Porti & ambiente — le notizie raccolte

Houston-headquartered oil and gas company Murphy Oil has made progress across multiple onshore and offshore exploration and production projects, with two on track to achieve first oil this year in the Americas and Asia. Murphy Oil has been busy with multiple activities across continents. The firm spudBubale-1Xas its third exploration well inCôte d’Ivoireand theChinook #8development well in the Gulf of America (U.S. Gulf of Mexico). The company is targeting first oil from the well in the United States in the second half of 2026 with a gross initial production rate of 15,000 barrels of oil equivalent per day (boepd). The American player has approved the development of theBanjo and Cello fields, targeting first production in the fourth quarter of 2027. These fields are located in the deepwater U.S. Gulf within the prolific Mississippi Canyon area, approximately 10 miles from the firm’sDelta Housefloating production system (FPS). The U.S. company also progressed theHai Su Vang-3Xappraisal well at theHai Su Vang (Golden Sea Lion) fieldin Vietnam, with results from the full appraisal program anticipated in the third quarter of 2026. At the start of 2026, Murphy Oilannouncedanother successful appraisal of the oil discovery in the Cuu Long Basin off the coast of Vietnam. This content is available after accepting the cookies. Southeast Asia richer for its ‘biggest’ black gold find in two decades and third largest since 2000 The company’s subsidiaries, Murphy Cuu Long Tay Oil and Murphy Cuu Long Bac Oil, serve as the operators of Block 15-2/17 and Block 15-1/05, respectively, holding a 40% working interest in each block. PetroVietnam Exploration Production Corporation has a 35% working interest in these blocks, and SK Earthon holds the remaining 25% stake. Murphy has other assets in Vietnam, including theLac Da Vang (Golden Camel) fielddevelopment in Block 15-1/05. The firmmade inroadsin the construction of a floating storage and offloading (FSO) vessel in the Southeast Asian country. The FSO is now ready to launch and is set to be delivered to the location in the third quarter of 2026 in line with the schedule. The project is on track for first oil in the fourth quarter of this year. Following itsdecision to proceedwith the project in 3Q 2023, the firm hired PTSC Asia Pacific, a joint venture between Yinson Production and PetroVietnam Technical Services Corporation (PTSC), for the provision, charter, operation, and maintenance of theFSO unitin December 2024. PTSC Mechanical & Constructioncompleted the load-outof theLac Da Vang – A (LDV-A) platformjacket and piles in September 2025. While the first oil is still slated for 4Q 2026, development activities are anticipated to continue through the financial year 2029. This content is available after accepting the cookies. New construction milestone for Yinson Production’s Southeast Asia-bound FSO Meanwhile, Murphy brought online 15 wells in the Eagle Ford Shale, with the wells driving a 17% improvement in 60-day cumulative oil production compared to wells drilled in 2025. The company also submitted an offer in late March 2026 for four exploration blocks off the coast of Cameroon, which was accepted after quarter-end; however, final terms are pending further discussions with the African country. Eric M. Hambly, Murphy Oil’s President and Chief Executive Officer, commented:“During these uncertain times, our strategy is to stay anchored to what we control—disciplined capital allocation, safe and reliable operations, and our long‑cycle projects. “In the first quarter, this focus translated into strong execution across our portfolio with meaningful progress at Lac Da Vang in Vietnam, advancement of the high-impact Chinook #8 well in the Gulf of America, and sustained outperformance from our US and Canada onshore programs.” 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!

Sistema iMSPO di igus installato al terminal crociere di Cruise Port Rotterdam: le catene portacavi e-chain guidano i cavi di alimentazione elettrica da terra lungo i binari a pavimento. Nelle aree dei terminal portuali, l’aria può contenere oltre 400.000 particelle per metro cubo: un carico di emissioni fino a 80 volte superiore a quello registrato sulle principali arterie urbane, secondo le misurazioni della NABU, l’Associazione tedesca per la tutela della natura. È su questa criticità ambientale che si è concentrata la giuria della decima edizione del concorso vector di igus, che quest’anno ha ricevuto 424 candidature da 36 Paesi, un record assoluto. Il premio più ambito, il vector d’oro 2026, è andato a Cruise Port Rotterdam per il suo sistema di Cold Ironing destinato alle navi da crociera. Il Cold Ironing – l’alimentazione elettrica da terra durante la sosta in porto – consente di spegnere i motori delle navi eliminando le emissioni in loco. La sfida progettuale è che ogni nave ha dimensioni e posizione di ormeggio diverse, il che rendeva impraticabili le soluzioni fisse. Cruise Port Rotterdam ha risolto il problema con la presa di alimentazione mobile igus iMSPO: un sistema su binari in cui un carrello trasporta i cavi all’interno di catene portacavi e-chain in plastica ad alte prestazioni, scorrendo all’interno di canali coperti, incassati nel pavimento della banchina. L’integrazione nell’infrastruttura esistente è discreta e non interferisce con le operazioni portuali. Il vector d’argento, la cleanroom e la produzione di microchip Per la produzione di microchip destinati a smartphone, veicoli elettrici e dispositivi diagnostici ospedalieri, i sistemi di posizionamento devono raggiungere una ripetibilità di ±0,1 µm - una misura 700 volte inferiore al diametro di un capello umano - con accelerazioni fino a 100 m/s². È in questo contesto che opera Jenaer Antriebstechnik GmbH, che ha ricevuto il vector d’argento 2026 per i suoi sistemi pick & place ad ultra-precisione. Il punto critico era la gestione dei cavi: i sistemi di guida tradizionali generavano vibrazioni incompatibili con tali tolleranze e producevano particelle di usura non ammissibili in camera bianca. La soluzione adottata è il sistema igus e-skin flat, sviluppato specificamente per ambienti cleanroom, abbinato a cavi chainflex che minimizzano le forze di disturbo e gli effetti dell’attrito. Il risultato è un sistema multiasse che mantiene la precisione nel tempo anche in condizioni di movimento dinamico. Come funzionano le catene portacavi igus in applicazioni a corsa estesa Il principio alla base delle soluzioni premiate al vector è lo stesso in tutti i settori: guidare i cavi lungo tratti estesi, con movimenti ripetuti, proteggendoli da sollecitazioni meccaniche, contaminanti e usura. Nelle applicazioni a corsa estesa – come il terminal portuale di Rotterdam o la torre scenica di Londra – la geometria di guida diventa critica: un orientamento a zig-zag o a zig-zag inverso distribuisce i carichi in modo uniforme, prevenendo la flessione anomala. Nei contesti di ultra-precisione, invece, la sfida è eliminare ogni fonte di attrito e vibrazione trasmessa al componente in movimento. Vector di bronzo al sistema portacavi di una torre scenica di 37 m Sopra il palcoscenico del Royal Ballet and Opera di Londra si erge una torre scenica alta 37 m, in grado di calare due scenografie complete, compresi i tralicci di illuminazione. Con circa 250 spettacoli all’anno, l’impianto lavora in condizioni di sollecitazione continua. Già nel 2000 i progettisti avevano scelto igus per gestire le centinaia di cavi che seguono il movimento dei tralicci: una soluzione rimasta in servizio senza guasti per oltre 25 anni. Nel 2025 la conversione alla tecnologia LED ha richiesto un aggiornamento: il progetto rinnovato impiega 20 sistemi portacavi preassemblati della serie E4.56 con cavi chainflex e una disposizione a zig-zag inverso. Il peso delle scatole di guida è sceso da 200 kg a 150 kg grazie all’alluminio; le vecchie catene sono state avviate al riciclo tramite il programma Chainge di igus. Dalla porta alla camera bianca: quattro settori e un filo comune Il vector green 2026 è andato a Membion GmbH per un bioreattore a membrana con pori abbastanza piccoli da bloccare batteri e microplastiche, particelle che mettono in crisi gli impianti di trattamento convenzionali. La produzione automatizzata delle membrane richiede cavi esposti continuamente all’umidità e operanti in spazi ristretti: igus ha fornito sistemi di guida cavi della serie E2 con cavi chainflex a raggi di curvatura ridotti, adatti all’installazione in geometrie compatte. Quattro premi, quattro settori diversi: la decima edizione del concorso vector documenta come la gestione del cavo sia diventata un fattore tecnico trasversale, dal porto al teatro, dalla camera bianca alla depurazione dell’acqua. Il sistema portacavi igus serie E4.56 con cavi chainflex installato nella torre scenica da 37 m del Royal Ballet and Opera di Londra, con disposizione a zig-zag inverso.

Prosegue il cronoprogramma di Explora Journeys, brand di lusso della Divisione Crociere del Gruppo Msc, con il varo odierno, avvenuto presso lo stabilimento Fincantieri di Palermo, del troncone di prua di Explora V, la quinta delle sei navi ordinate al cantiere italiano. Dopo il primo allestimento in Sicilia, la sezione sarà trasferita via mare al cantiere di Sestri Ponente, a Genova, dove avverrà l’assemblaggio finale e il completamento dello scafo. Explora V fa parte di un piano di investimento di oltre 3,5 miliardi di euro della Divisione Crociere di Msc nella sola flotta Explora. Con Fincantieri infatti, il gruppo ginevrino per il marchio Msc Crociere, ha investito complessivamente circa 7 miliardi di euro, producendo una significativa ricaduta occupazionale. Per la costruzione di ogni singola nave sono infatti necessarie oltre sette milioni di ore di lavoro, e un impegno medio di 2.500 persone per circa tre anni. Come già emerso nelle fasi di definizione del progetto nel 2023, Explora V (insieme alla gemella Explora VI, attesa nel 2028) è al vertice tecnologico della flotta in termini di tecnologia sostenibile. Diversamente dalle prime navi realizzate per questa serie, le navi in costruzione dal 2026 (a partire da Explora III) utilizzeranno il Gas Naturale Liquefatto, combustibile in grado di ridurre fortemente le emissioni di ossidi di zolfo e azoto. Su Explora V e VI, inoltre, l’impegno verso la decarbonizzazione sarà ancora più importante: le navi saranno dotate di celle a combustibile alimentate a idrogeno: una soluzione che permetterà di gestire le operazioni alberghiere durante la sosta nei porti a motori spenti, eliminando totalmente le emissioni locali durante le ore di ormeggio. Lo stato dell’arte della flotta vede attualmente i lavori su Explora V che entrano nella fase di allestimento ligure in vista del debutto nel 2027, mentre Explora I e II sono già in servizio, con la prima unità operativa dall’agosto 2023; Explora III si trova in fase di ultimazione, con la consegna prevista per luglio 2026 e con itinerari già programmati tra Mediterraneo, Nord Europa e Groenlandia – come dichiarato in occasione del varo da Anna Nash, presidente di Explora Journeys – ed infine, Explora IV e VI sono inserite nel piano di consegne che si completerà nel 2028, tutte alimentate a Gnl. 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

, come l’aumento dei prezzi dell’energia legato al blocco dello Stretto di Hormuz. La differenza è che Hormuz è uno shock congiunturale, mentre”., presidente di, non lascia spazi al dubbio nelle sue posizioni, al termine della missione annuale del Consiglio Direttivo dell’Associazione a Bruxelles, che ha visto un’agenda fitta di incontri di alto livello fra martedì e mercoledì.

