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MONACO, July 28, 2026 (GLOBE NEWSWIRE) -- Safe Bulkers, Inc. (the "Company") (NYSE/Euronext Athens: SB), an international provider of marine drybulk transportation services, announced today its unaudited financial results for the three and six-month periods ended June 30, 2026. The Board of Directors (the "Board") of the Company also declared a cash dividend of $0.075 per share of outstanding common stock. 2026 2025 (June 30, 2026) (March 31, 2026) (December 31, 2025) (September 30, 2025) (June 30, 2025) Dr. Loukas Barmparis, President of the Company, said: "In line with our financial performance in the second quarter of 2026, which was supported by a relative strong charter market, we increased our quarterly dividend to $7.5 cents per share. The basic components of our policies, which include a strong balance sheet, liquidity and capital resources, conservative leverage and fleet renewal with newbuilds replacing older tonnage, reflect our ability to operate a continuously upgraded, modern fleet with improved competitive characteristics, means we have the financial resources to invest when required, and reward our shareholders". Safe Bulkers, Inc. Becomes the First Shipping Company with Common Stock trading on both the NYSE and Euronext Athens In June 2026, the Company’s issued shares of common stock commenced trading on Euronext Athens under the ticker symbol "SB” and ISIN code: MHY7388L1039. The Euronext platform provides access to European capital markets, including Oslo, Milan, Paris, Brussels, Amsterdam, Dublin, Lisbon and Athens. By listing its common stock on the Main Market of the Regulated Securities Market of Euronext Athens, the Company aims to broaden and diversify its shareholder base in Europe. The Company’s common stock will continue to be primarily listed on NYSE. Company’s series C preferred stock and series D preferred stock are listed only on NYSE. Issuance of the 2025 Sustainability Report In May 2026, the Company made publicly available the 2025 Sustainability Report which has been prepared in accordance with the Global Reporting Initiative (''GRI'') Sustainability Reporting Guidelines, in accordance with the GRI Standards and the Sustainability Accounting Standards Board (''SASB'') recommendation for maritime transport, alongside additional indicators that are materially important to the Company and its stakeholders. The report reflects the Company's continued commitment to proactively managing environmental risks, supporting the communities in which it operates, and strengthening its governance framework in line with evolving regulatory requirements and stakeholders' expectations. The report is available for download and can be accessed from the Company's website using the link:www.safebulkers.com/sustainability2025 Ten Million Shares of Common Stock Repurchase Program In December 2025, the Company authorized a program under which it might from time to time in the future purchase up to 10,000,000 shares of the Company’s common stock. Should the maximum number of shares of the Company’s common stock be purchased pursuant to the aforementioned program, it would represent approximately 9.8% of the shares of the Company’s common stock outstanding and 20.0% of its public float. The program does not obligate the Company to purchase shares of the Company’s common stock, and it may be modified or terminated at any time without prior notice. Any such purchases would be made in NYSE in the open market in compliance with applicable laws and regulations, and that purchases on the open market would be conducted within the safe harbor provisions of Regulation 10b-18 under the Securities Exchange Act of 1934, as amended. As of July 24, 2026, the Company had purchased and cancelled 515,469 shares of common stock under the aforementioned program. The purchases were funded using the Company’s existing cash resources. Environmental Investments - Dry-Dockings The Company is gradually renewing its fleet by ordering newbuilds with advanced energy efficiency characteristics designed to meet the International Maritime Organization (the "IMO") regulations related to the Phase 3 reduction of greenhouse gas emissions (the "IMO GHG Phase 3") and nitrogen oxide emissions (the "IMO NOx Tier III"), while selectively selling older vessels. In parallel, the Company is continuing the environmental upgrade program of its existing fleet, having upgraded 25 vessels as of July 24, 2026. The cost of low-friction paint applications that are part of the environmental upgrades is recorded as operating expenses, while the cost of energy saving devices is capitalized and recorded as capital expenditures. Fleet renewal and environmental upgrades in existing fleet lead to fuel savings and lower GHG emissions. As of July 24, 2026, the Company expects 114 down time days for the third quarter of 2026 and 36 down time days for the fourth quarter of 2026 relating to scheduled vessel repairs and upgrades. Fleet Update As of July 24, 2026, we had a fleet of 46 vessels, two of which are held for sale, consisting of eight Panamax, 14 Kamsarmax, 17 Post-Panamax and seven Capesize class vessels, with a total carrying capacity of 4.5 million dwt and an average age of 10.4 years. Our fleet includes 14 IMO GHG Phase 3 - NOx Tier III ships built from 2022 or later and 11 eco-ships built from 2014 onwards. Furthermore, we have 20 vessels equipped with exhaust gas cleaning devices ("Scrubbers''), including all of our Capesize class vessels, which generate additional earnings under charter agreements, providing for variable consideration based on bunker consumption. Orderbook As of July 24, 2026, we had an orderbook of 10 IMO GHG Phase 3 - NOx Tier III newbuilds of which 9 Kamsarmax class, including two dual-fuel methanol vessels, and one Capesize class vessel. Two of those Kamsarmax newbuilds are scheduled to be delivered within 2026, two in 2027, one in 2028 and four in 2029. The Capesize class newbuild is scheduled to be delivered in 2029. In more detail, since January 1, 2026, the Company has entered into the following agreements: In January 2026, we entered into agreements for the acquisition of two 82,500 dwt, dry-bulk Chinese Kamsarmax class newbuild vessels, with scheduled deliveries in the third quarter of 2028 and the first quarter of 2029, respectively. In May 2026, we entered into agreements for the acquisition of two 82,000 dwt, dry-bulk Japanese Kamsarmax class newbuild vessels, with scheduled deliveries in the second and third quarter of 2029, respectively. In June 2026, we entered into an agreement for the acquisition of one 82,000 dwt, dry-bulk Japanese Kamsarmax class newbuild vessel with scheduled delivery in the first half of 2029. In June 2026, we entered into an agreement to acquire an 182,000 dwt, dry-bulk Japanese Capesize class newbuild vessel with scheduled delivery in the second half of 2029. Kamsarmax newbuild orders are sister vessels to existing vessels in our fleet. Newbuild deliveries In April 2026, the Company took delivery of the Japanese-built Kamsarmax classKaterina, its thirteenth IMO GHG Phase 3 - NOx Tier III newbuild vessel. In June 2026, the Company took delivery of the Japanese-built Kamsarmax classMaritsa, its fourteenth IMO GHG Phase 3 - NOx Tier III newbuild vessel. Vessel sales In February 2026, we entered into an agreement for the sale of theMichalis H, a 2012 Chinese-built, Capesize class dry-bulk vessel, for a gross sale price of $35.2 million. The vessel was delivered to her new owners in April 2026. In May 2026, we entered into agreements for the sale of two vessels,Xenia, a 2006 Japanese-built Post-Panamax dry bulk vessel, for a gross sale price of $12.8 million, andPedhoulas Commander, a 2008 Japanese-built Kamsarmax dry bulk vessel, for a gross sale price of $14.7 million. Both vessels are expected to be delivered to their new owners with their scheduled dry-dockings due, upon completion of their current voyages. Both vessels are debt-free. Chartering our Fleet Our vessels are used to transport bulk cargoes, particularly coal, grain and iron ore, along worldwide shipping routes. We intend to employ our vessels under both period time charters and spot time charters, according to our assessment of market conditions. Our customers represent some of the world’s largest consumers of marine drybulk transportation services. Period time charters provide us with visible and relatively stable cash flows, while the vessels we deploy in the spot market allow us to increase our revenues in high charter market conditions, or to maintain our employment flexibility in low charter market conditions providing an opportunity for a potential upside in our revenue when charter market conditions improve. The chartering of our vessels is arranged by our Managers14 without any management commission. During the second quarter of 2026, we operated 45.13 vessels on average, earning a TCE of $20,642, compared to 46.75 vessels earning a TCE of $14,857 during the same period in 2025. During the six-month period ended June 30, 2026, we operated 45.07 vessels on average, earning an average TCE of $18,862 compared to 46.38 vessels earning an average TCE of $14,756 during the same period in 2025. As of July 24, 2026,we employed, or had contracted to employ: (i) 14 vessels in the spot time charter market (with an original duration of up to three months) and (ii) 33 vessels in the period time charter market (with an original duration in excess of three months). Of the vessels chartered in the period time charter market, six have an original duration of more than two years. As of July 24, 2026, the average remaining charter duration across our fleet was 0.4 years and we had contracted revenue of approximately $164.2 million, net of commissions, from our non-cancellable spot and period time charter contracts excluding the additional compensation related to the use of Scrubbers. In relation to our Capesize class vessels, as of July 24, 2026, all seven were chartered under period time charters, five of which have remaining charter durations exceeding one year. The average remaining charter duration of our Capesize class vessels was 1.7 years and the average daily charter hire was $24,580, resulting in a contracted revenue of approximately $105.4 million, net of commissions and excluding the Scrubber benefit. Our contracted fleet employment profile as of July 24, 2026, is presented in Table 1 below. Table 1: Contracted employment profile of fleet ownership days as ofJuly 24, 2026 As of June 30, 2026, our consolidated debt before deferred financing costs was $519.2 million, including the €100 million - 2.95% p.a. fixed coupon, non-amortizing, unsecured bond issued in February 2022, maturing in February 2027. Our consolidated leverage,15 based on vessels' market valuations, was approximately 30%. Our weighted average interest rate during the three-month period ended June 30, 2026 was 5.10% inclusive of the applicable loan margin. During the three-month period ended June 30, 2026, we made scheduled principal payments of $5.0 million and voluntary principal payments of $27.0 million. The repayment schedule of our debt as of June 30, 2026, is presented in Table 2 below: Table 2:Debt repayment Schedule as ofJune 30, 2026 (in USD million) As of June 30, 2026, we had a fleet of 46 vessels, two of which were held for sale, and an orderbook of 10 newbuilds. In relation to our orderbook, excluding the Capesize class newbuild, we had paid $91.5 million and had $277.2 million of remaining capital expenditure requirements. The Capesize class newbuild is financed through a finance lease under a bareboat charter agreement, with purchase option for the Company. We had $142.9 million in cash, cash equivalents, bank time deposits, and restricted cash, and had $200.1 million in undrawn borrowing capacity available under existing revolving reducing credit facilities. The gross sale proceeds of our held for sale vessels amount to $27.5 million. Furthermore, we had contracted revenue of approximately $153.8 million, net of commissions, from our non-cancellable spot and period time charter contracts excluding the Scrubber benefit, and additional borrowing capacity, excluding our held for sale vessels, in connection to two debt-free vessels and nine newbuilds upon their delivery. In relation to capital expenditure requirements of the nine newbuilds, excluding the Capesize class newbuild which will be acquired through a finance lease, $61.4 million is payable in 2026, $81.5 million in 2027, $42.8 million in 2028 and $91.5 million in 2029. The scrap value16 of our fleet was $313.6 million and the outstanding consolidated debt before deferred financing costs was $519.2 million, including the unsecured bond. Liquidity, capital resources, capital expenditure requirements and debt as ofJuly 24, 2026 As of July 24, 2026, we had a fleet of 46 vessels, two of which were held for sale, and an orderbook of 10 newbuilds. In relation to our orderbook, excluding the Capesize class newbuild, we had paid $91.5 million and had $277.2 million of remaining capital expenditure requirements. The Capesize class newbuild is financed through a finance lease under a bareboat charter agreement, with purchase option for the Company. We had $153.2 million in cash, cash equivalents, bank time deposits, restricted cash, and had $204.5 million in undrawn borrowing capacity available under existing revolving reducing credit facilities. The gross sale proceeds of our two held for sale vessels amount to $27.5 million. Furthermore, we had contracted revenue of approximately $164.2 million, net of commissions, from our non-cancellable spot and period time charter contracts excluding the Scrubber benefit, and additional borrowing capacity, excluding our held for sale vessels, in connection to two debt-free vessels and nine newbuilds upon their delivery. In relation to capital expenditure requirements of the nine newbuilds, excluding the Capesize class newbuild which will be acquired through a finance lease, $61.4 million was payable in 2026, $81.5 million in 2027, $42.8 million in 2028 and $91.5 million in 2029. The scrap value16 of the fleet, excluding our held for sale vessels, was $313.6 million and the outstanding consolidated debt before deferred financing costs was $514.0 million, including the unsecured bond. Dividend Policy On July 28, 2026, the Board of the Company declared a cash dividend on the Company’s common stock of $0.075 per share which is payable on August 26, 2026, to the shareholders of record of the Company’s common stock at the close of trading on August 13, 2026. The record date is common for both NYSE and Euronext Athens markets. The ex-dividend date established by the NYSE is expected to be August 13, 2026. The ex-dividend date for dividends payable to holders of shares via Euronext Securities Athens is expected to be August 12, 2026. As of July 24, 2026, the Company had 101,833,473 shares of common stock issued and outstanding. On July 1, 2026, the Board of the Company declared a cash dividend of $0.50 per share on each of its Series C preferred shares (NYSE: SB.PR.C) and Series D preferred shares (NYSE: SB.PR.D) for the period from April 30, 2026 to July 29, 2026. The dividend is payable on July 30, 2026 to all shareholders of record as of July 17, 2026 of the Series C Preferred Shares and of the Series D Preferred Shares, respectively. On June 17, 2026, the Board of the Company declared a cash dividend on the Company’s common stock of $0.06 per share which was paid on July 16, 2026, to all shareholders of record of the Company’s common stock at the close of trading on June 30, 2026. In April 2026, the Board of the Company declared a cash dividend of $0.50 per share on each of its Series C preferred shares and Series D preferred shares for the period from January 30, 2026 to April 29, 2026. The dividend was paid on April 30, 2026 to all shareholders of record as of April 17, 2026 of the Series C Preferred Shares and of the Series D Preferred Shares, respectively. In February 2026, the Board of the Company declared a cash dividend on the Company's common stock of $0.05 per share which was paid on March 18, 2026, to all shareholders of record of the Company's common stock at the close of trading on March 2, 2026. In January 2026, the Board of the Company declared a cash dividend of $0.50 per share on each of its Series C preferred shares and Series D preferred shares for the period from October 30, 2025, to January 29, 2026 which was paid on January 30, 2026, to all shareholders of record as of January 16, 2026, of the Series C Preferred Shares and of the Series D Preferred Shares, respectively. The declaration and payment of dividends, if any, will always be subject to the discretion of the Board of the Company. There is no guarantee that the Company’s Board will determine to issue cash dividends in the future. The timing and amount of any dividends declared will depend on, among other things: (i) the Company’s earnings, fleet employment profile, financial condition, cash requirements, and available sources of liquidity; (ii) decisions in relation to the Company’s growth, fleet renewal, and leverage strategies; (iii) provisions of Marshall Islands and Liberian law governing the payment of dividends; (iv) restrictive covenants in the Company’s existing and future debt instruments; and (v) global economic and financial conditions. NYSE Dividend Information For shareholders who hold their shares of Common Stock in NYSE through DTC, no action is required and dividend payments will proceed as previously. Euronext Athens Dividend Information Dividends declared by the Company are denominated in U.S. dollars. The shares of Common Stock on the NYSE and Euronext Athens will have the same record date for dividend payments. The ex-dividend date for Euronext Athens is expected to be one business day earlier than the ex-dividend date for the NYSE, taking into account the prevailing settlement rules in these markets. For shareholders who hold their shares of Common Stock through Euronext Securities Athens, dividends will be paid in U.S. dollars to the relevant Euronext Securities Athens participant. The payment will be transmitted through intermediaries, including DTC, and there may be additional time required for receipt following the payment date, including due to time zone considerations. Shareholders holding shares of Common Stock through Euronext Securities Athens and wishing to receive dividends in euros should consult their Euronext Securitie

