oil depot near Belgorod. Russia claimed it downed more than 500 drones, and Ukraine has not claimed any of the strikes.

Ukraine has spent months hitting refineries and arms suppliers deep inside Russia. Russia, meanwhile, keeps firing Kh-101 cruise missiles at Ukrainian cities, including the one that killed 22 people in Pryluky on 7 October.

The plant behind the Kh-101's fuel

The Redkino Experimental Plant in Tver Oblast came under attack overnight, Ukrainian monitoring channel Exilenova+ reported. It said the plant makes components of Decilin-M, a fuel for Kh-55 and Kh-101 cruise missiles, as well as additives for diesel and aviation kerosene.

Tver Oblast Governor Vitaly Korolev claimed a plant in Redkino caught fire as a drone attack was being repelled. He did not name the plant. No workers were hurt, he said.

The plant also makes ferrocene derivatives, which serve as burn catalysts in solid-fuel rocket motors, Militarnyi reported. The UK sanctioned it in September 2025. Drones attacked it in September 2023 and twice in one night in June 2024, the outlet said.

In February, drones of the Security Service of Ukraine's (SBU) Alpha unit struck the plant, sparking a large fire, SBU sources told Kyiv Post. The Kh-101 is the missile Russia used against Pryluky on 7 October, Ukrainian President Volodymyr Zelenskyy said.

Yandex loses a second data center

Part of Yandex's data center in Kaluga was damaged in the drone attack, and several modules were completely knocked out, the company's press service told Interfax, Russian newspaper Kommersant reported. Some Yandex services may run with interruptions, no one was hurt, and the company is still assessing the damage, Yandex said.

Kaluga Oblast Governor Vladislav Shapsha claimed nine people were injured in the overnight attack on the region. A day earlier, a drone attack forced Yandex to fully shut its data center in Sasovo, Ryazan Oblast.

A refinery in the north, a depot near Belgorod

Locals reported an attack on the Ukhta refinery in the Komi Republic, followed by a fire, Exilenova+ said. The Lukoil-owned plant can process about 4.2 million metric tons of oil a year, making gasoline, diesel, fuel oil, and vacuum gasoil. The extent of the damage is unclear.

An oil depot north of Belgorod was also burning after the night's attack, the channel posted. Belgorod's regional headquarters claimed two people were killed and four injured, including a child, in the Belgorod district.

A large fire also broke out in Pushkino near Moscow, likely at a truck parking lot, Astra reported. The cause is unknown.

Repeated strikes on Redkino target a specialty fuel that Russia's cruise missiles depend on, while two Yandex data centers hit in two nights bring the war to services ordinary Russians use every day.

A 22-year-old product tanker sanctioned by the European Union is making an unusual late-season voyage along Russia's Northern Sea Route, highlighting the growing use of older, lower-specification vessels to move petroleum products through the Arctic.

Trafigura Group bought seven oil tankers from New York-listed SFL Corp., in the latest example of how trading houses and state energy companies are acquiring vessels to ship crude and products.

The European Commission is preparing to give fossil-fuel exporters another year of flexibility under the EU’s methane regime as Brussels responds to high energy prices, pressure on European refineries and concerns over security of supply.

European Commission President Ursula von der Leyen has announced an additional year of flexibility for energy exporters facing new EU methane requirements, marking the latest adjustment to climate legislation as Brussels attempts to contain rising energy costs.

Addressing the European Parliament in Strasbourg on Tuesday, von der Leyen said Europe remained exposed to high energy prices and volatile international fossil-fuel markets and confirmed that exporters would receive “one more year” to prepare for the methane rules.

She also announced a strategic dialogue with the European refining sector aimed at reducing costs and protecting supplies, according to the Commission’s published remarks.

The announcement affects a regulation that has increasingly become an energy-security issue rather than solely an emissions policy.

The EU’s Methane Regulation, adopted in 2024, introduced progressively stricter requirements for companies supplying oil, natural gas and coal to the European market. Importers have already been required to provide information about the origin of fuel and the systems used to measure and reduce methane emissions.