FromBoston 25 Newsyesterday: All kinds of cancer’: New study will assess radiation risk from old nuclear plant in Plymouth – Seven years ago, the Pilgrim Nuclear Power Station stopped generating electricity, but that doesn’t mean concerns about radiation exposure have gone away. A new study is about to get underway to determine just how great the cancer risk is along the South Shore and Cape Cod. The views along Priscilla Beach in Plymouth are beautiful, but residents believe there is something ugly in the air. Plymouth resident Joanne Geary said, “So many people have had health issues, all kinds of cancers.” Joanne Corrigan, another Plymouth resident, added, “My street, we’ve had testicular cancer on both ends of the street, one guy twice. We’ve had lung cancer, thyroid cancer and those are only the ones I know of.” These residents are concerned about elevated levels of radiation associated with the Pilgrim Nuclear Power Station even though the facility powered down in 2019. and: Professor Petros Koutrakis, Ph.D., of the Harvard Chan School of Public Health added, “Unfortunately, one problem with retired nuclear power plants is what to do with the waste, the nuclear waste.” This spring, Koutrakis will start a new project to monitor the health impacts of people living near the plant. For Koutrakis, one lesson is already clear. “I think there is no place that is free of risks, but I personally would not live near a nuclear power plant.” Source:https://www.yahoo.com/news/articles/kinds-cancer-study-assess-radiation-101528327.html Finally, how the research by Prof Koutrakis relates to Scotland: Subscribe to get the latest posts sent to your email. Type your email… Subscribe

Amplitude Energy (formerly Cooper Energy), an Australian gas production company focused on supplying the Southeast domestic gas market, has obtained a production license, which encompasses an undeveloped gas discovery in the Otway Basin off the coast of Victoria, Australia. Amplitude Energy has received a production licence, VIC/L37, which covers theAnnie fieldthat was first discovered in 2019. Thanks to this, the firm can move forward with field development activities, with the first gas planned for 2028. “Timely approvals and regulatorycertainty for oil & gas projects remain critical given the length of investment cycle required. All gasproduced from Annie is expected to be supplied into the east coast domestic market for Australianconsumers,”emphasized the company. This content is available after accepting the cookies. More oil & gas drilling ops in the pipeline offshore Australia The Australian player holds an extensive portfolio of exploration and development prospects in the Otway and Gippsland basins, including undeveloped discovered resources such as the Annie andMantagas fields, in proximity to its existing infrastructure. The Otway offshore gas fields and facilities are located about 30 kilometers off the coast of Port Campbell in water depths of about 60-70 meters. Gas production started in 2006 from theCasino fieldwith subsequent stages integrating additional fields into theCasino, Henry, Netherby (CHN)pipeline to supply the domestic market. The Annie production license comes months after Amplitudereportedpreliminary drilling and logging data from theElanora-1exploration well, with no elevated gas readings in the primary target Waarre A reservoir. 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!

The diesel generator engine failure that sparked an engine room fire and total power blackout on board the UK-flagged site investigation vessel Kommandor Susan in January 2025 was caused by substitute engine components installed during a 2019 overhaul, the investigation report issued by the UK government organization Marine Accident Investigation Branch (MAIB) states. Owned by Gardline Shipping Limited, Kommandor Susan suffered the failure of a diesel generator engine at 1:05 p.m. on January 25, 2025, while performing sea trials in the Firth of Forth, Scotland. Due to a complete power blackout, the vessel lost propulsion and began drifting eastwards, while attempts to deploy anchors failed because the anchor winches required electrical power to operate. Limited propulsion was then restored, allowing the vessel to return to Leith Harbour. There were 14 people on board at the time of the incident, with no reported injuries or fatalities. The investigation found that the engine failure was caused by premature wear of bearings fitted during a major overhaul in 2019. These components were not approved by the engine original equipment manufacturer (OEM) and exhibited weaker material bonding than genuine parts. The extended service intervals applied to the engines were valid only for OEM components, making the use of substitute parts a critical factor in the failure,MAIB’s report writes. According to MAIB, Hays Ships Limited, the former owner of the vessel, had minimal oversight of the overhaul process and assumed that OEM parts were used, which meant that the presence of substitute components remained undiscovered and was not communicated to subsequent owners. Additionally, the vessel’s anchoring procedure did not account for the risk of power loss, leaving the anchors inoperable during the emergency. Current owner Gardline Shipping has since rebuilt the affected engine and overhauled all other generator engines with OEM parts. Kommandor Susan was built in 1999 and is 83.7 meters long. 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!

La LR2 tanker Monza , equipaggiata con due WindWings® da 37,5 m e motorizzazione dual-fuel LNG, è stata consegnata a Union Maritime . È la terza unità di una serie che adotta le ali rigide, un segnale del passaggio della tecnologia da installazioni isolate a soluzioni ripetibili su larga scala, mentre il quadro regolatorio internazionale resta ancora indefinito. Il profilo metallico delle due ali rigide si staglia contro il cielo di Jiangsu: non un vezzo estetico ma la traccia visibile di un cambiamento operativo. La LR2 tanker Monza è stata consegnata il 7 maggio 2026 a Union Maritime con due WindWings® da 37,5 metri sviluppate da BAR Technologies. L'installazione, realizzata durante la costruzione presso Yangzijiang Shipbuilding con strutture fornite da CMET, è la terza unità della serie newbuild dotata di ali rigide. L'adozione di WindWings su una LR2 come la Monza sposta l'attenzione dalle prove puntuali alla gestione seriale: processi ripetibili in cantiere, procedure di classificazione adottabili su più nuove costruzioni e routine operative che entrano a far parte del manuale di bordo. Il risultato è una soluzione integrata che combina propulsione LNG e assistenza eolica su grandi tonnellaggi. Dettagli tecnici della Monza La Monza è una LR2/Aframax con lunghezza fuori tutto tra 248,8 e 249 metri, baglio di 44,0 metri e portata di carico (DWT) di 113.346 tonnellate. La stazza lorda è compresa tra 64.350 e 64.431 GT; il pescaggio estivo è di 15,0 metri e la profondità di scafo raggiunge i 21,5 metri. La propulsione principale è affidata a un MAN B&W 6G60ME-C10-HPSCR a 2 tempi, con potenza di 8.910 kW e velocità di servizio dichiarata di 14 nodi. Le WindWings® sono state integrate mantenendo le caratteristiche di progetto e le procedure di classificazione previste da Lloyd's Register. La nave è registrata sotto bandiera Marshall Islands. L'accoppiamento tra motorizzazione dual-fuel LNG e ali rigide rimane centrale per la flessibilità operativa della nave: il sistema eolico è stato pensato come supporto alla propulsione principale, non come sua sostituzione. Perché installare WindWings su LR2 ora La scelta di Union Maritime trova giustificazione pratica nell'esigenza di ridurre consumi e emissioni durante le rotte commerciali senza dipendere unicamente dalla disponibilità o dai prezzi dei combustibili alternativi. Le ali rigide sfruttano energia del vento, diretta e gratuita, mentre la propulsione LNG conserva la possibilità di adottare altri vettori in futuro. Questo approccio mantiene opzioni tecniche aperte nel lungo periodo e introduce risparmi misurabili nelle operazioni quotidiane. Le prestazioni delle WindWings® sono già osservabili su precedenti installazioni commerciali e su altre unità della stessa serie: i dati di progetto e le verifiche in mare hanno guidato l'adozione su scala ripetitiva. L'integrazione su nuove costruzioni permette di ottimizzare posizioni sul ponte, rinforzi strutturali e gestione degli ingombri, riducendo l'impatto sulle routine di carico e sulle operazioni in porto rispetto a retrofit applicati a navi in servizio. Impatto operativo e industriale L'installazione delle ali rigide su una LR2 comporta scelte progettuali che toccano ponte, stabilità, accessi e sicurezza. Le WindWings® sulla Monza adottano un design a tre elementi che aumenta la portanza rispetto a soluzioni a singolo elemento e si regola automaticamente per ottimizzare il rendimento con venti variabili. Questo sistema di regolazione riduce il carico decisionale dell'equipaggio e agevola l'integrazione con i sistemi di navigazione e gestione del carburante. Dal punto di vista industriale, la serializzazione implica un livello di coordinamento esteso: progettisti, cantiere, fornitori di componenti, società di classificazione e amministrazione di bandiera lavorano con procedure comuni. Processo e documentazione standardizzati riducono tempi e costi unitari rispetto a interventi una tantum, facilitando la replica tecnica su altre nuove costruzioni con specifiche analoghe. Osservazioni economiche e normative La valutazione economica si basa su riduzioni misurabili del consumo di combustibile e sui modelli di prezzo dei carburanti alternativi. Per l'armatore, la combinazione di motorizzazione LNG e assistenza eolica conserva margini di flessibilità: il sistema WindWings contribuisce a contenere il consumo in molte tratte commerciali senza precludere l'adozione di altri vettori in futuro. La disponibilità di procedure di classificazione condivise favorisce l'adozione perché riduce l'incertezza tecnica e facilita la pianificazione della manutenzione. Sul piano normativo, la discussione internazionale su strumenti come FuelEU Maritime e gli obiettivi di efficienza IMO continua a orientare scelte e investimenti: la tecnologia è già applicabile e viene adottata mentre si definiscono regole e meccanismi di mercato. Prospettive e scala di adozione Con la terza consegna di una serie equipaggiata con WindWings®, la pratica costruttiva evolve: non si tratta più di singole sperimentazioni ma di processi replicabili, con contratti e specifiche che possono essere standardizzati. La replicabilità su grandi tonnellaggi sarà influenzata dalla convergenza di tecniche di progettazione, prassi di cantiere e procedure di classificazione; la Monza funge da esempio operativo di questa concatenazione. Restano questioni pratiche da risolvere sul piano operativo, come l'ottimizzazione delle rotte per massimizzare il beneficio e la formazione degli equipaggi alla gestione di sistemi misti. Ogni nuova consegna aggiunge esperienza e dati che servono per definire procedure, checklist di manutenzione e benchmark di performance che saranno utili sia agli armatori sia ai costruttori nella fase successiva di diffusione. La Monza mette sul tavolo dettagli concreti: specifiche di progetto, un pacchetto di installazione ripetibile e la dimostrazione che ali rigide e propulsione LNG possono coesistere in un programma di nuove costruzioni. Quel che segue sarà il consolidamento di pratiche tecniche, logistiche e formative che tradurranno i benefici attesi in routine operative standard.