Safe Bulkers (NYSE/Euronext Atene: SB)ha comunicato ricavi netti non sottoposti a revisione contabile nel Q2 2026 pari a87,5 milioni di dollarie un utile netto di35,2 milioni di dollari(EPS0,33 dollari), rispetto a ricavi netti del Q2 2025 di 65,7 milioni di dollari e un utile netto di 1,7 milioni di dollari. L’utile netto adjusted è stato di30,6 milioni di dollari(EPS adjusted 0,28 dollari). L’EBITDA ha raggiunto54,8 milioni di dollari, con EBITDA adjusted di50,3 milioni di dollari. Il Consiglio ha dichiarato un dividendo trimestrale in contanti di0,075 dollari per azione ordinaria. Per i sei mesi chiusi il 30 giugno 2026, i ricavi netti sono stati161,9 milioni di dollarie l’utile netto57,4 milioni di dollari. Il TCE medio è salito a20.642 dollarinel Q2 2026. Al 30 giugno 2026, la Società disponeva di46 navi, un indebitamento totale di519,2 milioni di dollari, liquidità di142,9 milioni di dollarie200,1 milioni di dollariin linee di credito rotative non utilizzate, con leverage consolidato di circa30%in base ai valori di mercato delle navi. Il titolo azionario di Safe Bulkers ha iniziato a essere negoziato suEuronext Atenenel giugno 2026, restando però principalmente quotato su NYSE. La Società ha mantenuto un portafoglio ordini di10 navi IMO GHG Phase 3 – NOx Tier III, ha proseguito con rinnovi della flotta e aggiornamenti ambientali e ha operato un programma di riacquisto azioni da10 milioni di azioni, nell’ambito del quale515.469 azionisono state acquistate e cancellate entro il 24 luglio 2026. The tag-specific history showed an average1.39%move across five comparable events. That record adds mixed precedent to the stronger results and dividend increase; low short positioning remained a documented risk factor to watch. 24h Move is the share-price change in the day after each event; other market factors may also have contributed. Comparable earnings-and-dividend announcements produced mixed reactions, with positive Q1 2026 results aligning with a gain while weaker prior results showed both alignment and divergence. AI-generated analysis.How Rhea-AI works. Not financial advice. MONACO, July 28, 2026 (GLOBE NEWSWIRE) -- Safe Bulkers, Inc. (the "Company") (NYSE/Euronext Athens:SB), an international provider of marine drybulk transportation services, announced today its unaudited financial results for the three and six-month periods ended June 30, 2026.The Board of Directors (the "Board") of the Company also declared a cash dividend of$0.075per share of outstanding common stock. Management Commentary Dr. Loukas Barmparis, President of the Company, said: "In line with our financial performance in the second quarter of 2026, which was supported by a relative strong charter market, we increased our quarterly dividend to$7.5cents per share. The basic components of our policies, which include a strong balance sheet, liquidity and capital resources, conservative leverage and fleet renewal with newbuilds replacing older tonnage, reflect our ability to operate a continuously upgraded, modern fleet with improved competitive characteristics, means we have the financial resources to invest when required, and reward our shareholders". Safe Bulkers, Inc. Becomes the First Shipping Company with Common Stock trading on both the NYSE and Euronext Athens In June 2026, the Company’s issued shares of common stock commenced trading on Euronext Athens under the ticker symbol “SB” and ISIN code: MHY7388L1039. The Euronext platform provides access to European capital markets, including Oslo, Milan, Paris, Brussels, Amsterdam, Dublin, Lisbon and Athens. By listing its common stock on the Main Market of the Regulated Securities Market of Euronext Athens, the Company aims to broaden and diversify its shareholder base in Europe. The Company’s common stock will continue to be primarily listed on NYSE. Company’s series C preferred stock and series D preferred stock are listed only on NYSE. Issuance of the 2025 Sustainability Report In May 2026, the Company made publicly available the 2025 Sustainability Report which has been prepared in accordance with the Global Reporting Initiative (''GRI'') Sustainability Reporting Guidelines, in accordance with the GRI Standards and the Sustainability Accounting Standards Board (''SASB'') recommendation for maritime transport, alongside additional indicators that are materially important to the Company and its stakeholders. The report reflects the Company's continued commitment to proactively managing environmental risks, supporting the communities in which it operates, and strengthening its governance framework in line with evolving regulatory requirements and stakeholders' expectations. The report is available for download and can be accessed from the Company's website using the link:www.safebulkers.com/sustainability2025 Ten Million Shares of Common Stock Repurchase Program In December 2025, the Company authorized a program under which it might from time to time in the future purchase up to 10,000,000 shares of the Company’s common stock. Should the maximum number of shares of the Company’s common stock be purchased pursuant to the aforementioned program, it would represent approximately9.8%of the shares of the Company’s common stock outstanding and20.0%of its public float. The program does not obligate the Company to purchase shares of the Company’s common stock, and it may be modified or terminated at any time without prior notice. Any such purchases would be made in NYSE in the open market in compliance with applicable laws and regulations, and that purchases on the open market would be conducted within the safe harbor provisions of Regulation 10b-18 under the Securities Exchange Act of 1934, as amended. As of July 24, 2026, the Company had purchased and cancelled 515,469 shares of common stock under the aforementioned program. The purchases were funded using the Company’s existing cash resources. Environmental Investments - Dry-Dockings The Company is gradually renewing its fleet by ordering newbuilds with advanced energy efficiency characteristics designed to meet the International Maritime Organization (the "IMO") regulations related to the Phase 3 reduction of greenhouse gas emissions (the "IMO GHG Phase 3") and nitrogen oxide emissions (the "IMO NOx Tier III"), while selectively selling older vessels. In parallel, the Company is continuing the environmental upgrade program of its existing fleet, having upgraded 25 vessels as of July 24, 2026. The cost of low-friction paint applications that are part of the environmental upgrades is recorded as operating expenses, while the cost of energy saving devices is capitalized and recorded as capital expenditures. Fleet renewal and environmental upgrades in existing fleet lead to fuel savings and lower GHG emissions. As of July 24, 2026, the Company expects 114 down time days for the third quarter of 2026 and 36 down time days for the fourth quarter of 2026 relating to scheduled vessel repairs and upgrades. Fleet Update As of July 24, 2026, we had a fleet of 46 vessels, two of which are held for sale, consisting of eight Panamax, 14 Kamsarmax, 17 Post-Panamax and seven Capesize class vessels, with a total carrying capacity of 4.5 million dwt and an average age of 10.4 years. Our fleet includes 14 IMO GHG Phase 3 - NOx Tier III ships built from 2022 or later and 11 eco-ships built from 2014 onwards. Furthermore, we have 20 vessels equipped with exhaust gas cleaning devices ("Scrubbers''), including all of our Capesize class vessels, which generate additional earnings under charter agreements, providing for variable consideration based on bunker consumption. Orderbook As of July 24, 2026, we had an orderbook of 10 IMO GHG Phase 3 - NOx Tier III newbuilds of which 9 Kamsarmax class, including two dual-fuel methanol vessels, and one Capesize class vessel. Two of those Kamsarmax newbuilds are scheduled to be delivered within 2026, two in 2027, one in 2028 and four in 2029. The Capesize class newbuild is scheduled to be delivered in 2029. In more detail, since January 1, 2026, the Company has entered into the following agreements: In January 2026, we entered into agreements for the acquisition of two 82,500 dwt, dry-bulk Chinese Kamsarmax class newbuild vessels, with scheduled deliveries in the third quarter of 2028 and the first quarter of 2029, respectively. In May 2026, we entered into agreements for the acquisition of two 82,000 dwt, dry-bulk Japanese Kamsarmax class newbuild vessels, with scheduled deliveries in the second and third quarter of 2029, respectively. In June 2026, we entered into an agreement for the acquisition of one 82,000 dwt, dry-bulk Japanese Kamsarmax class newbuild vessel with scheduled delivery in the first half of 2029. In June 2026, we entered into an agreement to acquire an 182,000 dwt, dry-bulk Japanese Capesize class newbuild vessel with scheduled delivery in the second half of 2029. Kamsarmax newbuild orders are sister vessels to existing vessels in our fleet. Newbuild deliveries In April 2026, the Company took delivery of the Japanese-built Kamsarmax classKaterina, its thirteenth IMO GHG Phase 3 - NOx Tier III newbuild vessel. In June 2026, the Company took delivery of the Japanese-built Kamsarmax classMaritsa, its fourteenth IMO GHG Phase 3 - NOx Tier III newbuild vessel. Vessel sales In February 2026, we entered into an agreement for the sale of theMichalis H, a 2012 Chinese-built, Capesize class dry-bulk vessel, for a gross sale price of$35.2 million. The vessel was delivered to her new owners in April 2026. In May 2026, we entered into agreements for the sale of two vessels,Xenia, a 2006 Japanese-built Post-Panamax dry bulk vessel, for a gross sale price of$12.8 million, andPedhoulas Commander, a 2008 Japanese-built Kamsarmax dry bulk vessel, for a gross sale price of$14.7 million. Both vessels are expected to be delivered to their new owners with their scheduled dry-dockings due, upon completion of their current voyages. Both vessels are debt-free. Chartering our Fleet Our vessels are used to transport bulk cargoes, particularly coal, grain and iron ore, along worldwide shipping routes. We intend to employ our vessels under both period time charters and spot time charters, according to our assessment of market conditions. Our customers represent some of the world’s largest consumers of marine drybulk transportation services. Period time charters provide us with visible and relatively stable cash flows, while the vessels we deploy in the spot market allow us to increase our revenues in high charter market conditions, or to maintain our employment flexibility in low charter market conditions providing an opportunity for a potential upside in our revenue when charter market conditions improve. The chartering of our vessels is arranged by our Managers14without any management commission. During the second quarter of 2026, we operated 45.13 vessels on average, earning a TCE of$20,642, compared to 46.75 vessels earning a TCE of$14,857during the same period in 2025. During the six-month period ended June 30, 2026, we operated 45.07 vessels on average, earning an average TCE of$18,862compared to 46.38 vessels earning an average TCE of$14,756during the same period in 2025. As of July 24, 2026,we employed, or had contracted to employ: (i) 14 vessels in the spot time charter market (with an original duration of up to three months) and (ii) 33 vessels in the period time charter market (with an original duration in excess of three months). Of the vessels chartered in the period time charter market, six have an original duration of more than two years. As of July 24, 2026, the average remaining charter duration across our fleet was 0.4 years and we had contracted revenue of approximately$164.2 million, net of commissions, from our non-cancellable spot and period time charter contracts excluding the additional compensation related to the use of Scrubbers. In relation to our Capesize class vessels, as of July 24, 2026, all seven were chartered under period time charters, five of which have remaining charter durations exceeding one year. The average remaining charter duration of our Capesize class vessels was 1.7 years and the average daily charter hire was$24,580, resulting in a contracted revenue of approximately$105.4 million, net of commissions and excluding the Scrubber benefit. Our contracted fleet employment profile as of July 24, 2026, is presented in Table 1 below. Table 1: Contracted employment profile of fleet ownership days as ofJuly 24, 2026 Debt As of June 30, 2026, our consolidated debt before deferred financing costs was$519.2 million, including the€100 million-2.95%p.a. fixed coupon, non-amortizing, unsecured bond issued in February 2022, maturing in February 2027. Our consolidated leverage,15based on vessels' market valuations, was approximately30%. Our weighted average interest rate during the three-month period ended June 30, 2026 was5.10%inclusive of the applicable loan margin. During the three-month period ended June 30, 2026, we made scheduled principal payments of$5.0 millionand voluntary principal payments of$27.0 million. The repayment schedule of our debt as of June 30, 2026, is presented in Table 2 below: Table 2:Debt repayment Schedule as ofJune 30, 2026(in USD million) Liquidity, capital resources, capital expenditure requirements and debt as ofJune 30, 2026 As of June 30, 2026, we had a fleet of 46 vessels, two of which were held for sale, and an orderbook of 10 newbuilds. In relation to our orderbook, excluding the Capesize class newbuild, we had paid$91.5 millionand had$277.2 millionof remaining capital expenditure requirements. The Capesize class newbuild is financed through a finance lease under a bareboat charter agreement, with purchase option for the Company. We had$142.9 millionin cash, cash equivalents, bank time deposits, and restricted cash, and had$200.1 millionin undrawn borrowing capacity available under existing revolving reducing credit facilities. The gross sale proceeds of our held for sale vessels amount to$27.5 million. Furthermore, we had contracted revenue of approximately$153.8 million, net of commissions, from our non-cancellable spot and period time charter contracts excluding the Scrubber benefit, and additional borrowing capacity, excluding our held for sale vessels, in connection to two debt-free vessels and nine newbuilds upon their delivery. In relation to capital expenditure requirements of the nine newbuilds, excluding the Capesize class newbuild which will be acquired through a finance lease,$61.4 millionis payable in 2026,$81.5 millionin 2027,$42.8 millionin 2028 and$91.5 millionin 2029. The scrap value16of our fleet was$313.6 millionand the outstanding consolidated debt before deferred financing costs was$519.2 million, including the unsecured bond. Liquidity, capital resources, capital expenditure requirements and debt as ofJuly 24, 2026 As of July 24, 2026, we had a fleet of 46 vessels, two of which were held for sale, and an orderbook of 10 newbuilds. In relation to our orderbook, excluding the Capesize class newbuild, we had paid$91.5 millionand had$277.2 millionof remaining capital expenditure requirements. The Capesize class newbuild is financed through a finance lease under a bareboat charter agreement, with purchase option for the Company. We had$153.2 millionin cash, cash equivalents, bank time deposits, restricted cash, and had$204.5 millionin undrawn borrowing capacity available under existing revolving reducing credit facilities. The gross sale proceeds of our two held for sale vessels amount to$27.5 million. Furthermore, we had contracted revenue of approximately$164.2 million, net of commissions, from our non-cancellable spot and period time charter contracts excluding the Scrubber benefit, and additional borrowing capacity, excluding our held for sale vessels, in connection to two debt-free vessels and nine newbuilds upon their delivery. In relation to capital expenditure requirements of the nine newbuilds, excluding the Capesize class newbuild which will be acquired through a finance lease,$61.4 millionwas payable in 2026,$81.5 millionin 2027,$42.8 millionin 2028 and$91.5 millionin 2029. The scrap value16of the fleet, excluding our held for sale vessels, was$313.6 millionand the outstanding consolidated debt before deferred financing costs was$514.0 million, including the unsecured bond. Dividend Policy On July 28, 2026, the Board of the Company declared a cash dividend on the Company’s common stock of$0.075per share which is payable on August 26, 2026, to the shareholders of record of the Company’s common stock at the close of trading on August 13, 2026.The record date is common for both NYSE and Euronext Athens markets. The ex-dividend date established by the NYSE is expected to be August 13, 2026. The ex-dividend date for dividends payable to holders of shares via Euronext Securities Athens is expected to be August 12, 2026. As of July 24, 2026, the Company had 101,833,473 shares of common stock issued and outstanding. On July 1, 2026, the Board of the Company declared a cash dividend of$0.50per share on each of its Series C preferred shares (NYSE:SB.PR.C) and Series D preferred shares (NYSE:SB.PR.D) for the period from April 30, 2026 to July 29, 2026. The dividend is payable on July 30, 2026 to all shareholders of record as of July 17, 2026 of the Series C Preferred Shares and of the Series D Preferred Shares, respectively. On June 17, 2026, the Board of the Company declared a cash dividend on the Company’s common stock of$0.06per share which was paid on July 16, 2026, to all shareholders of record of the Company’s common stock at the close of trading on June 30, 2026. In April 2026, the Board of the Company declared a cash dividend of$0.50per share on each of its Series C preferred shares and Series D preferred shares for the period from January 30, 2026 to April 29, 2026. The dividend was paid on April 30, 2026 to all shareholders of record as of April 17, 2026 of the Series C Preferred Shares and of the Series D Preferred Shares, respectively. In February 2026, the Board of the Company declared a cash dividend on the Company's common stock of$0.05per share which was paid on March 18, 2026, to all shareholders of record of the Company's common stock at the close of trading on March 2, 2026. In January 2026, the Board of the Company declared a cash dividend of$0.50per share on each of its Series C preferred shares and Series D preferred shares for the period from October 30, 2025, to January 29, 2026 which was paid on January 30, 2026, to all shareholders of record as of January 16, 2026, of the Series C Preferred Shares and of the Series D Preferred Shares, respectively. The declaration and payment of dividends, if any, will always be subject to the discretion of the Board of the Company. There is no guarantee that the Company’s Board will determine to issue cash dividends in the future. The timing and amount of any dividends declared will depend on, among other things: (i) the Company’s earnings, fleet employment profile, financial condition, cash requirements, and available sources of liquidity; (ii) decisions in relation to the Company’s growth, fleet renewal, and leverage strategies; (iii) provisions of Marshall Islands and Liberian law governing the payment of dividends; (iv) restrictive covenants in the Company’s existing and future debt instruments; and (v) global economic and financial conditions. NYSE Dividend Information For shareholders who hold their shares of Common Stock in NYSE through DTC, no action is required and dividend payments will proceed as previously. Euronext Athens Dividend Information Dividends declared by the Company are denominated in U.S. dollars. The shares of Common Stock on the NYSE and Euronext Athens will have the same record date for dividend payments. The ex-dividend date for Euronext Athens is expected to be one business day earlier than the ex-dividend date for the NYSE, taking into account the prevailing settlement rules in these markets. For shareholders who hold their shares of Common Stock through Euronext Securities Athens, dividends will be paid in U.S. dollars to the relevant Euronext Securities Athens participant. The payment will be transmitted through intermediaries, including DTC, and there may be additional time required for receipt following the payment date, including due to time zone considerations. Shareholders holding shares of Common Stock through Euronext Securities Athens and wishing to receive dividends in euros should consult their Euronext Securities Athens participant, broker, or custodian regarding the applicable currency conversion arrangements and any associated fees. Conference Call On Wednesday, July 29, 2026, at 10:30 U.S. Eastern Time / 17:30 Eastern European Time, the Company’s management team will host a conference call to discuss the Company’s financial results. Conference Call Details Participants should dial into the call 10 minutes before the scheduled time using the following numbers: +1 877 405 1226 (US Toll-Free Dial In) or +1 201 689 7823 (US and Standard International Dial In), or +0 800 756 3429 (UK Toll-Free Dial In). Please quote “Safe Bulkers” to the operator and/or conference ID 13761987. Clickherefor additional participant International Toll-Free access numbers. Alternatively, participants can register for the call using the call me option for a faster connection to join the conference call. You can enter your phone number and let the system call you right away. Clickherefor the call me option. Slides and Audio Webcast There will also be a live, and then archived, webcast of the conference call and accompanying slides, available through the Company’s website. To listen to the archived audio file, visit our websitewww.safebulkers.comand click on Events & Presentations. Participants to the live webcast should register on the website approximately 10 minutes prior to the start of the webcast. Management Discussion ofSecondQuarter2026Results During the second quarter of 2026, we operated in an improved charter market environment compared to the same period in 2025, with increased revenues due to higher charter hires and increased earnings from scrubber-fitted vessels. During the second quarter of 2026, we operated 45.13 vessels on average, earning an average TCE of$20,642compared to 46.75 vessels earning an average TCE of$14,857during the same period in 2025. The Company's net income for the second quarter of 2026 was$35.2 millioncompared to$1.7 millionduring the same period in 2025. The main factors driving the change in net income are as follows: Net revenues:Net revenues increased by33%to$87.5 millionfor the second quarter of 2026, compared to$65.7 millionfor the same period in 2025. The increase was primarily due to higher revenues from charter hires and scrubber-fitted vessels. Vessel operating expenses:Vessel operating expenses decreased to$25.5 millionfor the second quarter of 2026 compared to$28.1 millionfor the same period in 2025, mainly due to the following factors: (i) decreased crew wages and expenses of$10.7 millionfor the second quarter of 2026, compared to$10.9 millionfor the same period in 2025, mainly due to the decreased average number of vessels operating during the second quarter of 2026; (ii) repairs and maintenance expenses, excluding dry-docking expenses, decreased to$2.0 millioncompared to$2.8 millionfor the same period in 2025, mainly due to the decreased average number of vessels operating during the second quarter of 2026 compared to the same period in 2025; and (iii) dry-docking expenses decreased to$2.8 million, related to two fully completed and one partially completed dry-dockings during the second quarter of 2026, compared to$4.1 millionrelated to four fully completed dry-dockings for the same period in 2025. The Company expenses dry-docking and pre-delivery costs as incurred, which vary from period to period. Excluding dry-docking costs and pre-delivery expenses of$3.1 millionand$4.3 millionfor the second quarter of 2026 and 2025, respectively, vessel operating expenses decreased by7%to$22.3 millionduring the second quarter of 2026 from$23.8 millionduring the same period of 2025. Dry-docking expenses are related to the number of dry-dockings in each period while pre-delivery expenses are related to the number of newbuild deliveries and second-hand acquisitions in each period. Some shipping companies may defer and amortize dry-docking expenses, while many do not include dry-docking expenses within vessel operating expenses but present these separately. Depreciation:Depreciation expenses decreased to$14.5 millionfor the second quarter of 2026, compared to$15.1 millionfor the same period in 2025, mainly due to the decreased average number of vessels during the second quarter of 2026. Foreign currency (loss)/gain: Foreign currency gain amounted to$0.8 millionfor the second quarter of 2026, compared to a loss of$6.9 millionfor the same period in 2025, due to the prior period unrealized loss on the valuation of the€100 millionbond as the result of the effect of the appreciation of the EUR against the USD. Gain/(loss) on derivatives: Loss on derivatives amounted to$0.4 millionfor the second quarter of 2026, compared to a gain of$5.7 millionfor the same period in 2025, due to the prior period unrealized gain on foreign currency agreements fair value. Gain on sale of assets:Gain on sale of assets for the second quarter of 2026 amounted to$4.1 million, as a result of a gain from the sale of theMichalis H. No vessels were sold during the same period in 2025. Interest expense: Interest expense decreased to$6.1 millionin the second quarter of 2026 from$7.8 millionfor the same period in 2025, as the result of the decreased weighted average loan outstanding of$531.8 millionduring the second quarter of 2026, compared to$549.8 millionfor the same period in 2025, and the decreased weighted average interest rate of5.10%during the second quarter of 2026, compared to5.69%for the same period in 2025, affected by the lower USD rates environment. Daily vessel operating expenses17: Daily vessel operating expenses, calculated by dividing vessel operating expenses by the ownership days of the relevant period, decreased by6%to$6,207for the second quarter of 2026 compared to$6,607for the same period in 2025. Daily vessel operating expenses excluding dry-docking and predelivery expenses decreased by3%to$5,445for the second quarter of 2026 compared to$5,604for the same period in 2025. Daily general and administrative expenses17: Daily general and administrative expenses, which include management fees payable to our Managers and daily company administration expenses, decreased by4%to$1,738for the second quarter of 2026, compared to$1,809for the same period in 2025, due to the effect of the depreciation of the EUR against the USD. Management Discussion ofSix-month period ended June 30,2026 During the six-month period ended June 30, 2026, we operated in an improved charter market environment compared to the same period in 2025, with increased revenues due to higher charter hires and increased earnings from scrubber-fitted vessels. During the six-month period ended June 30, 2026, we operated 45.07 vessels on average, earning an average TCE of$18,862compared to 46.38 vessels earning an average TCE of$14,756during the same period in 2025. The Company's net income for the six-month period ended June 30, 2026 was$57.4 millioncompared to$8.9 millionduring the same period in 2025. The main factors driving the change in net income are as follows: Net revenues:Net revenues increased by24%to$161.9 millionfor the six-month period ended June 30, 2026, compared to$130.1 millionfor the same period in 2025. The increase was primarily due to higher revenues from charter hires and scrubber-fitted vessels. Vessel operating expenses:Vessel operating expenses decreased by10%to$46.6 millionfor the six-month period ended June 30, 2026 compared to$52.0 millionfor the same period in 2025. The decrease was mainly due to the following factors: (i) lower costs for spare parts, stores, and provisions, which decreased to$11.6 millionfor the six-month period ended June 30, 2026, from$13.2 millionfor the same period in 2025 as a result of the decreased average number of vessels operating during the six-month period ended June 30, 2026; (ii) lower crew wages and expenses which decreased to$21.3 millionfor the six-month period ended June 30, 2026, from$21.5 millionfor the same period in 2025, mainly due to the decreased average number of vessels operating during the six-month period ended June 30, 2026; (iii) lower repair and maintenance expenses, which decreased to$3.5 millionfrom$4.7 millionfor the same period in 2025 due to decreased unscheduled repairs during the six-month period ended June 30, 2026; and (iv) lower dry-docking expenses, which decreased to$2.8 million, related to two fully completed and one partially completed dry-dockings during the six-month period ended June 30, 2026, compared to$5.0 millionrelated to five fully completed dry-dockings for the same period in 2025. The Company expenses dry-docking and pre-delivery costs as incurred, which vary from period to period. Excluding dry-docking costs and pre-delivery expenses of$3.4 millionand$5.2 millionfor the six-month periods ended June 30, 2026 and 2025, respectively, vessel operating expenses decreased by8%to$43.2 millionduring the six-month period ended June 30, 2026 from$46.8 millionduring the same period of 2025. Dry-docking expenses are related to the number of dry-dockings in each period while pre-delivery expenses are related to the number of newbuild deliveries and second-hand acquisitions in each period. Some shipping companies may defer and amortize dry-docking expenses, while many do not include dry-docking expenses within vessel operating expenses but present these separately. Depreciation:Depreciation expenses decreased by$0.9 millionor3%to$28.9 millionfor the six-month period ended June 30, 2026, compared to$29.8 millionfor the same period in 2025, mainly due to the decreased average number of vessels during the six-month period ended June 30, 2026. Foreign currency (loss)/gain: Foreign currency gain amounted to$3.1 millionfor the six-month period ended June 30, 2026, compared to a loss of$9.9 millionfor the same period in 2025, due to the prior period unrealized loss on the valuation of the€100 millionbond as the result of the effect of the appreciation of the EUR against the USD. Gain/(Loss) on derivatives: Loss on derivatives amounted to$1.2 millionfor the six-month period ended June 30, 2026, compared to$8.1 milliongain for the same period in 2025, due to the prior period unrealized gain on foreign currency agreements. Voyage expenses:Voyage expenses increased to$9.6 millionfor the six-month period ended June 30, 2026, from$8.6 millionfor the same period in 2025 mainly due to increased bunker consumption costs for scrubber fitted vessels under charter agreements, which provide for variable consideration based on the bunkers consumption. Gain on sale of assets:Gain on sale of assets for the six-month period ended June 30, 2026 amounted to$4.1 million, as a result of a gain from the sale of theMichalis H. No vessels were sold during the six-month period ended June 30, 2025. Interest expense: Interest expense decreased to$12.6 millionin the six-month period ended June 30, 2026 from$15.2 millionfor the same period in 2025, as the result of the decreased weighted average loan outstanding of$540.1 millionduring the six-month period ended June 30, 2026, compared to$540.7 millionfor the same period in 2025 and the decreased weighted average interest rate of5.13%during the six-month period ended June 30, 2026, compared to5.70%for the same period in 2025, affected by the lower USD rates environment. Daily vessel operating expenses17: Daily vessel operating expenses, calculated by dividing vessel operating expenses by the ownership days of the relevant period, decreased by8%to$5,718for the six-month period ended June 30, 2026 compared to$6,192for the same period in 2025. Daily vessel operating expenses excluding dry-docking and predelivery expenses decreased by5%to$5,297for the six-month period ended June 30, 2026 compared to$5,575for the same period in 2025. Daily general and administrative expenses: Daily general and administrative expenses, which include management fees payable to our Managers and daily company administration expenses, increased by3%to$1,760for the six-month period ended June 30, 2026, compared to$1,710for the same period in 2025, due to the increase in the management fees payable to our Managers as a result of the effect of the appreciation of the EUR versus the USD. Balance sheet Assets held for sale:As of June 30, 2026, we had classified the assets and liabilities directly associated with the vesselsXenia,built in 2006, andPedhoulas Commander, built in 2008, as assets held for sale and presented them on the balance sheet separately under current assets in the amount of$20.9 million, which represented the net book value of the vessels and their inventories. Financial Statements and other financial information The following unaudited interim financial information is presented below: Table 3:Condensed Consolidated Balance Sheets as of December 31, 2025 and June 30, 2026. Table 4:Condensed Consolidated Statements of Income for the three-month and six-month periods ended June 30, 2025 and 2026. Table 5:Condensed Consolidated Statement of Shareholders’ Equity for the six-month periods ended June 30, 2025 and 2026. Table 6:Condensed Consolidated Statements of Cash Flows for the six-month periods ended June 30, 2025 and 2026. Financial information reconciliations and other operating data are presented in the following tables: Table 7:Reconciliation of Adjusted Net income, EBITDA, Adjusted EBITDA and Adjusted Earnings per share for the three month and six-month periods ended June 30, 2025 and 2026. Table 8:Fleet data and Average daily indicators reconciliation for the three month and six-month periods ended June 30, 2025 and 2026. Table 9:Market trend information and detailed fleet and employment profile as of July 24, 2026. - EBITDA, Adjusted EBITDA, Adjusted Net income and Adjusted earnings per share are non-US GAAP financial measurements.- EBITDA represents Net income before interest, income tax expense, depreciation and amortization.- Adjusted EBITDA represents EBITDA before gain on sale of assets, gain/(loss) on derivatives and gain/(loss) on foreign currency.- Adjusted Net income represents Net income before gain on sale of assets, gain/(loss) on derivatives and gain/(loss) on foreign currency.- Adjusted earnings per share represents Adjusted Net income less preferred dividend divided by the weighted average number of shares.- EBITDA, Adjusted EBITDA, Adjusted Net income and Adjusted earnings per share are used as supplemental financial measures by management and external users of financial statements, such as investors, to assess our financial and operating performance.The Company believes that these non-GAAP financial measures assist our management and investors by increasing the comparability of our performance from period to period. The Company believes that including these supplemental financial measures assists our management and investors in: (i) understanding and analyzing the results of our operating and business performance; (ii) selecting between investing in us and other investment alternatives; and (iii) monitoring our financial and operational performance in assessing whether to continue investing in us. The Company believes that EBITDA, Adjusted EBITDA, Adjusted Net income and Adjusted earnings per share are useful in evaluating the Company’s operating performance from period to period because the calculation of EBITDA generally eliminates the effects of financings, income taxes and the accounting effects of capital expenditures and acquisitions, the calculation of Adjusted EBITDA and Adjusted Net Income/(loss) generally further eliminates from EBITDA and Net Income/(loss) respectively the effects from impairment and loss on vessels held for sale, gain/(loss) on sale of assets, gain/(loss) on derivatives, early redelivery income/(cost), other operating expenses and gain/(loss) on foreign currency, items which may vary from year to year and for different companies for reasons unrelated to overall operating performance. EBITDA, Adjusted EBITDA, Adjusted Net income/(loss) and Adjusted earnings/(loss) per share have limitations as analytical tools, and should not be considered in isolation, or as a substitute for analysis of the Company’s results as reported under US GAAP. While EBITDA and Adjusted EBITDA, Adjusted Net income/(loss) and Adjusted earnings/(loss) per share are frequently used as measures of operating results and performance, they are not necessarily comparable to other similarly titled captions of other companies due to differences in methods of calculation. In evaluating Adjusted EBITDA, Adjusted Net income/(loss) and Adjusted earnings/(loss) per share, you should be aware that in the future we may incur expenses that are the same as or similar to some of the adjustments in this presentation. Our presentation of Adjusted EBITDA, Adjusted Net income/(loss) and Adjusted earnings/(loss) per share should not be construed as an inference that our future results will be unaffected by the excluded items. _____________ (1) Ownership days represent the aggregate number of days in a period during which each vessel in our fleet has been owned by us.(2) Available days represent the total number of days in a period during which each vessel in our fleet was in our possession, net of off-hire days associated with scheduled maintenance, which includes major repairs, dry-dockings, vessel upgrades or special or intermediate surveys.(3) Average number of vessels in the period is calculated by dividing ownership days in the period by the number of days in that period.(4) Time charter equivalent rate, or TCE rate, represents our charter revenues less commissions and voyage expenses during a period divided by the number of available days during such period. TCE rate is a standard shipping industry performance measure used primarily to compare daily earnings generated by vessels on period time charters and spot time charters with daily earnings generated by vessels on voyage charters, because charter rates for vessels on voyage charters are generally not expressed in per day amounts, while charter rates for vessels on period time charters and spot time charters generally are expressed in such amounts. We have only rarely employed our vessels on voyage charters and, as a result, generally our TCE rates approximate our time charter rates.(5) Daily vessel operating expenses are calculated by dividing vessel operating expenses for the relevant period by ownership days for such period. Vessel operating expenses include crewing, insurance, lubricants, spare parts, provisions, stores, repairs, maintenance including dry-docking, statutory and classification expenses and other miscellaneous items.(6) Daily vessel operating expenses excluding dry-docking and pre-delivery expenses are calculated by dividing vessel operating expenses excluding dry-docking and pre-delivery expenses for the relevant period by ownership days for such period. Dry-docking expenses include costs of shipyard, paints and agent expenses and pre-delivery expenses include initially supplied spare parts, stores, provisions and other miscellaneous items provided to a newbuild acquisition prior to their operation.(7) Daily general and administrative expenses are calculated by dividing general and administrative expenses for the relevant period by ownership days for such period. Daily general and administrative expenses include daily management fees payable to our Managers and daily company administration expenses. Market trend information The maritime dry bulk shipping industry is inherently volatile and cyclical in nature, subject to significant market fluctuations and geopolitical disruptions — including but not limited to trade tensions, trade wars, protectionism, port fees, tariffs, regional conflicts, sanctions, and macroeconomic shifts — many of which are outside the control of management, and accordingly, past financial performance should not be considered indicative of, or relied upon as a basis for, future results, projections, or investment decisions. War in Ukraine As a result of the war between Russia and Ukraine that commenced in February 2022, the US, the EU, the UK, Switzerland and other countries have announced unprecedented levels of sanctions and other measures against Russia and certain Russian entities and nationals. We intend to comply with these requirements and will address their potential consequences. We do not have any Ukrainian or Russian crews, and our vessels currently do not sail in the Black Sea. While we conduct only limited operations in Russia, we will continue to monitor the situation to assess whether the conflict could have any impact on our operations or financial performance. Trade disruption in the RedSea, through the Strait of Hormuz and conflicts in the Middle East Due to the attacks on merchant vessels in the southern Red Sea, there has been a disruption in the maritime trade and supply chains through the Mediterranean Sea and the Suez Canal. On November 11, 2025, the Houthis announced a suspension of maritime operations in the Red Sea. Since the beginning of this disruption, we have diverted our fleet from sailing in the Red Sea region. While our vessels currently do not sail through the Red Sea, we are closely monitoring developments, including any signs of a potential normalization of the trade route, in order to assess the potential impact on our operations. The conflict between the United States and Iran, which commenced in March 2026, has resulted in severe and ongoing maritime trade disruption through the Strait of Hormuz, one of the world's most strategically significant maritime chokepoints, through which a substantial portion of global oil, fertilizers and liquified natural gas exports transit, and has triggered a dramatic and immediate spike, globally, in oil and bunker fuel prices. A prolonged closure of the Strait of Hormuz or a broader regional escalation involving Gulf states could affect global development and world trade which is turn could affect dry-bulk commodities' transportation, could increase the Company's operating costs, war-risk insurance premiums, bunker fuel and voyage expenses, and could adversely affect the Company's operations or financial performance. Contracted employment The detailed fleet and employment profile of the Company as of July 24, 2026, is presented in Table 9 below: (1) For existing vessels, the year represents the year built. For any newbuilds, the date shown reflects the expected delivery dates.(2) Quoted charter rates are the recognized daily gross charter rates. For charter parties with variable rates among periods or consecutive charter parties with the same charterer, the recognized gross daily charter rate represents the weighted average gross daily charter rate over the duration of the applicable charter period or series of charter periods, as applicable. In the case of a charter agreement that provides for additional payments, namely ballast bonus to compensate for vessel repositioning, the gross daily charter rate presented has been adjusted to reflect estimated vessel repositioning expenses. Gross charter rates are inclusive of commissions. Net charter rates are charter rates after the payment of commissions. In the case of voyage charters, the charter rate represents revenue recognized on a pro rata basis over the duration of the voyage from load to discharge port less related voyage expenses.(3) Commissions reflect payments made to third-party brokers or our charterers.(4) The start dates listed reflect either actual start dates or, in the case of contracted charters that had not commenced as of July 24, 2026, the scheduled start dates. Actual start dates and redelivery dates may differ from the referenced scheduled start and redelivery dates depending on the terms of the charter and market conditions and do not reflect the options to extend the period time charter.(5) Charterer of MV Kanaris agreed to reimburse us for part of the cost of the scrubbers and BWTS installed on the vessel, which is recorded by increasing the recognized daily charter rate by$634over the remaining tenor of the time charter party.(6) A period time charter for a duration of 3 years at a gross daily charter rate of$22,500plus a one-off$3.0 millionpayment upon charter commencement. The charter agreement also grants the charterer an option to extend the period time charter for an additional year at a gross daily charter rate of$27,500. In September 2024, the Company agreed the extension of the long-term period time charter. The new time charter period will commence in December 2024 with a minimum duration of four years until July 2028 at a gross daily time charter rate of$24,000, plus a one-off$2.5 millionpayment upon the new period charter commencement, plus compensation for the use of the Scrubber.(7) MV Lake Despina was sold and leased back in April 2021 on a bareboat charter basis for a period of seven years with a purchase option in favor of the Company five years and six months following the commencement of the bareboat charter period at a predetermined purchase price. The purchase option was exercised in September 2025, and the vessel will be acquired in October 2026.(8) MV Vassos was sold and leased back in May 2022 on a bareboat charter basis for a period of ten years with a purchase option in favor of the Company three years following the commencement of the bareboat charter period and a purchase obligation at the end of the bareboat charter period, all at predetermined purchase prices.(9) A period time charter for a duration of two and a half years at a gross daily charter rate linked to the BCI 5TC times117%. The charter agreement also grants the charterer an option to extend the period time charter for an additional three years at a gross daily charter rate of$23,000.(10) MV Aghia Sofia was sold and leased back in September 2022 on a bareboat charter basis, for a period of five years with purchase options in favor of the Company commencing three years following the commencement of the bareboat charter period and a purchase obligation at the end of the bareboat charter period, all at predetermined purchase prices.(11) MV Ammoxostos was sold and leased back in January 2024 on a bareboat charter basis for a period of ten years with a purchase option in favor of the Company three years following the commencement of the bareboat charter period and a purchase obligation at the end of the bareboat charter period, all at predetermined purchase prices.(12) A period time charter of five years at a daily gross charter rate of$11,750for the first two years and a gross daily charter rate linked to the BPI-82 5TC times97%minus$2,150, for the remaining period.(13) MV Pedhoulas Trader was sold and leased back in September 2023 on a bareboat charter basis for a period of ten years with a purchase option in favor of the Company three years following the commencement of the bareboat charter period and a purchase obligation at the end of the bareboat charter period, all at predetermined purchase prices.(14) MV Pedhoulas Cedrus was sold and leased back in February 2021 on a bareboat charter basis for a period of ten years with a purchase option in favor of the Company three years following the commencement of the bareboat charter period and a purchase obligation at the end of the bareboat charter period, all at predetermined purchase prices.(15) MV Rizokarpaso was sold and leased back in November 2023 on a bareboat charter basis for a period of ten years with a purchase option in favor of the Company three years following the commencement of the bareboat charter period and a purchase obligation at the end of the bareboat charter period, all at predetermined purchase prices.(16) MV Troodos Sun was sold and leased back in September 2021 on a bareboat charter basis for a period of ten years, with purchase options in favor of the Company commencing three years following the commencement of the bareboat charter period and a purchase obligation at the end of the bareboat charter period, all at predetermined purchase prices.(17) A period time charter for a duration of 48 to 60 months at a gross daily charter rate of$25,950. The charter agreement also grants the charterer an option to extend the period time charter for an additional duration of 12 to 30 months at a gross daily charter rate of$26,250.(18) Scrubber benefit was agreed on the basis of consumption of heavy fuel oil and the price differential between the heavy fuel oil and the compliant fuel cost for the voyage and is not included on the daily gross charter rate presented.(19) Scrubber benefit was agreed on the basis of consumption of heavy fuel oil and the price differential between the heavy fuel oil and the compliant fuel cost for the voyage and is included on the daily grosscharter rate presented.(20) A period time charter for a duration of 22 to 26 months at a gross daily charter rate of$20,000. The charter agreement also grants the charterer an option to extend the period time charter to a total duration of 34 to 36 months at the same gross daily charter rate. In December 2025, the charterer exercised the option and extended the period time charter to a total duration of 34 to 36 months.(21) In May 2026, the Company entered into agreements for the sale of two vessels,Xenia, a 2006 Japanese-built Post-Panamax dry bulk vessel, for a gross sale price of$12.8 million, andPedhoulas Commander, a 2008 Japanese-built Kamsarmax dry bulk vessel, for a gross sale price of$14.7 million. Both vessels are expected to be delivered to their new owners with their scheduled dry-dockings due, upon completion of their current voyages.(22) In March 2023, the Company entered into an agreement to sellMV Efrossini,a 2012 Japanese-built, Panamax class vessel to an unaffiliated third party at a gross sale price of$22.5 million. The sale was consummated in July 2023, and upon delivery of the vessel to her new owners, renamedMV Arethousa,she was immediately chartered back by the Company at a gross daily charter rate of$16,050for a period of 10 to 14 months. In July 2024, the Company extended the period of the charter agreement for a duration of five to seven months at a gross daily charter rate of$15,500commencing from September 2024. In October 2024, the Company further extended the period of the charter agreement for an additional duration of four to seven months commencing from February 2025 at a gross daily charter rate of$13,750for the first four months and$15,500 thereafter. In May 2025, the Company extended the period of the charter agreement for an additional duration of three to five months commencing from June 2025 at a gross daily charter rate linked to the BPI-74 4TC times107.5%until 1 September 2025 and$12,500 thereafter. In August 2025, the Company further extended the period of the charter agreement for an additional duration of six to eight months commencing from September 2025 at a gross daily charter rate of$12,500. In March 2026 the Company further extended the period of the charter agreement for an additional duration of six to nine months commencing from May 2026 at a gross daily charter rate of$16,750(23) A spot time charter at a daily gross charter rate of$17,800plus ballast bonus of$0.2 millionupon charter commencement.(24) A spot time charter at a daily gross charter rate of$16,000plus ballast bonus of$0.1 millionupon charter commencement. About Safe Bulkers, Inc.The Company is an international provider of marine drybulk transportation services, transporting bulk cargoes, particularly coal, grain and iron ore, along worldwide shipping routes for some of the world’s largest users of marine drybulk transportation services. The Company’s common stock is dual-listed on the NYSE and Euronext Athens, trading under the symbol “SB”. The Company’s Series C and Series D preferred shares are listed on the NYSE under the symbols “SB.PR.C” and “SB.PR.D”, respectively. About the Report for the Second Quarter and Six-Months 2026 ResultsThe financial statements, and other financial information included in this report, have been prepared in conformity with accounting principles generally accepted in the United States of America (US GAAP) and, together with the disclosures included herein, fairly present in all material respects the financial condition, results of operations, changes in stockholders' equity, and cash flows of the Company as of, and for, the periods presented in this report, in accordance with Rule 13a-15(e) and Rule 15d-15(e) under the Securities Exchange Act of 1934, as amended. Forward-Looking StatementsThis press release contains forward-looking statements (as defined in Section 27A of the Securities Act of 1933, as amended, and in Section 21E of the Securities Exchange Act of 1934, as amended) concerning future events, the Company’s growth strategy and measures to implement such strategy, including expected vessel acquisitions and entering into further time charters. Words such as “expects,” “intends,” “plans,” “believes,” “anticipates,” “hopes,” “estimates” and variations of such words and similar expressions are intended to identify forward-looking statements. Although the Company believes that the expectations reflected in such forward-looking statements are reasonable, no assurance can be given that such expectations will prove to have been correct. These statements involve known and unknown risks and are based upon a number of assumptions and estimates that are inherently subject to significant uncertainties and contingencies, business disruptions due to natural disasters or other events, such as the COVID-19 pandemic, many of which are beyond the control of the Company. Actual results may differ materially from those expressed or implied by such forward-looking statements. Factors that could cause actual results to differ materially include, but are not limited to, changes in the demand for dry-bulk vessels, competitive factors in the market in which the Company operates, changes in TCE rates, changes in fuel prices, risks associated with operations outside the United States, general domestic and international political conditions, tariffs imposed as a result of trade war and trade protectionism, uncertainty in the banking sector and other related market volatility, disruption of shipping routes due to political events, risks associated with vessel construction, the inability to develop a liquid trading market for the Company’s shares of common stock on Euronext Athens, and other factors listed from time to time in the Company’s filings with the Securities and Exchange Commission. The Company expressly disclaims any obligations or undertakings to release any updates or revisions to any forward-looking statements contained herein to reflect any change in the Company’s expectations with respect thereto or any change in events, conditions or circumstances on which any statement is based. For further information please contact: 1Adjusted Net income is a non-GAAP measure. Adjusted Net income represents Net income before impairment and loss on vessels held for sale, gain/(loss) on sale of assets, gain/(loss) on derivatives, early redelivery income/(cost), other operating expense and gain/(loss) on foreign currency. See Table 7.2EBITDA is a non-GAAP measure and represents Net income plus net interest expense, tax, depreciation and amortization. See Table 7. Adjusted EBITDA is a non-GAAP measure and represents EBITDA before gain/(loss) on sale of assets, gain/(loss) on derivatives, early redelivery income/(cost), other operating expenses and gain/(loss) on foreign currency. See Table 7.3Earnings per share ("EPS") and Adjusted EPS represent Net Income and Adjusted Net income less preferred dividend divided by the weighted average number of shares respectively. See Table 7.4Time charter equivalent ("TCE") rate represents charter revenues less commissions and voyage expenses divided by the number of available days. See Table 8.5Daily vessel operating expenses are calculated by dividing vessel operating expenses for the relevant period by the number of ownership days for such period. See Table 8. 6Daily vessel operating expenses excluding dry-docking and pre-delivery expenses are calculated by dividing vessel operating expenses excluding dry-docking and pre-deliveryexpenses for the relevant period by the number of ownership days for such period. See Table 8.7Daily general and administrative expenses are calculated by dividing general and administrative expenses for the relevant period by the number of ownership days for such period. See Table 8.8Total Cash represents Cash and cash equivalents plus Time deposits and Restricted cash.9Undrawn borrowing capacity under revolving reducing credit facilities.10Unsecured debt represents the five-year tenor unsecured non-amortizing bond, net of deferred financing costs, maturing in February 2027.11Secured debt represents Long-term debt plus current portion of long-term debt, net of deferred financing costs.12Total Debt represents Unsecured debt plus Secured debt.13Net debt per vessel represents Total Debt less Total Cash divided by the number of vessels at period's end.14Safety Management Overseas S.A., Safe Bulkers Management Monaco Inc., and Safe Bulkers Management Limited, each of which is referred to herein as "our Manager" and collectively "our Managers".15Consolidated leverage is a non-GAAP measure and represents total consolidated liabilities divided by total consolidated assets. Total consolidated assets are based on the market value of all vessels, as provided by independent broker valuers on quarter-end, owned or leased on a finance lease taking into account their employment, and the book value of all other assets. This measure assists our management and investors by increasing the comparability of our leverage from period to period.16The fleet scrap value is calculated on the basis of fleet aggregate light weight tons ("lwt"), excluding any held for sale vessels, and market scrap rate of$470.0/lwt ton (Clarksons data) on June 30, 2026 and$470.0/lwt ton (Clarksons data) on July 24, 2026.17See Table 8

