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Conagen and Sumitomo Chemical jointly develop a new era of renewable carbon materials

Bedford, Mass., Aug. 01, 2023 (GLOBE NEWSWIRE) — Conagen, the bioplatform innovator and biomanufacturer, and Sumitomo Chemical, Japan’s leading chemical company, have announced to jointly develop p-hydroxystyrene (HS) and its polymer, poly p-hydroxystyrene (PHS), using a combination of biosynthesis, chemosynthesis, and polymerization. The monomer and the polymer are 100% renewable carbon, marking a new era of sustainable production.

Developing PHS using a combination of biosynthesis, chemosynthesis, and polymerization represents a significant breakthrough in sustainable material production. Efforts to reduce reliance on petroleum and transition towards renewable and sustainable alternatives have gained momentum in recent years. With renewable biomass as the starting material, this joint devolvement between Conagen and Sumitomo Chemical creates an environmentally friendly and cost-effective product. The partnership is in the lead position of active global initiatives to reduce petroleum-based products’ consumption and environmental impact.

This partnership represents a significant milestone in developing sustainable materials, and this approach to PHS production is expected to reduce the carbon footprint associated with traditional chemical synthesis methods. It is a crucial step towards more sustainable manufacturing processes with a positive impact.

The Conagen-Sumitomo partnership leverages Conagen’s expertise in microbial strain design and development with Sumitomo Chemical’s proficiency in chemical production and commercialization. The collaboration aims to create a platform that enables the production of sustainable chemicals to replace petrochemicals in an extended range of many applications.

PHS is used to produce polymers, resins, and other chemicals. The monomer HS can also be used as an input for the synthesis of other substances, such as pharmaceuticals and fragrances. The applications of HS and PHS are limitless and can span uses from electronics to personal care and other consumer products.

“This partnership represents a significant step forward in pursuing green chemicals for sustainable material production,” said J. McNamara, Ph.D., V.P. of chemical applications at Conagen. “Our commitment is a testament to the power of collaboration and the potential of combining our technologies with synthetic and polymer chemistries to create innovative, sustainable solutions that can significantly reduce petroleum-based products in the environment,” McNamara stated. “Together, we’re marking a new era of carbon-neutral material production efforts.”

The monomer HS, with the chemical formula C8H8O, is a derivative of styrene in which a hydroxyl group (-OH) is attached to the aromatic ring’s para position (carbon atom 4). The HS and PHS are examples of green chemistry for minimizing waste, reducing hazardous chemicals, and using catalysts that can be easily separated and reused. This joint development project promises to potentially pave the way for developing novel renewable and sustainable materials. “Similar technology can be used to produce other key chemical ingredients by fermentation at industrial scale, such as cinnamic acid, monohydroxy-benzoic acid, and dihydroxy-benzoic acid,” said McNamara.

About Conagen

Conagen is making the impossible possible. It is a product-focused, synthetic biology R&D company with large-scale manufacturing service capabilities. Its proprietary strain development, fermentation, and scale-up technologies enhance our partners’ sales, production, and profitability across a broad spectrum of current and developing markets in food, beverage, nutrition, flavor and fragrance, pharmaceutical, and renewable materials.

About Sumitomo Chemical

Sumitomo Chemical is Japan’s leading chemical company, with a global presence in the chemicals, petrochemicals, and plastics industries. The company is committed to sustainability and has a product portfolio contributing to the United Nations Sustainable Development Goals.Top of Form

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Ana Capretz, Head of Public Relations and Communications
Conagen
+1-781-271-1588
ana.capretz@conagen.com

GlobeNewswire Distribution ID 8884420

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WATKINS WELLNESS EXPANDS INTO SAUNA CATEGORY THROUGH THE ACQUISITION OF SAUNA360

Vista, California, July 31, 2023 (GLOBE NEWSWIRE) — Watkins Wellness, a leader in hot tubs and aquatic fitness systems, today announced the expansion of its portfolio of personal well-being products and entry into the sauna category as a result of the pending acquisition of Sauna360 Group Oy (“Sauna360”) by Watkins Wellness’ parent company, Masco Corporation. Sauna360 is a leading global manufacturer of sauna solutions, and its portfolio of products includes traditional, infrared, and wood-burning saunas as well as steam showers, rooms and generators. These products are sold primarily in the United States, Europe and throughout the rest of the world under the Tylö, Helo, Kastor, Finnleo, and Amerec brands. The transaction is expected to close in the third quarter, subject to regulatory approval.

“We are thrilled to welcome Sauna360 to our organization and to expand our portfolio of industry-leading products aimed at promoting wellness and helping our customers feel good and live well!” said Vijaikrishna (VJ) Teenarsipur, President of Watkins Wellness. “Sauna360 brings a wealth of industry knowledge and expertise to our business. We look forward to leveraging the synergies between our businesses, which will allow us to better serve our dealer partners, consumers and, ultimately, the growing wellness market.”