A more demanding stage was due from January 2027. Importers would have to demonstrate that fuel supplied under contracts concluded or renewed since August 2024 came from producers operating monitoring, reporting and verification systems equivalent to EU standards.

The rules are technically complex because European importers do not always buy directly from producers. Gas and oil may pass through traders, hubs, blending systems and several contractual relationships before reaching Europe.

The Commission’s own guidance for importers acknowledges those difficulties, particularly where companies must trace production information through complicated supply chains.

EU Today highlighted the problem in July, when an International Energy Agency assessment raised concerns that the rules could restrict Europe’s available oil supply. The dispute has since intensified because European fuel markets have become considerably tighter.

That pressure can also be seen in the cost of imported energy. EU Today reported last month that the value of EU petroleum imports had risen by 55.8 per cent in the second quarter of 2026 even though the physical volume purchased increased by only 1.2 per cent.

Von der Leyen’s intervention therefore comes against a different market background from the one in which the methane legislation was originally adopted.

The Commission has not abandoned its objective of reducing methane emissions from fossil-fuel production. Methane remains one of the most powerful greenhouse gases, and the regulation is intended to use the size of the European energy market to influence production standards outside the EU.

Instead, Brussels is attempting to adjust implementation so that regulatory requirements do not further restrict supply at a time of elevated energy prices.

The precise legal form of the additional year of flexibility has not yet been detailed in von der Leyen’s announcement. Existing requirements remain contained in Regulation (EU) 2024/1787, meaning that changes to deadlines or enforcement will have to be translated into the appropriate legal or administrative measures.

The Commission had already moved towards greater flexibility earlier this year. In July it issued recommendations designed to clarify contractual arrangements and advised national authorities on the application of penalties to importers while security-of-supply concerns persisted.

The broader problem is European energy competitiveness.

Von der Leyen told Parliament that Brussels intends to begin a strategic dialogue with refineries. European refining capacity has contracted over the longer term, leaving the continent more dependent on imported diesel and other finished petroleum products when individual plants close or external supply routes are disrupted.

The Commission is also expected to propose measures aimed at increasing electricity’s share of European energy consumption as part of its attempt to reduce dependence on imported fossil fuels.

The latest methane adjustment therefore fits a wider shift in Brussels. Climate targets remain formally intact, but implementation is increasingly being examined alongside energy prices, industrial competitiveness and the security of physical supplies.

The extra year gives exporters additional time. It also gives the Commission another year to resolve a question that has become much more urgent in 2026: how far Europe can tighten conditions on imported energy while remaining heavily dependent on those imports.

Abbiamo assistito a uno spettacolo da prima serata – in realtà un doppio inganno: il 11 settembre rivisitato su FlyDubai.

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Il 30 settembre, termine ultimo per una possibile mossa militare iraniana contro il blocco navale di Trump , è passato senza che l’Iran intervenisse. L’Iran ha mantenuto la sua posizione, senza però sferrare l’attacco decisivo contro la Marina statunitense (che è così lontana) impegnata nel blocco. Ma lo spettacolo deve continuare. Come piano B, abbiamo assistito a uno spettacolo in prima serata, in realtà una doppia farsa: la riedizione dell’11 settembre su FlyDubai.

Questa patetica trovata non è mai stata un “attacco terroristico”; si è trattato di una mediocre operazione psicologica del Mossad, confezionata in modo approssimativo e arricchita da una serie di comparse improbabili, tra cui un idraulico che ha preso i comandi dell’aereo perché lo aveva visto in televisione.

I manipolatori erano il culto della morte in Medio Oriente, gli stessi Emirati Arabi Uniti e Washington. La narrazione ufficiale è per persone con un QI inferiore a 50: un copilota “jihadista” – guarda caso proveniente dall’Oman, perché la demonizzazione lo richiede – tenta di far schiantare un aereo pieno di sionisti. I proverbiali passeggeri eroici – idraulico incluso – lo sopraffanno a mani nude.

Il culto della morte sta facendo di tutto per assolvere gli emiratini da ogni responsabilità. L’attenzione è puntata sul “terrorista” omanita.

