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Lamprell agrees shareholder-led takeover

  • Market: Electricity, Oil products
  • 21/07/22

UK-listed oil service firm Lamprell has agreed a takeover led by two of its largest shareholders that will potentially lead to a restructuring.

The company has accepted an offer valuing it at £38.8mn ($46.5mn) from a vehicle established by its 25pc shareholder Blofeld Investment Management and Saudi Arabian holding company AlGihaz, whose chief executive Sami Al Angair owns just under 20pc of Lamprell.

The takeover will end Lamprell's 16 years as a listed company in London. It said being privately-held will facilitate a "recapitalisation and recalibration" of a business that has failed to reach agreement with shareholders on an equity fund raising.

Lamprell's shares have been suspended in London since the start of July, it has been seeking additional sources of funding since the middle of 2021, and said today it needs $95mn by the end of July and a further $164mn in the medium term. It said it has agreed a $145mn bridging loan with various parties related to its proposed buyers to see it through to the deal's completion.

Beyond that, the prospective new owners said they may combine Lamprell's Saudi Arabian business with that of AlGhihaz, which has interests in renewables and energy in the country, but no firm decisions will be made on the future direction until a review has been undertaken.

"This would be most effectively undertaken outside the strictures and glare of the public markets," they said.

Lamprell has been constructing two jack-up rigs for the IMI joint venture in Saudi Arabia since January 2020. It is in line to be paid for the first of these on delivery by the end of this year, but said recently it may not have enough money to complete the build. It also plans an upgrade of its UAE shipyard so it can fabricate components for renewable energy.

By Ben Winkley

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18/12/25

Viewpoint: Japan's hybrid EV use keeps gasoline in mix

Viewpoint: Japan's hybrid EV use keeps gasoline in mix

Tokyo, 18 December (Argus) — Japan's gasoline consumption will continue falling because of its decarbonisation drive, but the country's gasoline consumption is unlikely to reach zero as gasoline-powered cars and hybrid gasoline-electric vehicles (HEVs) account for a vast majority of newly registered passenger cars. Japan's gasoline sales declined at least over 2016-24, with the exception of a slight year-on-year increase of 0.03pc in 2022, data from the Petroleum Association of Japan (PAJ) show. The country's gasoline sales totalled 330mn bl (904,100 b/d) in 2016, falling to below 280mn bl (767,100 b/d) in 2024. The country's transport sector accounted for 19.2pc of total CO2 emissions in the April 2023-March 2024 fiscal year, according to Japan's environment ministry. Half of the transport sector's CO2 emissions came from gasoline in the 2023-24 fiscal year. Tokyo renewed its global warming countermeasures plan in February 2025, which reiterated its target of having all new car sales be "electrified vehicles" by 2035 and to achieve net-zero CO2 emissions through the vehicle lifecycle by 2050, in efforts to abate emissions. But these "electrified vehicles" do not only refer to fully electric-powered EVs nor fuel cell vehicles (FCVs) but also include gasoline-consuming HEVs and plug-in hybrid electric vehicles (PHEVs). This means that Japanese passenger car owners will likely remain dependent on gasoline, even as gasoline consumption declines, given that Japan's preference for hybrids is likely to sustain its momentum for the foreseeable future. The country's gasoline requirement will fall by 2.4pc to 260mn bl (712,300 b/d) in the April 2026-March 2027 fiscal year, compared with the 2025-26 level, based on Japan's trade and industry ministry Meti's outlook. This downtrend is expected to continue by declines of 2.1-2.5 pc/yr at least until 2029-30, largely because of higher fuel efficiency and wider use of HEVs, Meti said. The number of newly registered passenger cars, including imported cars, totalled slightly below 2.4mn units over January-November 2025, data from the Japan Automobile Dealers Association (JADA) show. Out of this total, gasoline-consuming HEVs accounted for 60pc, and gasoline cars hold a 32pc share. Gasoline-powered cars and HEVs have jointly accounted for around 90pc at least since 2020. The share of HEVs in newly registered cars has also grown consistently every year, from 37.1pc in 2020 to 61.1pc in 2024, mostly replacing the share of gasoline cars, while the share of EVs has stalled at 0.6-1.7pc of the total of registered units every year over the same period, data from the JADA show. "The hybrid trend is likely to remain strong going forward. Compared with the time when it seemed the global shift to EVs would happen decisively and rapidly, the momentum now appears to have slowed somewhat," Japan's trade and industry minister Ryosei Akazawa said at an interview with reporters, including Argus , in October. The shift towards EVs has not been as strong as expected, which could have benefited gasoline car makers. But US tariffs on Japanese automobiles likely eroded the profitability of Japanese automakers, with 15pc of their domestic car output exported to the US in 2024, according to Meti. The US tariff rate was lowered to 15pc from 27.5pc in September, but is still far higher than 2.5pc, the rate before US president Donald Trump's additional 25pc automobile tariff took effect in April. To support Japanese automakers given the challenging tariff environment, Tokyo could freeze its environmental performance tax — a levy of 0-3pc — imposed on car owners at the point of acquisition depending on automobile features, such as fuel efficiency. This move could pave the way for gasoline-powered vehicles to regain momentum or pose obstacles to the expansion of EV cars' market share in the coming years. By Kohei Yamamoto Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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Viewpoint: French power in slump