“I am very pleased for Sauna360 to become part of Watkins Wellness. Sauna360’s business has grown in recent years, and becoming part of Watkins Wellness will further strengthen our capability and ambition to be a leading sauna player. The dealer distribution strategy, common focus on wellness and similar company cultures make this a true strategic fit,” said Pekka Lettijeff, President & CEO of Sauna360 Group.

Founded in 2008 as a merger between two leading sauna companies, Helo and Tylö, Sauna360 brings decades of industry knowledge and experience resulting from a strong history, with Helo’s origin dating back to 1919 and Tylö’s to 1949. The company is headquartered in Finland and has approximately 180 employees located in Finland, Sweden, the United States, and England.

About Watkins Wellness

Watkins Wellness, established in 1977 in Vista, California, is dedicated to promoting wellness to consumers to help them feel good and live well. The company’s growing portfolio of well-being products for at-home use provides multiple pathways to wellness. Our portfolio of brands includes Hot Spring® Spas, Caldera® Spas, Freeflow® Spas, Fantasy® Spas, and Endless Pools® Fitness Systems, sold predominantly through a specialty dealer network of more than 1,000 dealer partners located in 70+ countries. Watkins Wellness is a wholly owned subsidiary of Masco Corporation (NYSE: MAS).

About Masco Corporation

Headquartered in Livonia, Michigan, Masco Corporation is a global leader in the design, manufacture and distribution of branded home improvement and building products. Our portfolio of industry-leading brands includes BEHR® paint; Delta® and Hansgrohe® faucets, bath and shower fixtures; and Hot Spring® Spas. We leverage our powerful brands across product categories, sales channels, and geographies to create value for our customers and shareholders. For more information about Masco Corporation, visit www.masco.com.

Safe Harbor Statement

Watkins Wellness is a subsidiary of Masco Corporation. As such, this press release contains statements that reflect views about Masco Corporation’s future performance and constitute “forward-looking statements” under the Private Securities Litigation Reform Act of 1995. Forward-looking statements can be identified by words such as “outlook,” “believe,” “anticipate,” “appear,” “may,” “will,” “should,” “intend,” “plan,” “estimate,” “assume,” “seek,” “forecast,” and similar references to future periods. These views about future performance involve risks and uncertainties that are difficult to predict and, accordingly, Masco Corporation’s actual results may differ materially from the results discussed in these forward-looking statements. We caution you against relying on any of these forward-looking statements.

Risks and uncertainties include, among other things, the expected closing of the Sauna360 transaction and the expected benefits and synergies of the acquisition, including the expected impact on future financial and operating results and post-acquisition plans and intentions. Masco Corporation’s future performance may also be affected by the levels of residential repair and remodel activity, and to a lesser extent, new home construction, the ability to maintain strong brands and to develop innovative products, the ability to maintain its public reputation, the ability to maintain its competitive position in its industries, reliance on key customers, the cost and availability of materials, dependence on suppliers and service providers, extreme weather events and changes in climate, risks associated with international operations and global strategies, the ability to achieve the anticipated benefits of its strategic initiatives, the ability to successfully execute its acquisition strategy and integrate businesses that it has acquired and may in the future acquire, the ability to attract, develop and retain a talented and diverse workforce, risks associated with cybersecurity vulnerabilities, threats and attacks, risks associated with reliance on information systems and technology and the impact of the ongoing COVID-19 pandemic on its business and operations. These and other factors are discussed in detail in Item 1A. “Risk Factors” in Masco Corporation’s most recent Annual Report on Form 10-K, as well as in Masco Corporation’s Quarterly Reports on Form 10-Q and in other filings it makes with the Securities and Exchange Commission. The forward-looking statement in this press release speaks only as of the date of this press release. Factors or events that could cause Masco Corporation’s actual results to differ may emerge from time to time, and it is not possible to predict all of them. Unless required by law, Masco Corporation undertakes no obligation to update publicly any forward-looking statements as a result of new information, future events or otherwise.

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  • Watkins Wellness, a leader in hot tubs and aquatic fitness systems.
Krista Hydar
Watkins Wellness
760-814-0630
Krista.Hydar@watkinsmfg.com

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Les défis liés aux avions de fret neufs par rapport aux P2F, selon Gediminas Ziemelis, président du groupe Avia Solutions

DUBLIN, Irlande, 30 juill. 2023 (GLOBE NEWSWIRE) — Les années de pandémie ont généré des revenus records grâce au fret aérien. Avec une offre limitée en raison de l’immobilisation des avions de transport de passagers et une demande en hausse grâce à l’essor du commerce électronique, les prix par kilogramme de fret ont grimpé en flèche. Selon les chiffres du TAC Yields publié par le Trade and Transport Group, en 2019 le fret aérien depuis Hong Kong vers l’Amérique du Nord coûtait 3,80 $/kg tandis que le prix depuis l’Europe vers l’Amérique du Nord était de 2,10 $/kg. En 2022, ces mêmes services coûtaient respectivement 9,00 $/kg et 4,50 $/kg.