Ecco la combinazione perfetta: i musulmani sono e saranno sempre terroristi; il culto della morte è sempre una vittima; e l’Arabia Saudita deve consegnare il “terrorista” al culto della morte.

Un gioco da ragazzi, quindi, per un copilota contrabbandare un coltello nell’aeroporto ultra-sorvegliato di Dubai, a bordo di una delle rotte più sorvegliate del pianeta. E che dire dell’aeronautica militare, fanatica della morte, che non è riuscita a impedire l’atterraggio dell’aereo a Tabuk?

Perché il piano è sempre stato quello di atterrare a Tabuk. Si tratta della più grande base aerea saudita nel nord-ovest, e la più vicina a Israele; la setta della morte ha cercato per anni di ottenerne l’accesso. Ora potrebbero finalmente ottenere tutto: accesso allo spazio aereo saudita, informazioni riservate e altro ancora, grazie alla pressione congiunta di Abu Dhabi e Washington.

Presso Transition Protocol abbiamo appurato che quando il leader della setta della morte si è recato “segretamente” ad Abu Dhabi per incontrare il capo degli Emirati Arabi Uniti, MbZ, in un incontro bilaterale, potrebbe aver incontrato anche persone provenienti da diverse nazioni arabe, tra cui Qatar, Oman, Libia e Marocco.

L’Arabia Saudita ha negato categoricamente di far parte del pacchetto. Lo stesso ha fatto la Giordania. L’Oman compare solo attraverso una fonte israeliana. Non vi è alcuna conferma ufficiale da parte di Qatar, Oman, Marocco o Libia.

Teheran ha comunque reagito con estrema irritazione, avvertendo di “conseguenze molto pericolose”. La determinazione iraniana è chiara: non permettere che quei chihuahua facciano deragliare il processo fondamentale di riduzione al massimo dell’influenza statunitense e israeliana in Medio Oriente.

Islamabad, dal canto suo, continua a perseguire l’impresa sisifea di avanzare a piccoli passi verso un progresso minimo, mediando sia tra Arabia Saudita e Ansarallah, sia tra Stati Uniti e Iran.

Martedì scorso a Doha, il Qatar ha effettivamente consegnato al ministro degli Esteri iraniano Abbas Araghchi la risposta degli Stati Uniti. Lo scontro sembra riguardare la sequenza degli accordi, piuttosto che i singoli elementi. Il testo, così com’è, è una sorta di versione migliorata del famigerato memorandum d’intesa fallimentare, noto anche come Accordo quadro di Islamabad. Nessuno scommette che il carro morto risorgerà, ancora una volta.

Russia, Iran, Yemen: diamo una lezione a quei bastardi senza pietà.

Ora veniamo al dunque: lo Yemen. E a quale livello di annientamento sono disposti a infliggere a Riyadh i duri di Sana’a. La distruzione degli impianti petroliferi è fin troppo facile: basta un’apertura graduale. Lo Yemen è in preda alla furia. E non si fermeranno davanti a nulla.

Possiamo già osservare una sorprendente convergenza tra la Casa dei Saud, la Marina statunitense al di fuori della Persia e la NATO nel Paese 404: vengono tutti martellati senza pietà. Russia e Iran non hanno ancora iniziato. E parliamo dello Yemen.

All’inizio di questa settimana, Sergey Karaganov lo ha ribadito pubblicamente: lo Stavka russo ha finalmente preso la fatidica decisione di porre fine alle sofferenze dei neonazisti di Kiev. E in una sessione informale di due ore al Valdai, alle porte di Mosca, il Gran Maestro Sergey Lavrov, in totale relax, ha ribadito ancora una volta che la Russia è pronta per la guerra in Europa. E sì, sarà rapida. Senza esclusione di colpi.

Ansarallah e le Forze Armate yemenite attendono che tre fattori si combinino: un’inevitabile Ora Zero che risuoni in tutta l’Asia occidentale; la crescente tensione e l’esplosività degli scontri interni alla famiglia reale e tra le tribù in Arabia Saudita; e il perfetto incastro di tutti i pezzi del puzzle per scatenare la prossima Tempesta Yemenita sull’Arabia Saudita.