Search across reports, market insights, and blog stories. The U.S. Environmental Protection Agency has transmitted two additional California waivers to Congress, covering the Ocean-Going Vessels At Berth and Commercial Harbor Craft regulations. According to Pacific Environment, the precedent established over the past 50 years under both Democratic and Republican administrations is that Clean Air Act waivers are not considered rules and therefore are not subject to review under the Congressional Review Act. The group stated that the EPA's move to reclassify these waivers represents a misuse of the CRA and an unlawful attack on clean air protections. Davina Hurt, Climate Policy Director at Pacific Environment, commented that the federal government's action against the waivers is a misuse of the Congressional Review Act. She noted that Clean Air Act waiver programs have been respected by administrations of both parties for more than five decades. Hurt warned that Congress should recognize what she described as an overreach by the oil and gas industry, rather than jeopardizing billions of dollars in public and private investments made under these regulations. The At Berth regulation has provided regulatory certainty to the shipping industry since 2007, when California began regulating emissions from ships docked at port. These rules were updated in 2020, with compliance requirements phased in over more than a decade starting in 2014. The last requirements are set to become enforceable in 2027. Shipping companies, ports, terminal operators, utilities, and equipment manufacturers have made long-term investments based on this framework, including shore power infrastructure, vessel retrofits, and equipment purchases. Unwinding this program after those investments risks creating stranded assets and discouraging future private investment. Andrea Marpillero-Colomina, Sustainable Communities Policy Advisor at GreenLatinos, said the EPA is targeting communities already burdened by polluted air. She noted that the At Berth and Commercial Harbor Craft rules exist because frontline families near the Ports of Los Angeles and Long Beach have suffered from diesel pollution. She called on Congress to reject the policy attack. The California Air Resources Board's economic analysis of the 2020 At Berth Regulation update estimated compliance costs at about $0.0079 per gallon of fuel in the state supply. Even if the full cost is passed to consumers, the impact on an average California driver using 350 gallons of gas per year would be less than $3 annually. The analysis indicated that Californians would pay pennies while saving billions in health care costs. Eli Lipmen, Executive Director of Move LA, stated that frontline communities suffer from the impacts of living near goods shipping. He called the federal government's action capricious and illegal, urging Congress and the State of California to stop it. The 2020 At-Berth Regulation is projected to reduce potential cancer risk for California's portside communities by about 60%. According to CARB's initial analysis, the amended regulation will save 230 lives and prevent 73 hospital admissions and 116 emergency room visits statewide, with health benefits valued at $2.31 billion. Caroline Bonfield,Ocean Conservancy's senior U.S. policy manager for climate, noted that while Americans are aware of poor air quality from wildfires, port communities face this reality year-round. She said removing these protections is illegal and will worsen air quality. The Commercial Harbor Craft Rule is expected to save 530 California lives and protect 9.7 million Californians from elevated air pollution levels, according to CARB. Dori Chandler, Policy Advocate with the Coalition for Clean Air, said reducing pollution from large ships docked near communities is essential for protecting health and serves as a benchmark for global emissions reductions. Sam Wilson, Senior Analyst with theUnion of Concerned Scientists, stated that the At-Berth and Commercial Harbor Craft regulations address the air quality crisis harming millions of Californians. He noted that the At-Berth regulation alone is estimated to result in net health benefits that far outpace ongoing costs to industry during its first decade. Wilson said the current administration's efforts to strip California's authority would harm over 10 million Californians living near freight facilities. Jasmin Vargas, Air Quality and Clean Port Campaign Director at the Environmental Health Coalition, said the EPA is attempting to roll back two effective rules without evidence that the maritime industry is hurting. She described the action as putting industry profits over children's health. Shannon Olivieri Hovis, Chief Strategy Officer at California Environmental Voters, stated that California has led the nation with stronger transportation standards that have worked. She said the two standards are expected to cut cancer risk in half in coming decades, and called for state leaders to defend California's clean air leadership. Ports have made progress toward zero-emission futures. ThePort of Los Angeles, which receives 40% of the nation's cargo volume, received $15 million in Clean Ports Program funds for shore power deployment at the Wallenius Wilhelmsen Auto Terminal. David Pettit, senior attorney at theCenter For Biological Diversity, said the Trump administration will do anything to prop up oil company profits even if it harms Californians' health. He stated that port-related pollution protections have saved lives. Veronica Eady, Executive Director of the West Oakland Environmental Indicators Project, said diesel pollution from ocean-going vessels is a silent killer in port-adjacent communities like West Oakland. She noted that the waivers have allowed ships at the Port of Oakland to plug into the electric grid and shut off diesel engines, cutting a major pollution source. Katherine Garcia, Sierra Club's Clean Transportation for All Campaign Director, said the Trump administration is abusing its authority to do the bidding of the fossil fuel industry. She called the attempt to nullify waivers a political attack on California's ability to reduce toxic diesel pollution. In June 2026, California Attorney General Rob Bonta, Governor Gavin Newsom, and CARB filed a motion for a preliminary injunction to block the Trump administration's actions targeting four Clean Air Act preemption waivers. These waivers concern CARB's 2008 Greenhouse Gas Emission Standards for cars, 2012 Emissions Standards for Cars, and 2022 Small Offroad Engine Rule amendments. California also filed a lawsuit challenging the EPA's latest attack on state efforts to improve air quality. Attorney General Bonta stated at the time that the administration's assault on California's waivers is politically motivated and that the state will not stand for it. Making Data-Driven Decisions to Grow Your Business A Quick Overview of Market Performance Understanding the Current State of The Market and its Prospects Finding New Products to Diversify Your Business Choosing the Best Countries to Establish Your Sustainable Supply Chain Choosing the Best Countries to Boost Your Export The Latest Trends and Insights into The Industry The Largest Import Supplying Countries The Largest Destinations for Exports The Largest Producers on The Market and Their Profiles The Largest Markets And Their Profiles Instant access. 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1. I rischi per la salute derivanti dall'inquinamento atmosferico Negli ultimi anni, molte città del Vietnam hanno registrato frequentemente livelli di indice di qualità dell'aria (AQI) classificati come "scarsi", "cattivi" o addirittura "molto cattivi", soprattutto durante l'inverno e la primavera o in caso di inversione termica. Secondo l'Organizzazione Mondiale della Sanità (OMS), l'inquinamento atmosferico è uno dei maggiori rischi ambientali per la salute umana, collegato a circa 7 milioni di morti premature ogni anno in tutto il mondo. Tra gli inquinanti, le polveri sottili PM2.5 sono quelle che destano maggiore preoccupazione a causa delle loro dimensioni estremamente ridotte, che consentono loro di penetrare in profondità negli alveoli e persino di entrare nel flusso sanguigno, aumentando il rischio di malattie cardiovascolari, ictus, asma, broncopneumopatia cronica ostruttiva (BPCO) e molti altri problemi di salute. L'indice di qualità dell'aria (AQI) è stato ideato per aiutare le persone a capire quando modificare le proprie attività quotidiane al fine di ridurre l'esposizione all'inquinamento atmosferico. Più alto è l'AQI, maggiore è il rischio per la salute. Quando l'AQI raggiunge valori compresi tra 151 e 200 (livello dannoso per la salute), chiunque può iniziare a risentirne; i soggetti più sensibili possono essere colpiti in modo più grave. Pertanto, si consiglia di ridurre il tempo di esposizione all'aria inquinata, evitando in particolare attività all'aperto intense o prolungate. 2. Cosa fare quando la qualità dell'aria è scarsa 2.1. Monitorare l'indice di qualità dell'aria (AQI) prima di uscire. Si tratta di un passo semplice ma cruciale per la popolazione. L'OMS afferma che l'indice di qualità dell'aria (AQI) è concepito per tradurre i dati tecnici in informazioni facilmente comprensibili, aiutando le persone a decidere se uscire di casa o modificare le proprie attività quotidiane. Se l'indice di qualità dell'aria (AQI) è a un livello elevato: Limitate le attività all'aperto non necessarie. Se proprio devi uscire, cerca di ridurre al minimo il tempo che trascorri all'aperto. Monitora le previsioni dell'indice di qualità dell'aria (AQI) perché la qualità dell'aria può cambiare di ora in ora. Molte persone prestano attenzione solo alle previsioni del tempo e dimenticano di controllare l'indice di qualità dell'aria (AQI). Tuttavia, anche in una giornata serena, possono essere presenti elevate concentrazioni di particolato fine. 2.2. Ridurre al minimo le attività fisiche intense all'aperto. Quando l'indice di qualità dell'aria (AQI) è elevato, un'attività fisica intensa all'aperto porta il corpo a inalare più aria, aumentando così la quantità di inquinanti che entrano nei polmoni. Se l'AQI è a un livello critico: Non dovresti fare jogging all'aperto. Le gare ciclistiche di lunga distanza sono temporaneamente sospese. Limitare le attività sportive all'aperto. Se devi fare esercizio fisico, dovresti spostarti in un ambiente chiuso con una buona qualità dell'aria. Evitate di fare jogging all'aperto quando l'indice di qualità dell'aria (AQI) è elevato. 2.3. Chiudete le finestre e mantenete l'aria all'interno della casa più pulita. L'OMS raccomanda di ridurre l'infiltrazione dell'inquinamento esterno negli ambienti interni durante i periodi di scarsa qualità dell'aria. Ciò può essere fatto attraverso: Chiudete le finestre quando i livelli di inquinamento esterno sono elevati. Limitare il tempo in cui le porte rimangono aperte. Se si utilizza l'aria condizionata, dare priorità alla modalità di ricircolo dell'aria interna quando possibile. Evitate di creare ulteriori fonti di inquinamento negli ambienti chiusi, come fumare, bruciare incenso, carbone o candele profumate. Se possibile, i purificatori d'aria con filtri HEPA possono contribuire a ridurre la concentrazione di polveri sottili in una stanza, ma non sostituiscono l'eliminazione della fonte di inquinamento. 2.4. Indossare il tipo corretto di mascherina quando si esce di casa. L'OMS suggerisce che le mascherine possono contribuire a ridurre l'inalazione di polveri sottili se si utilizza il tipo corretto e si indossano in modo appropriato; le opzioni raccomandate sono N95, KN95, KF94 o altri tipi in grado di filtrare le particelle di polvere fine con uno standard equivalente. Le mascherine in tessuto o le normali mascherine chirurgiche bloccano principalmente le goccioline e sono molto meno efficaci nel filtrare le polveri sottili rispetto alle mascherine con filtro specializzato. 2.5. Proteggere le persone vulnerabili Secondo il CDC statunitense , i seguenti gruppi sono maggiormente colpiti dall'aumento dei livelli di AQI: bambini, anziani, donne in gravidanza, persone con asma, persone con BPCO, persone con malattie cardiovascolari, persone con diabete e lavoratori all'aperto. Per questi gruppi, è consigliabile ridurre al minimo il tempo trascorso all'aperto, assicurarsi di avere una scorta adeguata dei farmaci prescritti e monitorare l'eventuale comparsa di sintomi insoliti. 2.6. Bevi abbastanza acqua e mantieni uno stile di vita sano. Sebbene bere acqua non possa "eliminare le polveri sottili" dai polmoni, mantenersi adeguatamente idratati aiuta le mucose delle vie respiratorie a funzionare in modo più efficace e favorisce la salute generale; si raccomanda inoltre di consumare abbondanti quantità di verdura a foglia verde e frutta, dormire a sufficienza ed evitare di fumare e di esporsi al fumo passivo. 2.7. Sapere quando consultare un medico. La maggior parte delle persone sane manifesta solo sintomi lievi in ​​seguito a una breve esposizione all'aria inquinata. Tuttavia, è necessario consultare un medico se si verificano: difficoltà respiratorie in progressivo peggioramento, dolore al petto, tosse persistente, respiro sibilante, attacchi d'asma che non rispondono ai farmaci, vertigini o svenimenti. Le persone con malattie cardiache o malattie polmonari croniche dovrebbero contattare tempestivamente il proprio medico se i sintomi sono più gravi del solito.

