Aria, clima, elettrificazione, acque e biodiversità. 4938 articoli raccolti da fonti istituzionali e specializzate, classificati per area ambientale e linkati al porto di riferimento.
Il fallimento della decarbonizzazione industriale non è tecnologico né ambientale: è finanziario. La provincia basca di Biscaglia ha inventato un meccanismo fiscale che trasferisce il rischio dagli investitori allo Stato fin dal primo giorno di avvio dell’imp…
Siamo andati a Bilbao, la capitale della Biscaglia (uno dei Paesi Baschi spagnoli) per cercare la risposta a una domanda che circola da anni nei convegni sulla transizione energetica e che nessuno riesce a rispondere in modo soddisfacente: perché le industrie pesanti europee, pur sapendo di dover decarbonizzare, continuano a non investire?
La risposta non riguarda la tecnologia, che esiste, né la volontà politica, che almeno formalmente c’è. Riguarda la struttura del rischio finanziario nei grandi progetti industriali a lungo ciclo di ritorno. Facciamo un esempio concreto, che proviene dagli incontri fatti all’Energy Tech Summit che si è tenuto da poco a Bilbao.
In quel contesto infatti gli addetti ai lavori ci hanno spiegato che un impianto di idrogeno verde da cento megawatt (MW) costa circa cento milioni di euro, richiede da quattro a cinque anni tra permessi e costruzione, e deve generare ricavi per vent’anni o più per ripagare l’investimento. In questo lasso di tempo possono cambiare le normative europee, i prezzi del mercato, le tecnologie concorrenti e i governi. Insomma, un rischio che non è sostenibile a meno che non ci sia un modello normativo e di incentivi economici capaci di renderlo sostenibile per le imprese.
Il limite dell’autonomia fiscale
I Paesi Baschi ci sono riusciti, creando il cosiddetto “Corridoio dell’idrogeno”, come vedremo tra un attimo. Ma anticipiamo subito che il punto critico, quello che rende il modello basco difficile da replicare altrove, è la stessa cosa che lo rende possibile: l’autonomia tributaria della Diputación Foral di Biscaglia. In Italia, Francia o Germania un meccanismo analogo richiederebbe o una norma nazionale o, meglio, una direttiva europea che permetta la cedibilità immediata dei crediti fiscali legati alla decarbonizzazione industriale. Niente di simile esiste oggi a livello comunitario.
L’Unione europea finanzia la transizione principalmente attraverso sussidi diretti, fondi strutturali e strumenti come il meccanismo per una transizione giusta, tutti soggetti a iter burocratici lunghi e a obblighi di rendicontazione che scoraggiano le imprese più piccole. Il dibattito su uno strumento di credito d’imposta cedibile su scala europea esiste, ma è ancora in fase preliminare e incontra la resistenza degli stati con sistemi fiscali più rigidi.
Il risultato è che per ora la Biscaglia resta un caso isolato in Europa, anche se il BH2C è già riconosciuto dall’Hydrogen Council come archetipo di riferimento per le “Hydrogen Valley” di scala locale a vocazione industriale. Ne parliamo non tanto per una questione di cronaca quanto per mostrare come questo modello potrebbe avere un impatto anche sul tessuto industriale italiano: nonostante la chimica e l’industria energetica tradizionale sia da tempo in ridimensionamento, abbiamo sempre impianti siderurgici e raffinerie in funzione.
Quindi, la lezione più importante del modello basco non riguarda tanto l’idrogeno in sé, già al centro di un intenso dibattito con posizioni molto diverse, come si vede dal ritiro di Stellantis dalle auto a idrogeno e dai progressi paralleli nella mobilità a celle a combustibile con Hyundai Nexo e Toyota. La lezione riguarda la struttura degli incentivi: finché i meccanismi di sostegno alla decarbonizzazione industriale continueranno a premiare solo chi già guadagna, la transizione resterà un obiettivo dichiarato e un investimento mancato. Qualcosa che vale anche per settori molto distanti dall’idrogeno, dall’espansione delle rinnovabili da parte di grandi aziende tecnologiche come Apple fino alla riconversione dei distributori di carburante che nei prossimi anni dovranno trovare nuovi modelli di business.
Il rischio che paralizza i capitali
Entriamo nel merito. Settori come la siderurgia, la raffinazione, la chimica e la produzione di carta e cemento, i cosiddetti settori “hard-to-abate”, ben presenti anche nel nostro Paese, non possono decarbonizzarsi semplicemente elettrificando i processi.
I forni elettrici ad arco per produrre acciaio richiedono temperature che l’elettricità da sola non raggiunge in modo economicamente conveniente, mentre alcune reazioni chimiche della raffinazione del petrolio necessitano di idrogeno per funzionare, senza alternative praticabili.
Invece, l’idrogeno verde, prodotto per elettrolisi dell’acqua usando energia rinnovabile, è al momento l’unica soluzione tecnicamente credibile per questi comparti. Poi l’impatto di quel che viene prodotto rimane (la benzina raffinanta da un impianto alimentato a idrogeno verde ovviamente continua a inquinare quando viene utilizzata) ma viene abbattuta almeno la parte di inquinamento ed emissioni necessarie per produrli. È una soluzione-ponte praticabile e con effetti positivi intanto che si lavora ad altre modalità di alimentazione della nostra società.
Il problema non è la disponibilità della soluzione-ponte: è che nessuna azienda vuole investire cento milioni in qualcosa che potrebbe non essere redditizio, soprattutto quando non esiste ancora un mercato consolidato per i prodotti decarbonizzati e i sussidi europei arrivano tardi, in forma di rimborso, e solo se il progetto genera profitti su cui dedurre.
Il Basque Hydrogen Corridor (BH2C), consorzio nato nel 2020 a Bilbao con oltre 120 organizzazioni tra imprese, istituzioni e centri di ricerca, ha affrontato il problema partendo da un’intuizione semplice: gli incentivi fiscali tradizionali non funzionano per chi non sa ancora se farà profitti. La Diputación Foral di Biscaglia, l’autorità provinciale che gode di piena autonomia tributaria rispetto al governo centrale di Madrid, ha disegnato uno strumento diverso.
Cosa vuol dire tutto questo? Chi investe in tecnologie pulite qualificate, tra cui gli elettrolizzatori per idrogeno verde e gli impianti per combustibili sintetici, ottiene una detrazione fiscale del 35% sull’investimento, cedibile a terzi fin dal primo giorno di avvio dell’impianto, indipendentemente dalla redditività del progetto.
La meccanica del “giorno uno”
In pratica funziona così: un’azienda che investe cento milioni di euro in un impianto di idrogeno verde ottiene una detrazione di trentacinque milioni, che può vendere immediatamente a una banca o a qualunque altro contribuente della regione, ricevendo in cambio l’80% del valore nominale, cioè ventotto milioni di euro in cassa dal primo giorno di operatività, anche se il progetto non ha ancora generato un euro di ricavo. L’acquirente della detrazione risparmia a sua volta sette milioni di euro di tasse.
Il rischio di non riuscire a capitalizzare l’incentivo, che nei sistemi tradizionali dipende dall’esistenza di profitti futuri, viene eliminato alla radice. Il meccanismo ricorda l’Inflation Reduction Act americano, ma con una differenza sostanziale: la cedibilità immediata, che nei casi più complessi degli Usa è ancora parziale e soggetta a vincoli settoriali.
Il risultato concreto è visibile nei numeri del BH2C: oltre un miliardo e mezzo di euro di investimenti previsti fino al 2026 e un’analoga tranche programmata per il periodo 2030, quarantuno progetti distribuiti su sei filiere verticali che coprono tutta la catena dell’idrogeno dalla produzione agli usi finali. Il progetto più rilevante è l’installazione di un elettrolizzatore da cento megawatt nella raffineria di Petronor a Bilbao, alimentato da impianti fotovoltaici ed eolici per circa 575 megawatt complessivi: due tonnellate all’ora di idrogeno verde per sostituire quello convenzionale prodotto oggi da gas naturale. Non è un progetto dimostrativo, è un impianto industriale a piena scala che, senza la detrazione non sarebbe mai stato creato.
Dall’impianto al distretto produttivo
L’effetto sistemico dell’incentivo fiscale va però oltre il singolo impianto. Petronor e Saudi Aramco stanno costruendo nel porto di Bilbao una delle prime fabbriche di combustibili sintetici al mondo, un impianto da duecento milioni di euro in grado di produrre diesel sintetico e cherosene sintetico (SAF, Sustainable Aviation Fuel) partendo da idrogeno rinnovabile e CO₂ come materie prime. Praticamente la chiave per avere carburante “sostenibile” per le compagnie aeree europee, come previsto dalle norme per la progressiva decarbonizzazione dell’industria del trasporto aereo.
L’impianto è progettato da Técnicas Reunidas, una grande società di ingegneria che non aveva presenza nella regione basca: ha aperto un ufficio a Bilbao e assunto quattrocento ingegneri locali, alcuni dei quali ora progettano impianti simili per Svezia, Finlandia, Giappone e Arabia Saudita. La detrazione fiscale ha così generato, come effetto collaterale, la nascita di un cluster di competenze ingegneristiche di livello internazionale.
Sul versante tecnologico, il BH2C ha attirato anche startup come H2Site, uno spin-off della ricerca accademica di Tecnalia e dell’Università di Eindhoven. H2Site produce membrane al palladio che permettono di separare idrogeno purissimo direttamente nel punto di consumo, eliminando il problema del trasporto. In pratica: anziché produrre l’idrogeno in un impianto centrale e poi portarlo, portano i mini-trasformatori in loco ed effettuano la trasformazione all’interno del ciclo produttivo della raffineria o dell’altoforno.
La startup ha già 25 impianti in operazione in Europa, incluso uno in Italia, nel Veneto, realizzato con Snam, e ha raccolto fondi nel 2025 per espandersi in Asia e negli Usa. Il modello commerciale è basato su contratti di servizio pluriennali: il cliente acquista l’impianto e paga una tariffa annuale che garantisce purezza e quantità dell’idrogeno prodotto, con H2Site che si fa carico del rischio tecnologico delle membrane.
Una trasformazione necessaria
Il passaggio da una economia che inquina a una completamente verde, che non solo non produce emissioni ma ha anche un saldo negativo (cioè le elimina dall’atmosfera) non è un concetto semplice e binario. La realtà è complessa e la trasformazione ha dei costi che devono essere valutati: non si possono licenziare centinaia di migliaia di addetti chiudendo gli impianti inquinanti dall’oggi al domani e fermare tutte le navi, gli aerei e le auto e i camion e i riscaldamenti delle case. E fermare anche la produzione siderurgica planetaria, oltre agli allevamenti di carne.
Sono necessarie delle soluzioni ponte che siano progressive ma efficaci, non delle forme di green-washing. Soluzioni come quelle basate sull’idrogeno verde e gli incentivi fiscali pensati in Biscaglia rientrano in questo sforzo: il petrolio viene ancora raffinato ma senza inquinare, l’acciaio prodotto ma senza inquinare.
Il passaggio successivo è cambiare l’industria a valle senza che serva più la benzina o il cherosene se non in pochissimi e circoscritti casi. Fino ad allora, con un orizzonte che arriva al 2050 e poi va verso il 2100, servono soluzioni costruttive e funzionanti. La nostra è l’epoca in cui servono dei nuovi costruttori di cattedrali, capaci di immaginare piani che vadano oltre la vita dei singoli e le trimestrali aziendali. Biscaglia si sta muovendo in questa direzione. E l’Italia?
Esos dinoflagelados necesitan una temperatura adecuada y un determinado pH que la acidificación del océano está alterando
Algunos dinoflagelados -algas unicelulares microscópicas- iluminan en tonos azules algunas playas y bahías del mundo; sin embargo, los cambios en la temperatura del mar, el pH del agua y la concentración de nutrientes provocados por el cambio climático ponen en riesgo la persistencia de este fenómeno. «Realmente son sistemas resilientes que hemos tenido por millones de años y, en este momento, se encuentran atrofiados porque tenemos un desequilibrio monumental», sostieneMarcela Gutiérrez-Graudi??, fundadora de la organización de justicia oceánica Azul. La bioluminiscencia es una reacción biológica que se produce en distintos organismos para defenderse, atraer a una pareja o ante situaciones de estrés. En el caso de los dinoflagelados, este fenómeno se produce por «estímulos mecánicos» como el movimiento de los peces o de un barco en el agua, diceBrenda María Soler Figueroa,científica del Centro Smithsonian de Investigación Ambiental. El resultado de esa reacción es la emisión de destellos de luz que, en lugares con concentraciones altas de estos organismos -comoBahía Mosquito, Fajardo o La Parguera en Puerto Rico-, tiñen el mar de un brillo azulado. Para que estas microalgas se acumulen y brillen, deben reunirse unas «condiciones adecuadas» de temperatura, pH y nutrientes que el cambio climático está modificando, cuentaJosé Manuel López Nicolás, catedrático de Bioquímica y Biología Molecular de la Universidad de Murcia. Vulnerabilidad climática Como el cambio climático está calentando los océanos y los dinoflagelados «necesitan una temperatura óptima» para producir bioluminiscencia, «si esa temperatura no está, no van a actuar», explica López Nicolás. Por otro lado, la acidificación del océano -la absorción del exceso de CO2 en la atmósfera- «baja el pH» del agua, provocando que «algunos de estos dinoflagelados no puedan sobrevivir» en ese ambiente «más ácido». Otro efecto del cambio climático es que «altera las corrientes marinas y los ciclos de nutrientes» necesarios para la alimentación de estas microalgas, dice el catedrático; añade que, «si en vez de haber nutrientes, hay restos de microplásticos», tampoco se va a producir bioluminiscencia. En este sentido, la investigadoraSoler Figueroaapunta que las precipitaciones son una fuente de entrada de nutrientes, por lo que la concentración de dinoflagelados bioluminescentes está directamente relacionada con los «patrones de precipitación». Si en época de lluvias aumenta el número de estos organismos, durante las sequías se producen «reducciones drásticas»; lo mismo ocurre durante eventos meteorológicos extremos que «cambian el equilibrio dinámico de estos sistemas». «En el huracán María, sencillamente desaparecieron todos los organismos», cuenta sobre los ecosistemas bioluminiscentes de Puerto Rico; y advierte que con el cambio climático se esperan sequías más largas y huracanes más intensos: «todo esto, en definitiva, va a estar afectando a estos sistemas». Efectos indirectos ParaAlexis Hernández Delgado, investigador sénior de la oenegé boricua Sociedad Ambiente Marino, el cambio climático tiene múltiples efectos indirectos sobre la bioluminiscencia. En el Caribe han proliferado las «arribazones gigantescas de sargazo (macroalgas)», que reducen «más del 99%» la entrada de luz solar en el agua «para la actividad fotosintética»; esto modifica las «condiciones de crecimiento» de los dinoflagelados, explica. Además,el polvo del Sáhara que llega al Caribedebido a variaciones en los «patrones de circulación atmosférica» lleva hierro, que actúa como «abono» para el sargazo y hace que «prolifere» su crecimiento. «Esos aportes de algas se quedan atrapados» y su descomposición «consume el oxígeno disuelto» en el agua, perjudicando a los organismos bioluminiscentes, concluye. Impacto humano La cercanía del ser humano es otro factor de impacto en los dinoflagelados «si no es manejada correctamente», advierteMaría Fernanda Barberena-Arias,catedrática de Ciencias Naturales en la Universidad Interamericana de Puerto Rico. Añade que «el uso de la tierra» en la cuenca hidrográfica influye en la «calidad del agua» donde viven estos organismos, ya que las lluvias «pueden arrastrar contaminantes y afectar a la bioluminiscencia». También ve como un «impacto directo» que las personas entren en el mar con cremas solares o repelentes de mosquitos porque «se puede ver como una contaminación que podría afectar a los dinoflagelados». Son «sistemas que responden rápidamente a cambios ambientales», defiendeBarberena-Ariasante esta aparente fragilidad. Los ecosistemas bioluminiscentes «han sido resilientes», sostiene Gutiérrez-Graudi??, «lo que pasa es que hemos tenido muchísimo efecto en el océano y es algo que apenas empezamos a ver».
Malaysia’s owner and operator of offshore floating and energy-related maritime solutions and services MISC Group, a member of the Petronas Group of Companies, has struck a multi-year charter with Petronas LNG Ltd. (PLL), a subsidiary of Petronas, for five newbuild liquefied natural gas (LNG) carriers (LNGCs). The post Petronas seals 20-year deal with MISC for newbuild LNG vessel quintet appeared first on Offshore Energy .