Allo stato attuale, Riyadh non riconosce alcun attacco proveniente dallo Yemen, mentre Sana’a annuncia ogni giorno, con precisione svizzera, il numero di raid aerei sauditi sullo Yemen, che prendono di mira mercati, fattorie, case, ponti, infrastrutture idriche, reti di telecomunicazioni: il proverbiale manuale del sindacato Epstein.

L’Iran, dal canto suo, ha già alzato la posta in gioco, colpendo il giacimento di Bu Hasa della ADNOC, a sud-ovest di Abu Dhabi: si tratta di uno dei più grandi giacimenti di petrolio e gas onshore degli Emirati Arabi Uniti, che alimenta lo strategico oleodotto Habshan-Fujairah, l’unica via di esportazione degli Emirati Arabi Uniti che aggira lo Stretto di Hormuz.

Il gasdotto East-West, di proprietà dell’Arabia Saudita, è stato colpito tre settimane fa e bombardato nuovamente dallo Yemen all’inizio di questa settimana, ad Abqaiq.

Colpire ADNOC e Abqaiq quasi simultaneamente potrebbe comportare la perdita di ben 13 milioni di barili di petrolio al giorno dal mercato. Non si ripete mai abbastanza che Iran e Yemen sono un tutt’uno. È questo il tutt’uno che conta, e nessun misero attacco informatico dell’11 settembre potrà cambiare le cose.

Seven tankers made 14 trips from South Korea to Russia's Far East in July and August, carrying more than 176,000 metric tons of fuel, most of it diesel, the Guardian found in a 6 October analysis of port records and ship-tracking data. The UK and EU have sanctioned three of the ships, and one loaded its fuel from another tanker at sea off South Korea instead of at a terminal.

Ukrainian strikes have cut Russia's fuel output as Moscow scrambles for supplies, while fuel loaded at South Korean ports has flowed to Russia. Loadings began to surge in July, the same month South Korean President Lee Jae-myung pledged $100 million for Ukraine's reconstruction, the Guardian reported. That creates a tension in Seoul's policy toward the war: South Korea has provided Ukraine with humanitarian and non-lethal aid but ruled out sending weapons directly, while the fuel trade appears legal under South Korean law even though three of the tankers are under UK and EU sanctions.

Russia imported 368,000 metric tons of oil products by sea in August, 112,000 of them from South Korea, according to Kpler data analyzed by the Centre for Research on Energy and Clean Air (CREA) and cited by the Guardian. CREA's own August report gives 172,000 metric tons in total, including 18,000 from South Korea. Neither explains the gap.

Where the tankers said they were going

The Layla, a tanker under UK and EU sanctions, made two voyages from Ulsan to Vladivostok, carrying a total of 57,000 metric tons of diesel. It left South Korea on 19 July and 10 August. On the first trip, it told South Korean authorities it was bound for Vladivostok; on the second, it declared Niigata, Japan, but sailed to Vladivostok again.

The Astoria, a Russian-flagged tanker under UK, EU, and Australian sanctions, loaded nearly 11,000 metric tons of fuel at Ulsan on 1 August. It declared Japan as its destination but sailed to Vladivostok.

The Chongchon did not berth at a South Korean port. Instead, it took about 26,000 metric tons of fuel from the unsanctioned Celeste I at an anchorage off Yeosu in early August. It declared Singapore as its destination but headed to Vladivostok. The owners and managers of the four tankers did not respond to the Guardian's requests for comment.

Why Russia needs the fuel

Ukrainian drone strikes have severely disrupted Russia's refining capacity, the Guardian reported. In July, Ukraine's General Staff said the strikes had knocked out 42% of Russia's refining capacity, costing the industry billions of dollars.

Russian refinery throughput fell in June to its lowest level in more than 20 years, and diesel output is down nearly 30% from a year earlier, the International Energy Agency said, according to the Guardian.