La portacontainer entra in servizio sulla rotta Asia-Europa dell’Ocean Alliance, proseguendo il piano di rinnovo della flotta di Evergreen Pechino – Samsung Heavy Industries (Shi) ha consegnato a Evergreen Marine la Ever Even, sesta di una serie di 16 portacontainer dual fuel a metanolo da 16.556 teu ordinate nel 2023 per un valore di circa 195 milioni di dollari ciascuna. La nuova unità appartiene alla classe E-Class ed è lunga 369 metri, larga 53,6 metri e presenta una portata lorda di 184.268 tonnellate. La propulsione è affidata a un motore Man B&W dual fuel di ultima generazione da 43.200 kW, che consente una velocità di servizio fino a 22 nodi. La nave è inoltre dotata di cinque generatori con una potenza complessiva di 20.360 kW, sufficiente ad alimentare circa 1.200 container reefer. La Ever Even sarà impiegata sul servizio Neu7 (Ces) dell’Ocean Alliance, dove sostituirà la Ever Fit da 11.800 teu. Il collegamento viene operato con una flotta composta dalle portacontainer G-Class da 20.160 teu, dalle nuove E-Class e da ulteriori unità con capacità comprese tra 14.000 e 15.000 teu. L’investimento rientra nel programma di rinnovamento della flotta di Evergreen, che punta sull’impiego di navi alimentate a metanolo per ridurre le emissioni e migliorare l’efficienza energetica dei servizi intercontinentali. Con il progressivo ingresso in servizio delle nuove unità dual fuel, Evergreen conferma la crescente diffusione del metanolo come combustibile alternativo nel settore container, una scelta che coinvolge un numero sempre maggiore di armatori impegnati nella decarbonizzazione del trasporto marittimo.