Sans surprise, cette situation a transformé la position des fournisseurs de fret aérien. Les revenus du fret ont plus que doublé, passant de 100 milliards de dollars en 2019 à 210 milliards de dollars en 2021 (selon les chiffres de l’IATA), tandis que les revenus du transport de passagers ont chuté de 607 milliards de dollars par an pour tomber à 239 milliards de dollars. Le chiffre d’affaires annuel de Cargolux est passé de 2,2 milliards de dollars à 5,1 milliards de dollars au cours de la pandémie, et Silkway a plus que doublé son chiffre d’affaires et a vu sa marge passer de -10 % à +30 %. Ces énormes gains, ainsi que le potentiel à long terme du commerce électronique (qui a conduit Airbus et Boeing à émettre des prévisions optimistes pour la croissance du fret aérien), ont conduit de nombreuses compagnies aériennes à se concentrer davantage sur le fret.

Cependant, l’augmentation de la capacité en soute a entraîné une nouvelle chute brutale des prix du fret. L’IATA prévoit que le rendement du fret en glissement annuel chutera de 28,6 % cette année. Cela signifie que le fret aérien, un secteur notoirement cyclique, entre à nouveau dans une période de turbulences. C’est dans ce contexte que les compagnies aériennes décident d’acheter ou non de nouveaux avions de fret.

Avions de fret neufs vs. conversions d’avions de transport de passagers en avions de fret

Les compagnies aériennes et les fournisseurs de fret aérien poursuivent des stratégies différentes lorsqu’il s’agit de renforcer leurs flottes de fret. Selon le dernier rapport de KPMG, l’année dernière, 35 commandes ont été passées pour de nouveaux avions 777-200F, 33 pour de nouveaux 777-8F, tandis que 20 fournisseurs ont acheté de nouveaux A350F. Ces commandes ont été passées à la fois par des fournisseurs de fret aérien dédiés (Cargolux, Silkway West, DHL, FedEx) et par des compagnies aériennes (Lufthansa Cargo, Qatar, Air Canada, China Airlines, EVA, Air France, Etihad, SIA et Western Global). Pendant ce temps, les conversions annuelles d’avions de transport de passagers en avions de fret (P-to-F) ont atteint des sommets historiques avec un volume estimé à 180 par an d’ici 2025, pour ensuite se stabiliser à environ 160 avions par an. Cette évolution est à mettre en regard des 70 unités par an avant la pandémie de COVID-19.

Un certain nombre de facteurs influent sur le choix d’acheter des avions de transport de fret neufs ou des avions de fret issus de conversions P-to-F. Naturellement, le coût représente un facteur majeur dont le calcul prend en compte des variables telles que le nombre total de commandes, la consommation de carburant et la maintenance, ainsi que les coûts de production initiaux. Les délais de production constituent un autre facteur clé, tout comme le volume de fret et la flexibilité.

Facteur 1 : Coûts de location

Il existe une différence considérable entre les coûts de base des avions de fret neufs et ceux des avions de fret issus d’une conversion. Le prix initial d’un tout nouveau 777-200F ou A350F est d’environ 170 à 185 millions de dollars, soit un taux de location mensuel compris entre 1,2 et 1,3 million de dollars. En regardant le carnet de commandes des compagnies aériennes qui ont effectué des achats l’année dernière, la majorité de celles-ci ont un nombre important de ces types d’avions dans leur flotte, en particulier les transporteurs mixtes. Dans ces cas, il est fort probable que le coût d’achat réel ait été bien inférieur à la fourchette de 170 à 185 millions de dollars. Les économies d’échelle positives seront également un facteur de maintien des coûts à un niveau minimum pour ces compagnies aériennes. Néanmoins, malgré ces économies, elles continueront d’envisager des taux de location mensuels de 1 million de dollars.

En revanche, la location d’un 777-300 issu d’une conversion P-to-F coûtera 0,6 million de dollars par mois, soit environ 65 millions de dollars pour l’achat ferme. Cet avion est susceptible de bien soutenir la comparaison avec ses rivaux de production, mais à une fraction du coût.

Facteur 2 : MRO et coûts d’exploitation

Les compagnies aériennes réaliseront des économies sur les P-to-F en matière de MRO. Avec l’accès au marché de l’occasion pour les pièces, l’entretien de ces avions sera considérablement moins coûteux que le maintien en service d’avions neufs.

Naturellement, outre les économies de coûts, l’accès aux pièces d’occasion peut également accélérer et simplifier le processus de maintenance pour les compagnies aériennes.