Russia has also restricted fuel exports to protect domestic supplies, extending its diesel export ban until the end of October; on 2 October, Deputy Prime Minister Alexander Novak said Moscow could consider partially lifting the ban if there was overproduction, according to the Moscow Times.

Responses to the shipments

Seoul's non-lethal aid has included helmets, body armor, and demining vehicles, and in 2023 it pledged $2.3 billion in support, mostly in loans.

Isaac Levi, an analyst at CREA, told the Guardian:

"It is shocking that EU-sanctioned tankers loaded fuel at South Korean ports and carried it to Russia. This undermines the sanctions regime and South Korea's support for Ukraine."

South Korea's Foreign Ministry did not address the shipments or the sanctioned tankers. In a statement, it said the government supports international efforts to help end the war in Ukraine and bring about a peaceful recovery. The ministry said it was strictly enforcing its export controls and had expanded them to cover 1,402 non-strategic items with high potential for diversion to military use. The UK Foreign Office did not answer the Guardian's questions about UK-sanctioned tankers using South Korean ports, saying only that it remains committed to monitoring its sanctions.

Ties between Kyiv and Seoul are also strained over Ukraine's disclosure of its transfer of two North Korean prisoners of war to South Korea, which Seoul said should have remained private.

Ennio Remondino

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Petrolio e sanzioni: costo Ue della guerra in Ucraina. Costo anche politico, di consensi. Il prezzo è alto e non tutti sono d’accordo a sostenerlo a quel livello. Scelta politica del vertice ‘Volonterosi-baltici’ di Bruxelles, sostenuto da una maggioranza sofferente di governi alla prese con opinioni pubbliche ed elettori. L’Ucraina fronte difensivo europeo contro le minacce russe? Troppi elettori non sembrano d’accordo.

Conti alla mano

In cinque anni e in misura diversa, i Paesi europei, hanno versato all’Ucraina oltre 200 miliardi di euro. Cifre ufficiali del Parlamento europeo aggiornate alla primavera scorsa, cui si aggiungono i 90 miliardi di prestiti su cui è stato raggiunto un accordo all’inizio dell’estate. Si tratta, solo per le voci più importanti, di 75 miliardi in aiuti militari e di oltre 43 in assistenza finanziaria. Tra i 27, Germania, Francia e Regno Unito sono stati i principali contributori e sostenitori per sforzo economico a favore di Kiev. Tre Paesi alle prese con gravi crisi politico economiche interne. L’Italia quarta in questa graduatoria, anche se cerca di non pubblicizzare molto un impegno così poco elettorale.

Cosa sembra stia accadendo adesso

«Con decisione unilaterale dell’esecutivo Ue, l’Ucraina potrà acquistare i sistemi Patriot con un altro prestito di 6 miliardi», scrive Massimo Nava sul Corriere della Sera. In tutto, conti alla mano, sono oltre 28 miliardi i contributi 2026 soltanto per la difesa, a cui aggiungere 16,7 miliardi al bilancio dello Stato a rischio crack. Questo, nonostante le notizie di scandali in serie per corruzione e mancate garanzie future. A queste cifre, andrebbero sommati i costi sociali del sostegno agli oltre quattro milioni e mezzo di cittadini ucraini fuggiti dalla guerra e attualmente ospitati in diversi Paesi europei. In testa, ancora la Germania, seguita da Polonia e Repubblica Ceca.

Tra solidarietà e scelte politiche

Opache e contraddittorie molte delle scelte politiche ed economiche su fronte Ucraina. Scelte ideologiche a danno spesso rovesciato. La serie di pacchetti di sanzioni contro la Russia che, da un lato, hanno fatto lievitare le bollette europee e rafforzato la dipendenza energetica da Stati Uniti e Paesi arabi, e dall’altro lato, vengono sistematicamente aggirate con la complicità degli Stati  che le impongono, ed incidono solo parzialmente sull’economia russa. «Il che fa temere che il conflitto possa avere ancora una lunga fase di stallo», il pessimismo di Nava. In attesa che si capisca che la pace si fa fra nemici e può essere soltanto la conseguenza di un compromesso.