Al via la piattaforma Ecobonus in attuazione del dpcm che ha rifinanziato il fondo a sostegno del settore automotive. A partire da mercoledì 29 luglio, dalle ore 12.00, sarà possibile prenotare gli incentivi destinati all’acquisto di veicoli commerciali a basse emissioni appartenenti alle categorie N1 e N2. Saranno inoltre disponibili i contributi per il retrofit a GPL e metano, destinati all’acquisto e all’installazione di impianti di alimentazione su autoveicoli di categoria M1 con classe ambientale non inferiore a Euro 3. Per il 2026, le due misure dispongono di una dotazione finanziaria pari rispettivamente a 40 milioni di euro e 4 milioni di euro. Possono accedere alle agevolazioni per l’acquisto dei veicoli commerciali le piccole e medie imprese che esercitano attività di trasporto di merci in conto proprio o in conto terzi. I contributi sono riconosciuti anche alle società di noleggio che acquistano un veicolo commerciale per concederlo in locazione a una PMI operante nel settore del trasporto di merci, mediante un contratto di durata non inferiore a tre anni. Per quanto riguarda il contributo destinato al retrofit GPL/Metano, possono accedere all’agevolazione le persone fisiche e giuridiche che installano nuovi impianti di alimentazione a GPL o metano su autoveicoli M1 omologati in una classe ambientale non inferiore a Euro 3. – Foto Mimit – (ITALPRESS).

PESARO - L’antenna resta sul monte Subasio: il responso dei tecnici ieri mattina a Borgo Santa Maria ha dato pochissime speranze a quella fetta di residenti che da settimane contestano l’installazione della stazione radio-base, non troppo distante dalle abitazioni e dalla scuola dell’infanzia. APPROFONDIMENTI IL GESTO Scritte contro Meloni e la Lega sulla cabina Enel: la condanna del sindaco di Fano, Luca Serfilippi Le richieste Nell’ottavo quartiere cittadino succede quello che è già accaduto qualche anno fa in altre zone: una volta montate dai colossi telefonici, anche i Comuni hanno le mani legate. Non demorde però il comitato di cittadini, che questa sera in Consiglio di quartiere promette di dare battaglia supportato anche dal consigliere regionale di centrodestra Nicolò Pierini (Lega). “Quell’antenna ve la dovete tenere”, così si potrebbe riassumere il verdetto dell’assessora all’ambiente Maria Rosa Conti e dei tecnici del servizio Suap edilizia privata che insieme al presidente di quartiere Fabio Zaffini sono saliti sulla collinetta del Subasio per verificare il luogo ed effettuare alcune prime misurazioni. I controlli sul palo hanno confermato la regolarità della struttura e secondo i tecnici, l'impianto rispetta gli standard di sicurezza e i requisiti di legge vigenti. Presenti al sopralluogo anche cittadini e i referenti del comitato di quartiere. I tecnici del servizio ambiente e Suap hanno analizzato le “emissioni teoriche” di elettromagnetismo che quella stazione una volta in funzione potrebbe produrre. In pratica è stato spiegato che già Arpam (unico ente deputato alle misurazioni e ai controlli sulle emissioni) ha dato parere favorevole. Rilevazioni e dati tecnici presi nel corso del sopralluogo e che in queste ore vengono elaborati. Tra questi i parametri precisi fra cui l’esatta distanza dall’antenna dalle abitazioni, verranno comunicati solo questa sera nell’assemblea di quartiere. Il comitato La risposta puramente burocratica non ha però rassicurato il neonato comitato, che ha ribadito tutti i propri dubbi e la netta contrarietà. «Prendiamo atto delle dichiarazioni sulla regolarità formale delle carte – dichiarano i portavoce del comitato tra cui l’ex colonnello della Gdf Antimo Puca e Giovanni Zona –. Ma la conformità tecnica non sana una scelta politica e urbanistica sbagliata: stiamo parlando di un traliccio posizionato a ridosso di abitazioni, di un parco giochi frequentato quotidianamente e a soli 150/200 metri da una scuola primaria e dell’infanzia». Le preoccupazioni I residenti sottolineano come la legge quadro nazionale numero 36 del 2001 e i regolamenti locali nascano proprio per minimizzare l’esposizione ai campi elettromagnetici attraverso una localizzazione accorta e ben lontana dai cosiddetti “siti sensibili”. Ed ancora insistono: «Chiediamo al sindaco e alla giunta di non trincerarsi dietro la burocrazia. Il Comune ha il potere e il dovere politico di sospendere l’attivazione in autotutela e convocare un tavolo tecnico con il gestore per individuare un sito alternativo e delocalizzato». Anche per questo la mobilitazione «prosegue e la raccolta firme andrà avanti nei prossimi giorni per essere presentata ufficialmente al protocollo del Comune».