Malaysia’s owner and operator of offshore floating and energy-related maritime solutions and services MISC Group, a member of the Petronas Group of Companies, has struck a multi-year charter with Petronas LNG Ltd. (PLL), a subsidiary of Petronas, for five newbuild liquefied natural gas (LNG) carriers (LNGCs). PLL has signed a 20-year time charter agreement with MISC for five newbuild 174,000-cbm LNG carriers, which will be constructed in Shanghai, China, with charter commencement expected between 2029 and 2030. This move is perceived to reinforce Petronas’ long-term LNG supply reliability, while supporting customers’ energy transition towards a lower-carbon future. The deal was signed byEzran Mahadzir, Chief Executive Officer of Petronas LNG, andHazrin Hasan, MISC Vice President of Gas Asset and Solutions, following the conclusion of shipbuilding contracts between MISC and Hudong-Zhonghua Shipbuilding in January and February 2026. These vessels are expected to incorporate modern and efficiency-driven technologies aligned with evolving environmental and operational standards, including the latest XDF2.1 propulsion technology, shaft generators that enhance fuel efficiency during voyages, and an onboard reliquefaction plant to effectively manage boil-off. Datuk Adif Zulkifli, Petronas’ Executive Vice President & Chief Executive Officer of Gas & Maritime Business, commented:“The addition of these new LNG carriers marks another important milestone as we continue leveraging the collective strengths of our businesses to create long-term value across the LNG value chain. “By aligning our growth ambitions with MISC’s maritime expertise, we are strengthening the integrated capabilities that support Petronas’ position as a trusted and reliable global LNG supplier.” This content is available after accepting the cookies. Petronas tasks MISC with floating production unit for gas project offshore Brunei MISC is set to provide project management services throughout the shipbuilding phase, followed by operation and ship management of the vessels upon delivery, beginning in 2029, to ensure greater operational continuity and reliability from construction to commercial operations. The companies’ collaboration is interpreted to reflect Petronas’ continued focus on strengthening the resilience and reliability of its LNG supply chain through strategic partnerships, while contributing to the advancement of Malaysia’s energy and maritime capabilities. This deal comes shortly after MISC Groupconfirmed the namingof two new-generation LNG vessels, which bolsters its partnership with ExxonMobil’s SeaRiver Maritime (SRM). Take the spotlight and anchor your brand in the heart of the offshore world! Join us for a bigger impact and amplify your presence at the core hub of the offshore energy community!
Qatar has requested LNG vessels near its Ras Laffan LNG port to switch off their transponders as part of safety measures at the key export port of the world’s second-largest LNG exporter before the war, anonymous sources with knowledge of the plan told Bloomb…
Eni e MSC Cruises, positivo il test del biocarburante per navi da crociera: riduce le emissioni dell'80% esgnews.it
La sperimentazione sulla nave MSC Opera conferma la fattibilità tecnica dell’utilizzo di HVO puro nei motori marini, con una riduzione delle emissioni di gas serra fino all’80%.
Eni e MSC Cruises hanno annunciato il completamento con esito positivo della campagna sperimentale sull’utilizzo del diesel HVO (Hydrogenated Vegetable Oil) di Enilive per alimentare i motori delle navi da crociera. Il test ha confermato la fattibilità tecnica dell’impiego del biocarburante in forma pura nel settore marittimo, senza necessità di modifiche ai motori e con una significativa riduzione delle emissioni climalteranti.
Eni e MSC Cruises spiegano che l’iniziativa rappresenta un passo concreto verso la decarbonizzazione del trasporto marittimo e il raggiungimento degli obiettivi previsti dal regolamento FuelEU Maritime.
La sperimentazione è stata condotta sulla nave da crociera MSC Opera, dove uno dei motori è stato alimentato per circa 2.000 ore con HVO puro, senza alcun intervento tecnico sul sistema propulsivo. Durante il periodo di prova sono stati monitorati dati relativi alle prestazioni del motore e alle emissioni.
Secondo quanto comunicato dalle aziende, il test ha dimostrato che l’HVO può essere utilizzato immediatamente anche nei motori marini validati, garantendo performance comparabili a quelle dei tradizionali combustibili fossili marini. La sperimentazione ha inoltre evidenziato una riduzione delle emissioni di NOx pari al 16%, una diminuzione del particolato e soprattutto un taglio delle emissioni di gas serra (GHG) di circa l’80% rispetto ai carburanti convenzionali. La riduzione è legata all’utilizzo, nel processo produttivo dell’HVO, di materie prime al 100% di origine biogenica.
I dati tecnici sulle prestazioni e sulle emissioni sono stati raccolti e analizzati con il supporto di Wärtsilä, costruttore del motore, e di Bureau Veritas, che ha operato come ente certificatore indipendente per validare i risultati sperimentali.
“La sperimentazione con MSC ha dimostrato come il biocarburante diesel HVO possa contribuire immediatamente alla decarbonizzazione del trasporto marittimo”, ha commentato Stefano Ballista, Amministratore delegato di Enilive. “L’HVO può infatti essere utilizzato in forma pura nei motori marini validati per il suo impiego, consentendo una riduzione delle emissioni climalteranti calcolate lungo l’intera filiera compresa tra il 65% e il 90% rispetto ai tradizionali combustibili fossili marini. L’HVO è prodotto nelle bioraffinerie Enilive di Venezia e Gela, principalmente a partire da materie prime di scarto come oli alimentari esausti, grassi animali e residui dell’industria agroalimentare”
“Siamo molto soddisfatti di aver confermato con esito positivo la fattibilità tecnica dell’utilizzo al 100% di HVO su una nostra nave da crociera, nell’ambito dei nostri continui sforzi di decarbonizzazione”, ha dichiarato Michele Francioni, Chief Energy Transition Officer di MSC Cruises. “Riteniamo che l’HVO possa svolgere un ruolo importante nella decarbonizzazione dello shipping e che, insieme ad altri combustibili immediatamente disponibili come LNG e bio-LNG, rappresenti un’opportunità concreta già attuabile a bordo delle navi da crociera per accelerare la transizione verso i combustibili rinnovabili, avvicinandoci di un ulteriore passo al nostro obiettivo finale di raggiungere emissioni nette di GHG pari a zero entro il 2050”.
L’iniziativa si inserisce nel più ampio percorso di transizione energetica del comparto marittimo, che guarda ai biocarburanti avanzati come una delle soluzioni immediatamente disponibili per ridurre l’impatto ambientale delle attività di navigazione e accelerare il raggiungimento degli obiettivi climatici europei.
Diesel dagli scarti alimentari per le navi da crociera con l’accordo Eni-Msc QuiFinanza
Conclusa la sperimentazione su MSC Opera: il biocarburante da scarti è compatibile con i motori attuali e sono immediatamente utilizzabili
Nata ad Anzio, dopo la laurea in Editoria e Scrittura e un periodo in Belgio, ha iniziato a scrivere di attualità, geopolitica, lavoro e giovani.
ANSA Diesel dagli scarti alimentari per le navi da crociera.
Le navi da crociera inquinano e consumano molto, ma anche in questo settore si sta inserendo la sostenibilità. Alcuni attori puntano ad abbassare i consumi e le emissioni e per farlo si parte dai carburanti. Il problema dell’alimentazione dei motori delle navi da crociera è percepibile anche solo attraverso l’osservazione della mole che queste navi occupano in mare e i viaggi più o meno lunghi che possono svolgere.
La maggior parte delle imbarcazioni utilizza prodotti derivati dal petrolio, come l’olio combustibile pesante o il gasolio marino. Ma qualcosa sta cambiando. Un esempio di questo cambiamento è l’annuncio del 12 maggio di Eni e MSC Cruises che hanno completato la fase sperimentale relativa all’utilizzo di diesel rinnovabile ottenuto da scarti come oli vegetali esausti e grassi animali.
Eni e MSC per il diesel HVO
La nave da crociera MSC Opera è stata alimentata per circa 2000 ore con HVO puro. Non è stata fatta alcuna modifica al motore e sono state rilevate prestazioni positive, anche dal punto di vista delle emissioni.
Questo l’annuncio di Eni, che insieme a MSC Cruises ha condotto un test congiunto sul diesel HVO (Hydrogenated Vegetable Oil) di Enilive pensato per l’alimentazione dei motori delle navi da crociera.
La conclusione dell’esperimento è la conferma di fattibilità tecnica dell’impiego del biocarburante in forma pura nel settore marittimo.
Decarbonizzazione e riduzione delle emissioni
Stefano Ballista, amministratore delegato di Enilive, ha commentato i risultati del test con soddisfazione, perché confermano che il biocarburante diesel HVO può contribuire alla decarbonizzazione del trasporto marittimo e l’utilizzo è possibile da subito.
Spiega:
L’HVO può essere utilizzato in forma pura nei motori marini validati per il suo impiego, consentendo la riduzione delle emissioni climalteranti calcolate lungo l’intera filiera compresa tra il 65% e il 90% rispetto ai tradizionali combustibili fossili.
Questo combustibile viene prodotto nelle bioraffinerie di Venezia e Gela, quindi è un prodotto completamente italiano, a partire da materie di scarto come oli alimentari esausti, grassi animali e residui dell’industria agroalimentare.
Si tratta di un prodotto subito disponibile nei porti di Genova, Ravenna e Venezia. Si pensa quindi che contribuirà in maniera efficace alla decarbonizzazione del trasporto marittimo e permetterà al settore di rispettare gli obblighi previsti dal regolamento FuelEU Maritime e alla riduzione dei costi legati alle emissioni.
I risultati del test
Sorprendenti sono i risultati del test condotto con la nave da crociera. Grazie a questo è stato possibile dimostrare che l’HVO rappresenta una soluzione immediatamente applicabile anche ai motori marini e senza dover fare modifiche o aggiornamenti tecnologici ai motori.
Infatti, i risultati hanno garantito prestazioni in linea con i combustibili fossili marini ed una serie di dati positivi dal punto di vista delle emissioni.
Si registrano infatti:
riduzioni delle emissioni di NOx (-16%) e di particolato;
riduzione delle emissioni di gas a effetto serra (GHG) pari a circa l’80% in meno rispetto al carburante tradizionale.
Quest’ultimo dato in particolare è stato il risultato dell’utilizzo nel processo di produzione dell’HVO di materie prime al 100% di origine biogenica.
Anche da MSC Cruises, attraverso lo Chief Energy Transition Officer Michele Francioni, arriva il commento soddisfatto. Il test ha confermato la fattibilità tecnica dell‘utilizzo al 100% di HVO sulle navi da crociera.
Per un brand come MSC, impegnata nella decarbonizzazione, l’HVO potrà svolgere un ruolo molto importante e insieme ad altri combustibili immediatamente disponibili come LNG e bio-LNG c’è l’opportunità concreta di accelerare la transizione verso i combustibili rinnovabili.
L’obiettivo di MSC Cruises, lo ricordiamo, è di raggiungere emissioni nette di gas a effetto serra pari a zero entro il 2050.
Author summary Our research aims to establish a baseline for assessing the sustainability of seaweed aquaculture at Nosy Boraha (Sainte-Marie Island), Madagascar. An interdisciplinary team of anthropologists, reef ecologists, chemists, and environmental law s…
Key market opportunities in the U.S. cement industry include leveraging federal infrastructure projects for stable demand, incorporating decarbonization initiatives, optimizing regional supply chains, and embracing digital management. Collaboration across sec…
Dublin, May 12, 2026 (GLOBE NEWSWIRE) -- The"United States Cement Industry Market Size & Forecast by Value and Volume Across 100+ Market Segments by Cement Products, Distribution Channel, Market Share, Import - Export, End Markets - Databook Q1 2026 Update"report has been added toResearchAndMarkets.com'soffering.The cement market in the United States is expected to grow by 4.0% on annual basis to reach USD 17.42 billion in 2026. The cement market in the country recorded strong growth during 2021-2025, achieving a CAGR of 4.6%. Growth momentum is expected to remain positive, with the market projected to expand at a CAGR of 4.2% during 2026-2030. By the end of 2030, the cement market is projected to expand from its 2025 value of USD 16.75 billion to approximately USD 20.57 billion. This report provides a detailed data-centric analysis of the the cement industry in United States, covering market opportunities and analysis across a range of the cement domains. With over 100+ KPIs at the country level, this report provides a comprehensive understanding of the cement market dynamics, market size and forecast, and market share statistics. Outlook for the United States Cement Industry Key Trends & Developments Build Strategic Partnerships to Stabilize Industry Structure Identify Core Growth Drivers Forecast Future Trends For more information about this report visithttps://www.researchandmarkets.com/r/dppl33 About ResearchAndMarkets.comResearchAndMarkets.com is the world's leading source for international market research reports and market data. We provide you with the latest data on international and regional markets, key industries, the top companies, new products and the latest trends.
UK designer and manufacturer of uncrewed surface vessels (USVs) ZeroUSV has made a strategic […] The post UK firm becomes shareholder in shipyard that built its USVs appeared first on Offshore Energy .
UK designer and manufacturer of uncrewed surface vessels (USVs) ZeroUSV has made a strategic investment in the Manor Marine shipyard, which in the last 12 months constructed and outfitted all four Oceanus12 vessels currently in operation. By becoming a shareholder in Manor Marine, ZeroUSV says it secures production capacity to significantly scale and deliver at pace the design, engineering and build phases of its Oceanus class USVs from Manor Marine’s base in Portland, Dorset. The move is said to further enhance ZeroUSV’s end-to-end domestic production capabilities, while securing long-term business for Manor Marine. Additional manufacturing space may be added from Autumn 2027. Tom O’Neill, Operations Director at Manor Marine, said:“Autonomous vessels represent a new frontier for critical maritime operations supporting defence and energy security objectives, and it’s important that the UK capitalises on its growing reputation in this space. We’re proud that ZeroUSV has made the transition from client to strategic investor; this says a great deal about the trust that our teams have cultivated in the delivery of the fleet to date and sets us up perfectly for deeper collaboration in future.” The Oceanus class USVs are fully robotic and low-carbon, featuring large payload capacity, customizable design, serving as a versatile platform for a wide range of critical maritime operations, including defense, ZeroUSV said. Construction of the first Oceanus17 class USV, a larger 17-meter platform development with the engineering of the Oceanus12, is currently underway and is set for delivery in early July this year. Matthew Ratsey, Co-founder and Managing Director of ZeroUSV, said:“From the outset Manor Marine have proven to be a key partner in delivering the world-class Oceanus12 USV which the 17 is now building on. The investment we are making today is a recognition of that, and a serious statement of intent which will guarantee production capacity, and allow ZeroUSV to continue to scale at an aggressive pace which the market demands. This will be a direct boost to the UK’s sovereign shipbuilding capability and local economic opportunities in the South West.” Take the spotlight and anchor your brand in the heart of the offshore world! Join us for a bigger impact and amplify your presence at the core hub of the offshore energy community!
Eni e MSC Crociere testano con successo l’HVO Messaggero Marittimo
SAN DONATO MILANESE – Si conclude con risultati positivi la campagna sperimentale avviata da Eni e MSC Cruises per testare l’impiego del diesel HVO (Hydrogenated Vegetable Oil) di Enilive nel settore marittimo. L’iniziativa, annunciata da San Donato Milanese, conferma la fattibilità tecnica dell’utilizzo del biocarburante in forma pura per l’alimentazione dei motori delle navi da crociera, senza necessità di modifiche agli apparati propulsivi. La sperimentazione è stata condotta a bordo della nave da crociera MSC Opera, dove uno dei motori principali è stato alimentato per circa 2.000 ore esclusivamente con HVO puro. Durante tutta la fase di prova sono stati monitorati parametri operativi, consumi ed emissioni, con l’obiettivo di verificare l’affidabilità del carburante e il suo potenziale contributo alla decarbonizzazione dello shipping.
Secondo quanto emerso dai test, l’HVO si è dimostrato immediatamente utilizzabile anche in ambito marittimo, garantendo prestazioni analoghe a quelle dei combustibili fossili tradizionalmente impiegati nel settore navale. I risultati hanno evidenziato inoltre una riduzione delle emissioni di ossidi di azoto (NOx) pari al 16%, una diminuzione del particolato e soprattutto un abbattimento delle emissioni climalteranti lungo l’intero ciclo di vita stimato intorno all’80% rispetto ai carburanti convenzionali. Un risultato legato principalmente all’origine delle materie prime impiegate nella produzione dell’HVO, realizzato utilizzando esclusivamente componenti biogeniche come oli alimentari esausti, grassi animali e residui provenienti dall’industria agroalimentare. Il carburante viene prodotto nelle bioraffinerie Venezia e Gela di Enilive.
L’attività di raccolta e validazione dei dati tecnici è stata svolta con il supporto di Wärtsilä, costruttore del motore utilizzato durante la prova, mentre Bureau Veritas ha operato come ente indipendente di certificazione per la verifica dei risultati ottenuti.
Per Stefano Ballista, la sperimentazione rappresenta una dimostrazione concreta di come il diesel HVO possa offrire un contributo immediato alla riduzione delle emissioni del trasporto marittimo. Ballista ha sottolineato come il biocarburante consenta un taglio delle emissioni climalteranti compreso tra il 65% e il 90% lungo l’intera filiera rispetto ai combustibili fossili marini tradizionali. L’amministratore delegato di Enilive ha inoltre ricordato che il carburante HVO per uso marittimo è già disponibile nei porti di Genova, Ravenna e Venezia, con consegne effettuate direttamente alle navi tramite bettolina.
Soddisfazione è stata espressa anche da Michele Francioni, che ha definito il test un importante passo avanti nel percorso di decarbonizzazione della compagnia crocieristica. Secondo Francioni, l’HVO può avere un ruolo strategico nella transizione energetica dello shipping, affiancandosi ad altre soluzioni già disponibili come LNG e bio-LNG.
L’obiettivo finale di MSC Cruises resta quello di raggiungere emissioni nette di gas serra pari a zero entro il 2050, in linea con i target internazionali e con le disposizioni introdotte dal regolamento europeo FuelEU Maritime.
LEGGI ANCHE:
Registrata una riduzione delle emissioni di gas serra fino all’80% rispetto ai carburanti tradizionali L'articolo Msc Cruises ed Enilive testano con successo il biocarburante Hvo proviene da Shipmag .