Bancomat Von der Leyen

Dato di fatto, l’Europa ha sulle spalle il peso maggiore della guerra, sia per quanto riguarda gli aiuti all’Ucraina sia per le conseguenze dirette e indirette della rottura dei rapporti commerciali con la Russia. Rottura unilaterale da parte degli europei e non condivisa da molte altre potenze economiche mondiali. Nei primi nove mesi dell’anno, risulta ad esempio che la Ue ha pagato oltre sette miliardi di euro per gas naturale liquefatto russo, con un aumento del 10 per cento delle forniture rispetto allo scorso anno. Fra gennaio e settembre 2026, i porti europei hanno ricevuto 7,28 miliardi di euro di gas naturale dall’Artico russo. E mancano tre mesi alla fine dell’anno.

Ipocrisia energetica

Non solo l’Europa continua ad acquistare Gnl russo, ma il problema non si limita agli acquisti. È dall’Europa che arrivano i mezzi di trasporto che consentono al gasdotto artico russo di funzionare. «Due armatori dominano il trasporto: Seapeak, di Glasgow, e la greca Dynagas. Senza questi servizi, la catena logistica russa risulterebbe compromessa. Dunque è il denaro europeo che finanzia uno dei progetti energetici più strategici del Cremlino proprio in quella stessa regione», scrive Armèes. E il Financial Times aggiunge: «Nella prima metà del 2026 l’Europa ha importato dalla principale struttura russa di Gnl una quantità di gas mai registrata prima, assorbendo quasi tutta la produzione dell’impianto siberiano».

Allarmi e minacce sulla carta

L’Ue, come spesso avviene, lancia allarmi a parole e propositi sulla carta. Al vertice europeo sull’Artico, in Finlandia, i leader europei hanno discusso di sicurezza, geopolitica e strategia comune nel Grande Nord. È stata firmata una dichiarazione congiunta di 12 Stati dell’Unione affinché la Ue assuma un ruolo più strategico nell’Artico europeo. «Si evidenziano le ambizioni della Russia (la più grande nazione artica) di accrescere la propria influenza nell’Artico, unite alla sua ostilità verso l’Europa – compreso l’aumento delle attività ibride –, e la necessità di rafforzare la politica dell’UE per l’Artico». In gennaio, dovrebbe entrare in vigore, nel nuovo pacchetto di sanzioni, il divieto di importazione.

Castigo formale per aggirarlo

Le sanzioni sono aggirate anche dalla cosiddetta «flotta ombra», le navi cisterna che consentono alla Russia di esportare petrolio. Esiste una lista di oltre 600 imbarcazioni che non avrebbero accesso ai porti europei, ma possono accedere ad altri porti nel mondo, in particolare Cina e India, che sostengono Mosca. Anche il 21° pacchetto di sanzioni Ue, prevede deroghe a favore degli  interessi dei singoli Stati. La Grecia, ha ottenuto una deroga per i servizi di trasporto del Gnl russo per non favorire la concorrenza cinese e danneggiare più l’Europa della Russia. Francia, Italia e Grecia hanno frenato sui visti turistici. La Germania  vuole il merluzzo russo che alimentano l’industria di bastoncini surgelati.

Dai BRICS all’Occidente

Al termine del recente vertice dei Brics, il primo ministro indiano Narendra Modi: «Il numero di conflitti e tensioni nel mondo è in continuo aumento e questo ha un impatto sempre più negativo e di vasta portata sulla vita della gente comune», ha affermato Modi, affiancato dai leader del blocco, tra cui il presidente cinese Xi, il presidente russo Putin e il presidente iraniano Pezeshkian. I leader si sono opposti alle sanzioni unilaterali e alle misure economiche coercitive e hanno criticato le sanzioni non autorizzate dall’Onu. Hanno inoltre criticato l’aumento dei dazi doganali e delle barriere tariffarie che minano il commercio globale e le catene di approvvigionamento. A dire in un colpo solo di Stati Uniti ed Europa.

www.remocontro.it

The US blockade of Iran is keeping dozens of laden tankers bottled up along the nation’s coast, while others outside the Persian Gulf are holding off Sri Lanka, according to United Against Nuclear Iran.