Si è svolto nella sede della Regione Veneto un incontro del tavolo dedicato all’evoluzione del polo industriale petrolchimico di Porto Marghera, a Venezia. La riunione, coordinata dall’assessore regionale allo Sviluppo economico Massimo Bitonci, ha riunito i rappresentanti del gruppo ENI, delle società Versalis, Enilive ed ENI Rewind, oltre alle organizzazioni sindacali Filctem Cgil, Femca Cisl e Uiltec Uil insieme ai rappresentanti dei lavoratori. Al centro del confronto gli investimenti e le prospettive industriali dell’area veneziana, con particolare attenzione ai progetti di riconversione e sviluppo. Investimenti per 900 milioni di euro “L’incontro di oggi è stato l’occasione per fare il punto sugli investimenti posti in essere dal Gruppo ENI nell’area veneziana di Porto Marghera”, ha dichiarato Bitonci. Secondo quanto illustrato durante il tavolo, il gruppo ENI ha previsto nell’area investimenti complessivi pari a 900 milioni di euro nel periodo tra il 2022 e il 2028. L’assessore ha spiegato che il gruppo ha presentato gli interventi già realizzati e quelli in corso nella bioraffineria Enilive, definita uno stabilimento “pioniere in Italia e secondo in Europa per capacità produttiva di biofuel”. Nel corso dell’incontro sono stati richiamati anche gli investimenti nella stazione di distribuzione di idrogeno rinnovabile e quelli relativi alla chimica di Versalis, legati sia alla funzione logistica di Porto Marghera sia al riciclo meccanico delle plastiche. “Un impianto che vedrà il completamento di 4 linee produttive entro la fine del mese e poi l’avvio di un ulteriore ampliamento”, ha aggiunto Bitonci. Il tema della reindustrializzazione Durante il confronto è stato affrontato anche il tema delle aree da reindustrializzare all’interno del polo industriale veneziano. “Parliamo di una superficie particolarmente estesa e di lotti già messi a disposizione da ENI in un accordo con l’Autorità Portuale per l’insediamento di nuove attività”, ha spiegato l’assessore regionale. Nel corso della riunione le organizzazioni sindacali hanno espresso preoccupazione sul rischio che il futuro di Porto Marghera possa essere limitato a una funzione esclusivamente logistica. “Su questo tema abbiamo registrato la preoccupazione sindacale che il futuro industriale di Porto Marghera non la declassasse a una funzione di mera logistica o di “parcheggio””, ha dichiarato Bitonci. L’assessore ha precisato che la Regione Veneto punta invece ad attrarre nell’area “attività industriali ad alto valore aggiunto”, obiettivo condiviso anche con il gruppo ENI. Nuovo incontro previsto a settembre Al termine del tavolo è stato deciso di aggiornare il confronto nei prossimi mesi. Bitonci ha annunciato che ENI trasmetterà alla Regione il dettaglio dei progetti previsti nell’area e il relativo cronoprogramma aggiornato. “Riceveremo da ENI il dettaglio della progettualità del Gruppo nell’area e il cronoprogramma aggiornato, un documento che condivideremo con le Parti sindacali”, ha concluso l’assessore. Il tavolo tornerà a riunirsi nel mese di settembre per verificare l’avanzamento degli interventi e i risultati raggiunti.