17/12/25
News
17/12/25

Viewpoint: French power in slump

London, 17 December (Argus) — France enters 2026 with power prices in a slump, as stagnant demand meets strong nuclear availability and ever-increasing renewables output. Forward prices are well below spot delivery in recent years, with the Cal-26 contract assessed at €49.75/MWh on Tuesday, compared with spot delivery of about €60/MWh in 2024 and 2025. Lower gas prices explain some of the low forward prices, as does increased renewables capacity, but French hydro reserves are well below previous years, and EdF expects to produce less nuclear power year on year because of further planned long maintenance shutdowns. If low spot delivery confirms that these forward prices were correct as to how fundamentals would play out, it could limit any potential for upside risk. And the course of any potential demand recovery over the next few years will determine whether the contango shape of the French forward years is justified by fundamentals. The French yearly contracts are unusual with Europe being in contango, rising out to the end of the decade, compared with most other countries which are in backwardation. Fundamentals arguments put forward to explain this include expectations of increased interconnection to more expensive markets, or an uptick in demand, especially from industry and data centres. But demand has remained stubbornly flat over recent years. Industrial, data centre and hydrogen projects with a total demand of 30GW have grid capacity reserved for them. If all of these projects came to light and used their full capacity, demand would leap by 180TWh by 2030, or about 40pc. Not all of these projects will be built, and those that are will not use their full capacity all the time. Grid operator RTE's high estimate is for 60pc of projects to be completed, which will then use only 20-60pc of their grid capacity. But even if only some of them are built, this could push demand growth to 1-3pc/yr. RTE's low estimate for the incremental demand from these projects by 2030, as well as additional electric vehicles, comes to 2.7GW, while its high estimate is for 6.3GW of incremental demand. A rapid increase in demand could outpace supply gains from the several GW/yr of solar capacity likely to come on line in the coming years, mechanically tightening France's balance, if it is met and there is not a fall in demand from other sectors. France may be reaching a crunch point on renewables. The ambition of governments of recent years to advance on renewables and nuclear has hit the buffers, as the lack of any demand growth removes justification for increasing capacity. Low market prices are an indication that France does not particularly need any extra renewables capacity in the short term. Capture rates for solar have fallen year on year, while lower market prices mean the bill for public subsidy for renewables grows ever higher. Some increases are locked in over the next few years, but appetite may be lacking to continue growth beyond that. And political obstacles could make a low-renewables strategy easier. Right-wing parties are firmly opposed to renewables, and the government relies on their tacit support to remain in office. The government intends to publish the PPE3 10-year energy strategy by the end of the year, which in this draft includes cuts to renewables targets, it has said. The other big dossier of French energy is the new nuclear programme. EdF has already started preparatory works to build two 1.6GW reactors at Penly, and plans to build a further four, with eight more on the drawing board. But the experience of the Flamanville 3 reactor — entering service more than a decade late and many billions over budget — could make any government hesitate before offering EdF funding for more reactors. This is all the more true if prices remain low in the coming years, which would cut EdF's ability to fund large investments and require more government support. The mooted €100/MWh price point of the new nuclear, more than twice the current market price, is a further impediment. And the programme is not expected to come into service until the late 2030s at the earliest, meaning a government which holds fire can spare itself large costs without incurring any power shortage during its term in office. By Rhys Talbot Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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US House clears hurdle to pass permitting bill