La consommation de carburant est un autre facteur à prendre en considération. Historiquement, nous avons constaté des améliorations significatives en matière de consommation de carburant lorsque des avions neufs sont mis en service. Lorsque le 777F a été introduit en remplacement du 747-400F, sa consommation de carburant de 6 800 kg/h représentait une amélioration considérable par rapport aux 10 230 kg/h consommés par le 747-400F. Cependant, avec les nouveaux 777X et A350, il est peu probable que des améliorations de la consommation de carburant correspondent à la réduction de 30 % observée en passant du 747-400F au 777F. Une évolution de l’ordre de 10 % à 15 % représente le maximum auquel nous pouvons raisonnablement nous attendre.

Dans l’ensemble, bien qu’une amélioration de la consommation de carburant et (dans certains cas) des économies d’échelle puissent atténuer le coup financier de l’achat d’un avion de fret neuf, en termes de coûts, les avions issus d’une conversion P-to-F représentent une option beaucoup plus attrayante.

Facteur 3 : Volume de livraison et flexibilité

Les nouveaux avions de transport de fret peuvent potentiellement offrir des avantages en termes de capacité de livraison et de flexibilité. Le chargement du nez en particulier offre un avantage considérable. Il permet en effet aux aéronefs de livrer des marchandises surdimensionnées telles que de gros générateurs, des moteurs, des camions et des technologies spécialisées. Fondamentalement, cette cargaison hors gabarit est lucrative, car elle offre une rentabilité plus élevée que les livraisons de palettes de taille normale.

Cependant, les nouveaux avions de fret en cours de production tels que le 777X et l’A350F ne proposent pas de chargement par le nez. Cela uniformise les règles du jeu quant aux avantages liés à un avion de fret dédié par rapport à un avion de fret issu d’une conversion, car les deux sont désormais limités à un fret capable de passer par leurs portes latérales.

Comment les avions issus d’une conversion s’en sortent-ils en termes de volume, de coefficient de remplissage et de charge utile brute ? Considérons le 777-300ERCF par rapport au 777F (qui représente actuellement la moitié de la grande flotte mondiale d’avions de fret) en utilisant les données issues d’un comparatif effectué en 2022 par Aircraft Commerce.

Alors que le 777F offre une charge utile globale plus importante de 106,6 tonnes métriques, en termes de volume, le 777-300ERCF surpasse confortablement le 777F. Le 777-300ERCF offre près de 6 000 pieds cubes de plus en termes de volume total que le 777F (28 739 pieds cubes contre 22 971). Le revenu par charge utile est également considérablement plus élevé. À 6,5 livres, il est de 186 804 pieds cubes, et à 7,5 livres, il est de 190 900 pieds cubes, ce qui est à comparer aux 149 312 pieds cubes et aux 172 283 pieds cubes du 777F respectivement. Une remarque importante s’impose néanmoins à propos de ce comparatif : c’est le volume, et non la charge utile brute, qui compte le plus dans les opérations express de commerce électronique, lesquelles sont susceptibles d’être un important moteur de croissance à l’avenir. Dans ce domaine, le 777-300ERCF offre un net avantage.

Eviter le piège des achats d’avions de fret neufs

Airbus estime que 1 040 avions de fret supplémentaires devront être ajoutés à la flotte mondiale de fret d’ici 2041 – les prévisions de Boeing sont encore plus confiantes. L’achat d’avions de fret neufs dans le but de répondre à ce besoin comporte cependant des risques importants pour les compagnies aériennes. Les prix du fret ayant fortement baissé, l’investissement CAPEX dans un A350 ou 777F neuf représente un investissement financier massif à un moment où les prix chutent rapidement. Le fait d’investir massivement dans un avion de fret neuf à 185 millions de dollars pièce aurait pu avoir du sens en 2021 lorsque les prix du fret aérien étaient à des niveaux records. Cependant, en 2023, cette démarche ne représente plus une politique prudente.

De plus, il y a peu à gagner en termes de performance et de capacité en achetant un avion de fret neuf. Les avions de fret issus de conversions P-to-F sont capables de se mesurer aux avions de fret neufs en termes de volume, et ils présentent des avantages notables en matière de maintenance et de production.

En fin de compte, les avions de fret issus de conversions représentent un risque financier beaucoup plus faible tout en permettant ainsi aux compagnies aériennes d’augmenter durablement leur capacité de fret aérien. C’est pourquoi nous constatons une croissance importante des avions issus de conversions P-to-F, tandis que les livraisons d’avions de fret neufs stagnent. À juste titre, de nombreuses compagnies aériennes ne sont pas disposées à assumer le risque financier d’un avion neuf alors que les prix chutent, et y voient peu d’avantages par rapport aux avions de passagers réhabilités.

À propos de Gediminas Ziemelis

Gediminas Ziemelis (né le 4 avril 1977) est un entrepreneur lituanien accompli, consultant en affaires, fondateur et actuel président du conseil d’administration d’Avia Solutions Group, l’un des plus grands fournisseurs mondiaux d’ACMI (services d’aéronefs, d’équipage, de maintenance et d’assurance), qui exploite une flotte de 180 aéronefs. Il a été sélectionné deux fois parmi les 40 jeunes leaders les plus talentueux de l’industrie par Aviation Week & Space Technology.