Registrata una riduzione delle emissioni di gas serra fino all’80% rispetto ai carburanti tradizionali
San Donato Milanese – Eni e Msc Cruises hanno concluso con successo una sperimentazione sull’utilizzo del biocarburante Hvo diesel di Enilive per alimentare i motori delle navi da crociera, confermandone la fattibilità tecnica nel settore marittimo.
I test sono stati effettuati a bordo della nave Msc Opera, dove uno dei motori è stato alimentato per circa 2.000 ore con Hvo puro, senza necessità di modifiche tecniche. La sperimentazione ha evidenziato prestazioni in linea con i carburanti tradizionali e una riduzione delle emissioni di NOx del 16%, oltre a un taglio delle emissioni di gas serra fino all’80% lungo l’intero ciclo di vita del carburante.
“L’Hvo può contribuire immediatamente alla decarbonizzazione del trasporto marittimo”, ha dichiarato Stefano Ballista, amministratore delegato di Enilive. Per Msc Cruises, il biocarburante “può svolgere un ruolo importante nella decarbonizzazione dello shipping”, ha aggiunto Michele Francioni, chief energy transition officer della compagnia. Alla raccolta e validazione dei dati hanno collaborato anche Wärtsilä e Bureau Veritas.
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With a final investment decision (FID) now out of the way, Australia’s energy giant Santos and its joint venture partners will move forward with the development of a tie-in gas project in Papua New Guinea (PNG), Oceania. The post LNG capacity boost emerging in Oceania as new gas project gets the green light appeared first on Offshore Energy .
With a final investment decision (FID) now out of the way, joint venture partners, encompassing Santos, ExxonMobil PNG, Eneos Xplora, Kumul Petroleum, and the Mineral Resources Development Company, will move forward with the development of a tie-in gas project in Papua New Guinea (PNG), Oceania. Following approval by thePNG LNGjoint venture, a final investment decision has been made to proceed with theAgogo Production Facility (APF) tie-in project in Papua New Guinea. The first gas is targeted for the second quarter of 2028. Kevin Gallagher, Santos’ Chief Executive Officer and Managing Director, described the APF tie-in project as a highly value-accretive investment that meets the company’s capital allocation criteria and will support its long-term production profile with an approximate 12-year production plateau, and the potential to continue production beyond 2050. Gallagher emphasized:“The APFtie-inproject is a high-quality development with strong economics and a clear role in our strategy to build and grow portfolio production.The execution of this project will convert Santos’ 66 mmboe 2P undeveloped reserves into developed reserves, delivering incremental net production of ~54 mmscf/d with significant upside potential depending on reservoir performance. “With an expected IRR of greater than 50 per cent and a payback period less than four years from FID, and approximately two years from first gas, the project is expected to be strongly value accretive, support our long-term production profile and sustain feed gas supply to PNG LNG.” This development will deliver gas from the Santos-operated APF to the PNG LNG gas pipeline via a new 19-kilometre pipeline, together with two new wells and associated production facility modifications. The Australian giant’s share of capital expenditure is approximately $160 million out of the gross capex of around $400 million over three years. This content is available after accepting the cookies. PNG LNG getting more gas thanks to new project coming online Brett Darley, Santos’ Australia and PNG Chief Operating Officer, underlined:“Key regulatory approvals are in place, required land access has been secured and all material joint venture approvals have been obtained.Through the Santos Foundation and our broader community partnerships, we continue to invest in stronger, more resilient communities in the Highlands and long-term, cooperative relationships with landholders and local stakeholders. “Our focus is now on progressing detailed design for the facility modification, awarding the two main construction contracts and progressing the temporary construction camp to drive towards first gas in the second quarter of 2028.” Santos claims that the expected internal rate of return (IRR) is greater than 50% with payback period less than four years from the FID for this project, with incremental production capacity of around 135 mmscf/d. With an investment value of over $19 billion, PGN LNG is said to have a relatively low greenhouse gas emissions intensity. Take the spotlight and anchor your brand in the heart of the offshore world! Join us for a bigger impact and amplify your presence at the core hub of the offshore energy community!
Sperimentato su Msc Opera, il nuovo carburante consentirebbe emissioni di Ghg pari a circa l'80% in meno rispetto all’uso del carburante tradizionale L'articolo Testato con successo da Eni e Msc Cruises biocarburante Hvo diesel per il trasporto marittimo proviene da Shipping Italy .
È stata completata la campagna sperimentale relativa all’utilizzo del diesel Hvo (Hydrogenated Vegetable Oil) di Enilive per l’alimentazione dei motori delle navi da crociera, confermando la fattibilità tecnica dell’impiego del biocarburante in forma pura nel settore marittimo.
Ne hanno dato notizia Eni e Msc Crociere spiegendo che “l’iniziativa evidenzia il valore dell’Hvo come vettore energetico strategico a supporto della decarbonizzazione del trasporto marittimo e della riduzione delle emissioni di gas a effetto serra (Ghg) lungo l’intero ciclo di vita, consentendo agli armatori di ridurre significativamente i costi legati alle emissioni e di rispettare gli obiettivi fissati dal regolamento FuelEU Maritime”.
La sperimentazione è stata condotta congiuntamente da Eni e Msc Cruises: durante i test, uno dei motori della nave da crociera Msc Opera è stato alimentato per circa 2.000 ore con Hvo puro, senza alcuna modifica al motore; allo stesso tempo sono stati rilevati i dati relativi alle prestazioni e alle emissioni.
Secondo le due società “il test ha dimostrato che l’Hvo rappresenta una soluzione immediatamente applicabile anche ai motori marini, senza necessità di significativi aggiornamenti tecnologici, garantendo prestazioni in linea con quelle dei tradizionali combustibili fossili marini. La prova ha inoltre registrato una riduzione delle emissioni sia di NOx (-16%) sia di particolato, nonché una significativa diminuzione delle emissioni di Ghg pari a circa -80% rispetto all’uso del carburante tradizionale, riduzione legata all’utilizzo nel processo di produzione dell’Hvo di materie prime al 100% di origine biogenica”.
I dati tecnici sulle prestazioni del motore e sulle emissioni associate sono stati raccolti e valutati con il supporto di Wärtsilä, costruttore del motore, e di Bureau Veritas, che ha agito come ente certificatore indipendente per la validazione dei risultati sperimentali.
Stefano Ballista, Amministratore delegato di Enilive, ha commentato: “La sperimentazione con Msc ha dimostrato come il biocarburante diesel Hvo possa contribuire immediatamente alla decarbonizzazione del trasporto marittimo. L’Hvo può infatti essere utilizzato in forma pura nei motori marini validati per il suo impiego, consentendo una riduzione delle emissioni climalteranti calcolate lungo l’intera filiera compresa tra il 65% e il 90% rispetto ai tradizionali combustibili fossili marini. L’Hvo è prodotto nelle bioraffinerie Enilive di Venezia e Gela, principalmente a partire da materie prime di scarto come oli alimentari esausti, grassi animali e residui dell’industria agroalimentare. Da alcuni mesi, l’Hvo diesel per la marina di Enilive è disponibile nei porti di Genova, Ravenna e Venezia per consegne dirette dal deposito alle navi tramite bettolina. L’impiego di questo carburante rappresenta una soluzione concreta ed efficace per la decarbonizzazione del trasporto marittimo, contribuendo al rispetto degli obblighi previsti dal regolamento FuelEU Maritime e alla riduzione dei costi legati alle emissioni”.
Michele Francioni, Chief Energy Transition Officer di Msc Cruises ha commentato: “Siamo molto soddisfatti di aver confermato con esito positivo la fattibilità tecnica dell’utilizzo al 100% di Hvo su una nostra nave da crociera, nell’ambito dei nostri continui sforzi di decarbonizzazione. Riteniamo che l’Hvo possa svolgere un ruolo importante nella decarbonizzazione dello shipping e che, insieme ad altri combustibili immediatamente disponibili come Gnl e bio-Gnl, rappresenti un’opportunità concreta già attuabile a bordo delle navi da crociera per accelerare la transizione verso i combustibili rinnovabili, avvicinandoci di un ulteriore passo al nostro obiettivo finale di raggiungere emissioni nette di Ghg pari a zero entro il 2050”.
ISCRIVITI ALLA NEWSLETTER QUOTIDIANA GRATUITA DI SHIPPING ITALY
SHIPPING ITALY E’ ANCHE SU WHATSAPP: BASTA CLICCARE QUI PER ISCRIVERSI AL CANALE ED ESSERE SEMPRE AGGIORNATI
U.K. Prime Minister Keir Starmer has lost the first member of his government as he faces pressure to step down following losses in local elections. Junior minister Miatta Fahnbulleh stepped down Tuesday and urged Starmer “to do the right thing for the country…
Prime Minister Keir Starmer made the pledge Monday, referencing members of his own party and among the electorate as a whole wrong as he tries to fight off demands to step down after devastating local election results for his Labour Party. British Prime Minister Sir Keir Starmer speaking to the media after meeting Labour Party members during a visit to AFC Wimbledon in south London, Saturday May 9, 2026. (Maja Smiejkowska/PA via AP) A bookmaker takes bets for a possible next British Prime Minister on his betting board near Downing Street in London, Tuesday, May 12, 2026.(AP Photo/Kirsty Wigglesworth) Secretary of State for Energy Security and Net Zero Ed Miliband arrives for a cabinet meeting in Downing Street, London, Tuesday, May 12, 2026 as Britain’s Prime Minister Keir Starmer is facing the biggest threat yet to his authority after a growing number of disaffected lawmakers called for him to step down.(AP Photo/Kirsty Wigglesworth) Secretary of State for Health and Social Care Wes Streeting arrives for a cabinet meeting in Downing Street, London, Tuesday, May 12, 2026 as Britain’s Prime Minister Keir Starmer is facing the biggest threat yet to his authority after a growing number of disaffected lawmakers called for him to step down.(AP Photo/Kirsty Wigglesworth) Secretary of State for Wales Jo Stevens arrives for a cabinet meeting in Downing Street, London, Tuesday, May 12, 2026 as Britain’s Prime Minister Keir Starmer is facing the biggest threat yet to his authority after a growing number of disaffected lawmakers called for him to step down.(AP Photo/Kirsty Wigglesworth) LONDON (AP) — U.K. Prime MinisterKeir Starmerinsisted Tuesday that he has no intention of resigning as calls grew louder within his Labour Party for him to step down and some junior members of his government quit in protest. A day before the state opening of Parliament when the government will present its legislative program for the coming year, Starmer tried to shore up support within his Cabinet. Starmer’s future has become a hot topic over the past few feverish days followinghistoric lossesfor the Labour Party in local elections last week, which if repeated in a national election that has to be held by 2029, would see it overwhelmingly ejected from power. Though no Cabinet member has quit or publicly stated the prime minister should step aside for a change in leader, there’s growing speculation that the ambitious health secretary, Wes Streeting, will inform Starmer that his days are numbered when they meet on Wednesday. AP correspondent Charles de Ledesma reports Britain’s prime minister is fighting for his political survival in meetings with senior lawmakers. Streeting has many supporters within the parliamentary party, including some of those who resigned from Starmer’s government on Tuesday, which stoked speculation that Starmer could suffer the fate of Boris Johnson in 2022 when dozens of ministers quit en masse andforced his departure. While more than 100 members of Parliament signed a letter saying it was “no time for a leadership contest,” about 90 others saidStarmer should stand downor at least set out a timetable for his departure. That’s not enough to trigger a leadership contest, though, as no candidate has issued a challenge to the prime minister. Under Labour party rules, a fifth of its lawmakers in the House of Commons, or 81 members, must publicly give their backing to a single candidate for a leadership election to take place. On Tuesday, several junior ministers, some of whom were elected for the first time inLabour’s landslide election victoryin July 2024, resigned and urged Starmer to do the same. Miatta Fahnbulleh, minister of housing, communities and local government, was the first to quit, urging Starmer “to do the right thing for the country.” She was followed by Jess Phillips, the safeguarding minister and a prominent member of the Labour Party. In her resignation letter, she described Starmer as a “good man fundamentally” but unable to make bold changes. “I know you care deeply, but deeds, not words are what matter,” Phillips said. “I’m not sure we are grasping this rare opportunity with the gusto that’s needed and I cannot keep waiting around for a crisis to push for faster progress.” Despite the party’s dominant win driving out the Conservatives after 14 years in power, Labour’s popularity has plunged and Starmer is getting much of the blame. The reasons include a series of policy missteps, a perceived lack of vision on the prime minister’s part, a struggling British economy and questions over his judgment. Starmer’s choice of Peter Mandelson as U.K. ambassador to Washington despite ties to the convicted sex offenderJeffrey Epsteinhas continued to haunt him. At the start of the weekly Cabinet meeting on Tuesday, Starmer said he took responsibility for the losses in last week’s elections but would fight on. Labour was squeezed from the right and the left, losing votes to both anti-immigrant Reform UK and the Green Party, as well as nationalist parties in Scotland and Wales. The result reflects the increasing fragmentation of U.K. politics, long dominated by Labour and the Conservatives. Starmer told his Cabinet that there’s a process to oust a leader and it hadn’t been triggered. “The country expects us to get on with governing,” Starmer said. “The past 48 hours have been destabilizing for government and that has a real economic cost for our country and for families.” That cost was evident in financial markets on Tuesday, with the interest rate charged on British government bonds up by more than those of comparable nations. That shows investors think it’s increasingly risky to hold British government debt. As Cabinet members left 10 Downing Street, some voiced their support for the embattled prime minister. Works and Pensions Secretary Pat McFadden said nobody publicly challenged Starmer at the meeting, while Business Secretary Peter Kyle said the prime minister was showing “really steadfast leadership.” Later, Starmer’s deputy David Lammy warned Labour lawmakers that the only beneficiary of the party’s “navel-gazing” is the populist right and the leader of Reform UK,Nigel Farage, in particular. “He has my full support, and what I say to colleagues is, look, let’s just step back,” he said. “Take a breath.” Health Secretary Wes Streeting, long believed to be preparing for a leadership challenge against Starmer, was among senior ministers who dodged a barrage of shouted questions from a gaggle of reporters outside. “Wes Streeting, do you want the job, or not?” a man yelled from across the street. “Are you measuring the curtains?” Streeting is expected to meet Starmer early on Wednesday, before King Charles III outlines the government’s program, to discuss the future. The other two names often touted as possible successors areAngela Rayner, the former deputy prime minister who had to quit last year over an unpaid tax bill. She has long set herself apart as a different kind of politician with a compelling personal story, brought up in social housing and leaving school at 16 as a teen mother. Andy Burnham, the popular mayor of Greater Manchester, is widely perceived to be one of the strongest candidates but is not currently eligible because he’s not in Parliament. To get in the race, he’ll have to find a seat where he can be elected. That may involve a close ally of Burnham’s in the northwest of England vacating their seat for him to stand for election. However, he may be blocked as was the case earlier this year or could even lose, if last week’s results are any guide. ___ Danica Kirka and Sylvia Hui in London contributed to this report.
NeptuneZero, a Greek deep-tech startup developing artificial intelligence solutions for optimizing vessel performance and automating maritime reporting, has announced a 500,000 euro investment.
Corallia Ventures TT AKES led the funding…
NeptuneZero: 500,000 e…
Corallia Ventures TT AKES led the funding round, with participation from angel investors. NeptuneZero is developing an integrated solution combining onboard IoT hardware, edge computing, and cloud-based analytics, aiming to automate maritime reporting and improve fleet performance in real time. Its platform collects and validates data using artificial intelligence algorithms, automatically generates daily reports, and provides real-time fleet analytics. By eliminating manual processes, it enables data-driven decision-making. Replacing error-prone and time-consuming workflows, NeptuneZero significantly reduces administrative burden while improving data accuracy and regulatory compliance. The company’s solution delivers direct and quantifiable value to shipping operators: At fleet level, NeptuneZero has already demonstrated: NeptuneZero is already showing strong commercial momentum: The company operates within a rapidly transforming global maritime ecosystem, driven by decarbonization targets, increasing regulatory pressure (EU ETS, FuelEU Maritime, IMO DCS), and rising fuel costs. With the global merchant fleet exceeding 100,000 vessels and the marine IoT market estimated at 700 billion dollars, NeptuneZero positions itself at the forefront of a large and fast-growing industry. Για να εμφανίζονται περισσότερα άρθρα τηςΝαυτεμπορικήςστις αναζητήσεις σας εύκολα και γρήγορα, πρέπει να προσθέσετε το site στις προτιμώμενες πηγές σας. Μπορείτε να το κάνετε πηγαίνονταςεδώ.
Accordo con Nairobi per sviluppare infrastrutture, terminal e corridoi logistici in Africa orientale L'articolo Cma Cgm rafforza la presenza portuale e logistica in Kenya proviene da Shipmag .
Accordo con Nairobi per sviluppare infrastrutture, terminal e corridoi logistici in Africa orientale
Nairobi – Cma Cgm ha firmato un accordo quadro con le autorità del Kenya per sostenere lo sviluppo delle infrastrutture portuali e logistiche del Paese, consolidando la propria presenza strategica nell’Africa orientale.
L’intesa è stata siglata durante l’Africa Forward Summit alla presenza del presidente francese Emmanuel Macron e del presidente keniota William Ruto.