16/12/25
News
16/12/25

US House clears hurdle to pass permitting bill

Washington, 16 December (Argus) — Republicans in the US House of Representatives have overcome an initial obstacle to passing a marquee permitting overhaul bill after committing to vote on key amendments that would strip out potential benefits for offshore wind. Republicans in the House voted 215-209 in a vote on Tuesday to approve a rule that will dictate the terms of debate for votes later this week on the SPEED Act, which has become the focus of bipartisan efforts to fast-track the permitting process for pipelines, electric transmission lines, railroads and other infrastructure. A group of far-right conservatives initially voted against the rule, but most reversed course during the vote in exchange for revisions that have yet to be made public. The Tuesday vote was one of the last remaining hurdles to House passage of the SPEED Act, which is expected to pick up some Democratic votes when it comes up for a final vote later this week. The House majority typically is responsible for putting up all the votes for a rule, meaning it would only take a few Republicans to block bill debate. Republicans were uncertain they would have enough votes for the rule, as far-right conservatives such as US representative Andy Harris (R-Maryland) and others were lobbying for changes. On Monday, US representative August Pfluger (R-Texas) urged attendees of a conference to put as "much effort as you possibly can" into persuading wavering Republicans to support the permitting bill. Pfluger is the chair of the Republican Study Commission, a caucus that represents a majority of House Republicans. "Go talk to them and let them know how important this is," Pfluger said during an event organized by the think tank the Conservative Coalition for Climate Solutions. Ahead of the vote, an industry coalition on Tuesday released a joint letter offering "strong support" for the bill. Among the signatories were the American Petroleum Institute, the US Chamber of Commerce, the Association of American Railroads and the US LNG Association. President Donald Trump has yet to take an explicit position on the SPEED Act, but administration officials are optimistic permitting legislation could be enacted. "I think we are at a time where the chance of a real permitting reform bill is higher maybe than it's ever been," US energy secretary Chris Wright said at the event on Monday. The SPEED Act would focus on the implementation of the National Environmental Policy Act (NEPA), a decades-old law that requires federal agencies to prepare environmental reviews of infrastructure projects. Pipeline companies and renewable energy developers alike blame the law for costly delays, both because of the time it takes for agencies to issue reviews and then the risks that permits will be thrown out because of lawsuits. The bill would narrow the scope of environmental reviews, aligning with a unanimous US Supreme Court ruling this summer. But the bill's most significant changes would make permits more durable. Even if a court found a NEPA review was flawed, the bill would keep permits intact during further analysis. And in a last-minute change, the bill would offer more permit "certainty" by limiting the government's ability to rescind prior approvals. That could protect pipeline permits such as the now-canceled Keystone XL pipeline, while also stopping Trump from halting more offshore wind projects. But the permit certainty language drew concern from far-right conservatives who oppose offshore wind. House Republicans in response agreed to vote on an amendment sponsored by Harris and others that would remove the "permit certainty" changes. Two other amendment votes also backed by Harris would stop expedited permitting treatment in the SPEED Act for offshore wind or any project that Trump has sought to block. Passage of those amendments could cost some Democratic support for the bill. Even if the bill passes, it is expected to be subject to major changes in the US Senate to attract enough support from Democrats to prevent a filibuster. Senate Democrats are hoping to insert language that would prevent what they describe as a "solar ban" being enforced by the Trump administration. By Chris Knight Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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EU to amend CBAM rules for power