Gediminas est connu pour son esprit cosmopolite et ses compétences exceptionnelles en matière de gestion, qui ont contribué à son succès dans divers domaines d’activité. Au cours de ses 26 ans de carrière, Gediminas a fondé plus de 100 start-ups, dont 50 % sont toujours en activité, il a dirigé des entreprises à travers quatre processus réussis d’introduction en bourse/offre publique sur le marché secondaire, et a levé plus de 800 millions d’euros sur les marchés publics mondiaux des capitaux et des obligations.

En décembre 2022, Gediminas Ziemelis a été identifié par TOP Magazine comme le Lituanien le plus riche dont les actifs sont estimés à 1,68 milliard d’euros.

Gediminas est le plus grand donateur de Rimantas Kaukenas Support Group, un fonds de bienfaisance et de soutien qui apporte de l’aide aux enfants atteints de maladies oncologiques et à leurs familles. Il est également le principal actionnaire du premier club de basket-ball, les Wolves.

Contact média :
Silvija Jakiene 
Directrice de la communication 
Avia Solutions Group 
silvija.jakiene@aviasg.com 
+370 671 22697

GlobeNewswire Distribution ID 1000832339

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Presidente do Avia Solutions Group, Gediminas Ziemelis: O desafio entre os cargueiros de fábrica e as aeronaves de passageiros convertidas em cargueiros (P2F)

DUBLIN, Irlanda, July 30, 2023 (GLOBE NEWSWIRE) — Os anos de pandemia trouxeram receitas sem precedentes do transporte aéreo de cargas. Com a oferta limitada devido à paralisação dos aviões de passageiros e a demanda em alta graças ao crescimento do comércio eletrônico, os preços por quilograma de carga dispararam. De acordo com os números do TAC Yields do Trade and Transport Group, em 2019, o frete aéreo de Hong Kong para a América do Norte custou US$ 3,80/kg, enquanto o preço da Europa para a América do Norte foi de US$ 2,10/kg. Já em 2022, esses mesmos serviços custavam US$ 9,00/kg e US$ 4,50/kg, respectivamente.

Como era de se esperar, essa situação alterou a posição dos transportadores de carga aérea. A receita com cargas mais que dobrou, passando de US$ 100 bilhões em 2019 para US$ 210 em 2021 (esses são os números da IATA), enquanto a receita com passageiros despencou de US$ 607 bilhões anuais para US$ 239 bilhões. A receita anual da Cargolux cresceu de US$ 2,2 bilhões para US$ 5,1 bilhões durante a pandemia, e a Silkway mais do que dobrou sua receita e registrou um aumento em sua margem de -10% para +30%. Esses ganhos imensos, além do potencial de longo prazo do comércio eletrônico (que levou a Airbus e a Boeing a fazer previsões otimistas para o crescimento do transporte aéreo de cargas), levaram muitas companhias aéreas a se concentrarem mais no transporte de cargas.

No entanto, o aumento da capacidade de carga fez com que os preços do frete caíssem vertiginosamente uma vez mais. A IATA prevê que os rendimentos anuais de carga cairão 28,6% este ano. Isso significa que o transporte aéreo de cargas, um setor notoriamente cíclico, está mais uma vez entrando em um período de turbulência. Esse é o contexto em que as companhias aéreas estão decidindo se comprarão novos aviões de carga.

Novos cargueiros versus conversão das aeronaves de passageiros em cargueiros

As companhias aéreas e os transportadores de carga aérea estão adotando estratégias diferentes na hora de aumentar suas frotas de cargueiros. De acordo com o último relatório da KPMG, no ano passado, foram feitas 35 encomendas de novas aeronaves 777-200F, 33 encomendas de novos 777-8Fs e 20 fornecedores compraram novos A350Fs. Estas encomendas foram feitas tanto por operadoras de carga aérea dedicadas (Cargolux, Silkway West, DHL, FedEx) quanto por companhias aéreas (Lufthansa Cargo, Qatar, Air Canada, China Airlines, EVA, Air France, Etihad, SIA e Western Global). Enquanto isso, as conversões anuais de aeronaves de passageiros para cargueiros (P2F) atingiram recordes históricos, com um volume estimado em 180 aeronaves por ano até 2025, para, então, se estabilizar em cerca de 160 aeronaves por ano. Isso se compara com 70 unidades por ano antes da pandemia da COVID-19.

Vários fatores estão afetando a escolha de comprar cargueiros novos ou fazer conversões de aeronaves de passageiros em cargueiros. Naturalmente, o custo é um dos fatores mais importantes, levando em conta variáveis como número total de encomendas, consumo de combustível e manutenção, assim como os custos iniciais de produção. Os prazos de entrega de produção são outro fator importante, assim como o volume e a flexibilidade da carga.