Δείτε περισσότερα άρθρα μας στα αποτελέσματα αναζήτησης Hello, today’s news is focused more on the internal affairs of New Democracy (ND) and less on government activity. Yes, indeed, the ND parliamentary group meeting is interesting, but intuitively I’d say that when you expect a lot of noise, it usually doesn’t happen. Ever since Mitsotakis decided to “look squarely” at the possibility of elections in the autumn, everything will start being viewed through the prism of elections. MPs will become more cautious, and he himself is now personally dealing with them. The blue group therapyToday’s meeting of the ND Parliamentary Group is expected to last at least 3–4 hours, as more than 40 MPs have registered to speak. I’m told that Mitsotakis’ speech, as I already mentioned, will be mild and unifying, though with some pointed remarks; that is, he won’t pretend not to understand what is happening within his party, but neither will he escalate matters. He is also expected to stay to listen to all the MPs and respond where necessary. In any case, it appears there will be no extremes, although there will be sharp interventions. Certainly, the “five” MPs who sent the open letter toTa Neaa few days ago have signed up to speak, though they say their interventions will be political rather than emotional or filled with personal barbs. Still, there is a sense of self-preservation inside the party, because if things get out of hand today, ND will enter an unnecessary spiral of introversion, despite maintaining a fifteen-point lead over the second party in every poll. They’ll say it at the congressThere is also a category of ND MPs who have concerns and reservations but will not speak at the Parliamentary Group meeting. For example, Stelios Petsas is preparing a political intervention with sharp edges for the upcoming party congress. Others are in the same category; after all, I have also written that the Congress will be interesting regardless. Dendias’ absenceDendias will also be absent from another milestone event with internal party significance. Obviously, ministers have independent schedules and rarely all attend the full sessions of the Parliamentary Group, where the main “game” is usually played by those who are not ministers. Still, symbolism matters. For the record, the Defence Minister has a scheduled two-day trip to Portugal, just as he had “something else scheduled” during the vote on lifting MPs’ immunity, and “something else” during the debate on the rule of law, while he also did not attend the amendment concerning his ministry’s authority over guarding the Tomb of the Unknown Soldier. Karamanlis (1)Karamanlis, through his…silence toward Dora, confirmed that he will not attend the ND congress next weekend, unlike what he did in 2024. Of course, back then he attended together with Samaras, who has now been expelled, so attending alone would seem somewhat strange. Technically, however, he has not refused yet. By the end of the week, he will receive the invitation from the chairman of the Organizing Committee and his long-time interlocutor, Theodoros Roussopoulos, which will give him every opportunity to formally decline. Karamanlis (2)As you may have noticed, I rarely deal with Karamanlis (of Rafina), because frankly there is no reason to, but it is beyond me that the politician under whose premiership the deficit reached 12% of GDP, with 270,000 public-sector hires, leading Greece to bankruptcy and the memoranda, now speaks of “clientelist mentality.” A little shame, please! OppositionMeanwhile, the opposition is reading the latest polls and is probably disappointed because it realizes that “OPEKEPE 2” and the wiretapping affair have not really worked as weapons against the government. My impression is that the losses it suffered, around 1%–2%, are due more to demobilization following the end of the “rally around the flag” effect from the Gulf war than to the scandals themselves. A highly experienced source told me that the reason the government is not rapidly deteriorating—or rather remains stable around 30% (roughly what it had before the 2023 election)—is not so much due to subsidies, but to the opposition itself. “What have we seen in recent days?” the source asks and continues: “Androulakis got rid of Kastanidis, someone whose clash with him signified nothing, and brought in Farantouris. A guy whom older people remember as a blue-party employee in the offices of Souflias, Voulgarakis, and Kefalogiannis, who later became Syriza-aligned, then aligned with Kasselakis, flirted politically with Karystianou, and finally was taken in by Androulakis. At the same time, we are reminded again of Tsipras and Syriza in 2015 and what happened to us through the SKAI documentary, while every day we hear another episode in Parliament involving Zoe. So what do you expect ordinary people who just want peace and quiet to work and produce to do—open the doors of the madhouse?” says the source, who also works with focus groups. I won’t disagree, because every poll you read ends up more or less there in the qualitative findings, especially regarding suitability for governing and for prime minister. When the second most preferred figure after Mitsotakis, who stands at 32%–33%, is Tsipras at 9%, you understand the level of despair in public opinion regarding the opposition. Pierrakakis inLe PointIt’s not the most common thing for major international media outlets to cite the remarks of a Greek politician when discussing Europe’s greatest challenge. Yet that is what happened in yesterday’sLe Pointarticle. In its detailed feature on the Savings and Investments Union, the iconic French outlet chose as its headline Kyriakos Pierrakakis’ reference to “wooden walls” at last week’s EU finance ministers’ summit. The article begins with the phrase: “At the ECOFIN meeting of May 5, Themistocles appeared invited to the battle for the Capital Markets Union,” and continues by referring to “a lesson in ancient history that gave the discussion a special color.” The article’s author particularly highlighted the Greek Finance Minister’s remark to his counterparts: “Will we remain at words, or move to actions? Do you want to build walls or build ships?” The blunder and the seriousnessYou’ve already read the news that the European Public Prosecutor’s Office in Greece sent MPs being investigated in the OPEKEPE case summonses for felony charges, while in reality they are facing misdemeanors. Obviously, a “corrected version” will be sent, like with press releases, but this story was widely discussed in political backstage circles yesterday. According to the political figures mentioned, it also reveals the seriousness of the local Prosecutor’s Office mechanism (Papandreou & Co.), who conducted the criminal assessment of the case. One might say that we are all human and make mistakes, but in certain cases mistakes carry significance, don’t they? Greek-Dutch rapprochement in bancassurance While National Bank is in the final stage of talks with Allianz, a new deal appears to be developing behind the scenes. CrediaBank—without hiding it—is seeking a strategic ally and is said to be in advanced talks with the NN Insurance Group. CrediaBank’s management wants to upgrade its bancassurance segment, despite already cooperating with ERGO and Interamerican. However, its revenues from those partnerships remain low. On the other hand, NN Hellas has already demonstrated the strategic importance it places on Greek bancassurance through its long-term partnership with Piraeus Bank, a collaboration that on paper was renewed for 10 years with an option for another 5. However, Piraeus chose to “marry” Ethniki Insurance, so discussions now concern only the terms of the “divorce” with NN. Sources say that mutual funds have also been placed on the negotiating table, with NN’s asset management arm upgrading its relationship with Credia from simple distribution to a substantial strategic partnership. CrediaBank, with its renewed capital structure, retail focus, and considerable ambitions, represents an attractive alternative for the angry Dutch. Vakakis insists and raises the bet in RomaniaJUMBO’s stock (-0.87% at €22.7) did not participate in yesterday’s stock-market rally, where all the “high-beta” aggressive stocks starred. Still, it is interesting that more than 1.16 million shares changed hands yesterday, a volume exceeding even that of the rebalancing day on February 27. Some sold in panic. Others bought with conviction. JUMBO’s Achilles’ heel today is the Romanian market, whose potential Apostolos Vakakis trusts, which is why he continues investing heavily there. Romania’s currency, the leu, has fallen to a historic low, requiring 5.23 lei for €1. The government lost parliament’s confidence, inflation is running at 8%, and Romanian consumers see their real income shrinking. Vakakis persists. He will create a new store in Baia Mare and a huge new 60,000-square-meter distribution center this year, which may also be used for sales outside Romania. In April alone, JUMBO sales in Romania—both physical stores and e-jumbo.ro—recorded a 15% drop compared with April 2025. Usually pessimistic, Vakakis is ignoring the warning signs and investing optimistically in the region. There is no agreementThe company “Amoiridis-Savvidis SA” informed the column regarding yesterday’s comment about an acquisition by Kotsovolos that “there is no agreement to be implemented.” Behind-the-scenes discussions on ferries and expensive fuelA few days ago, Vasilis Kikilias met with the president of the Association of Passenger Shipping Companies. The subject was the serious problems ferry companies are facing due to expensive fuel as a consequence of the war in the Middle East. The minister is actively working on the issue and exploring every institutional possibility before the government as a whole decides what measures to take to prevent increases in ticket prices. The data are as follows: during March and April, the additional monthly burden on the ferry sector due to fuel costs reached €18 million, and May is expected to remain at that level, bringing the total to €54 million. If the war continues, from June onward, when routes increase, ferry operators estimate the total monthly burden will rise to €25 million. At their first meeting at the Maximos Mansion earlier this spring, representatives of the shipping association and the government decided to subsidize the mandatory discounts, which amount annually to €56 million, though the companies will receive these funds gradually over time. For now, the law has been passed, published in the Government Gazette, and everyone is waiting for implementation. At that first meeting, both sides agreed they would proceed step by step. They said that if the war continued, a second meeting would follow in May. It has not yet been scheduled. Through the association, ferry operators are requesting fuel subsidies at the refinery level to cover the increase in costs. The subsidy is estimated to burden the state budget by around €25 million per month for as long as disruptions in navigation through Hormuz continue. The association also brought up the recent EU decision to relax state-aid rules as part of measures to help member states confront the energy crisis. Attica Beauty is comingAttica department stores, which are currently being discussed because of their upcoming stock-market listing, are promoting a new store concept focused exclusively on cosmetics and personal-care products under the brand name “Attica Beauty.” In this context, they closed the store on the first floor of the Mall and are preparing to open the first Attica Beauty on the second floor of the shopping center, occupying a 470-square-meter space. The second Attica Beauty will open at Riviera Galleria in Ellinikon. Management will monitor the performance of the first two stores before deciding whether and how to expand the concept further. This year, before the Middle East war, Attica department stores had targeted 6% growth and still consider that target achievable despite developments. Management’s key challenge is maintaining the EBITDA-to-sales ratio at 12%, one of the best performances internationally in the sector. Folias enters batteries tooChristos Folias appears hyperactive on the business front. The former minister and MP under Kostas Karamanlis’ governments started in business—with the most famous “achievement” being the founding of Goody’s fast-food chain together with his brother Achilles—and returned to entrepreneurship after retiring from politics years ago. At present he is chairman of Real Tobacco SA, CEO of Emerald Foods owned by the Yavroglou family, and, as I hear, also participates in a new corporate venture betting on many things, but mainly batteries, since energy storage is the modern market’s “holy grail.” The company Thalior S.A., established yesterday, Wednesday May 6, is headquartered on Kanari Street and has initial share capital of €25,000. The venture includes Michail Dingas as attorney, representative, and agent of the Chinese company Jade Peak Holdings Limited; Christos Folias representing “Christos Folias and Co. GP”; and Dimitrios Arvanitis as director and legal representative of Cyprus-based Malgani Ltd. As for the share capital: Jade Peak Holdings contributed €13,750 (55%), M. Dingas €4,375 (17.5%), “Folias and Partners” €5,625 (22.5%), and Malgani Ltd €1,250 (5%). In the first board of directors, M. Dingas became chairman, Chr. Folias vice chairman, and D. Arvanitis managing director. The company’s purpose includes manufacturing electric cells and accumulators, wholesale trade in machinery and equipment (including energy-storage batteries), installation of industrial machinery and equipment (including BESS systems), manufacturing motor vehicles, manufacturing electrical and electronic equipment for vehicles, and even manufacturing… airplanes and spacecraft. Big ambitions indeed. The “blessing” of debt under British lawYesterday another “anti-memorandum myth” was dismantled. The subjection of Greek debt to English law, which some considered a “treacherous” concession to creditors, ultimately proved to be the greatest protection for the Greek state. Greece won in the UK Supreme Court the case concerning the buyback of GDP-linked warrants. These were securities with nominal value exceeding €62 billion, the largest series of GDP-linked instruments ever issued by a sovereign state. British justice ruled in record time, less than a year after the lawsuit was filed. Had the case been judged by Greek courts, even a decade might not have been enough. The second lesson concerns the Public Debt Management Agency (ODDIH). Certain large institutional investors (VR Capital, Wellington Management, Pharo Management) challenged the buyback by the Greek state, claiming the acquisition price was 36% below market value. Rather than bowing to pressure and threats regarding Greece’s “reputation,” ODDIH chose to seek a declaratory judgment from British courts, which proved to be “the most effective” method of resolution, avoiding fragmented procedures and contradictory decisions. Rarely is public-debt management handled with such legal determination and professional composure. The third lesson is political: growth should not be punished. GDP warrants were designed so Greece could “share” the fruits of recovery with creditors. By repurchasing €156 million worth of securities at 25 cents on the euro, the state closed obligations extending to 2042 and avoided burdens estimated at €3 billion. The British court ruling can be appealed within three weeks. The opposing parties did not appear. But the essence of the matter has already been decided. Marinas rise, the institutional framework “sticks”Nearly two weeks have passed since the General Assembly of the Greek Marinas Association in Preveza, but the multiple messages sent in the speech by the Association’s president and Managing Director of LAMDA Marinas, Stavros Katsikadis, are still being studied, though it remains unclear what will happen. Officially, the picture is impressive: 30 member marinas, covering around 75% of organized berthing positions, 9,573 total berths, and facilities accommodating everything from small boats to 140-meter mega yachts. However, among industry insiders, the real interest lies elsewhere. Stavros Katsikadis spoke about a sector driving the Greek economy forward, generating multiplier benefits of up to €10 for every €1 spent on berthing, hundreds of jobs, and strong contributions to public revenues. Between the lines, however, references to licensing delays, bureaucratic obstacles, and the lack of a stable tax framework were interpreted as a clear jab at the institutional environment. Industry executives do not hide that fatigue from constant pending issues is beginning to affect investment decisions. Livanos’ big bet in Amsterdam that is changing the energy marketThe European energy market is entering a more practical phase. The issue is no longer only hydrogen production, but how it will be transported and delivered to the end user at a competitive cost. Within this framework comes the move by Peter Livanos’ company, Ecolog, to create a hub at the port of Amsterdam. The concept is simple in theory: import liquefied hydrogen while simultaneously exporting carbon dioxide. In practice, this is an attempt to connect two markets that until now have operated separately: clean energy and emissions management. The scale of the project—200,000 tons of green hydrogen and 1.8 million tons of CO₂ annually—is realistic by today’s standards. The problem is cost. Viability will depend on three factors: how cheaply hydrogen can be produced outside Europe, how much it costs to transport it in liquid form, and whether there is stable industrial demand. None of these factors has yet been locked in. On the technical side, transporting liquid hydrogen remains difficult. The technology exists, but it has not matured. Boil-off losses at temperatures of -253°C raise costs. Ecolog claims it has significantly improved this parameter and has received preliminary approval for a new ship design. That is a positive development, but not a definitive solution. As for distribution, the connection with the Hynetwork grid and Amsterdam’s infrastructure provides flexibility. Hydrogen can either enter the grid or be transported elsewhere. This improves the commercial profile, but actual demand remains fragile and heavily dependent on government support. The timeline for operations by 2030 is considered standard for projects of this scale, assuming permits move forward during 2026. Energy-intensive industries “took off”Shares of energy-intensive industries led yesterday’s market rise, transforming the de-escalation of tensions in the Middle East into profits. The market made a “peace leap” toward 2,300 points, while turnover surged above €440 million, reflecting the mass return of buyers. Industrial groups, which had suffered the greatest pressure due to rising energy costs and geopolitical uncertainty, staged an impressive rebound. The prospect of energy prices stabilizing at pre-war levels acted as a strong catalyst for stocks such as Metlen (fourth consecutive gain), Titan (jump of 7.65%), Viohalco (double-digit rally and new all-time high), Cenergy (also a new all-time high), and ElvalHalcor. Investors are now pricing in a significant improvement in profit margins for energy-intensive sectors, as reduced operating costs combine with sustained strong international demand for their products. Eurobank Equities and Piraeus Securities form a “duopoly” around AVAXAVAX became the focal point of buying interest in the mid-cap segment. The construction company benefited from the extremely positive market sentiment prevailing yesterday. However, the stock’s momentum was further strengthened by reports from Eurobank Equities and Piraeus Securities, both of which saw upside potential approaching 50% before publication of the reports. Following Wednesday’s 7.87% rally, AVAX reached the threshold of €3.5 and reduced the upside to approximately 38.7%. Specifically, Eurobank Equities initiated coverage of the stock with a “buy” recommendation and a target price of €4.85, emphasizing the group’s strong prospects. Analysts are focusing on the robust backlog of projects, healthy capital structure, and AVAX’s ability to play a leading role in major infrastructure and energy projects currently underway in the country. The market appears to be adopting the analysts’ perspective, recognizing that the company’s current market valuation does not fully reflect the value of its holdings and future cash flows. When Morgan Stanley succumbed to the charm of cryptocurrenciesMorgan Stanley announced that it is launching cryptocurrency trading through the ETrade platform, with transaction costs of 50 basis points. This cost is lower than that of competing platforms such as Coinbase, Robinhood, and Charles Schwab. The pilot program will expand to ETrade’s 8.6 million customers by the end of 2026. The language used by Wealth Management head Jed Finn leaves no doubt about the strategic intent: “disintermediating the disintermediators.” Morgan Stanley wants to displace those who once displaced traditional banks. Coinbase was built in the vacuum left by Wall Street. Now Wall Street is returning. Morgan Stanley is already marketing its Bitcoin ETF mutual fund, planning new products for Ether and Solana, has filed for a national trust bank charter so it can itself custody digital assets, and is examining the possibility of converting crypto holdings into exchange-traded funds without selling them. MSBT, Morgan Stanley’s Bitcoin ETF, raised more than $100 million in its first six days exclusively from retail investor clients, before the bank’s advisers had even begun recommending it. Demand came before supply. That is the most eloquent sign. Coinbase popularized cryptocurrencies. Morgan Stanley institutionalized them. The Japanese government began interventions to support the yenThe Japanese government admitted that last Thursday it spent approximately $34.5 billion to halt the yen’s collapse. It was the first intervention in foreign exchange markets since July 2024. The exchange rate had reached 160.72 yen per dollar, the weakest level since mid-2024. Following the intervention, the yen rebounded to 155.50 per dollar, marking its biggest daily gain in three years. The estimated expenditure of ¥5.4 trillion exceeds the average ¥3.8 trillion spent in each of the four interventions during 2024. It is notable that Tokyo informed the US government before the intervention, in what appeared to be a climate of coordinated tolerance from Washington. This was the first such move under Prime Minister Sanae Takaichi and Finance Minister Satsuki Katayama, indicating that the new government is maintaining the same “red line” as previous administrations. The root of the problem remains untouched. The yen remains under constant pressure because of the large interest-rate differential between the US and Japan, worsened by high oil prices that strengthen the dollar. The Bank of Japan maintained its policy rate at 0.75% for a fourth consecutive meeting, while 10-year Japanese government bonds approached 2.50%, the highest level since July 1997. It is obvious that the battle is not over. Markets want rate cuts from the Fed and rate hikes from the BOJ in order to end the infamous carry trade once and for all—borrowing cheap yen and investing in dollar-denominated assets for easy profits. “Paper barrels” do not fill storage tanksLast week Brent crude oil reached $122 per barrel, its highest price since March 2022. Yesterday morning the market opened at $108, but after the suspension of the POTUS “Freedom Operation” and Axios reports suggesting an agreement was imminent, prices plunged—down 11% for Brent and 12% for US crude. Something similar had happened on April 17, when there were again hopes of normalization. Futures contracts rushed to price in the peace scenario. The problem, however, is that “paper barrels”—futures contracts—do not fill storage tanks today and tomorrow. At the peak of the crisis, prices for physically delivered crude oil approached $150 per barrel, far above futures prices. That was proof that the system operates with insufficient deliverables. The real crisis lies in refined products. Diesel and aviation jet fuel are especially exposed, because there is no flexibility to increase production elsewhere to offset the loss of exports from the Middle East. The EIA predicts that US distillate inventories will remain below the five-year average, while Europe and Asia remain critically dependent on diesel imports from the Middle East. Supply chains are already feeling the shortages. The collapse in LPG and naphtha supplies is forcing petrochemical plants to cut polymer production, worsening disruptions from the Gulf and affecting plastics, textiles, packaging, and construction. European airports are facing acute jet-fuel shortages, with estimates suggesting stocks could run out within weeks if the Strait of Hormuz remains closed. Who holds the world’s remaining oil reservesGlobal oil reserves are currently estimated at 8.1 billion barrels. Roughly half are located in advanced economies. Crude oil inventories in oil-importing Asian countries fell to 31 million barrels in March, with further declines in April. Asian petrochemical producers were forced to cut production as feedstocks ran out. This uneven distribution creates winners and losers. Countries with large strategic petroleum reserves—the US, Germany, Japan—can endure longer. Saudi Arabia and the UAE can redirect part of their production to terminals outside the Gulf, but those quantities are only a drop in the ocean. Brent prices have already risen 50% since the beginning of the year, while the World Bank forecasts a 24% increase in energy prices for 2026, higher than any year since the Russian invasion of Ukraine. In April, the oil market experienced something unprecedented. Global inventories outside the Persian Gulf recorded a record daily decline of 6.6 million barrels, amounting to 205 million barrels in a single month. This hemorrhaging of inventories is what kept prices contained. Artificial intelligence is abandoning copper and turning to glassNvidia announced yesterday that it will pay $500 million to acquire rights to purchase shares in Corning. Corning is a 175-year-old glass manufacturer that has suddenly found itself at the center of the artificial intelligence revolution. The deal expands the long-standing commercial and technological partnership between Nvidia and Corning in optical connectivity. Three new factories in North Carolina and Texas, along with more than 3,000 new jobs, will increase American optical-connectivity production capacity tenfold and boost optical-fiber output by more than 50%. Corning will attempt to bring glass fibers directly between the chips themselves, eventually replacing the 5,000 copper cables used in Nvidia systems. Optical fiber transfers data as photons, with speeds and energy efficiency that copper cannot approach. Corning’s stock surged as much as 20%. It has already gained more than 250% over the past year, further boosted by Meta’s commitment of up to $6 billion to expand optical-cable production. Corning announced targets of annual revenue reaching $20 billion by the end of 2026, $30 billion by 2028, and $40 billion by 2030. Explore related questions