16/12/25
News
16/12/25

EU to amend CBAM rules for power

London, 16 December (Argus) — The European Commission will amend the rules set out for the application of the EU Carbon Border Adjustment Mechanism (CBAM) for power imports to the bloc, providing a pathway to declaring actual emissions values for electricity, according to leaked documents seen by Argus on Tuesday. The EU will amend the existing guidance to CBAM regulation based on stakeholder feedback that rules for electricity are overly rigid, and that the framework does not acknowledge progress made by non-EU electricity producers in decarbonising their generation mixes, limiting incentives for third-country producers to reduce emissions. The updates were based on a consultation with market participants held from 1 July-26 August. This regulation means that actual emissions associated with the production of electricity can be declared. Serbia recently announced plans to implement CO2 measurement, reporting and verification standards, ahead of the country's first emissions and carbon tax law. This appears to provide a pathway for output from renewable sources to be exempt from CBAM. Previously, electricity was treated separately from other physical commodities under the legislation, where carbon quantity would have been based on average country-wide emissions rather than on individual plant emissions. The document also addresses physical and indirect power purchase agreements (PPA), and clarifies that CBAM will only be applied to explicit capacity allocation, removing the previous language that required the absence of network congestion in order for CBAM exemption to apply for renewables output sold under a PPA. If actual emissions data are not available, an "average grid emission factor" for exporting countries will be used in order to reflect decarbonisation in the country of origin, which would include countries' current generation mix and be lower than the previous default emissions value, which used an average of IEA emissions over the past five years. Definition of market coupling The document also lays out a novel definition of market coupling, which could provide a pathway to CBAM exemption. The EU proposes that for the purpose of integration of a third country's electricity market with the EU a "memorandum of understanding between the Commission and the third countries that have fully transposed the relevant electricity market acquis" can be agreed, and that this memorandum would then set the "timeline for the application of the exemption foreseen". Market coupling would then be achieved through legislative means, rather than as defined by market coupling through EU power market regulatory body Acer, which requires an 18-month window for technical preparation once a coupling integration plan is approved. Serbia is the frontrunner for market coupling, and has previously said that it can couple with the EU by 2027 at the earliest, which would miss the 1 January 2026 deadline for CBAM exemption, as once its application has been approved it is still subject to the 18-month waiting period. This could indicate that countries with EU regulatory body the Energy Community could receive exemption from CBAM until 2030, as 2022's energy integration package provided a pathway for exemption from CBAM for four years, provided countries coupled with the EU power market. By Annemarie Pettinato Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

News

EU eases ICE phase-out with 2035 CO2 car target: Update

16/12/25
News
16/12/25

EU eases ICE phase-out with 2035 CO2 car target: Update

Adds details on credits, transport commissioner comment in paragraphs 4-6 Brussels, 16 December (Argus) — The European Commission has proposed a new 90pc cut in car fleet emissions by 2035, replacing the previously agreed 100pc target that would have effectively phased out the sale of internal combustion engine (ICE) vehicles from that date The plan would allow some new ICE vehicles to remain on sale beyond 2035, alongside plug-in hybrids, range extenders and mild hybrids, as well as electric and hydrogen cars. The remaining 10pc of emissions would need to be offset through low-carbon steel, e-fuels or biofuels, according to the commission. The proposals need to be adopted by a majority in the European Parliament and among EU states. Automakers could also "bank and borrow" credits between 2030-32 to help meet the existing 2030 target of a 55pc cut from 2021 levels. Under the new proposals, manufacturers using these flexibilities would only need to achieve a 40pc fleet-average reduction, down from a previously planned 50pc. The commission indicated that credits for greenhouse gas (GHG) savings from e-fuels and biofuels can compensate up to 3pc of manufacturers' reference targets for 2035 and low-carbon steel credits can compensate for a further 7pc. Transport commissioner Apostolos Tzitzikostas said the credit system will boost uptake of sustainable fuels. "This is a clear signal than other technologies than battery electric vehicles (BEV) can be put on the market after 2035," said Tzitzikostas. Expanded carbon-neutral criteria would allow sustainable biofuels to help meet the targets that currently require 0g/km from 2035. EU renewable ethanol group ePure said emissions from ethanol were 79pc lower than fossil fuels in 2024, in line with previous years. The European Biodiesel Board reported savings of 77-81pc for biodiesel, using the official fossil fuel comparator of 94g of CO2e/MJ. German MEP Peter Liese criticised the original ICE ban, but said industry problems stem from market shifts, not from Brussels. "The industry must stop shifting the blame for its own mistakes and for market developments, for example in China, onto Brussels," he said, adding that he will push for green steel recognition before 2035. By Dafydd ab Iago Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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