Fator 1: Custos de leasing

Há uma enorme diferença nos custos iniciais para cargueiros novos em relação aos cargueiros convertidos. O preço inicial de um 777-200F ou A350F novinho em folha é de, aproximadamente, US$ 170 a US$ 185 milhões, ou uma taxa de leasing mensal entre US$ 1,2 e US$ 1,3 milhão. Analisando a carteira de encomendas das empresas que fizeram compras no ano passado, a maioria dessas companhias aéreas têm uma quantidade significativa destes tipos de aeronaves em sua frota, especialmente as de carga combinada. Nestes casos, é muito provável que o custo real da compra tenha sido muito menor do que a faixa de US$ 170 a US$ 185 milhões. Economias positivas de escala também serão um diferencial para manter os custos baixos para essas companhias aéreas. Mesmo assim, apesar dessa economia, elas ainda terão que arcar com taxas de leasing mensais da ordem de US$ 1 milhão.

Por outro lado, o leasing de uma conversão de 777-300 de passageiros para carga custará US$ 0,6 milhão por mês, ou cerca de US$ 65 milhões para a aquisição definitiva. É provável que essa aeronave se equipare bem a seus rivais originais de fábrica, porém, por uma fração do custo.

Fator 2: MRO e custos operacionais

As companhias aéreas economizarão nas conversões P2Fs com relação a MRO (manutenção, reparo e operações). Com acesso ao mercado de peças de segunda mão, a manutenção dessas aeronaves será consideravelmente mais barata do que manter aviões novos em operação.

Naturalmente, além da economia de custos, o acesso a peças de segunda mão também pode acelerar e simplificar o processo de manutenção para as companhias aéreas.

O consumo de combustível é outra questão a considerar. Historicamente, temos visto melhorias significativas no consumo de combustível quando novas aeronaves entram em operação. Quando a 777F foi apresentada como substituta da 747-400F, seu consumo de combustível de 6.800 kg/h foi um grande avanço em relação aos 10.230 kg/h oferecidos pelo 747-400F. No entanto, com a nova 777X e a A350, é improvável que vejamos melhorias no consumo de combustível que correspondam à redução de 30% observada da 747-400F para a 777F. Uma diferença de 10% a 15% é o máximo que podemos esperar de forma realista.

Em resumo, embora a melhoria no consumo de combustível e (em alguns casos) as economias de escala possam amenizar o impacto financeiro da compra de um novo cargueiro, em termos de custos, as conversões P2F são uma opção muito mais atrativa.

Fator 3: Volume e flexibilidade de entrega

As novas aeronaves de carga têm o potencial de oferecer benefícios em termos de capacidade e flexibilidade de entrega. O carregamento pelo nariz, em particular, oferece uma enorme vantagem. Ele permite que as aeronaves entreguem cargas de grande porte, como grandes geradores, motores, caminhões e tecnologia especializada. O mais importante é que essa carga de grandes dimensões é lucrativa, oferecendo maior rentabilidade do que as entregas normais de paletes.

No entanto, as novas aeronaves de carga que estão sendo produzidas, como a 777X e a A350F, não oferecem carregamento pelo nariz. Isso nivela o campo de jogo em termos das vantagens que uma aeronave de carga exclusivamente tem sobre uma conversão, já que ambos agora estão restritos à carga que pode passar pelas portas laterais.

Como as conversões se comportam em termos de volume, densidade da embalagem e carga útil bruta? Vamos considerar a 777-300ERCF em comparação com a 777F (que atualmente compõe metade da frota de aeronaves de carga de grande porte do mundo) usando dados de uma comparação de 2022 feita pela Aircraft Commerce.

Embora a 777F ofereça uma carga útil total maior, de 106,6 toneladas métricas, em termos de volume, a 777-300ERCF supera com folga a 777F. A 777-300ERCF oferece quase 6.000 pés cúbicos a mais em volume total do que a 777F (28.739 pés cúbicos em comparação com 22.971). A receita por carga útil também é consideravelmente maior. Com 6,5 lbs, são 186.804 pés cúbicos, e, com 7,5 lbs, são 190.900 pés cúbicos, em comparação com os 149.312 pés cúbicos e 172.283 pés cúbicos da 777F, respectivamente. Um ponto importante a ser observado nessa comparação é que o volume, e não a carga útil bruta, é o que mais importa nas operações expressas de comércio eletrônico, que provavelmente serão um importante fator de crescimento no futuro. E, neste aspecto, a 777-300ERCF oferece uma clara vantagem.

Evitando a armadilha das compras de novas aeronaves de carga

A Airbus estima que será necessário adicionar mais 1.040 aeronaves de carga à frota global de transporte de cargas até 2041 – as previsões da Boeing são ainda mais confiantes. A compra de novas aeronaves de carga para atender a essa necessidade implica um risco significativo para as companhias aéreas. Com a queda significativa dos preços das cargas, o investimento CAPEX em uma nova A350 ou 777F representa um enorme desembolso financeiro em um momento em que os preços estão caindo rapidamente. Investir maciçamente em uma nova aeronave de carga de US$ 185 milhões pode ter feito sentido em 2021, quando os preços da carga aérea estavam em níveis recordes. No entanto, em 2023, essa não é mais uma política prudente.