L’obiettivo dell’accordo è rafforzare la capacità dei porti, migliorare la logistica interna e aumentare la connettività marittima del Kenya, considerato uno dei principali accessi commerciali per l’intera regione dell’Africa orientale e centrale.
Il gruppo francese opera nel Paese dal 2005 e negli anni ha sviluppato collegamenti attraverso i porti di Mombasa e Lamu, oltre ai corridoi terrestri verso i mercati interni africani.
L’iniziativa rientra nella più ampia strategia africana di Cma Cgm, basata sullo sviluppo di terminal container, integrazione logistica e decarbonizzazione dei trasporti. Attualmente il gruppo partecipa alla gestione o allo sviluppo di nove terminal container nel continente.
Tra i principali progetti figurano l’espansione del terminal container di Kribi, il porto di acque profonde di Lekki e il nuovo terminal di Pointe-Noire, sviluppato insieme a Ad Ports Group.
In Nigeria il gruppo sta inoltre lavorando a un servizio di chiatte fluviali elettriche per collegare il porto di Lekki ai porti secchi interni, con l’obiettivo di migliorare la distribuzione merci e ridurre le emissioni.
Nel Nord Africa, Cma Cgm prosegue invece i lavori al terminal Nador West Med e all’espansione del terminal TMT di Alessandria, mentre nel Mar Rosso partecipa allo sviluppo del terminal container di Sokhna insieme a Cosco Ports e Hutchison Ports.
Attraverso Ceva Logistics, il gruppo sta anche ampliando le reti multimodali che integrano trasporto marittimo, ferroviario e stradale nei mercati africani.
La strategia di Cma Cgm conferma come l’Africa sia diventata una delle aree più importanti per gli investimenti logistici globali, grazie alla crescita dei traffici regionali e al crescente interesse dei grandi operatori per i corridoi commerciali africani.
ATHENS, Greece, May 11, 2026 /PRNewswire/ -- Danaos Corporation ("Danaos") (NYSE: DAC), one of the world's largest independent owners of container vessels, today reported unaudited results for the three-month period ended March 31, 2026. Financial Summary Thr…
ATHENS, Greece,May 11, 2026/PRNewswire/ -- Danaos Corporation ("Danaos") (NYSE:DAC), one of the world's largest independent owners of container vessels, today reported unaudited results for the three-month period ended March 31, 2026. Financial Summary Three Months Ended March 31, 2026 and Three Months Ended March 31, 2025 Unaudited (Expressed in thousands of United States dollars, except as otherwise stated) Three Months Ended Three Months Ended March 31, 2026 March 31, 2025 Financial & OperatingMetrics ContainerVessels Dry bulkVessels Other Total ContainerVessels Dry bulkVessels Other Total Operating Revenues $229,550 $24,148 - $253,698 $236,190 $17,117 - $253,307 VoyageIncome/(Expenses), excl.commissions $4,601 $(5,554) - $(953) $(307) $(8,370) - $(8,677) Time Charter EquivalentRevenues(1) $234,151 $18,594 - $252,745 $235,883 $8,747 - $244,630 Net income/(loss) $113,253 $1,631 $25,537 $140,421 $119,045 $(6,542) $2,644 $115,147 Adjusted net income /(loss)(2) $118,840 $1,631 $2,077 $122,548 $119,803 $(6,542) $161 $113,422 Earnings per share, basic $7.71 $6.14 Earnings per share, diluted $7.70 $6.13 Adjusted earnings pershare, diluted(2) $6.72 $6.04 Operating Days 6,595 749 - 6,451 832 - Time Charter EquivalentUS$/day(1) $35,504 $24,825 - $36,565 $10,513 - Ownership days 6,750 913 - 6,637 900 - Average number of vessels 75.0 10.1 - 73.7 10.0 - Fleet Utilization 97.7 % 82.0 % - 97.2 % 92.4 % - Adjusted EBITDA(2) $170,104 $8,424 $2,038 $180,566 $172,888 $(1,349) $134 $171,673 Consolidated Balance Sheet & Leverage Metrics As of March 31, 2026 As of December 31, 2025 Cash and cash equivalents $876,207 $1,037,292 Availability under Revolving Credit Facility $236,250 $247,500 Marketable securities(3) $143,704 $120,244 Total cash liquidity & marketable securities(4) $1,256,161 $1,405,036 Debt, gross of deferred finance costs $1,046,263 $1,177,782 Net Debt(5) $170,056 $140,490 LTM Adjusted EBITDA(6) $728,269 $719,376 Net Debt / LTM Adjusted EBITDA 0.23x 0.20x 1) Time charter equivalent revenues and time charter equivalent US$/day are non-GAAP measures. Refer to the reconciliation provided in the appendix which appears later in this earnings release. 2) Adjusted net income/(loss), adjusted earnings per share, diluted and adjusted EBITDA are non-GAAP measures. Refer to the reconciliation of net income/(loss) to adjusted net income/(loss) and adjusted earnings per share, diluted; and net income/(loss) to adjusted EBITDA provided in the appendix which appears later in this earnings release. 3) Marketable securities refer to fair value of 6,256,181 shares of common stock of SBLK as of March 31, 2026 and December 31, 2025. 4) Total cash liquidity & marketable securities includes: (i) cash and cash equivalents, (ii) availability under our Revolving Credit Facility and (iii) marketable securities. 5) Net Debt is a non-GAAP measure and is defined as total debt gross of deferred finance costs less cash and cash equivalents. 6) Last twelve months Adjusted EBITDA. Refer to the reconciliation which appears later in this earnings release. For management purposes, the Company is organized based on operating revenues generated from container vessels and dry-bulk vessels and has two reporting segments: (1) a container vessels segment and (2) a dry-bulk vessels segment. The Company measures segment performance based on net income. Items included in the applicable segment's net income are directly allocated to the extent that the items are directly or indirectly attributable to the segments. With regards to the items that are allocated by indirect calculations, their allocation is commensurate to the utilization of key resources. The Other column includes components that are not allocated to any of the Company's reportable segments and includes investments in an affiliate accounted for using the equity method of accounting and investments in marketable securities. Highlights for the First Quarter Ended March 31, 2026 and up to the date of this release: Financing developments Fleet developments Chartering developments Investments Share buy-back and dividends Danaos' CEO Dr. John Coustas commented: "This quarter was shaped by the unprecedented events in the Gulf and the closure of the Strait of Hormuz, a situation that is still unfolding but which we hope will be resolved in the coming weeks. The disruption has primarily benefited the tanker sector, where rates spiked sharply before quickly normalizing. In the container sector, the disruption helped stabilize and lift certain box rates, however it did not have a significant effect. Two of our vessels currently remain in the Gulf, but this does not affect our earnings as both vessels continue to be on charter. The dry bulk market has improved considerably and continues to strengthen. Our optimistic outlook for this market prompted us to expand our order-book to four Newcastlemaxes for 2028 delivery. We also ordered two 5,000 TEU container ships for 2027 delivery, both of which are backed by three-year charters. Together with charter arrangements for our existing fleet, these additions position us with a pro-forma fleet of 104 container ships and 15 Capesize & Newcastlemax vessels with a $4.1 billion contracted revenue backlog. Combined with $1.3 billion of liquidity, this positions us to continue pursuing accretive opportunities as they arise. Resolution of the conflicts in the Gulf and Ukraine should bring meaningful stability for years to come, absent new initiatives by the major global powers. Last year's developments demonstrated that globalization remains resilient and that protectionism is likely to be the exception rather than the rule going forward. Trade is becoming increasingly multilateral, which benefits the midsize container ship segment in which we are actively investing. Together with a disciplined expansion strategy, we believe these dynamics will continue to drive improving profitability and create value for our shareholders." Three months ended March 31, 2026 compared to the three months ended March 31, 2025 During the three months ended March 31, 2026, Danaos had an average of 75.0 container vessels and 10.1 drybulk vessels compared to 73.7 container vessels and 10.0 drybulk vessels during the three months ended March 31, 2025. Our container vessels utilization for the three months ended March 31, 2026 was 97.7% compared to 97.2% in the three months ended March 31, 2025. Our drybulk vessels utilization for the three months ended March 31, 2026 was 82.0% compared to 92.4% in the three months ended March 31, 2025. Our adjusted net income amounted to $122.5 million, or $6.72 per diluted share, for the three months ended March 31, 2026 compared to $113.4 million, or $6.04 per diluted share, for the three months ended March 31, 2025. We have adjusted our net income in the three months ended March 31, 2026 for (i) a $23.5 million gain from the change in fair value of investments, (ii) a $4.6 million loss on debt extinguishment, and (iii) $1.0 million of non-cash amortization of finance fees and debt discount. Adjusted net income of our container vessels segment amounted to $118.8 million for the three months ended March 31, 2026, compared to $119.8 million for the three months ended March 31, 2025. We adjusted net income of container vessels segment in the three months ended March 31, 2026 for (i) a $4.6 million loss on debt extinguishment and (ii) $1.0 million of non-cash amortization of finance fees and debt discount. Adjusted net income of our drybulk vessels segment amounted to $1.6 million for the three months ended March 31, 2026, compared to an adjusted net loss of $6.5 million for the three months ended March 31, 2025. The $9.1 million increase in adjusted net income for the three months ended March 31, 2026, compared to the three months ended March 31, 2025, was primarily attributable to (i) a $4.4 million decrease in total operating expenses, (ii) a $2.4 million decrease in net finance expenses, (iii) a $2.0 million increase in dividends received, and (iv) a $0.4 million increase in operating revenues, partially offset by a $0.1 million increase in loss on equity investments. Please refer to the Adjusted Net Income reconciliation tables, which appear later in this earnings release. On a non-adjusted basis, our net income amounted to $140.4 million, or $7.70 earnings per diluted share, for the three months ended March 31, 2026 compared to net income of $115.1 million, or $6.13 earnings per diluted share, for the three months ended March 31, 2025. Our net income for the three months ended March 31, 2026 includes $23.5 million gain on marketable securities (gross of dividend income) compared to $2.5 million gain on marketable securities (gross of dividend income) in the three months ended March 31, 2025. On a non-adjusted basis, the net income of our container vessels segment amounted to $113.3 million for the three months ended March 31, 2026 compared to $119.0 million for the three months ended March 31, 2025. On a non-adjusted basis, the net income of our drybulk vessels segment amounted to $1.6 million for the three months ended March 31, 2026, compared to a net loss of $6.5 million for the three months ended March 31, 2025. Operating RevenuesOperating revenues increased by $0.4 million, to $253.7 million in the three months ended March 31, 2026 from $253.3 million in the three months ended March 31, 2025. Operating revenues of our container vessels segment decreased by 2.8%, or $6.6 million, to $229.6 million in the three months ended March 31, 2026, compared to $236.2 million in the three months ended March 31, 2025, analyzed as follows: Operating revenues of our drybulk vessels segment increased by 40.9%, or $7.0 million, to $24.1 million in the three months ended March 31, 2026, compared to $17.1 million of revenues in the three months ended March 31, 2025. The increase was primarily driven by a significant improvement in Time Charter Equivalent rate per day, which increased to $24,825 per day in the three months ended March 31, 2026, from $10,513 per day in the three months ended March 31, 2025. This improvement was partially offset by a lower fleet utilization rate of 82.0% in the three months ended March 31, 2026 compared to 92.4% in the three months ended March 31, 2025. Vessel Operating ExpensesVessel operating expenses decreased by $1.7 million to $50.0 million for the three months ended March 31, 2026, from $51.7 million for the three months ended March 31, 2025. This decrease occurred despite an increase in the average number of vessels in our fleet due to container vessel newbuilding deliveries and reflects a reduction in average daily operating costs to $6,680 per day from $7,028 per day in the prior-year period, mainly due to lower repairs and maintenance expenses. Management believes that our daily operating costs remain among the most competitive in the industry. Depreciation & AmortizationDepreciation & Amortization includes Depreciation and Amortization of Deferred Dry-docking and Special Survey Costs. DepreciationDepreciation expense increased by $0.9 million, to $40.9 million in the three months ended March 31, 2026 from $40.0 million in the three months ended March 31, 2025, due to the increase in the average number of vessels in our fleet. Amortization of Deferred Dry-docking and Special Survey CostsAmortization of deferred dry-docking and special survey costs increased by $1.3 million to $12.3 million in the three months ended March 31, 2026 from $11.0 million in the three months ended March 31, 2025, reflecting a larger number of vessels drydocked for which vessels drydocking amortization cost was recognized during the three months ended March 31, 2026 compared to the three months ended March 31, 2025. General and Administrative ExpensesGeneral and administrative expenses increased by $2.4 million to $14.6 million for the three months ended March 31, 2026, from $12.2 million for the three months ended March 31, 2025. The increase was mainly attributable to $1.3 million in higher management fees mainly driven by the increase in the average number of vessels in our fleet, as well as a $1.1 million increase in corporate general and administrative expenses. Other Operating ExpensesOther Operating Expenses include Voyage Expenses. Voyage ExpensesVoyage expenses decreased by $7.4 million to $10.7 million in the three months ended March 31, 2026 from $18.1 million in the three months ended March 31, 2025, mainly driven by (i) a $4.9 million gain arising from early termination agreements for certain container vessels operating under time charter arrangements, with retention of bunkers on redelivery at no consideration in the three months ended March 31, 2026, and (ii) a $2.2 million decrease in voyage expenses of our dry bulk vessels, attributed to the different mix of time charter and voyage charter contracts under which our dry bulk vessels were deployed between the two periods. Voyage expenses of our container vessels segment decreased by $5.2 million to $3.6 million in the three months ended March 31, 2026 from $8.8 million in the three months ended March 31, 2025, mainly driven by a $4.9 million gain arising from early termination agreements for certain vessels operating under time charter arrangements, with retention of bunkers on redelivery at no consideration in the three months ended March 31, 2026. Voyage expenses of our dry bulk vessels segment decreased by $2.2 million to $7.1 million in the three months ended March 31, 2026, compared to $9.3 million in the three months ended March 31, 2025. For the three months ended March 31, 2026, voyage expenses of our dry bulk vessels comprised $1.5 million in commissions and $5.6 million in other voyage expenses, mainly comprised of bunkers costs and port expenses, compared to $1.0 million in commissions and $8.3 million in other voyage expenses for the three months ended March 31, 2025, reflecting an increase in time charter employment of our dry bulk vessels during the three months ended March 31, 2026 compared to the three months ended March 31, 2025. Interest Expense and Interest IncomeInterest expense increased by $1.9 million, to $11.9 million in the three months ended March 31, 2026 from $10.0 million in the three months ended March 31, 2025. The increase in interest expense is a result of: As of March 31, 2026, our outstanding debt, gross of deferred finance costs, was $1,046.3 million, which includes $500.0 million principal amount of the 6.875% Senior Notes. This compares to $1,177.8 million of outstanding debt as of December 31, 2025, which included $262.8 million principal amount of the 8.5% Senior Notes and $500.0 million principal amount of the 6.875% Senior Notes. The decrease in our outstanding debt was mainly due to (i) the early prepayment of four secured facilities under the $450 million syndicated credit facility and (ii) the repayment of the $262.8 million principal amount of the 8.5% Senior Notes, partially offset by drawdowns under the Jolco facilities. Interest income increased by $4.0 million, to $7.6 million in the three months ended March 31, 2026 compared to $3.6 million in the three months ended March 31, 2025, mainly driven by higher average cash balances between the two periods, partially offset by lower interest rates on cash deposits between the corresponding periods. Gain on investmentsThe $25.8 million gain on investments for the three months ended March 31, 2026 consisted of the change in fair value of our shareholding interest in Star Bulk Carriers Corp. ("SBLK") of $23.5 million and dividend income on these shares of $2.3 million. This compares to a $2.8 million gain on investments for the three months ended March 31, 2025, which consisted of a $2.5 million gain from the change in fair value of our shareholding interest in SBLK and $0.3 million of dividend income on these shares. Loss on equity investmentsLoss on equity investments amounting to $0.3 million and $0.2 million in the three months March 31, 2026 and March 31, 2025, respectively, relates to our share of expenses of Carbon Termination Technologies Corporation ("CTTC"), currently engaged in the research and development of decarbonization technologies for the shipping industry. Other finance expensesOther finance expenses decreased by $0.1 million to $0.9 million in the three months ended March 31, 2026 compared to $1.0 million in the three months ended March 31, 2025. Loss on derivativesAmortization of deferred realized losses on interest rate swaps remained stable at $0.9 million in the three months ended March 31, 2026 and March 31, 2025. Other income/(expenses), netOther income/(expenses), net, amounted to an income of $0.4 million in the three months ended March 31, 2026 compared to an income of $0.6 million in the three months ended March 31, 2025. Adjusted EBITDAAdjusted EBITDA increased by 5.2%, or $8.9 million, to $180.6 million for the three months ended March 31, 2026, from $171.7 million for the three months ended March 31, 2025. The increase was primarily attributable to (i) a $6.6 million decrease in total operating expenses, (ii) a $2.0 million increase in dividends received, and (iii) a $0.4 million increase in operating revenues, partially offset by a $0.1 million increase in loss on equity investments. Adjusted EBITDA for the three months ended March 31, 2026 is adjusted for (i) a $23.5 million gain from the change in fair value of investments, (ii) a $4.6 million of loss on debt extinguishment and (iii) stock based compensation of $0.1 million. Tables reconciling Adjusted EBITDA to Net Income/(Loss) can be found at the end of this earnings release. Adjusted EBITDA of container vessels segment decreased by 1.6%, or $2.8 million, to $170.1 million in the three months ended March 31, 2026 from $172.9 million in the three months ended March 31, 2025. Adjusted EBITDA of drybulk vessels segment increased by $9.7 million to $8.4 million in the three months ended March 31, 2026 from $(1.3) million in the three months ended March 31, 2025. Dividend PaymentDanaos has declared a dividend of $0.90 per share of common stock for the first quarter of 2026, which is payable on June 4, 2026, to stockholders of record as of May 26, 2026. Recent DevelopmentsIn April 2026, we received $100.0 million under the Jolco facility for vesselGreenland, with a tenor of eight years. In April 2026, we acquired an approximately 1.9% equity interest, comprising of 45,454,545 newly issued ordinary shares, in Yoda PLC (CSE: YODA), a Cyprus-listed investment company. Yoda PLC's portfolio is focused on shipping investments in the LNG and container sectors, real estate and other participations including healthcare. The shares were subscribed at €1.10 per share for total cash consideration of €50.0 million (approximately $58.6 million). In May 2026, we added two 5,000 TEU containership vessels to our orderbook, with expected deliveries in 2027. Conference Call and WebcastOn Tuesday, May 12, 2026 at 9:00 A.M. ET, the Company's management will host a conference call to discuss the results. Participants should dial into the call 10 minutes before the scheduled time using the following numbers: 1 833 890 6464 (US Toll Free Dial In), 0 800 279 9489 (UK Toll Free Dial In) or +44 (0) 2075 441 375 (Standard International Dial In). Please indicate to the operator that you wish to join the Danaos Corporation earnings call. A telephonic replay of the conference call will be available until May 20, 2026 by dialing 1 855 669 9658 (US Toll Free Dial In) or 1-412-317-0088 (Standard International Dial In) and using 6800112# as your access code. Audio WebcastThere will also be a live and then archived webcast of the conference call on the Danaos website (www.danaos.com). Participants of the live webcast should register on the website approximately 10 minutes prior to the start of the webcast. An archived version of the audio webcast will be available on the website within 48 hours of the completion of the call. Slide PresentationA slide presentation regarding the Company and the container and drybulk industry will also be available on the Danaos website (www.danaos.com). About Danaos CorporationDanaos Corporation is one of the largest independent owners of modern, large-size containerships. Our current fleet of 75 containerships aggregating 477,491 TEUs and 29 under construction container vessels aggregating 184,550 TEUs ranks Danaos among the largest container vessels charter owners in the world based on total TEU capacity. Danaos has also invested in the dry bulk sector through the acquisition of 11 capesize drybulk vessels and the recent order of four Newcastlemax dry bulk newbuildings, which, on a fully delivered basis, will aggregate approximately 2,787,286 DWT in capacity. Our container vessels fleet is chartered to many of the world's largest liner companies on fixed-rate charters. Our long track record of success is predicated on our efficient and rigorous operational standards and environmental controls. Danaos Corporation's shares trade on the New York Stock Exchange under the symbol "DAC". Forward-Looking StatementsMatters discussed in this release may constitute forward-looking statements within the meaning of the safe harbor provisions of Section 27A of the Securities Act of 1933 and Section 21E of the Securities Exchange Act of 1934. Forward-looking statements reflect our current views with respect to future events and financial performance, including contracted revenue, fleet growth and market conditions, and may include statements concerning plans, objectives, goals, strategies, future events or performance, and underlying assumptions and other statements, which are other than statements of historical facts. The forward-looking statements in this release are based upon various assumptions. Although Danaos Corporation believes that these assumptions were reasonable when made, because these assumptions are inherently subject to significant uncertainties and contingencies which are difficult or impossible to predict and are beyond our control, Danaos Corporation cannot assure you that it will achieve or accomplish these expectations, beliefs or projections. Important factors that, in our view, could cause actual results to differ materially from those discussed in the forward-looking statements include the strength of world economies and currencies, geopolitical conditions, including any trade disruptions resulting from tariffs, port fees or other protectionist measures imposed by the United States, China or other countries, general market conditions, including changes in charter hire rates and vessel values, charter counterparty performance, changes in demand that may affect attitudes of time charterers to scheduled and unscheduled drydocking, changes in Danaos Corporation's operating expenses, including bunker prices, drydocking and insurance costs, our ability to operate profitably in the drybulk sector, our ability to realize returns on our investment in the LNG sector, performance of shipyards constructing our contracted newbuilding vessels, ability to obtain financing and comply with covenants in our financing arrangements, actions taken by regulatory authorities, potential liability from pending or future litigation, domestic and international political conditions, including the conflict in Ukraine and related sanctions, conflicts in the Middle East, potential disruption of shipping routes such as Houthi attacks in the Red Sea and the Gulf of Aden and the effective closure of the Persian Gulf, including the Strait of Hormuz, due to the conflict between Iran and the U.S. and Israel, due to accidents and political events or acts by terrorists. Risks and uncertainties are further described in reports filed by Danaos Corporation with the U.S. Securities and Exchange Commission. Visit our website atwww.danaos.com APPENDIX Container vessels fleet utilization Vessel Utilization (No. of Days) Three monthsended Three monthsended March 31, March 31, 2026 2025 Ownership Days 6,750 6,637 Less Off-hire Days: Scheduled Off-hire Days (146) (167) Other Off-hire Days (9) (19) Operating Days 6,595 6,451 Vessel Utilization 97.7 % 97.2 % Operating Revenues (in '000s of US$) $229,550 $236,190 Less: Voyage Income/(Expenses) excluding commissions (in '000s ofUS$) $4,601 $(307) Time Charter Equivalent Revenues (in '000s of US$) $234,151 $235,883 Time Charter Equivalent US$/per day $35,504 $36,565 Drybulk vessels fleet utilization Vessel Utilization (No. of Days) Three monthsended Three monthsended March 31, March 31, 2026 2025 Ownership Days 913 900 Less Off-hire Days: Scheduled Off-hire Days (163) (56) Other Off-hire Days (1) (12) Operating Days 749 832 Vessel Utilization 82.0 % 92.4 % Operating Revenues (in '000s of US$) $24,148 $17,117 Less: Voyage Expenses excluding commissions (in '000s of US$) $(5,554) $(8,370) Time Charter Equivalent Revenues (in '000s of US$) $18,594 $8,747 Time Charter Equivalent US$/per day $24,825 $10,513 1) We define Operating Days as the total number of Ownership Days net of Scheduled off-hire days (days associated with scheduled repairs, drydockings or special or intermediate surveys or days) and net of off-hire days associated with unscheduled repairs or days waiting to find employment but including days our vessels were sailing for repositioning. The shipping industry uses Operating Days to measure the number of days in a period during which vessels actually generate revenues or are sailing for repositioning purposes. Our definition of Operating Days may not be comparable to that used by other companies in the shipping industry. 2) Time charter equivalent US$/per day ("TCE rate") represents the average daily TCE rate of our container vessels segment and drybulk vessels segment calculated dividing time charter equivalent revenues of each segment by operating days of each segment. TCE rate is a standard shipping industry performance measure used primarily to compare period to period changes in a shipping company's performance despite changes in the mix of charter types i.e., voyage charters, time charters, bareboat charters under which its vessels may be employed between the periods. Our method of computing TCE rate may not necessarily be comparable to TCE rates of other companies due to differences in methods of calculation. We include TCE rate, a non-GAAP measure, as it provides additional meaningful information in conjunction with operating revenues, the most directly comparable GAAP measure, and it assists our management in making decisions regarding the deployment and use of our operating vessels and assists investors and our management in evaluating our financial performance. Fleet List Operating Container Vessels The following table describes in detail our 75 container vessels deployment profile as of May 11, 2026: Vessel Name VesselSize Year Built Expiration of Charter(2) (TEU)(1) Ambition 13,100 2012 April 2027 Speed 13,100 2012 March 2027 Kota Plumbago 13,100 2012 July 2027 Kota Primrose 13,100 2012 April 2027 Kota Peony 13,100 2012 March 2027 Express Rome 10,100 2011 August 2030 Express Berlin 10,100 2011 March 2029 Express Athens 10,100 2011 July 2030 Le Havre 9,580 2006 June 2028 Pusan C 9,580 2006 May 2028 Bremen 9,012 2009 January 2028 C Hamburg 9,012 2009 January 2028 Niledutch Lion 8,626 2008 April 2029 Kota Manzanillo 8,533 2005 December 2028 Belita 8,533 2006 June 2028 CMA CGM Melisande 8,530 2012 January 2028 CMA CGM Attila 8,530 2011 May 2027 CMA CGM Tancredi 8,530 2011 July 2027 CMA CGM Bianca 8,530 2011 September 2027 CMA CGM Samson 8,530 2011 November 2027 America 8,468 2004 April 2028 Europe 8,468 2004 May 2028 Kota Santos 8,463 2005 June 2029 Catherine C 8,010 2024 June 2029 Greenland 8,010 2024 August 2029 Greenville 8,010 2024 October 2029 Greenfield 8,010 2024 November 2029 Interasia Accelerate 7,165 2024 April 2032 Interasia Amplify 7,165 2024 September 2032 CMA CGM Moliere 6,500 2009 August 2030 CMA CGM Musset 6,500 2010 September 2030 CMA CGM Nerval 6,500 2010 October 2030 CMA CGM Rabelais 6,500 2010 January 2028 Racine 6,500 2010 March 2029 YM Mandate 6,500 2010 January 2028 YM Maturity 6,500 2010 April 2028 Savannah 6,402 2002 June 2027 Dimitra C 6,402 2002 April 2027 Phoebe(3) 6,014 2025 October 2031 Greenhouse(3) 6,014 2025 August 2032 Suez Canal 5,610 2002 April 2028 Kota Lima 5,544 2002 November 2028 Wide Alpha 5,466 2014 January 2030 Stephanie C 5,466 2014 September 2028 Euphrates 5,466 2014 September 2028 Wide Hotel 5,466 2015 March 2030 Wide India 5,466 2015 October 2028 Wide Juliet 5,466 2015 August 2027 Seattle C 4,253 2007 June 2029 Vancouver 4,253 2007 October 2029 Derby D 4,253 2004 December 2029 Tongala 4,253 2004 October 2029 Rio Grande 4,253 2008 October 2029 Paolo 4,253 2008 November 2027 Kingston 4,253 2008 June 2027 Monaco 4,253 2009 May 2029 Dalian 4,253 2009 April 2028 Jamaica (ex Luanda) 4,253 2009 August 2028 Dimitris C 3,430 2001 September 2027 Express Black Sea 3,400 2011 September 2029 Express Spain 3,400 2011 September 2029 Express Argentina 3,400 2010 September 2029 Express Brazil 3,400 2010 April 2027 Express France 3,400 2010 July 2027 Singapore 3,314 2004 November 2029 Colombo 3,314 2004 September 2029 Zebra 2,602 2001 December 2026 Artotina 2,524 2001 November 2027 Advance 2,200 1997 September 2027 Future 2,200 1997 September 2027 Sprinter 2,200 1997 November 2027 Bridge 2,200 1998 January 2028 Progress C 2,200 1998 January 2028 Phoenix D 2,200 1997 June 2027 Highway 2,200 1998 January 2028 Total TEUs 477,491 (1) Twenty-feet equivalent unit, the international standard measure for containers and container vessels capacity. (2) Earliest date charters could expire. Some charters include options for the charterer to extend their terms. (3) The newbuilding vessels were delivered to us during 2025. Under Construction Container Vessels The following table describes in detail our 29 container vessels under construction as of May 11, 2026: Hull Number VesselSize TEU(1) ExpectedDelivery Year(2) MinimumCharterDuration Hull No. YZJ2023-1556 8,258 2026 5.0 years Hull No. YZJ2023-1557 8,258 2026 5.0 years Hull No. YZJ2024-1612 8,258 2026 5.0 years Hull No. C9200-7 9,200 2027 4.8 years Hull No. C9200-8 9,200 2027 4.8 years Hull No. CV5900-09 6,014 2027 4.8 years Hull No. YZJ2024-1613 8,258 2027 5.0 years Hull No. YZJ2024-1625 8,258 2027 5.0 years Hull No. YZJ2024-1626 8,258 2027 5.0 years Hull No. YZJ2024-1668 8,258 2027 5.0 years Hull No. H2596 9,200 2027 6.0 years Hull No. C7100-9 7,165 2027 5.0 years Hull No. C7100-10 7,165 2027 5.0 years Hull No. C9200-9 9,200 2027 4.8 years Hull No. H2597 9,200 2027 6.0 years Hull No. S1162 1,800 2027 9.9 years Hull No. NGY0041(4) 5,000 2027 3.0 years Hull No. NGY0042(4) 5,000 2027 3.0 years Hull No. S1163 1,800 2028 9.9 years Hull No. C9200-10 9,200 2028 4.8 years Hull No. S1164 1,800 2028 9.9 years Hull No. C9200-11 9,200 2028 4.8 years Hull No. S1165 1,800 2028 9.9 years Hull No. S1166 1,800 2028 - Hull No. H2638 5,300 2028 - Hull No. S1167 1,800 2029 - Hull No. H2639 5,300 2029 - Hull No. H2640(3) 5,300 2029 - Hull No. H2641(3) 5,300 2029 - Total TEUs 184,550 (1) Twenty-feet equivalent unit, the international standard measure for containers and container vessels capacity. (2) Under construction container vessels' expected delivery dates were sorted based on the upcoming deliveries. (3) The newbuilding containership vessels were added to our orderbook in the first quarter of 2026. (4) The newbuilding containership vessels were added to our orderbook in the second quarter of 2026. Operating Drybulk Vessels The following table describes the details of our 11 Capesize drybulk vessels as of May 11, 2026: Vessel Name Capacity (DWT)(1) Year Built Genius 175,580 2012 Achievement 175,966 2011 Ingenuity 176,022 2011 Danaos 176,536 2011 Valentine 175,125 2011 Integrity 175,966 2010 Peace 175,858 2010 Gouverneur 178,043 2010 W Trader 175,879 2009 E Trader 175,886 2009 John Junior (ex. Hebei No.1)(2) 182,425 2009 Total DWT capacity 1,943,286 (1) DWT, dead weight tons, the international standard measure for drybulk vessels capacity. (2) The vessel was delivered in the first quarter of 2026. Under Construction Drybulk Vessels The following table describes the details of our four Newcastlemax drybulk vessels as of May 11, 2026: Vessel Name(2) Capacity (DWT)(1) Expected DeliveryYear DJCFD010 211,000 2028 DJCFD011 211,000 2028 DJCFD016 211,000 2028 DJCFD017 211,000 2028 Total DWT capacity 844,000 (1) DWT, dead weight tons, the international standard measure for drybulk vessels capacity. (2) The newbuilding Newcastlemax drybulk vessels were added to our orderbook in the first quarter of 2026. DANAOS CORPORATION Condensed Consolidated Statements of Income - Unaudited (Expressed in thousands of United States dollars, except per share amounts) Three months ended Three months ended March 31, March 31, 2026 2025 OPERATING REVENUES $253,698 $253,307 OPERATING EXPENSES Vessel operating expenses (49,984) (51,702) Depreciation & amortization (53,159) (50,998) General & administrative expenses (14,637) (12,222) Other operating expenses (10,721) (18,135) Income From Operations 125,197 120,250 OTHER INCOME/(EXPENSES) Interest income 7,557 3,605 Interest expense (11,859) (10,003) Gain on investments 25,775 2,849 Loss on debt extinguishment (4,622) - Other finance expenses (868) (987) Loss on equity investments (277) (232) Other income/(expenses), net 411 558 Realized loss on derivatives (893) (893) Total Other Income/(Expenses), net 15,224 (5,103) NET INCOME 140,421 115,147 EARNINGS PER SHARE Basic earnings per share $7.71 $6.14 Diluted earnings per share $7.70 $6.13 Basic weighted average number of common shares (in thousands of shares) 18,210 18,750 Diluted weighted average number of common shares (in thousands of shares) 18,233 18,781 Non-GAAP Measures1 Reconciliation of Net Income to Adjusted Net Income – Unaudited Three months ended Three months ended March 31, March 31, 2026 2025 Net Income $140,421 $115,147 Change in fair value of investments (23,460) (2,483) Loss on debt extinguishment 4,622 - Amortization of financing fees and debt discount 965 758 Adjusted Net Income $122,548 $113,422 Adjusted Earnings Per Share, diluted $6.72 $6.04 Diluted weighted average number of shares (in thousands of shares) 18,233 18,781 1The Company reports its financial results in accordance with U.S. generally accepted accounting principles (GAAP). However, management believes that certain non-GAAP financial measures used in managing the business may provide users of this financial information additional meaningful comparisons between current results and results in prior operating periods. Management believes that these non-GAAP financial measures can provide additional meaningful reflection of underlying trends of the business because they provide a comparison of historical information that excludes certain items that impact the overall comparability. Management also uses these non-GAAP financial measures in making financial, operating and planning decisions and in evaluating the Company's performance. See the Table above for supplemental financial data and corresponding reconciliations to GAAP financial measures for the three months ended March 31, 2026 and 2025. The non-GAAP financial measures should be viewed in addition to, and not as an alternative for, the Company's reported results prepared in accordance with GAAP. The non-GAAP financial measures as presented above may not be comparable to similarly titled measures of other companies in the shipping or other industries. DANAOS CORPORATION Condensed Consolidated Balance Sheets - Unaudited (Expressed in thousands of United States dollars) As of As of March31, December 31, 2026 2025 ASSETS CURRENT ASSETS Cash and cash equivalents $876,207 $1,037,292 Accounts receivable, net 34,104 38,730 Other current assets 279,142 243,397 1,189,453 1,319,419 NON-CURRENT ASSETS Fixed assets, net 3,255,209 3,269,703 Advances for vessels under construction & vessel acquisition 553,419 428,147 Deferred charges, net 55,941 54,356 Other non-current assets 54,047 42,305 3,918,616 3,794,511 TOTAL ASSETS $5,108,069 $5,113,930 LIABILITIES AND STOCKHOLDERS' EQUITY CURRENT LIABILITIES Long-term debt, current portion $21,813 $283,015 Accounts payable, accrued liabilities & other current liabilities 115,522 118,661 137,335 401,676 LONG-TERM LIABILITIES Long-term debt, net 1,003,513 872,076 Other long-term liabilities 49,716 44,601 1,053,229 916,677 STOCKHOLDERS' EQUITY Common stock 182 183 Additional paid-in capital 588,035 591,584 Accumulated other comprehensive loss (69,972) (71,412) Retained earnings 3,399,260 3,275,222 3,917,505 3,795,577 TOTAL LIABILITIES AND STOCKHOLDERS' EQUITY $5,108,069 $5,113,930 DANAOS CORPORATION Condensed Consolidated Statements of Cash Flows - Unaudited (Expressed in thousands of United States dollars) Three monthsended Three monthsended March 31, March 31, 2026 2025 Operating Activities: Net income $140,421 $115,147 Adjustments to reconcile net income to net cash provided by operatingactivities: Depreciation 40,862 40,028 Amortization of deferred drydocking & special survey costs and financecosts 13,262 11,728 Prior service cost and periodic cost 440 1,085 Gain on investments (23,460) (2,483) Loss on debt extinguishment 4,622 - Payments for drydocking/special survey costs deferred (13,882) (15,789) Amortization of deferred realized losses on cash flow interest rate swaps 893 893 Loss on equity investments 277 232 Stock based compensation 2,390 1,705 Accounts receivable 1,435 172 Other assets, current and non-current (4,079) (6,384) Accounts payable and accrued liabilities 8,401 (2,555) Other liabilities, current and long-term (8,446) (9,919) Net Cash provided by Operating Activities 163,136 133,860 Investing Activities: Vessel additions and advances for vessels under construction (151,640) (85,690) Equity investments/Investments in marketable securities (12,917) - Net proceeds and insurance proceeds from disposal of vessel - 1,681 Net Cash used in Investing Activities (164,557) (84,009) Financing Activities: Proceeds from long-term debt 351,000 44,000 Debt repayments and debt prepayments (482,519) (8,805) Dividends paid (16,378) (15,890) Repurchase of common stock (6,823) (33,774) Finance costs (4,944) (8,223) Net Cash used in Financing Activities (159,664) (22,692) Net (decrease)/increase in cash and cash equivalents (161,085) 27,159 Cash and cash equivalents, beginning of period 1,037,292 453,384 Cash and cash equivalents, end of period $876,207 $480,543 Supplemental cash flow information: Cash paid for interest, net of amounts capitalized $23,111 $15,250 DANAOS CORPORATION Reconciliation of Net Income to Adjusted EBITDA - Unaudited (Expressed in thousands of United States dollars) Three monthsended Three monthsended Last twelvemonthsended Last twelvemonthsended March 31, March 31, March 31, March 31, 2026 2025 2026 2025 Net income $140,421 $115,147 $519,888 $469,722 Depreciation 40,862 40,028 164,200 154,509 