CALIFORNIA ENVIRONMENTAL VOTERS * CENTER FOR BIOLOGICAL DIVERSITY * COALITION FOR CLEAN AIR * ENVIRONMENTAL HEALTH COALITION * FRIENDS OF THE EARTH * GREENLATINOS * LITTLE MANILLA RISING * MOVE LA * OCEAN CONSERVANCY * PACIFIC ENVIRONMENT * SIERRA CLUB * UNION OF CONCERNED SCIENTISTS * WEST OAKLAND ENVIRONMENTAL INDICATORS PROJECT WASHINGTON, DC — TheU.S. Environmental Protection Agency transmittedtwo additional California waivers to Congress, including the Ocean-Going Vessels At Berth and Commercial Harbor Craft waivers. For 50 years, the precedent set under both Democratic and Republican administrations is that Clean Air Act waivers are not rules and are therefore not subject to review under the Congressional Review Act (CRA). EPA’s move to reclassify them is not only a misuse of CRA, but an unlawful and reckless attack on vital clean air protections. “The federal government’s attack on California’s At Berth and Commercial Harbor Craft waivers is a misuse of the Congressional Review Act. For more than 50 years, Clean Air Act waiver programs have been respected by Republican and Democratic administrations alike. Instead of playing politics with our health, undermining the regulatory certainty businesses rely on and jeopardizing billions of dollars in public and private investments made under these life-saving rules, Congress should recognize this blatant overreach by the oil and gas industry to continue to put profits over people. Communities, workers, businesses and our economy will pay the cost, not polluters, if Congress repeals California’s Clean Air waivers,” saidDavina Hurt, climate policy director at Pacific Environment. The At Berth regulation provides regulatory certainty to the shipping industry, and is not a fly-by-night regulation. To protect public health, improve the environment and meet the requirements of the federal Clean Air Act, California has been regulating emissions from ships docked at port through the At Berth Regulation since 2007. These rules were updated in 2020. Compliance requirements for the regulation have been phased in for over a decade based on vessel type and location, starting in 2014 with the last requirements becoming enforceable in 2027. Shipping companies, ports, terminal operators, utilities and equipment manufacturers have made long-term investments based on this established regulatory framework. Shore power infrastructure has been built, vessels have been retrofitted, equipment has been purchased and workers have been hired to design, construct, install, operate and maintain these systems.Attempting to unwind a decades-long regulatory program after those investments have already been made risks creating stranded assets, disrupting business planning, discouraging future private investment and placing companies that invested in America at a competitive disadvantage. “Once again, EPA is targeting the communities already most burdened by polluted air. The At Berth and Commercial Harbor Craft rules exist because Latine and other frontline families living next to the Ports of Los Angeles and Long Beach have suffered decades of diesel pollution, asthma and premature death from idling ships and outdated harbor craft. Weaponizing the Congressional Review Act to strip California of its Clean Air Act waiver authority knowingly hands polluters a green light to keep dumping toxic emissions into our neighborhoods. GreenLatinos calls on Congress to reject this reckless policy attack and stand with the people in port communities who bear the true cost of dirty air,” saidAndrea Marpillero-Colomina, Ph.D., sustainable communities policy advisor at GreenLatinos. California Air Resources Board (CARB)’s economic analysis of the impacts of the 2020 At Berth Regulation update estimated that compliance with the regulation would cost about $0.0079 per gallon of fuel in the state supply (SRIA Appendix D, page 281 to 287). Even if the entire cost of compliance is passed down to the consumer, which is a needless assumption, given that the average California driver uses 350 gallons of gas a year, the impact to any driver will be less than $3 per year. Californians would pay pennies while saving billions of dollars in health care costs and cleaner air. Without these rules, it will undermine public health, regulatory certainty, and investments that businesses have already made to comply with the law. “Frontline communities suffer the impacts of living next to our ever-expanding desire for goods to be shipped directly to our homes. This capricious and illegal act by the Federal government will hurt local businesses, undermine good-paying jobs and harm local residents. Move LA opposes this change and calls on Congress and the State of California to stop it in its tracks,” saidEli Lipmen, executive director of Move LA. “Portside communities already bear an unfair share of the health and environmental burden from freight pollution. Many neighborhoods near California’s ports are home to disproportionately low-income residents and communities of color who face elevated rates of asthma, cardiovascular disease and other pollution-related illnesses. California’s Clean Air Act waivers are a vital tool for requiring cleaner technologies that reduce harmful emissions from marine vessels and port operations. If these waivers are overturned through the Congressional Review Act, residents living near ports would face higher pollution levels, delayed health protection, reduced state authority to address local environmental harms and a widening of existing environmental inequities. California must retain the flexibility to adopt stronger standards where federal protections fall short and where communities urgently need cleaner air,” saidTerrance L. Bankston, ports campaign manager at Friends of the Earth (FOE). The At Berth and Commercial Harbor Craft regulation saves costs and lives. The 2020 At-Berth Regulation will reduce potential cancer risk for California’s portside communities by about 60%. According to CARB’s initial analysis, the amended regulation will save 230 lives and prevent 73 hospital admissions and 116 emergency room visits statewide.These health benefits are valued at $2.31 billion. “At this point every American knows all too well the impacts of poor air quality, thanks to this summer’s wildfires. But for port communities exposed to dirty shipping fumes, this is a year-round reality. They always have to worry about the air they’re breathing. Removing these protections is illegal and guaranteed to make air quality worse,” saidCaroline Bonfield, Ocean Conservancy’s senior U.S. policy manager for climate. The Commercial Harbor Craft Rule will save 530 California lives and protect 9.7 million Californians from elevated levels of air pollution, according to CARB. Frontline Black and brown communities have been bearing the brunt of pollution for far too long and moving to zero-emissions ferries and away from diesel and other toxic fossil fuels would clear the air for port neighbors. “Reducing pollution from large ships when they are docked near our communities through the at berth rule is essential to protecting the health of Californians and a benchmark for emissions reductions globally. Rolling back these emission standards will take away good jobs, detrimentally impact communities living nearest to these emissions and prevent healthy competition in a pollution reduction market that is already up and running,” saidDori Chandler, policy advocate with the Coalition for Clean Air. “The At-Berth and Commercial Harbor Craft regulations are impactful methods to address the compelling and extraordinary air quality crisis harming the health, well-being and productivity of millions of Californians. While EPA focuses on compliance costs, many of which reflect investments already made by industry, it ignores both the economic costs of air pollution. The At-Berth regulation alone is estimated to result in net health benefits that far outpace on-going costs to industry during its first decade of implementation. The Trump Administration’s efforts to strip California of its authority to enforce these and other proven, cost-effective public health protections would harm the over 10 million Californians living near freight facilities, create additional regulatory uncertainty for industry and undermine our nation’s progress toward a cleaner, modern and more internationally competitive freight system,” saidSam Wilson, senior analyst with the Union of Concerned Scientists. “Without any actual evidence that the maritime industry is hurting, the EPA is attempting to roll back two of the most effective rules California has to protect Portside communities from the health risks of lung-damaging pollution. This is another example of the current federal government putting industry’s profits over children’s health. Years of environmental justice wins are at stake if the Trump administration gets their way,” saidJasmin Vargas, air quality and clean port campaign director at Environmental Health Coalition Eliminating this rule would do virtually nothing to lower prices at the pump while sacrificing significant public health benefits. You can’t deregulate your way out of global oil price volatility. All you are doing is increasing pollution and undermining investments that industry has already made to comply with the law. “For decades, California has led the nation by adopting stronger, health-based transportation standards to tackle our state’s severe air pollution — and it’s worked. We’ve become the gold standard for protecting public health. These two standards alone are expected to cut cancer risk in half in the coming decades. Now, the Trump Administration is selling off our clean air to protect corporate polluters’ bottom line. If there was ever a time for California congressional and state leaders to stand shoulder to shoulder in defense of our state’s clean air leadership, it’s now,” saidShannon Olivieri Hovis, chief strategy officer at California Environmental Voters. Ports have made significant progress and investments in a zero-emission free future. In a Bloomberg opinion piece, columnistDavid Fickling said, “…it’s remarkable how quickly parts of the sector have been quietly going electric. Almost all large gantry cranes — the vast metal structures that move shipping containers from deck to shore and around the port — are now grid-powered rather than dependent on engines.” Ports are also leveraging federal funding under the Clean Ports Program on their road to decarbonization. For example, the Port of Los Angeles, which receives 40% of the nation’s cargo volume, received $15M in Clean Ports Program funds for shore power deployment at Wallenius Wilhelmsen Auto Terminal. “The Trump administration will do anything to prop up oil company profits, even if it means harming Californians’ health. Port-related pollution protections have been successful at saving lives and there’s no support for wiping out these common-sense rules. Trump’s scheme won’t help oil companies or anyone else, but it will make our communities sicker, less safe and more polluted,”saidDavid Pettit, senior attorney, Climate Law Institute at the Center For Biological Diversity. ​​”Diesel pollution from ocean-going vessels is a silent killer in port-adjacent communities like West Oakland,” saidVeronica Eady, executive director of the West Oakland Environmental Indicators Project.“Our neighbors deal with higher rates of stroke, asthma and other illnesses because of nonstop air pollution from the Port of Oakland. The Ocean-Going Vessels At Berth and Commercial Harbor Craft waivers have been a huge success for our community: they’ve allowed ships at the Port of Oakland to plug into the electric grid and shut off their diesel engines, cutting a huge source of air pollution. The EPA’s attack on these waivers is an attack on the health of communities like ours.” “The Trump administration is once again abusing its authority to do the bidding of the fossil fuel industry at the expense of people’s health, saidKatherine García, Sierra Club’s Clean Transportation for All campaign director. “This sham attempt to nullify waivers is nothing more than a political attack on California’s ability to reduce the toxic diesel pollution spewing from ships, ferries and tugboats. Congress should reject this blatant overreach. Sierra Club will continue fighting to defend these life-saving protections and states’ rights to protect the air their residents breathe.” InJune 2026, California Attorney General Rob Bonta, Governor Gavin Newsom and California Air Resources Board (CARB)filed a motion for a preliminary injunctionto block the Trump administration’s recent actions targeting four Clean Air Act preemption waivers previously granted to California. The four waivers — which concern CARB’s 2008 Greenhouse Gas Emission Standards for cars; CARB’s 2012 Emissions Standards for Cars (Advanced Clean Cars I Rule); and 2022 Small Offroad Engine Rule amendments — enable California to enforce state-level emission standards to address its severe air pollution. Additionally, California filed alawsuitchallenging EPA’s latest attack on states’ efforts to improve air quality and protect public health. “The Trump Administration is resorting to a familiar illegal playbook. Its continuous, outright assault on California’s waivers is blatantly politically motivated and California won’t stand for this,”said Attorney General Bontaat the time. “We’re asking the court to stop the Administration’s latest attack on our waivers that threatens both public health and good, green jobs that bolster our economy.” ### Pacific Environmentconfronts our most urgent environmental issues by connecting local and global movements, catalyzing policy change and inspiring action for the benefit of people and our planet. Together, we promote a healthy climate, reduce pollution and conserve biodiversity for an equitable and thriving future.

«Siamo alla follia più totale, a un approccio che ignora la realtà industriale. E che ha come risultato quello di arrecare un gravissimo danno alla seconda manifattura d'Europa, all'economia nazionale, in un momento storico nel quale si parla di autonomia strategica». Antonio Gozzi , presidente di Federacciai , non nasconde i timori dopo la sentenza della Corte d'Appello di Milano che impone all' Ilva di Taranto di fermare l'area a caldo, il cuore di quello che era un tempo il più grande impianto siderurgico d'Europa. «Siamo alla follia più totale, a un approccio che ignora la realtà industriale. E che ha come risultato quello di arrecare un gravissimo danno alla seconda manifattura d'Europa, all'economia nazionale, in un momento storico nel quale si parla di autonomia strategica». Antonio Gozzi, presidente di Federacciai, non nasconde i timori dopo la sentenza della Corte d'Appello di Milano che impone all'Ilva di Taranto di fermare l'area a caldo, il cuore di quello che era un tempo il più grande impianto siderurgico d'Europa. Siamo alla chiusura di Ilva? «Penso proprio che sia impossibile a questo punto proseguire a produrre acciaio. Le conseguenze saranno gravissime per migliaia di lavoratori, per le loro famiglie e per l'intera filiera del comparto. Per esempio, nella sentenza del Tribunale di Milano, si impongono sulle emissioni di polveri sottili limiti addirittura più bassi, che vanno oltre quelli garantiti dalle best available technology in Europa. Pretendere, poi, la rimozione dell'amianto dai cowper di un altoforno significa imporre una prescrizione incompatibile con la tecnologia stessa dell'impianto: è come pretendere che un'automobile possa funzionare senza motore». La magistratura rivendica il diritto di tutelare la salute dei cittadini. «La tutela della salute è sacrosanta. Ma qui siamo alla solita questione se sia legittimo per la magistratura intervenire in campi che sono di competenza dell'amministrazione. Perché la definizione dell'Aia ambientale o dei limiti di emissioni non spettano ai magistrati, ma alle autorità preposte in tutta Europa per rilasciare questi permessi. E aggiungo che l'Aia, lo strumento con il quale si devono contemperare le esigenze di ambiente e lavoro, era già "ultra petita": c'erano prescrizioni eccedenti rispetto alle soluzioni tecnologiche disponibili sul mercato, tanto che si era chiesto un periodo di sperimentazione». L'ha sorpresa questo esito? «Nella mia relazione all'assemblea di Federacciai del dicembre del 2025 ho detto che per chiamare industriali a riavviare l'Ilva, bisognava costruire le condizioni abilitanti perché si possa fare industria a Taranto. Tra queste, le prime due erano chiedere agli enti locali se volevano ancora la siderurgia per quanto decarbonizzata e se la magistratura sarebbe rientrata nell'alveo delle sue prerogative, consentendo lo svolgimento di queste attività. Sono stato un buon profeta, perché come si fa andare a lavorare in un posto quando un giudice decide - e non è il suo compito - se tenere aperta o meno l'area a caldo? Spesso si dimentica che parliamo di uno stabilimento che, dopo tutti gli interventi già realizzati, è il più ambientalizzato d'Europa». Ne risentirà anche l'attrattività italiana? «La siderurgia italiana, ma questo discorso vale anche per l'industria di base tout court, è la prima al mondo per decarbonizzazione: nessun Paese al mondo come il nostro produce il 90 per cento dell'acciaio da forno elettrico. Ma se continua questo approccio persecutorio nei confronti delle imprese, è difficile che qualcuno investa ancora da noi. Italiano o straniero che sia». Tra gli ostacoli all'industria c'è anche l'approccio della Ue verso le tematiche ambientali. «Certo, e la partita principale è quella dell'Ets (la principale tassazione Ue sulle emissioni di carbonio, ndr). Rispetto alla quale qualcosa si sta muovendo dopo che l'Italia ha messo insieme dieci Paesi per chiedere modifiche più sostanziali rispetto a quelle proposte dall'Europa. Confindustria è riuscita a firmare un documento con le omologhe Bdi tedesca e Medef francese, che va in questa direzione con richieste più incisive come la sospensione dell'Ets marittimo e quello aeronautico. E mi chiedo come farà la Commissione a far finta che queste posizioni non esistano». Intanto chiedete di estrendere il sistema della Carbon capture. Finalmente anche l'Europa ne parla e non era scontato questo perché quando c'è stata la famosa tassonomia, cioè l'elenco delle tecnologie "eligible", finanziabili con interventi europei, le Carbon capture prima non esistevano, poi sono state allargate solo ai processi industriali non elettrificabili. Adesso però l'attuale crisi energetica fa vedere, anche se l'Europa non ha il coraggio di dirlo, che la tassa carbonica sui termoelettrici fa aumentare i costi nel Vecchio Continente sui 25-30 euro al megawattora. Il governo con il decreto Bollette ha provato fare questo decoupling, per evitare che questa accisa aumentasse i prezzi dell'energia. Ma la Ue non ha ancora risposto alle richieste del nostro Paese perché l'eliminazione dell'Ets sul turbogas viene vista come una bestemmia contro il mainstream legato al Green Deal». Quindi? «Parlo da presidente di Federacciai, cioè da uno che vuole mantenere il vantaggio competitivo dato dalla decarbonizzazione: io sono interessato ad abbassare i prezzi dell'energia per l'industria di base. E un modo per farlo è eliminare quel peso delle CO2 sugli impianti termoelettrici. E il mio ragionamento è il seguente: il Pniec ci dice che noi avremo un'esplosione dei consumi di elettricità, che quasi raddoppieranno nei prossimi anni per una diffusa elettrificazione chiesta dall'Europa e per alimentare data center, l'intelligenza artificiale e auto elettriche. Ma per rispondere a queste esigenze non basteranno le rinnovabili, che sono intermittenti e non programmabili, mentre l'industria di base o gli ospedali hanno bisogno di energia continua. E purtroppo il nucleare non arriverà prima di quindici o vent'anni. Invece noi abbiamo un'importante riserva elettrica rappresentata dalle nostre centrali termoelettriche. Che con le tecnologie delle carbon capture, tra l'altro realizzate in larga parte in Italia, ci consentiranno di avere ancora nel prossimo ventennio una importante potenza generativa decarbonizzata, anche sfruttando le ampie disponibilità di gas a nostra disposizione, senza pagare la tassa carbonica».

On June 23, 2026, the Port of San Diego Board of Port Commissioners approved an agreement with PortXchange for EmissionInsider to become the 14th project supported through its Blue Economy Incubator. Established in 2016, the program supports sustainable, ocean-based technologies that contribute to a more resilient and innovative blue economy across the San Diego region. For years, decarbonization has become one of the maritime industry’s defining ambitions. Yet while environmental commitments have grown stronger, more attention needs to be paid to improving the accuracy of emissions data to support better informed decision-making at ports, particularly when it comes to ships and other activities beyond their direct control. Ambitious targets alone do not reduce emissions. Better operational understanding does. That is why EmissionInsider was developed. The platform enables ports to collect, integrate, analyze, and report emissions data across their operations, providing greater visibility of direct, indirect, and value chain-related emissions and helping organizations understand where emissions are occurring, where operational bottlenecks exist, and where improvements can have the greatest impact. The platform will help inform the Port of San Diego’s future planning, reporting, and environmental decision-making. Sjoerd de Jager, PortXchange Co-Founder and Managing Director, said: “We are truly proud to partner with the Port of San Diego, a port that has long set the standard for environmental leadership in the United States. “Decarbonization is the defining challenge of our time, and moments like these remind us why we do what we do. With EmissionInsider, we’re helping ports better understand emissions from ships and other outside operations they don’t directly control, so they can take informed action to reduce air pollution and advance decarbonization. This is exactly the kind of partnership that moves the maritime industry forward.” For PortXchange, the agreement represents more than another technology deployment. It reflects a growing recognition that environmental leadership is no longer defined by the ambition of a strategy alone, but by the quality of the operational decisions that follow. As regulatory expectations increase and pressure grows to demonstrate measurable environmental progress, ports will need more than sustainability commitments. They will need confidence in the data on which those commitments are built.

The cable ship will be built at Colombo Dockyard in Sri Lanka, with scheduled delivery in Q4 2029. Designed specifically for fiber optic submarine cable repair operations, this new build represents a significant investment in the future of Global Marine Group’s fleet and the markets we serve. Based on a proven next-generation vessel design, the new build will deliver enhanced operational performance while setting new standards in efficiency and sustainability. It marks the first step in a planned and phased renewal of the company’s fleet, introducing a modern, hybrid-powered platform optimized for subsea cable maintenance. The new vessel has been engineered with a strong focus on station-keeping capability and reduced fuel consumption. Key features include: Together, these capabilities deliver meaningful reductions in CO2 and NOx emissions, alongside improved operational reliability. Simon Hibberd, Chief Executive Officer, Global Marine Group, said: “This new build is about investing ahead of demand. It ensures Global Marine has the capability, capacity, and efficiency required to support the next generation of subsea cable networks while reinforcing our position as the market-leading provider of maintenance services worldwide. “We are delighted to be partnering with Colombo Dockyard on this important project and look forward to welcoming the vessel into service in 2029.” This new build, alongside the recent acquisition of CSClipper, represents a significant renewal of the company’s operational fleet. It strengthens Global Marine Group’s ability to support long-term maintenance contracts with the world’s leading cable owners, while positioning us to capitalize on the growing demand in the subsea cable market. As the industry enters a phase of structural expansion and tighter environmental regulation, investing in modern, fuel-efficient vessels ensures we remain competitive, resilient, and ready to meet future challenges. With cutting-edge hydrodynamic design and a specification tailored to Global Marine Group’s exact operational requirements, this vessel will be built for long-term performance, delivering strong sea-keeping capabilities and full lifecycle value. In a market with increasing demand, this investment puts us in a strong position to win and retain work in the years ahead.