Kuwait is pumping oil at about 75% of the level seen before the Iran war as more tankers take the risk of navigating the Strait of Hormuz.

Middle East crude exports recently climbed to their highest levels since the start of the Iran war as more Gulf producers resume transit through the Strait of Hormuz – despite the continued threat of Iranian attacks. Yet oil prices remain stubbornly elevated, suggesting logistical problems are proving as disruptive as outright supply losses.

Gulf oil exporters topped pre-war levels for about half of September, shipping data showed on Monday, though attacks on tankers and logistical constraints cloud the outlook for sustained higher flows.

Persian Gulf oil exporters topped pre-war levels for about half of September, shipping data showed on Monday, though attacks on tankers continue to cloud the outlook.

Persian Gulf oil exporters topped pre-war levels for about half of September, shipping data showed on Monday, though attacks on tankers continue to cloud the outlook.

30 de setembro – o prazo final para uma possível ação militar iraniana contra o bloqueio naval de Trump – chegou e passou. O Irã manteve sua posição – sem, na essência, disparar contra a Marinha dos EUA que impunha o “bloqueio” (tãooooo distante). Mas o espetáculo precisa continuar. Como plano B, tivemos um espetáculo no horário nobre – na verdade, uma dupla farsa: a versão remixada do 11 de setembro na FlyDubai.

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Essa manobra patética nunca foi um “ataque terrorista”; foi uma operação psicológica do Mossad mal elaborada, com muitos detalhes improváveis, incluindo um encanador que assumiu o controle do avião porque viu isso na TV.

Os manipuladores foram o culto da morte na Ásia Ocidental, os próprios Emirados Árabes Unidos e Washington. A narrativa oficial é para pessoas com QI abaixo de 50: um copiloto “jihadista” – convenientemente de Omã, pois a demonização exige isso – tenta fazer um avião cheio de sionistas se chocar contra o solo. Os proverbiais passageiros heroicos – incluindo o encanador – o dominam com as próprias mãos.

O culto da morte está fazendo de tudo para isentar os emiradenses de qualquer responsabilidade. O foco está no “terrorista” omanense.

Isso é o que se chama de tríade perfeita: os muçulmanos são e sempre serão terroristas; o culto da morte é sempre uma vítima; e a Arábia Saudita precisa entregar o “terrorista” ao culto da morte.

Fácil, então, para um copiloto contrabandear uma faca no aeroporto de Dubai, que é extremamente vigiado, a bordo de uma das rotas mais vigiadas do planeta. E quanto à Força Aérea do culto da morte, incapaz de impedir o pouso do avião em Tabuk?

Porque o plano sempre foi pousar em Tabuk. Essa é a maior base aérea saudita no noroeste e a mais próxima de Israel; o culto da morte vem tentando há anos obter acesso a ela. Agora eles podem acabar conseguindo o pacote completo: acesso ao espaço aéreo saudita; informações privilegiadas; e muito mais, cortesia da pressão conjunta de Abu Dhabi e Washington.

No Transition Protocol, constatamos que, quando o líder do culto da morte voou “secretamente” para Abu Dhabi para se encontrar com o chefe dos Emirados Árabes Unidos, MbZ, em uma reunião bilateral, ele também pode ter se encontrado com pessoas de vários países árabes, incluindo Catar, Omã, Líbia e Marrocos.

Os sauditas negaram veementemente que fizessem parte do pacote. O mesmo fez a Jordânia. Omã aparece apenas por meio de uma fonte israelense. Não há confirmação oficial por parte do Catar, Omã, Marrocos ou Líbia.

Teerã, de qualquer forma, reagiu com extrema irritação, alertando para “consequências muito perigosas”. A determinação iraniana é clara – não deixar que esses chihuahuas atrapalhem o processo fundamental de reduzir ao máximo a influência dos EUA e de Israel na Ásia Ocidental.