Amortization of deferred drydocking & special surveycosts 12,297 10,970 45,401 34,679 Amortization of assumed time charters - - - (1,036) Amortization of deferred finance costs, commitment feesand debt discount 1,453 1,336 5,811 4,968 Amortization of deferred realized losses on interest rateswaps 893 893 3,622 3,622 Interest income (7,557) (3,605) (23,500) (13,559) Interest expense excluding amortization of finance costs 10,894 9,245 41,004 30,477 Change in fair value of investments (23,460) (2,483) (50,518) 33,675 Loss on debt extinguishment 4,622 - 7,121 - Stock based compensation 141 142 15,240 8,360 Net gain on disposal of vessels - - - (8,332) Adjusted EBITDA(1) $180,566 $171,673 $728,269 $717,085 1) Adjusted EBITDA represents net income before interest income and expense, depreciation, amortization of deferred drydocking & special survey costs, amortization of assumed time charters, amortization of deferred finance costs, commitment fees and debt discount, amortization of deferred realized losses on interest rate swaps, adjusted for the change in fair value of investments, stock based compensation, loss on debt extinguishment and net gain on disposal of vessels. However, Adjusted EBITDA is not a recognized measurement under U.S. generally accepted accounting principles, or "GAAP." We believe that the presentation of Adjusted EBITDA is useful to investors because it is frequently used by securities analysts, investors and other interested parties in the evaluation of companies in our industry. We also believe that EBITDA and Adjusted EBITDA assist investors and analysts in comparing our performance across reporting periods on a consistent basis by excluding items that we do not believe are indicative of our core operating performance. In evaluating Adjusted EBITDA, 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 should not be construed as an inference that our future results will be unaffected by unusual or non-recurring items. The non-GAAP financial measures as presented above may not be comparable to similarly titled measures of other companies in the shipping or other industries. Note: Items to consider for comparability include gains and charges. Gains positively impacting net income are reflected as deductions to net income. Charges negatively impacting net income are reflected as increases to net income. The Company reports its financial results in accordance with U.S. generally accepted accounting principles (GAAP). However, management believes that certain non-GAAP financial measures used in managing the business may provide users of this financial information additional meaningful comparisons between current results and results in prior operating periods. Management believes that these non-GAAP financial measures can provide additional meaningful reflection of underlying trends of the business because they provide a comparison of historical information that excludes certain items that impact the overall comparability. Management also uses these non-GAAP financial measures in making financial, operating and planning decisions and in evaluating the Company's performance. See the Tables above for supplemental financial data and corresponding reconciliations to GAAP financial measures for the three months and year ended March 31, 2026 and March 31, 2025, respectively. Non-GAAP financial measures should be viewed in addition to, and not as an alternative for, the Company's reported results prepared in accordance with GAAP. DANAOS CORPORATION Reconciliation of Net Income to Adjusted EBITDA per segment Three Months Ended March 31, 2026 and Three Months Ended March 31, 2025 Unaudited (Expressed in thousands of United States dollars) Three Months Ended Three Months Ended March 31, 2026 March 31, 2025 ContainerVessels DrybulkVessels Other Total ContainerVessels DrybulkVessels Other Total Net income/(loss) $113,253 $1,631 $25,537 $140,421 $119,045 $(6,542) $2,644 $115,147 Depreciation 37,501 3,361 - 40,862 36,764 3,264 - 40,028 Amortization ofdeferred drydocking &special survey costs 8,874 3,423 - 12,297 9,051 1,919 - 10,970 Amortization ofdeferred financecosts, commitmentfees and debtdiscount 1,453 - - 1,453 1,336 - - 1,336 Amortization ofdeferred realizedlosses on interest rateswaps 893 - - 893 893 - - 893 Interest income (7,518) - (39) (7,557) (3,578) - (27) (3,605) Interest expenseexcludingamortization offinance costs 10,894 - - 10,894 9,245 - - 9,245 Change in fair valueof investments - - (23,460) (23,460) - - (2,483) (2,483) Loss on debtextinguishment 4,622 - - 4,622 - - - - Stock basedcompensation 132 9 - 141 132 10 - 142 Adjusted EBITDA(1) $170,104 $8,424 $2,038 $180,566 $172,888 $(1,349) $134 $171,673 1) Adjusted EBITDA represents net income/(loss) before interest income and expense, depreciation, amortization of deferred drydocking & special survey costs, amortization of deferred finance costs, commitment fees and debt discount, amortization of deferred realized losses on interest rate swaps and adjusted for the change in fair value of investments stock based compensation and loss on debt extinguishment. However, Adjusted EBITDA is not a recognized measurement under U.S. generally accepted accounting principles, or "GAAP." We believe that the presentation of Adjusted EBITDA is useful to investors because it is frequently used by securities analysts, investors and other interested parties in the evaluation of companies in our industry. We also believe that EBITDA and Adjusted EBITDA assist investors and analysts in comparing our performance across reporting periods on a consistent basis by excluding items that we do not believe are indicative of our core operating performance. In evaluating Adjusted EBITDA, 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 should not be construed as an inference that our future results will be unaffected by unusual or non-recurring items. The non-GAAP financial measures as presented above may not be comparable to similarly titled measures of other companies in the shipping or other industries. Note: Items to consider for comparability include gains and charges. Gains positively impacting net income are reflected as deductions to net income. Charges negatively impacting net income are reflected as increases to net income. The Company reports its financial results in accordance with U.S. generally accepted accounting principles (GAAP). However, management believes that certain non-GAAP financial measures used in managing the business may provide users of these financial information additional meaningful comparisons between current results and results in prior operating periods. Management believes that these non-GAAP financial measures can provide additional meaningful reflection of underlying trends of the business because they provide a comparison of historical information that excludes certain items that impact the overall comparability. Management also uses these non-GAAP financial measures in making financial, operating and planning decisions and in evaluating the Company's performance. See the Tables above for supplemental financial data and corresponding reconciliations to GAAP financial measures for the three months ended March 31, 2026 and 2025, respectively. Non-GAAP financial measures should be viewed in addition to, and not as an alternative for, the Company's reported results prepared in accordance with GAAP. DANAOS CORPORATION Reconciliation of Net Income to Adjusted Net Income per segment Three Months Ended March 31, 2026 and Three Months Ended March 31, 2025 Unaudited (Expressed in thousands of United States dollars) Three Months Ended Three Months Ended March31, 2026 March 31, 2025 ContainerVessels DrybulkVessels Other Total ContainerVessels DrybulkVessels Other Total Net income/(loss) $113,253 $1,631 $25,537 $140,421 $119,045 $(6,542) $2,644 $115,147 Change in fair value ofinvestments - - (23,460) (23,460) - - (2,483) (2,483) Loss on debtextinguishment 4,622 - - 4,622 - - - - Amortization offinancing fees anddebt discount 965 - - 965 758 - - 758 Adjusted Netincome/(loss)(1) $118,840 $1,631 $2,077 $122,548 $119,803 $(6,542) $161 $113,422 Adjusted Earningsper Share, diluted $6.72 $6.04 Diluted weighted average number of shares (in thousands of shares) 18,233 18,781 1) The Company reports its financial results in accordance with U.S. generally accepted accounting principles (GAAP). However, management believes that Adjusted Net income/(loss) and Adjusted Earnings per share, diluted, which are non-GAAP financial measures and used in managing the business, may provide users of this financial information additional meaningful comparisons between current results and results in prior operating periods. Management believes that these non-GAAP financial measures can provide additional meaningful reflection of underlying trends of the business because they provide a comparison of historical information that excludes certain items that impact the overall comparability. Management also uses these non-GAAP financial measures in making financial, operating and planning decisions and in evaluating the Company's performance. See the Table above for supplemental financial data and corresponding reconciliations to GAAP financial measures for the three months ended March 31, 2026 and 2025, respectively. Non-GAAP financial measures should be viewed in addition to, and not as an alternative for, the Company's reported results prepared in accordance with GAAP. The non-GAAP financial measures as presented above may not be comparable to similarly titled measures of other companies in the shipping or other industries. SOURCE Danaos Corporation
MONACO, May 11, 2026 (GLOBE NEWSWIRE) -- Safe Bulkers, Inc. (the “Company") (NYSE: SB), an international provider of marine dry bulk transportation services, announced today that it has entered into recapitulation agreements for the acquisition of four Japane…
MONACO, May 11, 2026 (GLOBE NEWSWIRE) -- Safe Bulkers, Inc. (the “Company") (NYSE: SB), an international provider of marine dry bulk transportation services, announced today that it has entered into recapitulation agreements for the acquisition of four Japanese newbuild dry bulk vessels. The three newbuild vessels are 82,000 dwt, Kamsarmax class, with scheduled delivery dates of two in the first half and one in the third quarter of 2029. One newbuild vessel is a 182,000 dwt Capesize class, with scheduled delivery date in the second half of 2029. The acquisitions for the three Kamsarmax class vessels are anticipated to be financed through the Company’s cash reserves, with no external financing having been arranged at this stage. The Capesize class vessel will be acquired through a finance lease under a bare boat charter agreement for a period of ten years, with purchase options in favor of the Company available five years following the commencement of the bareboat charter period, all at predetermined purchase prices. The recapitulation agreements are subject to customary terms, documentation, and closing conditions. All newbuild vessels are designed to meet the Phase 3 requirements of the Energy Efficiency Design Index related to the reduction of greenhouse gas emissions (“IMO GHG -EEDI Phase 3”) as adopted by the International Maritime Organization, (“IMO”) and also comply with the latest NOx emissions regulation, NOx-Tier III (“NOx-Tier III”). The Kamsarmax newbuilds vessels are sister vessels to a number of newbuilds in our orderbook with advanced energy efficiency characteristics resulting in lower fuel consumption. The Company has already taken delivery of thirteen IMO GHG Phase 3 – NOx Tier III vessels. Upon consummation of these recapitulation agreements, the Company will have an outstanding orderbook of eleven newbuild vessels, two of which are methanol dual-fueled, with scheduled deliveries of three in 2026, two in 2027, one in 2028, and five in 2029. Dr. Loukas Barmparis, President of the Company, commented: “Safe Bulkers continues to invest selectively in modern newbuild vessels incorporating the latest-generation designs from leading shipyards, with delivery schedules aligned to the Company’s fleet age profile and available slots. This strategy supports our fleet renewal pathway to maintain a young, modern, fuel-efficient, and environmentally advanced fleet, preserving our competitiveness.” About Safe Bulkers, Inc. The Company is an international provider of marine dry-bulk transportation services, transporting bulk cargoes, particularly grain, coal and iron ore, along worldwide shipping routes for some of the world’s largest users of marine dry-bulk transportation services. The Company’s common stock, series C preferred stock and series D preferred stock are listed on the NYSE, and trade under the symbols “SB”, “SB.PR.C”, and “SB.PR.D”, respectively. Forward-Looking Statements This 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, 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 drybulk vessels, competitive factors in the market in which the Company operates, risks associated with operations outside the United States 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 undertaking 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: Company Contact:Dr. Loukas BarmparisPresidentSafe Bulkers, Inc.Tel.: +30 2 111 888 400Fax: +30 2 111 878 500E-Mail:directors@safebulkers.com Investor Relations / Media Contact:Nicolas Bornozis, PresidentCapital Link, Inc.230 Park Avenue, Suite 1536New York, N.Y. 10169Tel.: (212) 661-7566Fax: (212) 661-7526E-Mail:safebulkers@capitallink.com
📰 GlobeNewswire📅 2026-05-11📍 New York/NJenAria · inquinamentoClima · decarbonizzazione
New York City, NY, May 11, 2026 (GLOBE NEWSWIRE) -- Every time you pull into a gas station, you feel it — that quiet sting as the fuel counter clicks higher and higher. For millions of everyday drivers, rising fuel costs are no longer a minor inconvenience. T…
New York City, NY, May 11, 2026 (GLOBE NEWSWIRE) --Every time you pull into a gas station, you feel it — that quiet sting as the fuel counter clicks higher and higher. For millions of everyday drivers, rising fuel costs are no longer a minor inconvenience. They are a genuine financial burden that affects budgets, influences travel decisions, and sometimes forces people to reconsider whether driving is even worth it. The automotive industry has responded with hybrid engines, electric vehicles, and advanced fuel injection systems — but these solutions remain financially out of reach for many. The average person cannot simply swap their existing vehicle for a brand-new hybrid. They need a practical, affordable, and immediate way to get more out of every drop of fuel they already buy. This is the gap thatFuelSync Gas Saveraims to fill. FuelSync Pro is a compact, plug-in fuel optimization device designed to help vehicles run more efficiently. It connects directly to the vehicle's OBD2 port — the same universal diagnostic socket that mechanics use — and works quietly in the background, requiring no apps, no subscriptions, and no ongoing maintenance from the driver. The promise is simple: plug it in, drive, and experience a more fuel-efficient journey. But does it actually work? Who is it designed for? What makes it different from other fuel-saving gadgets that have come and gone? In this detailed, honest review, we break down everything you need to know about FuelSync Pro — from how it works and who it benefits, to what real users are saying and whether the investment makes sense for your lifestyle. Get FuelSync Pro Today What Is FuelSync Pro? FuelSync Pro is a next-generation vehicle optimization device that plugs into the OBD2 port typically located beneath the dashboard on the driver's side. This port — standard on most passenger vehicles manufactured after 1996 — is the same interface used by mechanics and diagnostic tools to read engine data and trouble codes. What sets FuelSync Pro apart from generic diagnostic tools is its primary purpose: it is specifically engineered to communicate with the vehicle's Engine Control Unit (ECU) and assist in optimizing fuel delivery based on real-time driving patterns. Rather than replacing any existing vehicle hardware, it works alongside what is already in place, helping the engine operate closer to its designed efficiency parameters. The device is compact — roughly the size of a thumb drive — which means it sits unobtrusively beneath the dashboard without interfering with the driver's space or visibility. Once plugged in, it draws minimal power from the vehicle's electrical system and begins its calibration process immediately, adapting to the specific vehicle's data over time. FuelSync Pro is designed around advancedsyngas fuel savertechnology, helping optimize combustion efficiency for a smoother and more responsive driving experience. FuelSync Pro is designed for compatibility with a wide range of vehicles, including sedans, SUVs, trucks, and light commercial vehicles. It does not require any technical knowledge to install, any software to download, or any smartphone connectivity to operate. This "plug and drive" approach makes it accessible to virtually any driver, regardless of their technical background. The Science Behind FuelSync Pro: How Does It Actually Work? To understand FuelSync Pro, it helps to understand how modern vehicles manage fuel. Today's cars are not simple mechanical machines — they are sophisticated computer-controlled systems. At the heart of this system is the Engine Control Unit (ECU), a onboard computer that constantly monitors dozens of variables: engine temperature, throttle position, oxygen sensor readings, air-to-fuel ratio, ignition timing, and more. The ECU uses this data to make thousands of real-time decisions every minute, adjusting how much fuel is injected into the engine, when spark plugs fire, and how the transmission responds to driver input. When these variables are optimized, the engine burns fuel more completely and efficiently. When they drift out of ideal ranges — due to normal wear, driving habits, or environmental factors — fuel efficiency decreases. FuelSync Pro connects to the OBD2 port and reads this stream of ECU data. It then assists in recalibrating and fine-tuning the engine's fuel delivery parameters based on the actual driving behavior it observes. Over time, as it gathers more data from your specific driving patterns, it becomes increasingly aligned with how you use your vehicle. The result, according to the manufacturer, includes: It is important to note that FuelSync Pro is not a "chip tuner" in the traditional performance sense. It does not flash or permanently alter the ECU's core programming, nor does it push the engine beyond its safe operating parameters. It operates within the existing electronic framework of the vehicle, which means it does not void warranties and leaves no permanent footprint on the engine's control systems. Unlock Today’s FuelSync Pro Offer Key Features of FuelSync Pro 1. Universal OBD2 Compatibility FuelSync Pro is compatible with the vast majority of vehicles that have a standard OBD2 port, which includes most passenger cars, SUVs, trucks, and light commercial vehicles built from 1996 onward. This makes it suitable for a huge range of drivers — from commuters with compact hatchbacks to small business owners running pickup trucks. 2. Zero-Tool Installation There is no drilling, wiring, or mechanical knowledge required. The installation process takes under thirty seconds: locate the OBD2 port (typically beneath the steering wheel), insert the FuelSync Pro device, and start the engine. That's it. No instruction manual needed, no videos to watch, no technician required. 3. Fully Passive Operation Once installed, FuelSync Pro runs continuously and silently. It does not produce any noise, require charging, or need software updates. Drivers do not need to interact with it at any point after installation. It simply works in the background, reading and optimizing engine data with every mile driven. 4. No Subscription or Ongoing Costs Unlike many modern vehicle technology products,FuelSync Gas Saveris a one-time purchase. There are no monthly fees, no data plans, no app subscriptions, and no replacement parts. This makes the total cost of ownership extremely predictable and straightforward. 5. Lightweight and Portable The device is small enough to go completely unnoticed once plugged in. It can also be removed and transferred to a different vehicle if needed, making it ideal for households with multiple cars or for drivers who switch vehicles regularly. 