Published byJessica Casey,EditorLNG Industry,Monday, 27 Jul 26 The Province of B.C. has taken a key step to enable FortisBC to move forward with the expansion of its Tilbury LNG facility in Delta. “The expansion of the Tilbury LNG Facility is an investment in B.C.’s future, creating jobs, growing our economy and helping reduce emissions through an investment of more than CAN$2 billion,” said Adrian Dix, Minister of Energy and Climate Solutions. “By helping move this project forward, we’re also creating an opportunity for Musqueam Indian Band to become an equity partner, advancing economic reconciliation while supporting a cleaner alternative to traditional marine fuels like diesel.” The Tilbury Phase 1B expansion is expected to provide significant revenues to all levels of government, create highly skilled employment for B.C. residents and reduce emissions by offering a cleaner alternative to conventional marine fuels. Recognising the project’s significant economic and reconciliation benefits, the Province has issued an order in council (OIC) that exempts the Phase 1B expansion from the need to obtain a Certificate of Public Convenience and Necessity under the Utilities Commission Act. It provides greater regulatory certainty and optimises the overall investment to be made by FortisBC. The amendments establish a framework to support the expansion and enable Musqueam Indian Band to acquire interests in the project through a partnership with FortisBC. It represents a step forward for a project that will deliver significant economic and environmental benefits for B.C., and to meeting the Province’s 10-year goal of attracting CAN$200 billion in major-project investment, as outlined in the Look West strategy. Phase 1B of the expansion of FortisBC’s Tilbury LNG Facility will increase the facility’s capacity to produce LNG. The expansion helps meet rising demand for LNG fuelling service at the Port of Vancouver and improves access to LNG fuelling for vessels travelling along the western coast of North America and across the Pacific. Using LNG in place of traditional bunker fuels, such as diesel, can play a significant role in decarbonizing the domestic and global shipping industry while improving air quality for coastal communities. Compared to conventional marine fuels, LNG can reduce greenhouse gas emissions by as much as 25%, reduce nitrous oxide by 76%, sulfur oxides by 90%, and particulate matter by 90%. The expansion also represents an opportunity to create good-paying jobs, strengthen B.C.’s economy and advance economic reconciliation through First Nations ownership opportunities. The project helps position the Port of Vancouver as a leading LNG marine fuelling hub, supports the transition to lower-emission marine fuels, strengthens B.C.’s role in a growing global market and will deliver long-term economic benefits for communities throughout the province. “With global uncertainty raising costs for people and businesses, it’s never been more important to take real action on projects that strengthen B.C.’s economic future,” added Ravi Kahlon, Minister of Jobs and Economic Growth, and MLA for Delta North. “This project helps position B.C. as a leading LNG marine fuelling hub, reducing diesel fuel use and displacing higher-emission marine fuels for the international marine industry. It’s exactly the kind of investment our Look West strategy is designed to attract, strengthening B.C.’s role in a growing global market and delivering long-term economic benefits for communities across the province.” The project will remain subject to all other applicable regulatory approvals and permitting requirements before construction can begin. Facility construction could start as early as mid-2027 and be in service as early as 2031. The OIC approved by the Province on 24 July 2026 enables FortisBC to expedite its expansion of more than CAN$2 billion while providing regulatory mechanisms to protect FortisBC ratepayers from rate impacts due to the large investment. Roger Dall’Antonia, President and CEO, FortisBC, commented: “We commend the Province for their leadership in approving these amendments, which will allow us to further decarbonise marine shipping in the Port of Vancouver. Our Tilbury facility is already producing LNG for BC Ferries and Seaspan Ferries. With this expansion, we will be able to produce more lower-carbon LNG to fuel the modern generation of ships visiting our coast. We are proud to partner with the Musqueam Indian Band on this project that will benefit the region for decades to come.” Chief Wayne Sparrow, Musqueam Indian Band, stated: “Musqueam has always been a trading people, and today, we continue to build an economy that creates lasting benefits for our community while contributing to the prosperity of British Columbia. This project reflects the importance of First Nations being owners, not just participants, in major developments on our territories. We welcome the Province’s support for advancing economic reconciliation through equity ownership and look forward to working alongside FortisBC, while continuing to engage with our community, to deliver long-term benefits for our people and the region.” Harly Penner, president, Seaspan Energy Ltd, concluded: “There is a growing demand for LNG as the global shipping industry transitions to lower-emission marine fuels. The proposed expansion of FortisBC’s Tilbury LNG Facility will help us meet that demand and deliver safe, reliable, made-in-B.C. LNG to our global customers. We welcome the Province’s decision to expedite the expansion process and Seaspan Energy is proud to play a role alongside FortisBC in advancing the marine-energy transition on the West Coast.” This article has been tagged under the following: LNG project newsCanada LNG newsNatural gas newsLNG as fuel news

Home » Energia e ambiente » Ets, viceministra Gava “Sempre più Paesi con l’Italia per la riforma” | “Francia? Ci sarà confronto positivo” Ets, viceministra Gava “Sempre più Paesi con l’Italia per la riforma” | “Francia? Ci sarà confronto positivo” La viceministra Gava rilancia la riforma dell'Ets: quote gratuite, porti, isole e competitività tra le priorità. Il punto in vista della "sfida" in Europa ETS, PERCHÉ L’ITALIA CHIEDE UNA REVISIONE DELLE REGOLE L’Italia prova a rafforzare il fronte europeo favorevole alla revisione dell’Emission Trading System (Ets), il meccanismo che impone alle imprese di acquistare quote per compensare le emissioni di CO2. Per il governo la proposta di riforma presentata dalla Commissione Ue è un passo avanti, ma non basta a garantire un equilibrio tra gli obiettivi della transizione ecologica e la tutela della competitività industriale. È questa la linea illustrata dalla viceministra dell’Ambiente e della Sicurezza energetica, Vannia Gava, che vede nel negoziato tra Parlamento europeo e Consiglio l’occasione per correggere alcuni aspetti ritenuti ancora penalizzanti per il sistema produttivo italiano. NO TAV, PONTE E RINNOVABILI | Il campo largo resta prigioniero della cultura del No Secondo Gava, negli ultimi mesi si sarebbe ampliato anche il numero degli Stati membri pronti a sostenere una revisione più incisiva del sistema. “Ci sono le condizioni per una modifica importante“, afferma a Il Secolo XIX la viceministra, convinta che stia crescendo la consapevolezza del rischio di perdere capacità industriale senza ottenere, al tempo stesso, benefici concreti sul piano ambientale. ACCISE DIESEL, TAGLIO DA 17 CENTESIMI | Il rischio di un taglio che può diventare "inutile" L’esecutivo continua a ribadire di condividere gli obiettivi della decarbonizzazione, ma ritiene che il sistema debba accompagnare le imprese lungo il percorso della transizione senza comprometterne la competitività. Per questo per il governo è insufficiente la proposta della Commissione, soprattutto per quanto riguarda il ritmo di riduzione delle quote gratuite di emissione assegnate alle aziende. Per la viceministra, infatti, il prezzo della CO2 dovrebbe essere un incentivo agli investimenti nelle tecnologie pulite e non trasformarsi in un fattore di perdita di competitività rispetto ai concorrenti extraeuropei. Gava ricorda poi come molte imprese abbiano già sostenuto ingenti investimenti per ridurre il proprio impatto ambientale. Eliminare troppo velocemente gli strumenti di tutela rischierebbe di favorire la delocalizzazione della produzione fuori dall’Unione europea, con effetti negativi sia sull’occupazione sia sull’industria continentale. ELETTRIFICAZIONE CONTRO LA CRISI ENERGETICA | "Piano Ue pericoloso, petrolio e gas servono ancora" PORTI, ISOLE E TRASPORTO MARITTIMO: LE MODIFICHE CHIESTE DA ROMA Uno dei capitoli più delicati riguarda il trasporto marittimo: l’Italia teme che l’attuale impianto dell’Ets possa penalizzare i porti europei, in particolare quelli italiani impegnati nei traffici internazionali, favorendo lo spostamento delle rotte verso scali situati fuori dall’Ue. Gava richiama espressamente realtà strategiche come Gioia Tauro, Genova e Trieste, ma anche le prospettive di rilancio di Taranto e Cagliari. Pur riconoscendo alcuni passi avanti ottenuti durante il confronto con Bruxelles (tra cui deroghe per le piccole isole, incentivi ai carburanti alternativi e un primo riconoscimento dei porti di trasbordo), la viceministra ritiene che il testo richieda ulteriori correzioni, al fine di evitare che la transizione ecologica produca effetti distorsivi sulla concorrenza internazionale senza incidere realmente sulla riduzione delle emissioni. Proprio sul tema delle isole, il governo guarda anche alla Francia. La Corsica, ricorda Gava, ha criticità analoghe a quelle di Sicilia e Sardegna, e questo potrebbe favorire un’intesa con Parigi su alcune modifiche delle regole europee. Chiedere maggiore flessibilità non significa mettere in discussione la decarbonizzazione, ma adattarla alle diverse caratteristiche dei territori, e infatti ci sarà “un confronto molto positivo” con Parigi. Tra i temi affrontati c’è anche quello dei carburanti alternativi, visto che per il governo la transizione energetica non può essere affidata a un’unica soluzione tecnologica, ma deve permettere alle imprese di scegliere gli strumenti più adatti ai diversi comparti produttivi. “La transizione energetica deve basarsi su più tecnologie“, afferma Gava, indicando un mix che comprenda elettrificazione, combustibili sostenibili e tutte le innovazioni che potranno raggiungere un adeguato livello di maturità industriale nei prossimi anni, senza escludere a priori nessuna opzione tecnologica. “ETS NON DEVE SPINGERE LE IMPRESE FUORI DALL’EUROPA” Guardando ai prossimi mesi, il governo italiano si dice fiducioso sull’esito del negoziato europeo: la convinzione nasce sia dall’allargamento del fronte dei Paesi favorevoli alla riforma sia dai risultati già raggiunti dall’industria europea sul fronte della riduzione delle emissioni. Gava ricorda che le emissioni industriali si sono ridotte mediamente del 2,5% l’anno, invece il costo delle quote Ets è passato da circa 25 euro a oltre 80 euro per tonnellata di anidride carbonica, senza però determinare un’accelerazione proporzionale della decarbonizzazione. Anche per questo il sistema dovrebbe evolversi privilegiando investimenti, ricerca e innovazione piuttosto che un semplice aumento dei costi per le imprese. “L’Ets non deve spingere la produzione fuori dall’Europa, ma accompagnare una transizione concreta“, conclude la viceministra.

Welcome to motorship.com. This site uses cookies.Read our policy. 2026-07-27T09:54:00+01:00 Senior German policy officer will provide invaluable insights The sole focus of the 2026 Propulsion & Future Fuels Conference’s opening Keynote Panel discussion – potential IMO global shipping emission changes confirmed at MEPC 85 – will benefit from the valued additional expertise of Dipl.-Ing Torsten Mundt. A senior policy officer at the German Federal Ministry of Transport, Mundt is responsible for technical issues under MARPOL Annex VI of the International Maritime Organization (IMO), focusing on greenhouse gas and air pollutant reduction in maritime transport. He is also involved with the Marine Environment Protection Committee (MEPC) and other EU bodies, and is the head of Germany’s delegation to the IMO Sub-Committee on Pollution Prevention and Response (PPR). As previously announced, this year’s Propulsion & Future Fuels Conference in Hamburg was postponed to 8-10 December to follow on from the meeting of the IMO’s Marine Environment Protection Committee (MEPC) from 30 November to 3 December, with the committee’s Second Extraordinary Session scheduled for 4 December. Whatever emerges from the MEPC meeting will be of significant interest to the global maritime leaders gathered in Hamburg, and could include adoption of a new Emission Control Area (ECA) in the North-East Atlantic with stricter vessel emission limits on Nox, Sox and particulate matter (PM) taking effect in 2028. Joining Torsten Mundt in assessing the possible effects of MEPC regulations will be conference Chairman Lars Robert Pedersen, the Deputy Secretary General of BIMCO who will first deliver a Keynote Address – IMO Development Update & Mid Term Measures – before joining the panel discussion. This will be moderated by Markus Munz, Managing Director of VDMA Large Engines, and will also include Wolfram Gunterman, Director of Regulatory Affairs at Hapag-Lloyd AG, alongside other speakers who will be announced in due course. Secure your placewith 20% early bird savings using code PFFEARLY. For more information on attending or how you can get involved in the Propulsion & Future Fuels Conference, please contact: Mia Lukeman-Knight - Conference Manager Propulsion & Future Fuels Conference +44 1329 825335info@propulsionconference.com Sales & Sponsorship team Propulsion & Future Fuels Conference +44 1329 825335info@propulsionconference.com 2026-07-27T10:19:00Z 2026-07-27T08:59:00Z 2026-07-23T12:39:00Z 2026-07-23T09:25:00Z 2026-07-22T10:57:00Z 2026-07-22T10:04:00Z 2026-07-08T08:12:00Z 2026-07-01T07:59:00Z 2026-06-30T10:16:00Z 2026-06-30T10:12:00Z 2026-06-25T15:28:00Z 2026-06-25T14:08:00Z Site powered byWebvision Cloud