TRADING UPDATE Irish Continental Group plc (“ICG” or “the Group”) issues this trading update which covers carryings for the year to date to 2 May 2026 and financial information for the first four months of 2026, i.e. 1 January to 30 April with comparisons against the corresponding period in 2025. All figures are unaudited. Volumes (Year to date, 2 May 2026) Volumes (Since last update, 1 March to 2 May 2026) Recent geopolitical developments in the Middle East have resulted in increased fuel prices, which can only be negative for everyone living on an island off Northwest Europe. Apart from the obvious increased cost of getting on and off the Island, there are secondary impacts on inflation, interest rates and the general cost of living. While the Group’s consistent policy is not to financially hedge fuel prices, we do have a well-established mechanism for applying fuel surcharges on all freight movements on a monthly lagged basis. The strength of the Group’s diversified business model and balance sheet continues to position us well to respond to changing market conditions and to capitalise on selective opportunities as they arise. The Group has remained disciplined in deploying capital and continues to evaluate opportunities to enhance its fleet and service offering on attractive terms. Recent investments, including vessel acquisitions, support the Group’s long‑term growth strategy and enhance capacity across key routes. Consolidated Group revenue in the period was €215.9 million (2025: €189.5 million), an increase of 13.9% compared with last year. The 100% application of the European Emissions Trading System (ETS) for 2026 and increased fuel surcharges have contributed to this increase. For banking covenant purposes, pre-IFRS 16 net debt figures were €128.9 million compared to €133.5 million at 31 December 2025. On an IFRS basis to include lease obligations, net debt figures were €255.8 million compared to €256.1 million at 31 December 2025. Ferries Division Total revenues recorded in the period to 30 April amounted to €138.6 million (2025: €118.8 million) (including intra-division charter income), which was a 16.7% increase on the prior year. For the year to 2 May, Irish Ferries carried 135,200 cars (2025: 139,200 cars), a decrease of 2.9% on the previous year. Freight carryings were 270,900 RoRo units (2025: 257,600 units), an increase of 5.2% compared with 2025. The beginning of 2026 has seen volume growth in the Group’s freight business, alongside softer car volumes. In the prior year, both car and freight volumes were impacted by the temporary closure of Holyhead Port in early January 2025. Total revenues also include customer surcharges related to fuel movements and the cost of emission allowances under the EU Emission Trading System (ETS). Container and Terminal Division Total revenues recorded in the period to 30 April amounted to €87.6 million (2025: €80.9 million), an 8.3% increase on the prior year. For the year to 2 May, container freight volumes shipped were 126,800 teu (2025: 131,800 teu) a decrease of 3.8% on the previous year. Volumes handled at our terminals in Dublin and Belfast totalled 125,200 units (2025: 122,500 units), an increase of 2.2% year on year. Total revenues include customer surcharges covering fuel movements, emission costs under ETS and the impact of changes in the costs of chartering container ships. About Irish Continental Group plc Irish Continental Group plc is the leading Irish-based maritime transport group. The Group’s activities include the transport of passengers, cars and Roll on Roll off (RoRo) freight under the Irish Ferries brand, on routes between each of Ireland, Britain and Continental Europe. The Group also provides Container Lift on Lift off (LoLo) freight services on routes between Ireland and Continental Europe under the Eucon brand. Other activities include the operation of container terminals in the ports of Dublin and Belfast and ship chartering activities. For the year ended 31 December 2025, ICG reported revenue of €666.7 million and EBITDA of €150.6 million. Dublin.7 May 2026 Enquiries Eamonn Rothwell, CEO +353 1 607 5628 info@icg.ieDavid Ledwidge, CFO +353 1 607 5628 info@icg.ieQ4 Public Relations +353 1 475 1444 press@q4pr.ie

Costa Crociere manda in archivio un altro anno ricco di soddisfazioni commerciali e finanziarie. L’ultimo bilancio d’esercizio (terminato al 30 novembre 2025) fotografa infatti un’azienda in grado di generare ricavi in crescita a 4,9 miliardi (rispetto ai 4,7 miliardi dell’esercizio precedente), un risultato ante-imposte e un utile netto positivi per poco più di un miliardo di euro. Il bilancio, poi, rivela anche alcuni dettagli e notizie finora non note. Nel primo caso il fatto che la nave Costa Fortuna, ceduta nella primavera dello scorso anno a Margaritaville at Sea e destinata a uscire concretamente dalla flotta il prossimo settembre, è passata di mano al prezzo di 90 milioni di dollari. Oltre a ciò Costa fa sapere che “sono in corso negoziazioni per la cessione dele quote detenute nella società collegata Venezia Investimenti Srl (25%) agli altri soci della joint venture”, ovvero Global Ports Holding, Msc Cruises SA e Royal Caribbean. Il perché di questa decisione non è spiegato ma una motivazione potrebbe risiedere nel fatto che le grandi navi da crociera di stazza superiore alle 25.000 tonnellate non possono più approdare alla stazione marittima del Venezia Terminal Passeggeri transitando per il canale della Giudecca. A proposito dell’andamento di mercato, la relazione sulla gestione spiega che “l’esercizio 2025 ha rappresentato per il Gruppo Costa un altro anno molto favorevole, in cui l’utile operativo si attesta a 1,021 miliardi di euro rispetto ai 974 milioni registrato nell’esercizio precedente. Un risultato estremamente positivo, tanto più notevole considerando che è stato ottenuto durante un periodo caratterizzato da condizioni macroeconomiche sfavorevoli, in particolare l’inflazione e l’incertezza geopolitica”. Nel 2025 sono stati 3,2 milioni i passeggeri ospitati a bordo, di cui 1m7 milioni per Costa (che opera attualmente con una flotta di 8 navi) e 1,5 milioni Aida (11 navi). Il trend di occupazione medio è stato del 108%, con un picco del 116% durante il terzo trimestre dell’esercizio. A proposito infine dell’evoluzione prevedibile della gestione, Costa ritiene che “l’esercizio 2026 confermi la crescita sia dei ricavi sia dei livelli di occupazione” nonostante l’uscita di scena della Costa Fortuna. “L’ulteriore razionalizzazione della capacità gestita contribuirà a sostenere la redditività complessiva, assicurando livelli adeguati di marginalità operativa e una generazione di liquidità coerente con le esigenze finanziarie del Gruppo Costa”. Detto ciò, “il contesto macroeconomico continua tuttavia a presentare elementi di incertezza” si legge nella relazione. “Permangono, in particolare, pressioni inflazionistiche sui costi operativi e un quadro geopolitico complesso, con tensioni presenti in Est Europa e nel Medio Oriente. Tali criticità hanno comportato la revisione degli itinerari delle aree più coinvolte e richiederanno un monitoraggio costante”. 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

Interporto Bologna, Dinazzano Po, Sapir e Rail Traction Company hanno sottoscritto un contratto di rete per lo sviluppo congiunto dei servizi intermodali in Emilia-Romagna. Una nota spiega che “l’intesa punta contribuire all’incremento dei volumi di trasporto merci su ferro attraverso l’integrazione delle specializzazioni, l’innovazione tecnologica e la riduzione dell’impatto ambientale”. L’iniziativa chiamata Roler – Rete Operatori Logistica Emilia-Romagna nasce dalla convinzione che un sistema logistico regionale efficiente e sostenibile rappresenti un fattore chiave di competitività per l’intero tessuto economico dell’Emilia-Romagna. L’accordo prevede: maggiore sinergia fra le quattro realtà, facendo perno sulle specializzazioni e vocazioni di ciascuno nel segmento del trasporto intermodale delle merci, per offrire servizi di trasporto intermodale unitari al sistema produttivo regionale; creazione di un modello logistico innovativo per posizionare l’Emilia-Romagna come snodo strategico tra l’Europa centrale e i porti del Tirreno e dell’Adriatico; sviluppo di azioni commerciali congiunte a servizio dell’industria regionale; dialogo strutturato con le istituzioni (Regione Emilia-Romagna e Autorità di Sistema Portuale del Mare Adriatico Centro Settentrionale) per la pianificazione degli investimenti e il coordinamento delle politiche infrastrutturali. Questo il commento di Gino Maioli, presidente di Dinazzano Po: “Mentre 235 milioni di tonnellate di merci viaggiano su strada, i flussi ferroviari verso i terminal regionali sono scesi da 21,8 a 19,2 milioni di tonnellate tra il 2022 e il 2024: una crisi non solo locale, ma nazionale ed europea. La rete Roler è la nostra risposta: un agire comune per sviluppare servizi logistici più efficienti e sostenibili, e per essere interlocutori credibili con la Regione e l’ADSP di Ravenna nel potenziamento delle infrastrutture ferroviarie regionali”. Stefano Caliandro, presidente di Interporto Bologna, ha aggiunto: “Questo contratto di rete è un passo concreto per il rilancio dell’intermodalità in Emilia-Romagna. Le aziende all’interno dell’Interporto generano oltre 1,5 miliardi di euro di fatturato e 6.700 posti di lavoro: numeri che dimostrano quanto la logistica sia specchio del tessuto produttivo regionale. Di fronte al calo nazionale del 3,7% del trasporto merci su ferro nel 2025, questa alleanza è la scelta lungimirante che serve: rafforza le connessioni con il porto di Ravenna e il Brennero, e prepara il terreno al nuovo terminal del 2027, con cinque binari da 750 metri e due gru a portale”. Martin Ausserdorfer, amministratore delegato di Rail Traction Company, ha dichiarato: “Noi crediamo molto nel trasporto intermodale e abbiamo tantissima esperienza, facendo più di 15.000 treni nel gruppo ogni anno. Siamo molto contenti di questa collaborazione con l’Emilia-Romagna perché crediamo di poter dare un valore aggiunto al sistema territoriale e favorire l’export, soprattutto grazie alla nostra esperienza Oltralpe”. Infine Riccardo Sabbadini, presidente di Sapir, ha sottolineato che “la costituzione di Roler appare quanto mai opportuna in un momento nel quale il porto di Ravenna è oggetto di grandi trasformazioni che potranno portare ulteriori benefici al sistema logistico portuale e regionale rispetto a quelli attualmente registrati. Sapir ha in corso un piano di sviluppo e di investimento in grado di offrire opportunità non soltanto a Sapir stessa, ma all’intero sistema portuale. Sono infatti disponibili circa 200 ettari di terreno a vocazione logistica e intermodale, un patrimonio unico nel panorama della portualità nazionale, i cui lavori di infrastrutturazione e sviluppo inizieranno a breve. Sapir, proprietaria di 100 ettari delle suddette aree, intende adibirle ad aree logistiche nelle quali sia possibile esercitare attività intermodale. Questo patrimonio rappresenta, in concreto, la possibilità di perseguire, assieme agli altri soggetti aderenti alla rete, l’obiettivo che si propone di raggiungere Roler”. 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