6. 30-Day Money-Back Guarantee FuelSync Pro is backed by a 30-day money-back guarantee from the date of receipt. This means buyers can try the device in real driving conditions and return it for a full refund if they are not satisfied — significantly reducing the financial risk of the purchase. Who Is FuelSync Pro Designed For? One of the most impressive things about FuelSync Pro is the sheer breadth of drivers who stand to benefit from using it. This is not a niche product for enthusiasts or tech experts — it is designed for everyday people who simply want to spend less on fuel and enjoy a smoother driving experience. Daily Commuters If you drive to work five days a week, fuel costs add up quickly. FuelSync Pro is particularly well-suited for commuters who cover regular, predictable routes. The device has the opportunity to learn the vehicle's patterns over time, potentially becoming more effective the longer it is used. Long-Distance Drivers Drivers who regularly cover high mileage — whether for work, family visits, or road trips — are among those who can benefit most from any improvement in fuel efficiency. Even modest gains per tank translate to meaningful savings over thousands of kilometers or miles. Budget-Conscious Families For households managing tight monthly budgets, fuel is often one of the largest variable expenses. Any reduction in fuel spend — even a small percentage — can free up meaningful amounts of money for other priorities. Small Business and Fleet Operators While FuelSync Pro is marketed primarily to individual consumers, its portability and lack of subscription costs make it an interesting option for small fleets. Business owners running delivery vehicles, service vans, or company cars could install a device in each vehicle and potentially reduce their overall fuel expenditure across multiple units. Eco-Conscious Drivers Beyond the financial argument, more complete fuel combustion means fewer unburned hydrocarbons and other pollutants exiting the exhaust. For drivers who are environmentally motivated but not yet ready to switch to an electric vehicle, FuelSync Pro offers a simple way to reduce their vehicle's environmental footprint within their current setup. Owners of Older or High-Mileage Vehicles As vehicles age, their engine components — injectors, oxygen sensors, spark plugs — can drift away from factory-spec performance. FuelSync Pro's adaptive calibration is designed to work with the actual current state of the vehicle's engine, potentially recovering some of the efficiency lost to age and wear. Order FuelSync Pro Before Stock Runs Out Real User Experiences: What Drivers Are Saying User feedback on FuelSync Pro has been largely positive, with many drivers highlighting the ease of installation and the noticeable difference in driving feel. The device has earned a 4.7 out of 5 rating based on aggregated reviews, which is a strong indicator of overall customer satisfaction. Here are some of the most commonly cited experiences from real users: "Easiest thing I've ever installed in a car."Multiple users have commented that the installation was even simpler than they expected. The plug-and-go design removes all barriers, even for people who have never worked on or modified a vehicle before. "My commute just feels smoother."A recurring theme in user reviews is an improvement in the feel of acceleration. Drivers describe the throttle as more responsive and less "jerky," particularly during city driving with frequent stops and starts. "I'm noticing fewer fill-ups."While individual results vary depending on the vehicle, driving style, and conditions, a number of users report that they are visiting the gas station less frequently than before using the device. "It just sits there and does its thing — exactly what I wanted."Many buyers specifically appreciate that the device requires absolutely no interaction after installation. For people who want a "set it and forget it" solution, FuelSync Pro fits perfectly. "The 30-day guarantee gave me the confidence to try it."Several reviewers mentioned that the money-back guarantee was the deciding factor in their purchase. Knowing they could return the device if it did not work for them made the decision feel risk-free. Pricing and Bundle Options FuelSync Pro is available in multiple bundle configurations, with the per-unit price decreasing as the quantity increases. At the time of this review, the pricing structure is as follows: The multi-pack bundles represent the best value for households with multiple vehicles or for small business operators who want to outfit an entire fleet. The larger bundles also come with additional perks, making them an attractive choice for committed buyers. With fuel costs continuing to rise globally, even the single-unit purchase at $29.99 represents a relatively small investment when weighed against the potential savings over months of driving. If the device delivers even a modest improvement in fuel efficiency on a vehicle that is regularly driven, it can pay for itself within weeks. Grab Your FuelSync Pro Deal FuelSync Pro vs. Traditional Fuel-Saving Methods Drivers have always sought ways to reduce fuel consumption. Some approaches — like keeping tires properly inflated, avoiding aggressive acceleration, and ensuring regular maintenance — are free and genuinely effective. Others, like aftermarket performance upgrades or professional ECU tuning, can cost hundreds or even thousands of dollars and require technical expertise. Where does FuelSync Pro sit in this landscape? vs. Driving Habit ChangesChanging driving habits is free and effective, but it requires constant attention and discipline. FuelSync Pro works passively alongside better habits — it does not replace them, but it does provide an additional layer of optimization that operates even when the driver isn't thinking about it. vs. Professional ECU RemappingProfessional ECU tuning can deliver significant performance and efficiency gains, but it typically costs several hundred dollars, may affect vehicle warranties, and is irreversible without additional work. FuelSync Pro costs a fraction of that, is completely reversible (simply unplug it), and does not permanently alter any vehicle systems. vs. Fuel AdditivesFuel additives are a popular category of products that claim to improve combustion efficiency. However, they need to be purchased repeatedly with every tank, creating ongoing costs. FuelSync Pro is a one-time purchase with no recurring expenses. vs. Hybrid or Electric VehiclesThe most effective long-term fuel-saving strategy is to switch to a vehicle that uses less or no fossil fuel. However, the average cost of a new hybrid or electric vehicle is tens of thousands of dollars, making this impractical for most drivers in the short term. FuelSync Pro offers meaningful potential improvement at a dramatically lower price point, within the vehicle the driver already owns. Installation Guide: Getting Started with FuelSync Pro Getting FuelSync Pro up and running is one of the simplest automotive installations you will ever encounter. Here is the complete process: Step 1: Turn Off the VehicleBefore plugging in any device, ensure the vehicle is switched off. This is a standard precaution when working with any OBD2 device. Step 2: Locate the OBD2 PortThe OBD2 port is typically located beneath the dashboard on the driver's side, within easy reach. It is a 16-pin trapezoidal connector that is standard on all OBD2-compatible vehicles. If you are unsure where yours is, your vehicle's owner manual will specify the location. Step 3: Insert the FuelSync Pro DeviceAlign the device with the port and press it in firmly until it clicks into place. The connector is designed to only fit in one orientation, so there is no risk of inserting it incorrectly. Step 4: Start the EngineStart the vehicle as normal. FuelSync Pro begins reading the vehicle's data immediately upon connection and will start its initial calibration process. No lights, sounds, or app confirmations are required. Step 5: Drive as NormalSimply drive your vehicle as you normally would. The device operates passively and will adapt its optimization over the first few hundred kilometers as it learns the vehicle's specific behavior patterns. That is the complete installation process. No tools, no expertise, no phone — just a simple plug-in that takes under a minute. Compatibility: Will FuelSync Pro Work With Your Vehicle? FuelSync Pro is engineered for broad compatibility with OBD2-compliant vehicles. In practical terms, this includes: The device is not designed for heavy-duty commercial vehicles, motorcycles, or purely electric vehicles (which do not use traditional internal combustion engines and therefore do not have the same fuel delivery systems that FuelSync Pro is designed to optimize). If you are unsure whether your specific vehicle is compatible, theFuelSync Pro websiteprovides compatibility guidance, and the 30-day money-back guarantee means you can try the device with zero financial risk. Frequently Asked Questions About FuelSync Pro Q: How long does it take for FuelSync Pro to start working? A: The device begins reading your vehicle's data immediately upon installation. However, it is designed to calibrate over time as it learns your specific driving patterns. Most users report noticing changes within the first few days of use, with the full effect developing over the first few hundred kilometers of driving. Q: Will it work on my older car? A: FuelSync Pro is compatible with any vehicle that has a standard OBD2 port. Most passenger vehicles built from 1996 onward in North America include this port. Older vehicles without OBD2 compatibility are not supported. Q: Does it affect my vehicle's warranty? A: Because FuelSync Pro does not flash, permanently alter, or write new code to the ECU, it operates similarly to a plug-in diagnostic tool. It does not leave a permanent footprint on the vehicle's systems. However, for complete peace of mind, you may wish to consult your vehicle's warranty documentation or speak with your dealer. Q: Can I move it between vehicles? A: Yes. FuelSync Pro is fully portable. Simply unplug it from one vehicle's OBD2 port and plug it into another compatible vehicle. There is no registration or pairing process required. Q: What happens if I unplug it? A: Unplugging FuelSync Pro returns the vehicle to its standard, unoptimized operation. Because the device does not permanently alter ECU programming, there are no lasting effects from its removal. Q: Is there an app I need to download? A: No. FuelSync Pro requires no app, no smartphone connection, and no internet connectivity. It is a completely standalone device. Q: What if I am not satisfied? A: FuelSync Pro comes with a 30-day money-back guarantee from the date of receipt. If you are not happy with the product for any reason, you can return it for a full refund within that window. Q: Is shipping fast? A: According to the seller, orders ship within 48 hours of confirmation. Standard delivery takes approximately 5 to 12 business days depending on your location. Email tracking is provided once the order has been dispatched. See The Latest FuelSync Pro Pricing The Environmental Argument: FuelSync Pro and a Greener Drive Beyond the personal financial benefits, there is a broader environmental case to be made for fuel optimization technology. The transportation sector is one of the largest contributors to greenhouse gas emissions globally, and the majority of those emissions come from everyday passenger vehicles burning fossil fuels inefficiently. When a vehicle burns fuel more completely — whether through better maintenance, smarter driving habits, or assistive technology like FuelSync Pro — several positive environmental outcomes follow: Reduced Carbon Dioxide EmissionsMore complete combustion means more of the fuel's energy is converted to motion rather than wasted as unburned hydrocarbons and heat. This directly correlates with lower CO2 output per kilometer driven. Less Particulate MatterInefficient combustion produces particulate matter — microscopic soot particles that contribute to urban air pollution and respiratory health issues. Optimized combustion reduces this output. Lower Dependence on Fossil FuelsIf every vehicle on the road consumed even a small percentage less fuel per trip, the cumulative reduction in global fossil fuel demand would be substantial. Individual choices, scaled across millions of drivers, create meaningful collective impact. Bridges the Gap to Electric MobilityNot everyone can afford or access an electric vehicle today. Fuel optimization tools like FuelSync Pro offer a practical bridge — a way to reduce environmental impact within the constraints of existing vehicle ownership, without waiting for the infrastructure or finances to support a full switch to electric. For eco-conscious drivers who are not yet in a position to go fully electric, FuelSync Pro represents a small but meaningful step toward a more sustainable driving lifestyle. Why FuelSync Pro Stands Out in a Crowded Market The fuel-saving device market is not new. Over the years, a wide variety of products have claimed to improve fuel economy — some through magnets, some through modified air intakes, some through mysterious "fuel ionizers." The Federal Trade Commission (FTC) and the Environmental Protection Agency (EPA) have both repeatedly cautioned consumers about unproven claims in this category. So what makes FuelSync Pro different? Transparent TechnologyFuelSync Pro is straightforward about what it is: an OBD2-connected device that reads ECU data and assists in optimizing fuel delivery parameters. It does not rely on pseudoscientific claims or vague "proprietary technology." Its mechanism of action is grounded in how modern vehicle electronics actually work. No Permanent AlterationsUnlike some products in this category that permanently flash or modify ECU software, FuelSync Pro is a reversible, passive device. This is an important distinction that protects both the vehicle's warranty and the driver's peace of mind. Accessible PricingAt $29.99 for a single unit — and less per unit in bundle packs — FuelSync Pro is priced within reach of virtually any driver. This is not a premium product requiring a significant commitment; it is an accessible tool that removes financial barriers to trying fuel optimization technology. Strong Satisfaction RecordThe 4.7/5 aggregated rating and consistently positive user feedback around ease of installation and driving feel improvements reflect a product that is delivering on its core promise for a large majority of buyers. Risk-Free TrialThe 30-day money-back guarantee is a genuine statement of confidence from the manufacturer. For a product in this category, where skepticism is understandable, offering a no-risk trial period is a meaningful differentiator. How to Get the Most Out of FuelSync Pro While FuelSync Pro is designed to work without any active input from the driver, there are steps you can take to maximize the results you experience: Combine with Regular Vehicle MaintenanceFuelSync Pro optimizes what is already there. A well-maintained engine — with clean fuel injectors, properly gapped spark plugs, and healthy oxygen sensors — gives the device more to work with. Keeping up with your scheduled maintenance will amplify the benefits. Maintain Proper Tire InflationUnder-inflated tires significantly increase rolling resistance, which forces the engine to work harder and consume more fuel. This is one of the simplest and most impactful free steps any driver can take. Avoid Unnecessary IdlingAllowing your engine to idle for extended periods wastes fuel with zero progress. Modern vehicles do not need to "warm up" for long periods the way older engines did. Reducing unnecessary idling gives FuelSync Pro more efficient driving cycles to work with. Drive Smoothly and Anticipate TrafficSmooth, predictable acceleration and braking is one of the most effective ways to reduce fuel consumption. FuelSync Pro complements a smooth driving style by optimizing the engine's response to your inputs. Allow the Calibration PeriodGive the device adequate time to calibrate to your specific vehicle and driving patterns. The first few hundred kilometers are the learning phase — be patient and allow the technology to do its work before drawing conclusions. Start Saving On Every Drive FuelSync Pro: The Verdict FuelSync Pro occupies an interesting and genuinely useful space in the automotive accessories market. It is not a magic solution that will halve your fuel bills overnight. It is not a replacement for proper vehicle maintenance or sensible driving habits. What it is — and what it does well — is provide a simple, affordable, and accessible layer of electronic optimization that helps your vehicle's engine operate more efficiently. The ease of installation is genuinely exceptional. The zero-subscription pricing model is refreshingly honest. The portability between vehicles adds significant practical value. And the 30-day money-back guarantee removes virtually all the risk from trying it. For daily commuters tired of the relentless rise in fuel costs, for families trying to manage tight budgets, for small business operators watching fuel eat into their margins, and for environmentally conscious drivers looking for practical steps they can take today — FuelSync Pro is worth serious consideration. The device's 4.7 out of 5 rating from real users, the growing volume of positive feedback around smoother driving experiences, and the straightforward, transparent way the product is presented all point to a company that has built something with genuine utility. In a market full of overblown claims and underdelivered promises, FuelSync Pro stands out as a product that is clear about what it does, priced fairly, and backed by a satisfaction guarantee that puts the buyer's interests first. Where to Buy FuelSync Pro FuelSync Pro is available exclusively through theofficial websiteand its authorized offer pages. Purchasing through the official channel ensures you receive a genuine product, qualify for the current promotional pricing (which includes up to 50% off during active sales), and are covered by the 30-day money-back guarantee. Current pricing starts at $29.99 for a single unit, with multi-unit bundles available at progressively lower per-unit prices: Orders ship within 48 hours of purchase confirmation. Standard delivery takes between 5 and 12 business days, and email tracking is provided once the order is dispatched. For the best value, the 3- or 4-unit bundle is recommended for households with multiple vehicles or for buyers who want to share the device with family members. The larger bundles also come with additional benefits that make them a compelling choice for committed buyers. View today’s FuelSync Pro offer before it expires Final Thoughts: A Smarter Way to Drive Every journey in a fuel-powered vehicle is an opportunity — an opportunity to burn fuel more efficiently, to reduce emissions, to spend a little less at the pump, and to put a little more money back in your pocket. FuelSync Pro is a tool designed to help you seize that opportunity, every single day, without any effort or complexity on your part. In a world where fuel prices are unpredictable and environmental responsibility is increasingly important, devices like FuelSync Pro represent a practical, immediate, and affordable response. They meet drivers where they are — in the vehicles they already own, on the roads they already travel — and help them do more with less. If you have been looking for a simple, low-cost way to get more miles from every tank of fuel, FuelSync Pro deserves a place on your dashboard. Plug it in, drive your route, and let the technology do the rest. Ready to try FuelSync Pro risk-free? Visit the official page and take advantage of the current discount and 30-day money-back guarantee today.Contact information Phone: +14242504182 Email: help@spark-tek.co Address- owings Mills, Maryland 21117, US Attachment
Australian energy giant Woodside has highlighted the findings of a new report, which indicates that the development of what is said to be Australia’s largest untapped conventional gas resource could bring a multibillion-dollar boost to the country’s economy, while fortifying its energy security. The post $30 billion mega gas project set to enrich Australia’s countrywide GDP by $98.7 billion appeared first on Offshore Energy .