Genova ha ospitato la seconda edizione del Galà della Logistica, appuntamento durante il quale sono stati assegnati i Green Logistics Awards 2026, i riconoscimenti promossi da Federlogistica per valorizzare aziende, istituzioni e progetti capaci di distinguersi nei campi dell’innovazione, della sostenibilità ambientale, della sicurezza e dello sviluppo delle infrastrutture logistiche. La manifestazione ha riunito rappresentanti delle istituzioni, operatori del settore e imprese impegnate nella trasformazione di un comparto sempre più centrale per la competitività economica del Paese. I premi hanno acceso i riflettori su esperienze concrete di tutela ambientale, rigenerazione industriale, riduzione delle emissioni, intermodalità e mobilità sostenibile, delineando un modello di logistica moderna nel quale efficienza e responsabilità ambientale procedono nella stessa direzione. Green Logistics Awards 2026, i premi alla logistica che innova I Green Logistics Awards sono stati assegnati in diverse categorie, con l’obiettivo di riconoscere sia i risultati già raggiunti sia la capacità di sviluppare progetti destinati a incidere sul futuro della movimentazione delle merci e delle infrastrutture. Al centro dell’edizione 2026 sono finite la protezione dell’ambiente marino, il recupero delle aree industriali dismesse, l’ottimizzazione dei percorsi, il controllo della carbon footprint, la creazione di aree di sosta sicure per i conducenti e l’introduzione di flotte alimentate con tecnologie a minore impatto ambientale. Il quadro emerso dal Galà mostra un settore impegnato a rinnovare i propri processi, intervenendo tanto sulla gestione delle infrastrutture quanto sui mezzi impiegati, sull’organizzazione dei viaggi e sulle condizioni di lavoro degli autisti. Governance e sostenibilità, premiata la Capitaneria di Porto di Genova Per la categoria Governance e Sostenibilità, il premio è stato conferito alla Capitaneria di Porto di Genova. A ritirarlo è stato l’Ammiraglio Ispettore Antonio Ranieri, Direttore Marittimo della Liguria e Comandante della Capitaneria di Porto di Genova. Il riconoscimento è stato attribuito per il costante impegno dell’istituzione nella tutela del mare, nella salvaguardia della sicurezza della navigazione e nella protezione dell’ambiente marino. Il premio sottolinea il ruolo esercitato dalla Capitaneria in un territorio nel quale le attività portuali e marittime rappresentano una componente fondamentale del sistema economico e logistico. La gestione sicura dei traffici, la vigilanza e la tutela dell’ecosistema costituiscono infatti elementi indispensabili per coniugare lo sviluppo delle attività portuali con la sostenibilità. Vernazza Autogru premiata per il Polo Logistico di Vado Ligure Nella categoria Infrastrutture e Servizi di Logistica Sostenibile in Italia, il Green Logistics Award è stato assegnato a Vernazza Autogru per il progetto del Polo Logistico di Vado Ligure. Il premio è stato ritirato dall’Ingegnere Giulia Vernazza, Project Manager del Polo Logistico. Il progetto è stato riconosciuto come un esempio di rigenerazione di un’importante area industriale dismessa e di sviluppo di un hub logistico moderno e sostenibile. L’intervento di Vado Ligure rappresenta uno dei temi maggiormente rilevanti per il futuro delle infrastrutture: il recupero di spazi già utilizzati per attività produttive e la loro trasformazione in poli capaci di rispondere alle nuove esigenze della logistica. La rigenerazione delle aree dismesse permette infatti di evitare ulteriore consumo di suolo, restituendo una funzione economica a siti industriali che possono diventare snodi strategici per la movimentazione delle merci e per l’integrazione tra differenti modalità di trasporto. Sostenibilità nel trasporto merci, il riconoscimento a GTI Il premio per la categoria Sostenibilità nel Trasporto Merci è stato attribuito a GTI – Genova Trasporti Intermodali. La società è stata premiata per il costante impegno nell’ottimizzazione dei percorsi, nella riduzione delle percorrenze a vuoto, nel monitoraggio della carbon footprint e nell’adozione di soluzioni innovative finalizzate alla diminuzione delle emissioni. La riduzione dei viaggi senza carico costituisce uno degli strumenti più importanti per rendere il trasporto delle merci maggiormente efficiente. Evitare percorrenze inutili significa diminuire i consumi, contenere i costi operativi e ridurre l’impatto ambientale generato dai mezzi pesanti. Il monitoraggio delle emissioni consente inoltre di misurare in modo puntuale gli effetti delle attività logistiche e di individuare gli interventi più efficaci per migliorare le prestazioni ambientali dell’intera catena di trasporto. Logistica estera, premiata la rete sostenibile del Padrosa Group Per la categoria Logistica Estera – Infrastrutture e Servizi di Logistica Sostenibile è stato premiato il Padrosa Group. Il gruppo si è distinto per la realizzazione di una rete europea di aree di sosta sicure e sostenibili dedicate al trasporto pesante. Il progetto pone al centro sia il benessere degli autisti sia l’efficienza energetica delle infrastrutture. Le aree di sosta rappresentano un elemento essenziale per la sicurezza e la qualità del trasporto su strada. La disponibilità di spazi protetti e adeguatamente attrezzati permette ai conducenti di rispettare i tempi di riposo, lavorare in condizioni migliori e ridurre i rischi connessi alla sosta dei mezzi e delle merci. Il modello sviluppato dal Padrosa Group amplia il concetto di sostenibilità, includendo non soltanto il consumo energetico e l’impatto ambientale delle strutture, ma anche la sicurezza e la qualità delle condizioni professionali di chi opera quotidianamente lungo le principali direttrici europee. LC3 Trasporti premiata per LNG e veicoli pesanti full electric Nella categoria Parco Mezzi e Mobilità Sostenibile, il Green Logistics Award è stato conferito a LC3 Trasporti. L’azienda è stata premiata per il suo ruolo pionieristico nella decarbonizzazione del trasporto merci, grazie all’introduzione di mezzi alimentati a LNG e alla realizzazione di una delle più significative flotte italiane di veicoli pesanti full electric. Il rinnovamento dei parchi mezzi è una delle principali sfide per la transizione ambientale della logistica. L’utilizzo di tecnologie alternative rispetto ai carburanti tradizionali consente di ridurre le emissioni e di sperimentare soluzioni destinate a modificare progressivamente il trasporto pesante. L’esperienza di LC3 Trasporti dimostra come la sostenibilità possa tradursi in investimenti concreti sui veicoli, accompagnando l’evoluzione tecnologica del settore e contribuendo allo sviluppo di una mobilità delle merci a minore impatto ambientale. Amazon Gold Sponsor e partner dei Green Logistics Awards Particolarmente significativa è stata la partecipazione di Amazon, Gold Sponsor dell’evento e partner del Green Logistics Award. L’azienda è stata presente anche nella giuria attraverso William Callegari, Public Policy Manager Operations, Sustainability & Transport di Amazon Italia e Vicepresidente di Federlogistica. Amazon ha inoltre preso parte alla consegna del premio dedicato alla sostenibilità nel trasporto merci con Edoardo Carpiceci, Delivery Station Manager dell’Hub di Genova di Amazon Italia. La partecipazione dell’azienda ha posto l’attenzione sul ruolo delle reti distributive, dell’innovazione tecnologica e dell’intelligenza artificiale nella gestione dei flussi logistici, soprattutto nei momenti caratterizzati da una forte crescita della domanda. Amazon: “la logistica rappresenta un fattore strategico per la crescita del Paese” Edoardo Carpiceci, Responsabile del deposito di smistamento Amazon di Genova, ha evidenziato il valore strategico della logistica per lo sviluppo economico nazionale e per la capacità delle imprese di raggiungere i mercati. “La logistica rappresenta un fattore strategico per la crescita del Paese: collega i territori ai mercati, sostiene la competitività delle imprese e permette anche alle realtà più lontane dai grandi centri economici di raggiungere nuovi clienti e crescere. Nel nostro settore, oggi fanno la differenza la capacità di prevedere la domanda, avvicinare i prodotti ai clienti e coordinare in modo efficiente una rete complessa. In Italia Amazon è presente con 60 sedi, distribuite da Trento a Catania, e 19.000 dipendenti a tempo indeterminato. Questa capillarità, unita all’utilizzo avanzato dell’intelligenza artificiale, ci consente di adattare rapidamente i flussi, ridurre le movimentazioni inutili e garantire continuità anche nei momenti di picco. Non solo, in Amazon lavoriamo ogni giorno per rendere il nostro network sempre più efficiente e innovativo, investendo in soluzioni capaci di ridurre l’impatto ambientale e creare valore per i territori. Sostenere i Green Logistics Awards significa riconoscere e valorizzare le realtà che stanno guidando questa trasformazione, promuovendo un confronto costruttivo tra imprese, istituzioni e operatori del settore” ha spiegato Edoardo Carpiceci, Responsabile del deposito di smistamento Amazon di Genova. Le parole di Carpiceci evidenziano come la capillarità delle infrastrutture e l’impiego di strumenti avanzati di analisi possano contribuire a prevedere la domanda, organizzare le scorte e ridurre le movimentazioni non necessarie. Nel modello illustrato da Amazon, l’innovazione digitale diventa quindi uno strumento per aumentare l’efficienza della rete, garantire la continuità delle operazioni e limitare l’impatto ambientale derivante dalla gestione dei flussi. Federlogistica: “innovazione e sostenibilità per una logistica competitiva” La seconda edizione del Galà della Logistica è stata aperta dal Presidente di Federlogistica, Davide Falteri, insieme al Presidente della Regione Liguria, Marco Bucci. Falteri ha sottolineato il significato dell’incontro e il valore dei riconoscimenti assegnati alle realtà impegnate nel cambiamento del settore. “Il Galà della Logistica rappresenta – ha sottolineato il Presidente di Federlogistica, Davide Falteri, che insieme con il Presidente della Regione Liguria, Marco Bucci ha aperto la manifestazione – un momento di incontro tra istituzioni, imprese e operatori che condividono una visione comune del futuro. I Green Logistics Awards non premiano soltanto i risultati raggiunti, ma valorizzano il coraggio di innovare, di investire nella sostenibilità e di costruire una logistica sempre più moderna, efficiente e competitiva”. Il messaggio emerso dal Galà richiama la necessità di una collaborazione stabile tra il settore pubblico e quello privato. Lo sviluppo delle infrastrutture, la tutela ambientale, la sicurezza e l’innovazione tecnologica richiedono infatti strategie condivise e investimenti capaci di produrre risultati nel lungo periodo. La logistica sostenibile al centro della crescita economica I Green Logistics Awards 2026 delineano un settore in profonda trasformazione, chiamato a sostenere la crescita delle imprese e dei territori, riducendo al tempo stesso consumi, emissioni e inefficienze. Dalla tutela del mare garantita dalla Capitaneria di Porto di Genova alla rigenerazione del Polo Logistico di Vado Ligure, passando per l’intermodalità, le aree di sosta europee e le flotte elettriche, i progetti premiati mostrano le molteplici dimensioni della sostenibilità nella logistica. Il futuro del comparto si gioca sulla capacità di integrare infrastrutture moderne, tecnologie digitali, organizzazione efficiente dei percorsi, mezzi a basse emissioni e maggiore attenzione alle condizioni di lavoro. Una trasformazione nella quale la sostenibilità non rappresenta più un elemento accessorio, ma una componente decisiva per costruire una logistica più sicura, competitiva e connessa ai territori.

Crescono i volumi a Yantian e migliorano i risultati economici, mentre il gestore dei terminal avverte sui rischi legati a tensioni geopolitiche e politiche commerciali Hong Kong. – Hph Trust (Hutchison Port Holdings), primo business trust di terminal container al mondo quotato in borsa, ha chiuso il primo semestre del 2026 con risultati in crescita, sostenuti dall’espansione dei traffici nello scalo di Yantian. Da gennaio a giugno il gruppo ha registrato un aumento del 5% della movimentazione container, grazie soprattutto alle migliori performance dello Yantian International Container Terminals (Yict). Nel dettaglio, Yict ha registrato un incremento dei volumi del 10% rispetto allo stesso periodo del 2025, trainato dall’aumento delle esportazioni a pieno carico, dei container vuoti in ingresso e delle attività di trasbordo. In controtendenza i terminal di Hong Kong – Hit, Cosco-Hit e Act – che hanno visto una flessione del 5%, principalmente a causa del calo dei traffici di transhipment. La crescita operativa si è riflessa anche sui risultati finanziari. I ricavi hanno raggiunto 6,2 miliardi di dollari di Hong Kong, in aumento del 9,5%, mentre l’utile operativo è salito del 29,6% a 2,7 miliardi di dollari di Hong Kong. L’utile netto dopo le imposte è cresciuto del 47%, attestandosi a 1,5 miliardi di dollari di Hong Kong, mentre quello attribuibile agli azionisti è aumentato dell’85%, raggiungendo 490,5 milioni di dollari di Hong Kong. Il gestore ha inoltre evidenziato un incremento dei volumi export verso gli Usa (+6%) e l’Europa (+16%), ma ha sottolineato che il contesto resta caratterizzato da forti elementi di incertezza. Le tensioni geopolitiche in Medio Oriente, le criticità legate ai transiti nel Canale di Suez, l’evoluzione delle politiche tariffarie statunitensi e la debolezza della domanda nei principali mercati di consumo potrebbero infatti influenzare i flussi commerciali e la redditività nei prossimi mesi. Sul fronte della sostenibilità, HPH Trust ha confermato di essere in linea con l’obiettivo di ridurre del 30% l’intensità delle emissioni entro il 2030 e ha alzato il proprio target, puntando ora a una riduzione del 45% entro il 2035 rispetto ai livelli del 2021.

StampaL”inquinamento atmosferico legato alporto di Salernotorna al centro del confronto pubblico. Come riportaGaetano De Stefano suLa Cittàoggi in edicola, l’assessora regionale all’AmbienteClaudia Pecoraroindica nell’elettrificazione delle banchineuna delle soluzioni più efficaci per abbattere le emissioni prodotte dalle navi in sosta. «Consentire alle imbarcazioni di spegnere i motori e collegarsi alla rete elettrica significa ridurre gli inquinanti e migliorare la qualità dell’aria», sottolinea, auspicando un’accelerazione degli interventi. Sul progetto di ampliamento dello scalo e sull’arrivo di navi di maggiore stazza, Pecoraro ricorda che le competenze appartengono alMinistero delle Infrastrutturee all’Autorità di Sistema Portuale, ma assicura che laRegione Campaniasosterrà ogni percorso capace di coniugare sviluppo, tutela ambientale e salute pubblica.

No recent searches Download our 2025 World Air Quality Report now! Is your indoor air safe? Find out with a 7-Day Evaluation. Contact us on WhatsApp: +971 52 311 9457 No recent searches Data attribution 58* Moderate Main pollutant: PM2.5 13µg/m³ 18° 4 km/h 87 % Data attribution Masindi Port air quality index (AQI⁺) forecast Now 58 18° 4 km/h 87% 07:00 58 18° 4 km/h 88% 08:00 58 19° 2 km/h 87% 09:00 58 20° 2 km/h 84% 10:00 58 24° 3 km/h 62% 11:00 57 27° 5 km/h 47% 12:00 57 30° 5 km/h 40% 13:00 55 31° 7 km/h 37% 14:00 54 31° 8 km/h 34% 15:00 53 31° 9 km/h 33% 16:00 51 31° 9 km/h 34% 17:00 50 30° 11 km/h 36% 18:00 49 29° 11 km/h 46% 19:00 50 25° 8 km/h 60% 20:00 51 23° 8 km/h 67% 21:00 52 22° 5 km/h 70% 22:00 52 80% 21° 9 km/h 84% 23:00 52 20° 8 km/h 91% Tue 00:00 53 20° 6 km/h 90% 01:00 54 20° 4 km/h 89% 02:00 56 20° 3 km/h 88% 03:00 58 19° 2 km/h 91% 04:00 57 19° 4 km/h 92% 05:00 57 18° 6 km/h 92% 06:00 57 19° 4 km/h 90% 07:00 58 18° 4 km/h 92% 08:00 59 20° 4 km/h 87% 09:00 60 23° 4 km/h 75% 10:00 58 26° 5 km/h 61% 11:00 57 28° 5 km/h 51% 12:00 56 30° 6 km/h 45% 13:00 54 31° 7 km/h 41% 14:00 53 31° 7 km/h 37% 15:00 52 29° 10 km/h 40% 16:00 54 29° 15 km/h 42% 17:00 56 29° 4 km/h 45% 18:00 59 25° 17 km/h 65% 19:00 59 90% 19° 8 km/h 95% 20:00 60 90% 20° 9 km/h 95% 21:00 61 20° 6 km/h 94% 22:00 60 20° 1 km/h 96% 23:00 59 19° 5 km/h 97% Wed 00:00 59 19° 8 km/h 97% 01:00 60 19° 6 km/h 97% 02:00 62 18° 5 km/h 95% 03:00 64 19° 3 km/h 93% 04:00 63 19° 4 km/h 91% 05:00 62 19° 4 km/h 90% 06:00 61 19° 3 km/h 90% 07:00 60 18° 4 km/h 93% 08:00 60 20° 1 km/h 88% 09:00 60 22° 3 km/h 77% 10:00 59 25° 4 km/h 63% 11:00 58 27° 5 km/h 53% 12:00 57 28° 7 km/h 50% 13:00 57 29° 11 km/h 49% 14:00 57 28° 14 km/h 51% 15:00 58 28° 10 km/h 47% 16:00 57 29° 10 km/h 43% 17:00 57 28° 7 km/h 43% 18:00 57 80% 23° 17 km/h 72% 19:00 56 20° 9 km/h 82% 20:00 55 19° 3 km/h 93% 21:00 54 19° 6 km/h 91% 22:00 54 19° 4 km/h 85% 23:00 54 20° 8 km/h 84% Thu 00:00 54 20° 6 km/h 85% 01:00 53 19° 5 km/h 86% 02:00 52 18° 2 km/h 89% 03:00 52 19° 2 km/h 88% 04:00 53 19° 5 km/h 84% 05:00 54 19° 4 km/h 86% Masindi Port air quality index (AQI⁺) forecast 55 31° 18° 11 km/h 59% 58 31° 18° 17 km/h 68% 59 29° 18° 17 km/h 69% What is the current air quality in Masindi Port? PM2.5 concentration is currently2.6times the World Health Organization annual PM2.5 guideline value. Health recommendations Sensitive groups should reduce outdoor exercise Close your windows to avoid dirty outdoor air Sensitive groups should wear a mask outdoors Sensitive groups should run an air purifier Health recommendations Sensitive groups should reduce outdoor exercise Close your windows to avoid dirty outdoor air Sensitive groups should wear a mask outdoors Sensitive groups should run an air purifier IQAir AirVisual app Stay updated on the air quality of your favorite places IQAir Earth Real-time, 3D animated air pollution map Deploy your own station Get a monitor and contribute air quality data in your city. Get exclusive articles, product updates, tips, and occasional offers delivered to your inbox. You can unsubscribe at any time.

Operazione Aria Pulita BAT “accoglie con favore ogni investimento destinato a rafforzare il porto di Barletta, infrastruttura strategica per lo sviluppo economico della città e dell’intero territorio. Proprio perché si tratta di un’opera destinata a incidere per decenni sull’assetto della costa, riteniamo indispensabile che ogni scelta progettuale sia improntata alla massima trasparenza”, commenta il presidente OAP Bat, avv. Michele Cianci. “La gara è stata aggiudicata al Raggruppamento Temporaneo di Imprese composto da FINCOSIT S.r.l., Fincantieri Infrastructure Opere Marittime S.p.A., Marine Consulting, Zeta S.r.l. e C.I.O.O.M.M. Da un esame della documentazione progettuale emerge che la prefabbricazione dei massi artificiali sarebbe organizzata presso un sito individuato a Brindisi. Si tratta di una soluzione che, se confermata, potrebbe contribuire a limitare gli impatti ambientali e logistici sul territorio di Barletta. Per questo motivo rivolgiamo una domanda semplice ma di grande interesse pubblico: la prefabbricazione dei massi a Brindisi costituisce un preciso impegno assunto dall’aggiudicatario e valutato nell’offerta tecnica risultata vincitrice oppure rappresenta una scelta organizzativa suscettibile di essere modificata durante l’esecuzione dei lavori? Se tale localizzazione ha contribuito alla valutazione dell’offerta, anche in ragione del minore impatto sul territorio, i cittadini hanno il diritto di sapere se tale assetto rimarrà invariato oppure potrà essere successivamente modificato. Un eventuale trasferimento delle lavorazioni a Barletta potrebbe infatti comportare un diverso quadro di impatti, con aumento del traffico pesante, impianti di betonaggio, emissioni di polveri, rumore e occupazione di vaste aree di cantiere. Chiediamo pertanto all’Autorità di Sistema Portuale del Mare Adriatico Meridionale di chiarire pubblicamente se la localizzazione della prefabbricazione costituisca un elemento vincolante dell’offerta aggiudicataria e quali procedure sarebbero eventualmente necessarie qualora tale organizzazione dovesse essere modificata. Il Canale H Vi è poi un secondo tema che riguarda direttamente la tutela dell’ambiente, della salute pubblica, del turismo e della balneazione. Da anni Operazione Aria Pulita BAT richiama l’attenzione sulle criticità del Canale H. Il prolungamento dei moli è destinato a modificare il regime delle correnti marine e il ricambio delle acque. Per tale ragione chiediamo che siano resi pubblici gli studi e le simulazioni idrodinamiche utilizzati nella progettazione e che venga chiarito se siano stati valutati gli effetti dell’opera sul ricambio delle acque prospicienti il Canale H, sulla dispersione degli inquinanti e sull’equilibrio della fascia costiera. Una richiesta di trasparenza Operazione Aria Pulita BAT non è contraria allo sviluppo del porto. Chiede, al contrario, che un investimento di tale portata sia realizzato nel pieno rispetto dell’ambiente, della salute pubblica e degli impegni assunti in sede di gara. Lo sviluppo economico deve procedere insieme alla tutela del mare e al diritto dei cittadini ad essere pienamente informati.