Genova – Il porto di Genova, nel prossimo nuovo Piano Regolatore Portuale, andrà verso una netta separazione fra le attività di riparazione e costruzione navale dal refitting di super yacht. Rinviata invece la privatizzazione di Ente Bacini. A (ri)sollevare la questione, durante l’assemblea annuale dell’associazione Genova for Yachting, è stato Alberto Amico, presidente del cantiere Amico & Co., affrontando il tema della “compatibilità fra attività nautiche e altre riparazioni navali del porto” ed evidenziando che “bisogna assolutamente separare i due comparti nel prossimo Piano regolatore. Abbiamo esperienze preoccupanti dal punto di vista dell’impatto ambientale vissute dai nostri clienti”. Appello accolto pienamente dal presidente dell’Autorità di sistema portuale, Matteo Paroli, che, a proposito dell’indotto generato dalla nautica professionale, ha parlato di 4.800 persone nell’indotto secondo i dati dell’Adsp. “Un Prp lungimirante è un Prp che non lascia indietro nessun, lo scopo a cui stiamo lavorando è quello di cercare di contemperare esigenze che non sempre sono conciliabili. il settore della grande nautica e dei grandi yacht non è compatibile con la contiguità con un altro settore della carpenteria navale e industriale, sono fasce di mercato distinte e divergenti. Non si può fare sabbiature di grandi navi affianco alla verniciatura degli yacht” ha affermato. Per poi aggiungere: “Finora si è creato un puzzle e in quell’area il patchwork non è virtuoso perché non fa lavorare bene né le riparazioni navali né la nautica; c’è incompatibilità sotto il profilo della logistica operativa delle imprese. Il nuovo Piano regolatore punterà a fare ordine in modo che entrambe i settori possano crescere in maniera non conflittuale”, anche se servirà “qualche sacrificio da parte di tutti”. Buone notizie arrivano anche sul fronte delle nuove aree a disposizione del comparto da ottenere attraverso nuovi tombamenti o specchi acquei da dedicare a ormeggi e rimessaggi. “Ci sarà un’espansione verso mare grazie alla nuova diga” ha preannunciato Paroli, collegando questa possibilità al fatto c he “diminuirà l’importanza dell’attuale canale d’accesso con possibili ampliamenti verso mare”. Il mix perfetto secondo il presidente nell’area delle riparazioni navali sarà dato da ampliamento verso mare e razionalizzazione a terra”. Sul futuro di Ente Bacini, la società che gestisce le vasche di carenaggio del porto di Genova, il presidente della port authority conferma di avere parzialmente cambiato idea rispetto allo scorso anno: “Lavorando al Prp e nel riorganizzare le idee di quell’area ho ritenuto e ritengo che non siano maturi i tempi per modificare l’attuale assetto di Ente bacini; una riorganizzazione sarebbe distonica rispetto al disegno che abbiamo in mente. Un’eventuale privatizzazione avverrà a valle del nuovo Prp”. Paroli ha ancora aggiunto che “Ente Bacini deve continuare a gestire quel comparto ancora per qualche anno, utilizzando al meglio gli spazi a disposizione. Privatizzandola si rischierebbe di non fare un buon servizio a chi quelle aree oggi le sta utilizzando; la privatizzazione rimane comunque un obiettivo da perseguire ma farla oggi non sarebbe la soluzione migliore”. All’assemblea di Genova for Yachting è intervenuto anche il vicesindaco di Genova (nonchè ax amministratore delegato di Ente Bacini), Alessandro Terrile, prefigurando una “trasformazione dell’area delle riparazioni navali per effetto dell’uscita del tunnel subportuale. Sarà l’opportunità per ripensare tutta quell’area e attuare una divisione fra riparazioni navali e industria di refit per la nautica, con in aggiunta l’espansione verso mare”. Sarà anche l’occasione, però, per creare il tanto invocato “collegamento fra il Porto Antico e il nuovo waterfront di Levante”. Ma anche questa razionalizzazione e riconversione di alcune aree comporterà il trasferimento di qualche azienda. 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

Solo pochi giorni fa gli azionisti della shipping company hanno approvato la vendita ad Hapag Lloyd e al fondo Fimi Colpo di coda nell’iter per la cessione di Zim. Per la compagnia israeliana – il cui take over da parte di Hapag Lloyd insieme al fondo israeliano Fimi è stato approvato pochi giorni fa dagli azionisti al 97,36% – avrebbe infatti presentato una offerta last minute Haim Sakal, imprenditore israeliano della famiglia Sakal, che in passato era stato attivo nel business dei duty free e cui oggi fa capo un family office con interessi in molteplici attività (nessuno delle quali però in ambito marittimo). Sakal, riporta Yedioth Ahronoth, sarebbe affiancato nell’iniziativa da un insieme di co-investitori, di nazionalità non precisata. Secondo la testata l’imprenditore, insieme ad altri investitori (non è chiaro se gli stessi dell’offerta per Zim) si sarebbe fatto avanti anche per rilevare Arkia, compagnia aerea con sede a Tel Aviv che opera voli anche con l’Italia. Nemmeno è chiaro se l’offerta di Sakal per Zim abbia qualche chance di essere presa realmente in considerazione, dato anche l’ok ottenuto dagli shareholders, ma sono diversi gli elementi che potrebbero renderla più allettante di quella di Hapag Lloyd e Fimi. Innanzitutto il suo valore economico – 4,5 miliardi di dollari cash per la totalità delle azioni della compagnia, ovvero circa 300 milioni in più di quella già approvata. L’ammontare includerebbe in particolare una quota di 250 milioni di euro destinata a bonus per i dipendenti – al riguardo, Yedioth Aronoth segnala che il comitato aziendale dei lavoratori avrebbe fatto sapere di gradire l’iniziativa, valutando l’offerta come “migliorativa”. L’offerta di Sakal potrebbe inoltre garantire un maggior controllo ‘israeliano’ sulla shipping company, considerata un asset fondamentale per lo stato ebraico. In particolare il pool di investitori avrebbe promesso di mantenere la flotta di 145 navi e il centro operativo della compagnia “sotto la piena sovranità israeliana”. Peraltro, sulla proposta di Hapag Lloyd – Zim pende ancora il possibile esercizio della golden share. Restano invece, secondo la testata, dubbi sulla solidità economico finanziaria della proposta, considerate alcune difficoltà attraversate dal gruppo della famiglia Sakal. L’accordo per la cessione ad Hapag Lloyd e Fimi era stato siglato lo scorso 16 febbraio, per un valore di 4,2 miliardi di dollari. Uno dei passaggi necessari per il suo completamento era l’approvazione da parte dell’assemblea degli azionisti, incassato lo scorso 30 aprile, nonché appunto il via libera dello stato (rispetto all’esercizio della golden share) e infine quello delle autorità regolatorie e antitrust, con la finalizzazione attesa entro la fine del 2026. L’accordo ha incluso anche la firma di un memorandum of understanding vincolante tra Hapag Lloyd e Fimi in base al quale la golden share detenuta dallo stato sarebbe stata trasferita a una controllata del secondo, sempre previo ok governativo. Fimi e Hapag Lloyd, in base all’intesa, avrebbero creato un nuovo operatore di linea, con naviglio di proprietà e sede in Israele, gestito e controllato dal fondo sotto il “supporto strategico di lungo periodo” di Hapag Lloyd. 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

A seguito della pubblicazione delle motivazioni della sentenza n. 41/2026 del Tribunale di Barcellona Pozzo di Gotto, Liberty Lines ha ribadito la piena fondatezza dell’assoluzione dei propri comandanti, già pronunciata il 25 marzo 2026 con la formula “perché il fatto non sussiste”. Le motivazioni chiariscono inequivocabilmente l’assenza di elementi idonei a sostenere una responsabilità penale, evidenziando come le ipotesi accusatorie, avanzate nell’ottobre 2023 da alcuni residenti di Stromboli, fossero fondate su mere congetture, prive di qualsiasi riscontro oggettivo. Il Giudice ha infatti escluso che le decisioni di annullare alcune corse possano essere state influenzate da ragioni economiche o da finalità diverse da quelle di sicurezza, sottolineando che tali ricostruzioni non sono state supportate da alcun elemento probatorio concreto. Secondo la compagnia è stato inoltre “ribadito un principio centrale: la valutazione delle condizioni meteomarine e la decisione di effettuare o meno la navigazione competono in via esclusiva al comandante del mezzo, quale responsabile della sicurezza dell’imbarcazione e dei passeggeri. Le motivazioni evidenziano come tale discrezionalità tecnica non possa essere messa in discussione sulla base di comparazioni astratte o successive tra viaggi effettuati in condizioni diverse, in assenza di evidenze oggettive di condotte irrazionali o falsità nelle annotazioni di bordo”. Le indagini, è stato inoltre ricordato da Liberty, “non hanno rilevato alcuna forma di condizionamento da parte della compagnia sulle decisioni dei comandanti, confermando che le scelte operative sono state assunte di volta in volta, nel pieno rispetto delle effettive condizioni di navigazione. Alla luce di tali elementi, Liberty Lines esprime soddisfazione per una decisione che riconosce, in modo chiaro e definitivo, la professionalità, l’autonomia decisionale e il senso di responsabilità dei propri comandanti, i quali hanno sempre operato con l’obiettivo prioritario della tutela della sicurezza dei passeggeri. Liberty Lines si è detta “pienamente consapevole del valore essenziale dei collegamenti marittimi per le comunità isolane e per tutti i passeggeri che viaggiano per lavoro, studio, salute, motivi familiari o turismo. Ogni sospensione o variazione del servizio può comportare disagi rilevanti: proprio per questo l’azienda è costantemente impegnata a garantire la massima regolarità possibile dei collegamenti. Al contempo, la sicurezza delle persone trasportate, degli equipaggi e delle unità navali rappresenta un principio non negoziabile: nessuna esigenza operativa può prevalere sulla tutela dell’incolumità dei passeggeri”.