Islamabad, por sua vez, continua a perseguir a tarefa sisífica de avançar aos poucos em direção a um progresso mínimo, mediando tanto entre a Arábia Saudita e o Ansarallah quanto entre os EUA e o Irã.

O Catar entregou ao ministro das Relações Exteriores do Irã, Abbas Araghchi, a resposta dos EUA em Doha na última terça-feira. O desentendimento parece girar em torno da sequência dos passos, e não dos componentes. O texto, da forma como está, é uma espécie de versão aprimorada do notório Memorando de Entendimento “gato morto” – também conhecido como o quadro de Islamabad. Ninguém está apostando que a carroça morta ressuscitará – de novo.

Rússia, Irã, Iêmen: vamos dar uma surra nesses desgraçados sem piedade

Agora vamos ao que realmente importa: o Iêmen. E até que ponto os durões de Sana’a estão dispostos a infligir aniquilação a Riade. A destruição das instalações petrolíferas é fácil demais – é apenas o começo. O Iêmen está em fúria. E eles não vão parar por nada.

Já podemos ver uma confluência surpreendente entre a Casa de Saud, a Marinha dos EUA fora da Pérsia e a OTAN no país 404: todos estão sendo massacrados sem piedade. A Rússia e o Irã nem sequer começaram ainda. E falando do Iêmen.

Sergey Karaganov, no início desta semana, mais uma vez anunciou publicamente: a Stavka russa tomou finalmente a decisão fatídica de acabar com o sofrimento dos neonazistas de Kiev. E, em uma sessão extraoficial de duas horas no Valdai, nos arredores de Moscou, o Grande Mestre Sergey Lavrov, totalmente relaxado, reafirmou mais uma vez que a Rússia está pronta para a guerra na Europa. E sim, será rápida. Sem limites.

O Ansarallah e as Forças Armadas do Iêmen aguardam que três vetores se concretizem: uma inevitável “Hora Zero” soando por toda a Ásia Ocidental; o potente fervilhar e a ebulição de confrontos intra-reais e intertribais dentro da Arábia Saudita; e todas as peças do quebra-cabeça se encaixando para que a “Tempestade Iemenita” que se aproxima seja desencadeada sobre a Arábia Saudita.

Atualmente, Riade não reconhece nenhum ataque vindo do Iêmen, enquanto Sana’a anuncia todos os dias, com a precisão de um relógio, o número de ataques aéreos sauditas contra o Iêmen – visando mercados, fazendas, residências, pontes, instalações hídricas e redes de telecomunicações: o proverbial manual do Sindicato de Epstein.

O Irã, por sua vez, já aumentou a aposta, atacando Bu Hasa, da ADNOC, a sudoeste de Abu Dhabi: trata-se de um dos maiores campos terrestres de petróleo e gás dos Emirados Árabes Unidos, que abastece o estratégico oleoduto Habshan-Fujairah, a única rota de exportação dos Emirados que contorna o Estreito de Ormuz.

O próprio desvio da Arábia Saudita, o oleoduto Leste-Oeste, foi atingido há três semanas e bombardeado novamente pelo Iêmen no início desta semana, em Abqaiq.

Atacar a ADNOC e Abqaiq quase simultaneamente pode significar a retirada de até 13 milhões de barris de petróleo por dia do mercado. Nunca é demais lembrar a todos que o Irã e o Iêmen vêm como um pacote. É esse pacote que importa – e nenhum falso ataque de bandeira falsa, tipo um 11 de setembro em miniatura, vai mudar isso.

Tradução:  Comunidad Saker Latinoamericana

The number of shadow-fleet vessels carrying Russian oil and LNG through the Northern Sea Route has surged this summer, according to a new analysis by the Bellona Environmental Transparency Center, raising concerns about the ability to respond to accidents in one of the world's most remote shipping environments.

By Florence Tan SINGAPORE, Oct 5 (Reuters) – Crude oil exports from the Middle East rose above pre-war levels in four of the seven days of the final week of September, shipping data showed...