Australian energy giant Woodside has highlighted the findings of a new report, which indicates that the development of what is said to be Australia’s largest untapped conventional gas resource could bring a multibillion-dollar boost to the country’s economy, while fortifying its energy security. After Woodsideobtained environmental approvalfor theNorth West Shelf (NWS)project extension from the Western Australian government, restarting the federal environmental approvals process, the green light was perceived to be the key to advancing the firm’sBrowse gas projectand extending theKarratha gas plant’s life to 2070. This project is currently in the concept definition phase, and key activities continue in support of progress towards front-end engineering and design (FEED) entry. The Australian operator has nowreleased an economic impact assessmentby Deloitte Access Economics, which estimates theBrowse to NWS projectcould contribute a long-term uplift of aroundA$147 billion ($102.9 billion)in gross state product for Western Australia, more thanA$141 billion ($98.7 billion)in gross domestic product (GDP) nationally, and overA$56 billion ($39.2 billion)in taxes, includingA$19.8 billion ($13.9 billion)in petroleum resource rent tax (PRRT). The Browse gas project, which is located almost 300 kilometers offshore in deep waters, is intended to backfill the NWS as supply from existing fields declines. The capital expenditure for the Australian mega offshore energy development is estimated to require $25 –$30 billionbetween 2019 and 2063, according to analysts. This content is available after accepting the cookies. Woodside’s Australian gas project gets green light for 40 more years of operation The independent modelling shows the proposed Browse to North West Shelf project represents a significant opportunity to strengthen Australia’s energy security, support the energy transition, and deliver long-term economic benefits for Western Australia and the nation. The report also points to substantial employment and economy-wide benefits if the multibillion-dollar project proceeds to development. Liz Westcott, Woodside’s Chief Executive Officer, emphasized:“Browse is Australia’s biggest undeveloped offshore gas resource and represents a major opportunity for the nation at a time when energy security matters more than ever. “Independent modelling shows Browse has the potential to power homes and businesses, support thousands of Australian jobs and generate significant revenue for governments while also helping to manage the risks and costs of the energy transition.” Woodside underlines that the Deloitte assessment finds Browse is not just an energy project, but a whole-of-economy investment, delivering benefits well beyond the oil and gas sector. The modelling estimates the project could deliver up to 4,760 direct and indirect full-time equivalent jobs across Australia at peak operations. Given that around 80% of economic impacts are expected to flow to industries outside oil and gas, including construction, services, and public services, the findings indicate Australian communities, businesses, and public services are expected to benefit if the Browse to NWS project is developed. Additionally, Deloitte Access Economics’ independent modelling points out that the project could ease pressure on Western Australia’s energy system as the state implements its energy transition plans, estimating that additional domestic gas from Browse could support a more stable and reliable energy system. This is expected to be accomplished by generating electricity to keep the lights on in homes and businesses, backing up renewables, enabling a more orderly and lower-cost scale-up of renewable energy, supporting critical minerals processing and other energy-intensive industries needed for electrification. Woodside underscores that Browse gas could also play a role in helping Australia’s trading partners in the Asia Pacific reduce their reliance on coal-fired power while also supporting energy security in the region. The project has a forecast production capacity of 11.4 million tonnes per annum of LNG, LPG, and domestic gas, and a peak condensate production rate of 50,000 barrels per day. The proposed Browse to NWS project would deliver natural gas from theCalliance,Torosa, andBrecknockfields to the existing Karratha gas plant via an approximately 900-kilometer pipeline, connected to two floating production, storage, and offloading (FPSO) units. As elaborated by Woodside, a carbon capture and storage (CCS) solution has been incorporated into the project design and is expected to enable a reduction of 53 million tonnes (mt) CO2e of greenhouse gas (GHG) emissions as compared to the project’s 2019 Scope 1 emissions estimate. Take the spotlight and anchor your brand in the heart of the offshore world! Join us for a bigger impact and amplify your presence at the core hub of the offshore energy community!
Transizione energetica in ambito portuale: governance, tecnologia e modelli di autoconsumo energetico Canale Energia
I porti stanno diventando protagonisti della transizione energetica.Innovazione, sostenibilità ed efficienza energetica sono oggi elementi centrali per costruire infrastrutture portuali più moderne e competitive. Il 22 maggio alle ore 15.00, a hashtag#Ravenna, ASSOCOSTIERI promuove il convegno “Transizione energetica in ambito portuale: governance, tecnologia e modelli di autoconsumo energetico”, in collaborazione con DEPORTIBUS. Al centro dell’incontro ci saranno temi sempre più strategici per il futuro dei porti: cold ironing, comunità energetiche rinnovabili (CER) e modelli di autoconsumo energetico.Soluzioni concrete che possono contribuire a ridurre le emissioni, migliorare l’efficienza delle infrastrutture e favorire una gestione dell’energia più integrata e sostenibile. A moderare il confronto sarà Dario Soria, Direttore Generale di Assocostieri. Aprirà i lavori Francesco Benevolo, Presidente dell’Autorità di Sistema Portuale del Mare Adriatico centro settentrionale. Previsti i saluti istituzionali di Donato Liguori, Direttore generale per i porti, la logistica e l’intermodalità del Ministero delle Infrastrutture e dei Trasporti e di Fabrizio Giovannone, Capo del 2° Reparto (Affari giuridici e servizi d’istituto) del Comando Generale del Corpo delle Capitanerie di porto – Guardia Costiera Interverranno:– Emanuele Corradini, Neta, Engineering Group– Michele Francioni, MSC Cruises– Ivo Gattulli, Koinè ETS– Vincenzo Naciti, Datanetwork– Federico Rossi e Sabrina Sacchetti EY– Carmine Suanno e Carlo Fusero, Eng.Co Group– Carlo Troccoli, ASSOCOSTIERI SERVIZI S.R.L. Un’occasione di confronto tra istituzioni, imprese e operatori del settore per approfondire tecnologie, modelli energetici innovativi e nuove sinergie a supporto della transizione energetica in ambito portuale. REGISTRAZIONE Per ricevere quotidianamente i nostri aggiornamenti su energia e transizione ecologica, basta iscriversi alla nostra newsletter gratuita
Dutch cable manufacturer TKF has secured a contract from Vattenfall and Copenhagen Infrastructure Partners […] The post TKF to supply inter-array cables for 1 GW Dutch offshore wind farm appeared first on Offshore Energy .
Dutch cable manufacturer TKF has secured a contract from Vattenfall and Copenhagen Infrastructure Partners (CIP) for the supply of inter-array cables for the first phase of the Zeevonk offshore wind project in the Netherlands. Back in 2023, Vattenfall and TKF signed a multi-year framework agreement for 66 kV inter-array cables that applies to all fixed-bottom European offshore wind farms developed by Vattenfall. The agreement, signed in the fourth quarter of 2023, has an initial duration of three years and can be extended by five more years. The contract for the Zeevonk project covers the design, engineering, manufacturing, testing and supply of around 162 kilometers of 66 kV inter-array cables, including associated accessories and project management services. The cables will be manufactured at TKF’s facility in Eemshaven. The agreement includes the use of lower-emission and recycled materials, including low-emission aluminum, recycled steel and recycled copper, alongside a bitumen-free cable design aimed at reducing the environmental footprint of the project. Zeevonk will be built approximately 63 to 84 kilometers off the Dutch coast, near Bergen aan Zee, and will cover an area of around 650 square kilometers. The joint venture between Vattenfall and Copenhagen Infrastructure Partners won the rights for the 2 GW Zeevonk site (IJmuiden Ver Beta)in a tender in 2024. Immediately after securing the site, the partners announced that the offshore wind project would incorporate multiple technologies, as per the Dutch tender requirements for that offshore area. In 2025, the partners saidthe project would be built in two phases. The first Zeevonk phase is scheduled to deliver 1 GW of offshore wind capacity by 2029, while the second phase, targeted for completion in 2032, will add another 1 GW of offshore wind and 500 MW of system integration capacity, including an electrolyzer in the Port of Rotterdam to support green hydrogen production. At the end of 2024,Google signed a power purchase agreement (PPA) with Copenhagen Infrastructure Partners for 250 MWof energy capacity from the Zeevonk offshore wind project. Take the spotlight and anchor your brand in the heart of the offshore world! Join us for a bigger impact and amplify your presence at the core hub of the offshore energy community!
Ecosuntek - Eco Trade porta il fotovoltaico nel Porto di Ravenna Websim
La controllata e Renco S.p.A. stanno completando la realizzazione, tramite la joint venture paritetica Adriasol, di un impianto a terra da 37,16 MW Photo by bombermoon/Getty Images Novità in casaEcosuntek. Il gruppo - attivo nella produzione e vendita di energia rinnovabile - ha comunicato venerdì cheEco Trade(controllata al 51%) eRenco S.p.A.stanno completando la realizzazione, tramite la joint venture paritetica Adriasol, di unimpiantofotovoltaico a terra da 37,16 MW situato nel porto di Ravenna. L’infrastruttura, attualmente in fase finale di costruzione, prevede l'entrata in esercizio nel secondo semestre 2026e unaproduzione annua attesa di circa 53 GWh. Parliamo di un valore in grado di coprire i fabbisogni energetici annui di circa 20.000 famiglie e che permette di evitare emissioni di oltre 25.000 tonnellate annue di CO2 equivalenti. L’energia prodotta, in particolare, sarà destinata principalmente al sistema di cold ironing, ossia quello che consente la fornitura elettrica da terra alle navi all'ormeggio, con priorità a quelle da crociera presso le banchine di Porto Corsini. Invece, la produzione eccedente sarà immessa in rete e gestita da Eco Trade. Il progetto si è aggiudicato i meccanismi di supporto alla transizione verde previsti daldecreto FER X, beneficiando di una tariffa incentivante per 20 anni, e ha ottenuto uncontributo a fondo perduto pari a 7,6 milioni di euronell’ambito delPNRR. "L’impianto del Porto di Ravenna, per il quale Eco Trade si occuperà anche del dispacciamento dell’energia prodotta, è posizionato in una area del Paese fortemente strategica e rappresenta per il nostro gruppo un importante step di crescita per la Business Unit relativa alla Power Generation - ha sottolineatoMatteo Minelli, amministratore delegato di Ecosuntek -Questo conferma l’approccio innovativo e all’avanguardia che caratterizza la cultura aziendale, con iniziative ambiziose e sostenibili, strettamente integrate con il tessuto economico e sociale del territorio". "Giudichiamo positivamente la notizia, che congiuntamente allapipelinedi nuovi progetti coltivata da Ecosuntek (impianti per 29MWp verranno realizzati nel 2026 e ulteriori 29MWp di progetti agrivoltaici cantierabili sono in attesa di finanziamento), proietta il gruppo verso unulteriore e significativo aumento della potenza installata- ha commentatoWebsim Corporate- Al riguardo, ricordiamo che attualmente la società detiene e gestisce un portafoglio di impianti fotovoltaici aventi una potenza complessiva superiore a 17 MWp ed una capacità di generazione annua prossima a 18 GWh". Gli analisti hanno una visione positiva sul titolo:rating BUY e target price a 4,75 euro.Adesso l'attenzione è rivolta alla pubblicazione dei risultati 2025 di Ecosuntek, prevista per il 26 maggio. Advertisement Per informazioni su natura e caratteristiche dei contenuti di Websim.it, si prega di leggere attentamente la sezioneAvvertenze. Questo pannello ti permette di esprimere le tue preferenze relative al trattamento delle tue informazioni personali.Puoi rivedere o modificare le tue scelte in qualsiasi momento accedendo al registropreferenze cookie. Per rifiutare il tuo consenso alle attività di trattamento utilizza il pulsante “Accetta solo i necessari”.
La compagnia giapponese firma per le nuove navi una commessa da 1,2 miliardi di dollari L'articolo One ordina ai cantieri coreani Hyundai 6 portacontainer da 16.000 Teu proviene da Shipping Italy .
Il mercato delle nuove costruzioni delle navi commerciali è diventato selettivo con armatori che investono solo in tecnologie in grado di garantire la rispondenza alle normative sulla decarbonizzazione per i prossimi 20 anni.
Questa tendenza, che unisce la prudenza strategica alla necessità della transizione ecologica, è confermata dalla notizia odierna dell’acquisto di sei navi da 15.900 Teu da parte della compagnia singaporiana One (Ocean Network Express). L’intenzione iniziale, come riportato da splash247.com, prevedeva in realtà un ordine molto più importante di 22 navi per un importo superiore ai 4 miliardi di dollari presso la coreana Hd Hyundai Heavy Industries. La firma per ‘sole’ sei unità indica che, nonostante il desiderio di crescere, l’incertezza sui noli e l’attuale situazione geopolitica stiano condizionando gli armatori dirigendoli verso soluzioni più ponderate.
Più precisamente, Hd Korea Shipbuilding & Offshore Engineering ha annunciato l’accordo la scorsa settimana, di un contratto che riguarda sei portacontainer dual-fuel alimentate a Gnl da 15.900 Teu. Le unità hanno un prezzo di circa 203,5 milioni di dollari ciascuna, per un investimento complessivo di 1,22 miliardi di dollari. Le navi verranno consegnate tra novembre 2028 e settembre 2029, andando ad integrare la flotta green di One.
Negli ultimi tre anni, la compagnia si è dimostrata tra le più attive nel mercato dual-fuel, avendo commissionato oltre 30 unità di questo tipo presso cantieri cinesi e sudcoreani. La strategia del gruppo è diversificata: da un lato le navi da 13.000 Teu (e superiori) alimentate a metanolo ordinate presso Jiangnan Shipyard e Yangzijiang Shipbuilding; dall’altro la serie di unità da oltre 15.000 Teu alimentate a Gnl affidate a Hd Hyundai.
Il costo di circa 203,5 milioni di dollari per singola nave rappresenta una cifra molto elevata — sensibilmente superiore a quella di una nave tradizionale della stessa taglia — e sottolinea quanto pesi l’investimento nelle tecnologie a basso impatto ambientale. One si dichiara però disposta a pagare questo sovrapprezzo per non farsi trovare impreparata di fronte alle normative ambientali del futuro.
L’operazione arriva in un momento di transizione interna: Jeremy Nixon, storico amministratore delegato di One, lascerà la guida tra meno di due mesi. Questo ordine da 1,2 miliardi rappresenta probabilmente uno degli ultimi grandi atti della sua gestione. Sarà Till Ole Barrelet a succedergli al vertice della compagnia, attualmente al sesto posto nel ranking mondiale dei vettori di container (Alphaliner).
La compagnia Ocean Network Express, fondata nel 2017 dall’integrazione delle attività di linea delle giapponesi “K” Line, Mol e Nyk, opera oggi con una flotta in fase di modernizzazione avanzata e una capacità complessiva che supera i 2 milioni di Teu.
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