Un’operazione condotta dal personale dell’Agenzia delle Dogane e dei Monopoli presso il porto della Spezia ha portato al sequestro di 2.520 bambole provenienti dalla Cina. Il carico era destinato a un’azienda della provincia di Modena per la successiva distribuzione su tutto il territorio nazionale. L’intervento è scaturito dai dubbi sulla conformità dei prodotti emersi durante le prime verifiche. I campioni, inviati ai laboratori chimici Adm di Livorno, hanno evidenziato una scarsa resistenza meccanica dei componenti. In particolare, i test di trazione — che simulano la manipolazione del giocattolo da parte di un bambino — hanno dimostrato che alcune parti si staccavano con eccessiva facilità, creando un concreto rischio di ingestione e soffocamento. Le bambole sono risultate non conformi alla norma Uni En 71-1:2018, che definisce i requisiti di sicurezza per i giocattoli immessi sul mercato europeo. A seguito dei risultati, la Procura della Repubblica della Spezia ha convalidato il sequestro, impedendo la commercializzazione dei prodotti. Sotto il profilo sanzionatorio, la normativa italiana prevede per l’importazione di prodotti pericolosi l’arresto fino a un anno e ammende che variano dai 10.000 ai 50.000 euro. 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

Cambio ai vertici di Trieste Terminal Passeggeri, concessionaria della gestione della Stazione Marittima e dei servizi a supporto del traffico passeggeri nel porto di Trieste, partecipata per il 40% dall’Autorità di Sistema Portuale del Mare Adriatico Orientale e per il restante 60% da Trieste Adriatic Maritime Initiatives – Tami, controllata da Msc Crociere e Costa Crociere con il 44,37% ciascuna e da Assicurazioni Generali (11,26%). L’assemblea ha nominato come presidente, Marco Consalvo neo presidente dell’Adsp. L’assemblea ha inoltre rinnovato il consiglio di amministrazione di Trieste Terminal Passeggeri, affidando la presidenza a Consalvo e confermando Franco Mariani nel ruolo di amministratore delegato, a garanzia della continuità operativa della società. Del nuovo CdA fanno parte anche Luigi Merlo, Roberto Ferrarini e Guido Bortoluzzi. L’assemblea ha inoltre indicato Alberto Grimaldi quale direttore generale. Nel corso della seduta è stato approvato il bilancio d’esercizio al 31 dicembre 2025, che si chiude con un utile netto pari a 3,2 milioni di euro, a fronte di ricavi complessivi di circa 11,1 milioni di euro. Nel 2025 la società ha gestito complessivamente 455.469 passeggeri e 131 toccate nave, confermando la solidità economica anche in una fase di riduzione dei volumi e la presenza a Trieste delle principali compagnie crocieristiche internazionali. Per il 2026 sono attualmente previste circa 130 toccate nave, con la presenza delle principali compagnie attive nel settore, tra cui Costa Crociere, Msc Crociere, Norwegian Cruise Line Holdings, Holland America Line, Tui Cruises, Marella Uk, Royal Caribbean International e altre, con attività sia di home port sia di transito. La programmazione sarà caratterizzata prevalentemente da navi di media dimensione e segmento luxury. Pur mantenendosi stabile il numero degli scali rispetto all’anno precedente, la presenza di unità più piccole comporterà una lieve riduzione del numero complessivo dei passeggeri. Le prospettive per il 2027 indicano, invece, una ripresa con circa 136 approdi programmati, il ritorno di navi di maggiori dimensioni e un conseguente incremento del numero delle presenze complessive. Consalvo ha ringraziato il CdA uscente e il presidente Gianluca Madriz per l’importante lavoro svolto e i risultati conseguiti, sottolineando che: “Il comparto crocieristico rappresenta un segmento rilevante per il porto di Trieste e per l’economia del territorio e richiede oggi una gestione ancora più strutturata tra pianificazione, servizi e flussi. L’obiettivo è assicurare un indirizzo chiaro e una visione unitaria sull’evoluzione del traffico passeggeri, accompagnando il settore verso uno sviluppo sempre più sostenibile, integrato con il contesto urbano e coordinato con le dinamiche degli altri scali dell’Adriatico”. In questo quadro l’Autorità di Sistema Portuale del Mare Adriatico Orientale ha già previsto interventi mirati, tra cui la manutenzione straordinaria del Molo Bersaglieri (3 milioni di euro) e la sua elettrificazione (circa 11 milioni di euro), la cui ultimazione è prevista entro il prossimo giugno. 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

Construction market:The war in the Middle East and the resulting sharp rise in energy prices in the first quarter of the year have caused the previously optimistic economic growth forecast to be revised downwards. Growth for this year is projected at 2.1–2.5%, with the construction sector expected to grow by 2% in constant prices. The construction sector is not expected to grow significantly; rather, stabilisation will continue. Although rapidly rising input prices are putting strong pressure on profitability, the risk is mitigated to some extent by the construction price index included in public contracts.Revenue:Nordecon’s revenue for the first quarter increased by 32% compared to the same period last year. The Buildings and Infrastructure segments accounted for 86% and 14% of the group’s total revenue, respectively. Revenue from the Buildings segment grew by 22%, while revenue from the Infrastructure segment increased by more than 2.5 times. Given the size of the group’s order book and its breakdown between the segments, revenue growth was in line with expectations.Profitability:Compared to the first quarter of 2025, the group’s profitability improved. The overall gross margin was 5.6%, with profit coming from the Buildings segment. The loss from the Infrastructure segment, which was due to seasonal factors, decreased year on year.Order book:Compared to 31 March 2025, the group’s order book increased by 31%. The order book of the Buildings segment grew significantly, driven by contracts secured by the public buildings subsegment, which account for 74% of the total. Growth in the Infrastructure segment’s order book was more modest. Based on the size of the order book and the general outlook for the economy and construction market, the group’s management team forecasts growth in business volumes for 2026. Condensed consolidated interim statement of financial position Condensed consolidated interim statement of comprehensive income Condensed consolidated interim statement of cash flows Financial review Financial performance In the first quarter of 2026, the Nordecon group delivered a gross profit of €2,938 thousand (Q1 2025: €1,802 thousand) and a gross margin of 5.6% (Q1 2025: 4.6%). The gross margin improved year on year, supported by both operating segments. The gross margin of the Buildings segment increased to 8.8% (Q1 2025: 7.5%). Although the gross margin of the Infrastructure segment, which in the first quarter is affected by a large share of uncovered fixed costs, was negative at (5.8)%, it improved significantly compared with the (24.6)% in the first quarter of 2025.The group’s administrative expenses for the first quarter of 2026 were €1,747 thousand (Q1 2025: €1,546 thousand). The 13% year-on-year increase in administrative expenses was mainly due to higher staff costs. The ratio of administrative expenses to revenue (12 months rolling) decreased year on year, declining to 3.2% (Q1 2025: 3.6%).The group’s operating profit for the first quarter of 2026 was €1,119 thousand (Q1 2025: €191 thousand) and EBITDA was €1,784 thousand (Q1 2025: €858 thousand).The group’s finance income and costs are affected by exchange rate fluctuations in the group’s foreign markets. However, in the reporting period the impact of those fluctuations was smaller than a year earlier. In the first quarter of 2026, the Ukrainian hryvnia weakened against the euro by around 0.9% and the translation of the loans provided to the group’s Ukrainian subsidiaries in euros into the local currency gave rise to an exchange loss of €59 thousand (Q1 2025: an exchange loss of €117 thousand). The Swedish krona weakened against the euro by around 1.1% and the translation of a loan provided to the Swedish subsidiary in euros into the local currency gave rise to an exchange loss of €3 thousand (Q1 2025: an exchange gain of €41 thousand).The group ended the period with a net profit of €261 thousand (Q1 2025: a net loss of €403 thousand). Net profit attributable to owners of the parent, Nordecon AS, amounted to €102 thousand (Q1 2025: a net loss of €616 thousand). Cash flows In the first quarter of 2026, operating activities produced a net cash outflow of €594 thousand (Q1 2025: an outflow of €249 thousand). Due to revenue growth, both cash receipts from customers and cash paid to suppliers increased compared to the first quarter of 2025. Cash paid to and for employees also increased.Investing activities resulted in a net cash outflow of €692 thousand (Q1 2025: an inflow of €161 thousand). Payments made to acquire property, plant and equipment totalled €385 thousand (Q1 2025: €35 thousand) and proceeds from the sale of property, plant and equipment amounted to €7 thousand (Q1 2025: €207 thousand). Loans provided totalled €17 thousand (Q1 2025: €26 thousand) and interest received amounted to €21 thousand (Q1 2025: €12 thousand). Cash placed in long-term deposits during the period amounted to €332 thousand.Financing activities generated a net cash outflow of €1,116 thousand (Q1 2025: an outflow of €682 thousand). The items with the strongest impact were loans received and loan repayments of €1,395 thousand and €842 thousand, respectively (Q1 2025: €633 thousand and €406 thousand). Lease payments totalled €728 thousand (Q1 2025: €633 thousand) and interest payments totalled €241 thousand (Q1 2025: €209 thousand). Dividends paid in the first quarter of 2026 amounted to €637 thousand. In the first quarter of 2025, no dividends were paid.At 31 March 2026, the group’s cash and cash equivalents amounted to €2,859 thousand (31 March 2025: €7,399 thousand). Key financial figures and ratios Performance by geographical market Revenue generated outside Estonia, in Ukraine, accounted for approximately 1% of the group’s total revenue in the first quarter of 2026. Revenue generated in Ukraine, as well as its share of the Group’s total revenue, decreased compared to the same period in 2025. This was primarily due to the extremely challenging conditions in the country. Constant power outages and a very cold winter hindered work at construction sites and in the production of building materials. No revenue was generated in Sweden as we had no construction contracts in progress in that market. Performance by business line Segment revenues The group’s goals include maintaining a balance between the revenues of the two main operating segments (Buildings and Infrastructure) if market conditions permit. This helps diversify risk and provides better opportunities to continue construction activities in challenging market conditions, when volumes in one subsegment decline sharply, while volumes in another start to grow more rapidly.The group’s revenue for the first quarter of 2026 was €52,003 thousand, approximately 32% higher than in the first quarter of 2025, when revenue amounted to €39,355 thousand. The Buildings segment generated revenue of €44,596 thousand and the Infrastructure segment generated revenue of €7,402 thousand. The corresponding figures for the first quarter of 2025 were €36,584 thousand and €2,766 thousand, respectively. Revenue from the Buildings segment grew by 22%, while revenue from the Infrastructure segment increased more than 2.5 times. In view of the size of the group’s order book and its breakdown between the segments, revenue growth was in line with expectations. Subsegment revenues Most of the revenue in the Buildings segment currently comes from the construction of public and commercial buildings. During the period, revenue generated by the public buildings subsegment increased by around 53% year on year, whereas revenue from the industrial and warehouse facilities subsegment decreased and revenue from the commercial and apartment buildings subsegments remained comparable to the same period last year. The apartment buildings subsegment did not have any major ongoing projects and the revenue from own development operations was not significant.In the first quarter of 2026, the largest projects in the public buildings subsegment were the construction of the Tiskre School in the Harku rural municipality, and the design and construction of Loodusmaja (Nature Hub) and the new television building of Estonian Public Broadcasting in Tallinn. Work also continued on the construction of a barracks at Tapa as well as various other buildings procured by the Estonian Centre for Defence Investments.The largest projects in the commercial buildings subsegment were the construction of a commercial building at Väike-Turu 7 in Tartu, the LEED Gold compliant Uusküla spa hotel on the northern shore of Lake Peipus in the Alutaguse rural municipality, and a spa hotel and a swimming complex in Viljandi.Revenue from own development operations, which is included in the apartment buildings subsegment, amounted to €319 thousand (Q1 2025: €6 thousand). During the period, we started preparations for the construction of phase 2 of the Seileri Kvartal housing estate in Pärnu(https://seileri.ee)and continued building the Tammepärja Kodu housing estate in the Tammelinn district in Tartu (https://tammelinn.ee) and the Pärnasalu residential development project on the outskirts of Tartu (https://parnasalutee.ee). When carrying out our own development activities, we carefully monitor potential risks in the housing development market. In the first quarter of 2026, all of the revenue generated by the Infrastructure segment came from road construction and maintenance. Compared with the same period last year, the segment’s revenue has increased significantly. The period’s largest projects were the construction of the Rail Baltica main line railway infrastructure, including the Hagudi–Alu section of stage III in Rapla County and the Selja–Tootsi section of stage I in Pärnu County, and the construction of the Päädeva-Orgita road section on km 62.2–64.8 of national road no. 4 (E67), Tallinn–Pärnu–Ikla. Order book The group’s order book (backlog of contracts signed but not yet performed) stood at €372,192 thousand at 31 March 2026, reflecting an increase of approximately 31% year on year. In the first quarter of 2026, we signed new contracts for €155,787 thousand (Q1 2025: €111,276 thousand). After the reporting date, we have signed new contracts for €13,911 thousand. At 31 March 2026, the Buildings segment accounted for 71% and the Infrastructure segment for 29% of the group’s total order book (31 March 2025: 66% and 34%, respectively). Compared to 31 March 2025, the order books of the Buildings and Infrastructure segments have increased by 43% and 10%, respectively. Contracts relating to the public buildings subsegment account for 74% of the order book of the Buildings segment and significant proportion of these contracts is for work to be performed for the Estonian Centre for Defence Investments. The order book of the Infrastructure segment has grown primarily through large-scale contracts relating to Rail Baltica as well as a contract with the Estonian Transport Administration for the construction of the Päädeva–Orgita and Haimre sections of the Tallinn–Pärnu–Ikla road.The contracts of the Rail Baltica project and the road construction projects financed by the European Cohesion Fund through the Estonian Transport Administration have revitalised the infrastructure segment. However, this does not fully offset the underfunding of road construction. The volume of public investment in building construction has decreased. The market is supported by the defence sector, with some activity also coming from local governments and the private sector.Major contracts secured in the reporting period include: Based on the size of the group’s order book and the general outlook for the economy and the construction market, the group’s management team expects business volumes to increase in 2026. In a highly competitive environment, management has avoided taking unjustified risks that could materialise during contract execution and adversely affect the group’s results. Our main focus is on assessing and mitigating the risks arising from market changes, particularly rising input costs. We also prioritise managing fixed costs, increasing productivity and executing pre-construction and design activities effectively to leverage our professional competitive advantages. People Employees and staff costs The group’s average number of employees in the first quarter of 2026 was 450, including 284 engineers and technical professionals (ETP). Compared to the same period last year, the number of employees increased by around 9%. Average number of employees at group companies (the parent company and the subsidiaries): The group’s staff costs for the first quarter of 2026, including all taxes, were €5,670 thousand compared with €4,795 thousand in the first quarter of 2025. Staff costs grew by 18% year on year due to an increase in both the number of employees and salaries.In the first quarter of 2026, the service fees of the members of the council of Nordecon AS totalled €68 thousand and the related social security charges amounted to €22 thousand (Q1 2025: €50 thousand and €17 thousand, respectively).The service fees of the members of the board of Nordecon AS totalled €146 thousand and the related social security charges amounted to €48 thousand (Q1 2025: €139 thousand and €46 thousand, respectively). Labour productivity and labour cost efficiency We measure the efficiency of our operating activities using the following productivity and efficiency indicators, which are based on the number of employees and the staff costs incurred: Compared to the same period in 2025, the group’s nominal labour productivity remained stable. However, its nominal labour cost efficiency improved due to an increase in revenue and a decrease in staff costs over the past four quarters. Andri HõbemägiNordecon ASHead of Investor RelationsTel: +372 6272 022Email:andri.hobemagi@nordecon.comwww.nordecon.com Attachments