Além disso, a aquisição de uma nova aeronave de carga tem pouco a acrescentar em termos de desempenho e capacidade. As conversões P2F podem se equiparar às novas aeronaves de carga fabricadas em termos de volume, e têm vantagens notáveis quando se trata de manutenção e produção.

Em última análise, as conversões representam um risco financeiro muito menor, permitindo que as companhias aéreas aumentem de forma sustentável sua capacidade de transporte de carga aérea. É por isso que estamos assistindo a um crescimento significativo nas conversões P2F, enquanto a entrega de novas aeronaves de carga estagnou. Com toda razão, muitas companhias aéreas não estão dispostas a assumir o risco financeiro de uma nova aeronave com a queda dos preços, e veem pouca vantagem em comparação com aviões de passageiros reformados.

Conheça Gediminas Ziemelis

Gediminas Ziemelis (nascido em 4 de abril de 1977) é um empresário lituano bem-sucedido, consultor de negócios, fundador e atual presidente do Conselho de Administração do Avia Solutions Group, um dos maiores fornecedores globais de ACMI (aeronaves, tripulação, manutenção e seguro), que opera uma frota de 180 aeronaves. Ele foi escolhido duas vezes entre os 40 jovens líderes mais talentosos do setor pela Aviation Week & Space Technology.

Gediminas é conhecido por sua mentalidade cosmopolita e habilidades excepcionais de gestão, que contribuíram para seu sucesso em várias áreas de negócios. Ao longo de seus 26 anos de carreira, Gediminas fundou mais de 100 start-ups, 50% delas ainda em operação, liderou empresas em 4 processos bem-sucedidos de IPO/SPO e levantou mais de 800 milhões de euros em mercados públicos globais de capital e títulos.

Em dezembro de 2022, Gediminas Ziemelis foi considerado o lituano mais rico pela TOP Magazine, com ativos estimados no valor de 1,68 bilhão de euros.

Gediminas é o maior doador do Rimantas Kaukenas Support Group, um fundo de caridade e apoio que oferece ajuda a crianças com doenças oncológicas e às suas famílias. Ele também é o maior acionista da principal equipe de basquete, a Wolves.

Contato com a imprensa: 
Silvija Jakiene 
Diretora de Comunicações 
Avia Solutions Group 
silvija.jakiene@aviasg.com 
+370 671 22697

GlobeNewswire Distribution ID 1000832339

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St Kitts and Nevis announces further monumental changes to its Citizenship by Investment Programme

Basseterre, July 27, 2023 (GLOBE NEWSWIRE) — Today, the Government of St Kitts and Nevis proudly announces further groundbreaking changes to its Citizenship by Investment Programme, a move that signals the country’s intention to remain as the reference point for the international investment migration industry. The monumental changes have been made to ensure that only high net worth investors and persons who value the citizenship of St Kitts and Nevis are attracted to the Programme.

For nearly 40 years, St Kitts and Nevis has been the pioneer of the global investor immigration industry, charting new territory with forward-looking solutions based on solid legislative principles and strict due diligence policies. The Programme has allowed the nation to thrive, giving Kittitians and Nevisians the opportunity to advance without overreliance on international financial aid.

The new changes, further to those made in December 2022, are aimed at safeguarding the nation’s integrity, making the Programme sustainable and preserving the privileged status of being a citizen of St Kitts and Nevis.

“Today, St Kitts and Nevis takes another bold step in reaffirming our intention to not only offer the best Citizenship by Investment Programme in the world, but also to offer a programme held together by a tight regulatory system designed to be a best-in-practice defence mechanism against illicit actors and those who try to bypass our high-end investment and contribution options. We are continuously committed to preserving the exclusivity and prestige associated with being a citizen of St Kitts and Nevis,” said Prime Minister the Hon. Dr. Terrence Drew.

“This Government has always taken a considered approach when making decisions that impact not only the people of St Kitts and Nevis, but the international community as well. We have done some deep introspection, analysed the Programme, spoken to our international partners and have decided that now is the right time to show the world, as we did in December 2022, that our citizenship is not accessible to those who do not value our citizenship or understand what St Kitts and Nevis has to offer the world. We will continue to engage with the international community to provide clarity and assurance to investors that St Kitts and Nevis is a safe destination for long term investments,” continued Prime Minister Drew.

“Since coming into office less than a year ago, I have sought to work with well-intentioned partners who share my vision of where we can take our island nation on the global stage. We have done everything in our power to protect and advocate for the good name of St Kitts and Nevis. We have continuously instituted changes that will not only alleviate the concerns of our international stakeholders and position us as a compelling emerging market destination for authentic foreign direct investment, but these changes are also aimed at ensuring that our people continue to be proud to be called a citizen of St Kitts and Nevis.”