Merijn Tinga sta attraversando le coste europee per sensibilizzare i cittadini sull’inquinamento Marevivo Toscanaporta aViareggioun evento di portata internazionale. Domani la città sarà l’unica tappa toscana – dopo Genova e prima di Roma – ad accogliereMerijn Tinga, il "Plastic Soup Surfer", il surfista-attivista che sta attraversando le coste europee su una tavola realizzata in materiale riciclato per sensibilizzare cittadini e istituzioni sul tema dell’inquinamento marinoda plastica. La missione del Plastic Soup Surfer Biologo e attivista ambientale olandese, Merijn Tinga sta completando una spedizione in solitaria in windsurf partita da Oslo nel 2023 e destinata a concludersi a Roma. L’obiettivo: promuovere l’introduzione deisistemi di deposito cauzionale(Drs) per bottiglie di plastica e lattine in tutta Europa. La spedizione ha già percorso oltre 4.500 km tra windsurf e paddle board, toccando Oslo, Londra, Parigi e Nizza. Da Nizza il viaggio prosegue lungo la costa italiana per altri 1.000 chilometri. Con il supporto della Fondazione Marevivo e della Lega Navale Italiana, Tinga percorre tappe di 15-20 miglia al giorno lungo Liguria, Toscana e Lazio, per poi risalire il Tevere fino a Roma. Il 21 maggio, al termine della spedizione, Tinga incontrerà il sindaco Gualtieri e il Senato, per poi essere ricevuto in udienza privata da Papa Leone XIV. E in vista delle amministrative, l’evento è un’occasione concreta per dimostrare attenzione e impegno verso la tutela dell’ambiente e del mare. Per questo motivo, tutte le candidate e i candidati sindaco sono invitati a partecipare all’iniziativa, sostenendo e facendosi promotori di politiche locali efficaci per lariduzione della plasticae la salvaguardia degliecosistemi marini. Così domani, a partire dalle 10, sulla spiaggia antistante piazza Mazzini saranno allestiti punti informativi a cura di Marevivo Toscana, Zero Waste Italy, Sea Risorse, Sea Ambiente, Capitaneria di Porto e del biologo marino Filippo Ferrantini dell’Associazione Sub Artiglio. Un’ora di attività divulgative dedicate ad ambiente e sostenibilità, rivolte ai cittadini e in particolare agli studenti: oltre 100 le presenze già confermate dagli istituti scolastici del territorio. All’arrivo di Tinga è prevista un’accoglienza spettacolare con il coinvolgimento di Capitaneria di Porto, Associazione Balneari Viareggio, Sics - Scuola italiana Cani Salvataggio, Lega Navale, Club Nautico, Nimbus Surfing Club, surfisti e sub che simuleranno operazioni di salvataggio in mare. © Riproduzione riservata Tag dell'articolo

Malaysian Prime Minister Anwar Ibrahim speaks at the Putra World Trade Center in Kuala Lumpur, Malaysia, May 3, 2026. “Red carpet welcome for them!”wrotean Instagram user in Malaysia. Virtual cheers and applause emojis greeted Ocean Thunder’sarrivalat the port of Pengerang on April 5. The oil tanker,carryinga million barrels of Basrah Heavy crude, was among the first vessels to exit the Strait of Hormuz after the Iran conflict erupted in late February. Ocean Thunder’s safe transit was a diplomatic win for Anwar Ibrahim, Malaysia’s prime minister. In a phone conversation with Iran’s President Masoud Pezeshkian on March 26, Anwar negotiated safe passage for seven ships. The tankers were chartered by a unit of Petronas, the state-owned energy company. “If not for diplomatic efforts, I fear the Ocean Thunder would still be stuck in the Persian Gulf,” a maritime law expert at the Universiti Malaya in Kuala LumpurtoldFree Malaysia Today. Malaysia’s heavily subsidizeddomesticfuel market relies on a steady supply of inexpensive Iraqi crude for price stability. Nearly 70 percent of the country’s oilcomesfrom the Persian Gulf region, and half the imports pass through the Strait of Hormuz. Malaysia is also a leading oilexporterin the 10-member ASEAN (Association of Southeast Asian Nations) bloc, but follows a “sell high, buy low” energypolicy, shipping premium-quality offshore crude to Japan and Australia. Maritime intelligence company Windward noted that the release of Ocean Thunder and other Petronas-linked tankers served a dual purpose, benefiting two of Iran’s longstanding trading partners, Iraq and Malaysia. “Transit permissions are selectively allocated based on political alignment and cargo type,” stated an intelligence briefing dated April 6. A foreignpolicyguided by “economic pragmatism” underpins Malaysia’s energy ties with Iran following the imposition of U.S.-ledsanctionsin 2012. Apart from legal oil imports, the coastal waters around the Malay peninsula have served as a hub for the “dark fleet,” anetworkof private ships covertly transporting oil from Iran and other sanctioned countries to markets in Asia. Malaysia’s links to the Islamic Republic extend beyond the oil trade. Both countries are leading advocates for the Palestinian cause in their regions. In a televisedspeechafter his phone call with Iran’s president, Anwar reminded his audience about Gaza, saying: “Don’t forget the root of the problem.” Malaysia’s leverage, heexplained, stems from its “non-hostile” status within the Islamic community. In abriefing, Anwar said his office served as a conduit for messages conveyed by the Gulf States to Iran during the conflict. As the leader of an Islamic youth organization in the 1970s, the Malaysian Prime Minister was “profoundly influenced” by the Iranian revolution and led a student delegation to Tehran tomeetAyatollah Khomeini. In 2023, as the incoming prime minister, hereinvigorateddiplomatic ties with Iran, sending the foreign minister to Tehran after a seven-year hiatus. Later that year, Anwar met President Ebrahim Raisi on the sidelines of the United Nations General Assembly in New York. When the Shi’ite cleric was killed in a helicopter crash six months later, Anwar posted acondolencelamenting the “tragic” death. In April, hewrote, “I have lost a dear friend,” when former Iranian foreign minister Kamal Kharazi succumbed to his injuries following an air strike. Malaysia’s foreign and domestic policies are not always aligned on Iran. The Sunni-majority country has historically viewed Iran’s Shia Islam with a degree of suspicion. In 1996, a religious committee in Kuala Lumpur issued afatwaor decree branding the sect as “deviant.” While Shi’ites can practice their faith privately, they are banned from distributing religious literature and riskarrestfor public celebrations of Shia holidays like Ashura, which commemorates the martyrdom of Prophet Muhammad’s grandson. Despite the taboos, Kuala Lumpur is a populardestinationfor Iranian students and expatriates. NargesSoleimani, daughter of theslaincommander of the Quds Force,reportedlylived in Malaysia. However, recent reports indicate that she is a member of the Tehran City Council. She wasquotedby official news channels refutingclaimsby U.S. government officials that her cousins were “living lavishly” as permanent residents of the United States. With the ongoing U.S. military operation in the Strait of Hormuz, Malaysia’s fuel situation remains precarious. Although Ocean Thunder made it through the blockade, other Pengerang-bound ships are stranded, and some vessels are reportedlydamaged. “Some people ask, if oil has come in from the Strait of Hormuz, why is it so expensive? My answer is because insurance prices have increased 150 percent and transportation has also increased due to risks,” the Prime Ministerremarkedat the inauguration of a new airport terminal last month. Anwar warned that prolonged disruption could force Malaysia to buy fuel on the spot market, putting pressure on the subsidized price of RM 1.99 ($0.50) per liter.