The Government of St Kitts and Nevis has made further sweeping changes to its Citizenship by Investment Programme, which include the introduction of a new investment option called the Sustainable Island State Contribution (SISC). The SISC replaces the previous Sustainable Growth Fund (SGF) and investors contributing towards this option will be advancing St Kitts and Nevis into a Sustainable Island State based on the following seven pillars:

 

  1. Increasing local food production;

2. Transitioning to Green Energy;

3. Diversifying the economy;

4. Attracting and supporting sustainable industries;

5. Evolving the Creative Economy;

6. Recovering from the impacts of the COVID-19 pandemic; and

7. Expanding social protection and safety nets to protect the most vulnerable.

 

Contributions start from US$250,000 for one applicant only and increase as a spouse or dependants are added. For a family of two, the contribution amount increases to US$300,000 and for a family of three or four, the minimum Sustainable Island State Contribution is US$350,000.

The minimum amount for investing in the Developer’s Real Estate Option is now US$400,000. The property must be held for a period of seven years and can be re-sold, once, to another purchaser who wants to apply for Citizenship by Investment.

An Approved Private Home, which can be a condominium or single-family dwelling, qualifies to be sold as a Citizenship by Investment option if a minimum investment of US$400,000 is paid to the condominium owner or US$800,000 is paid to the single-family dwelling owner, by the main applicant.

Again, the private home must be held for a period of seven years and cannot be sold to another purchaser who wants to apply for Citizenship by Investment unless the Federal Cabinet is satisfied that substantial further investment was injected into the real estate by way of further construction, renovation or otherwise.

A public benefit unit in an Approved Public Benefit Project will qualify for Citizenship by Investment, if a minimum contribution of US$250,000 is paid to the Approved Public Benefactor by the main applicant. This option is limited to Approved Public Benefactors who, by their projects, maximise local employment; embark upon programmes including transfer of technology and local capacity building; transfer all real estate to the State on substantial completion; and assume all financial risks.

Investors applying for Citizenship by Investment are now required to have a mandatory interview either virtually or in person at a location specified by the Citizenship by Investment Unit and approved by the Board of Governors. Interviews will be conducted by an independent professional firm commissioned by the Citizenship by Investment Unit, who will also perform background due diligence checks, or the Unit itself.

All background due diligence checks will be commissioned by the Citizenship by Investment Unit and will be conducted by independent professional firms from the United Kingdom, USA and Europe, and in accordance with the requirements set by the Board of Governors.

Once the Citizenship by Investment application has been approved, all processes and due diligence checks are finalised and the investment is made, a Certificate of Registration will be issued to the main applicant. The Certificate of Registration must be collected in person in St Kitts and Nevis or at an Embassy or Consulate specified by the Citizenship by Investment Unit as approved by the Board of Governors.

Further, the Board of Governors have been empowered to regulate all Authorised Agents and International Marketing Agents, who must have their businesses registered under the laws of St Kitts and Nevis. Major limitations have also been included with respect to the methods by which the St Kitts and Nevis Citizenship by Investment Programme is to be advertised internationally.

“In this ever-changing and unpredictable world, it is imperative that the Government of St Kitts and Nevis and its Citizenship by Investment Programme continue to adapt to the needs of our people and to attract the right kind of international investment necessary to uplift our country. While we have always been the benchmark of the global investor immigration industry, we understand that in order to remain as one of the most sought-after economic citizenship programmes in the world, we need to continue to evolve and forge a path for ourselves that is sustainable in the long term,” added Mr. Michael Martin, Head of the country’s Citizenship by Investment Unit.

The changes aim to boost international investor confidence and bolster St Kitts and Nevis’ reputation globally.

St Kitts and Nevis continues to demonstrate the traits that underpin its resilience, growth ambitions and willingness to cooperate with international counterparts. These include a competent, responsive, skilled and credible Citizenship by Investment Unit with several layers to solidify the integrity of the Unit including a Board of Governors and a Technical Committee. The country also has a stable political system and macroeconomic framework, consistency in the enforcement of law by the independent judiciary, a vibrant and resourceful private sector and a free and independent media.

St Kitts and Nevis wish to attract distinguished applicants who have demonstrated exceptional accomplishments, possess substantial investment capabilities, and are committed to making significant contributions to the country’s growth and development.

The primary objective of this approach is to ensure that St Kitts and Nevis maintains the highest standards of citizenship and fosters a vibrant community of nationals who share a common vision for the nation’s advancement. St Kitts and Nevis is on a path toward sustainable growth and the changes to the Citizenship by Investment Programme show a clear direction that the country is setting itself apart.

High net worth persons looking to invest in professionally regulated projects or contribute meaningfully towards societal advancement, should choose St Kitts and Nevis.

Secretary of St Kitts and Nevis Citizenship by Investment Programme
Government of St. Kitts and Nevis
001 (868) 467 1474
info@sknciu.com

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