Latest news with #JonesAct
Yahoo
2 days ago
- Business
- Yahoo
Should You Expect a Demand Recovery for Matson (MATX)?
The London Company, an investment management company, released 'The London Company Small Cap Strategy' second quarter 2025 investor letter. A copy of the letter can be downloaded here. Following a significant downturn in the first quarter, U.S. equities saw a double-digit rise in the second quarter. The small-cap portfolio appreciated 2.7% (2.4% net) in the second quarter, lagging behind the Russell 2000 Index's 8.5% gain. Sector allocation contributed to the relative performance, while stock selection was a headwind. Please review the fund's top 5 holdings to gain insight into their key selections for 2025. In its second quarter 2025 investor letter, The London Company Small Cap Strategy highlighted stocks such as Matson, Inc. (NYSE:MATX). Matson, Inc. (NYSE:MATX) provides ocean transportation and logistics services. The one-month return of Matson, Inc. (NYSE:MATX) was -5.68%, and its shares lost 18.35% of their value over the last 52 weeks. On July 28, 2025, Matson, Inc. (NYSE:MATX) stock closed at $107.92 per share, with a market capitalization of $3.523 billion. The London Company Small Cap Strategy stated the following regarding Matson, Inc. (NYSE:MATX) in its second quarter 2025 investor letter: "Matson, Inc. (NYSE:MATX) – MATX was a bottom name due to concerns around tariff-related uncertainties impacting China. Markets that are protected by the Jones Act, which form the majority of its business, remain stable and offer a buffer against tariff-related uncertainties in China. Management is focused on maintaining reliable, on-time shipping, expecting a demand recovery as inventories dwindle." A processional line of imposing cargo ships in a large port, capturing the scope of the company's ocean transportation business. Matson, Inc. (NYSE:MATX) is not on our list of 30 Most Popular Stocks Among Hedge Funds. As per our database, 31 hedge fund portfolios held Matson, Inc. (NYSE:MATX) at the end of the first quarter, which was 36 in the previous quarter. In Q1 2025, Matson, Inc. (NYSE:MATX) reported a remarkable year-over-year net income growth of 100.3%, reaching $72.3 million, with diluted earnings per share increasing 109.6% to $2.18. While we acknowledge the potential of Matson, Inc. (NYSE:MATX) as an investment, we believe certain AI stocks offer greater upside potential and carry less downside risk. If you're looking for an extremely undervalued AI stock that also stands to benefit significantly from Trump-era tariffs and the onshoring trend, see our free report on the best short-term AI stock. In another article, we covered Matson, Inc. (NYSE:MATX) and shared the list of best shipping and container stocks to invest in. In addition, please check out our hedge fund investor letters Q2 2025 page for more investor letters from hedge funds and other leading investors. READ NEXT: The Best and Worst Dow Stocks for the Next 12 Months and 10 Unstoppable Stocks That Could Double Your Money. Disclosure: None. This article is originally published at Insider Monkey.
Forbes
3 days ago
- Business
- Forbes
How This Billionaire Family Is Succeeding Despite The Collapse Of The American Shipping Industry
T he tanker American Energy is 900 feet long with a black hull; its bridge reaches the height of a ten-story building. Jutting out of the top deck are the squared-off corners of the ship's enormous liquefied natural gas storage tanks—painted a turquoise that complements the waters of the port of Peñuelas, on the southern coast of Puerto Rico. There, in June, the ship—owned by Jacksonville, Florida–based shipping company Crowley Maritime—made its first delivery to the island of 35 million gallons (130,000 cubic meters) of super-chilled (to minus 260 degrees Fahrenheit) liquid natural gas (LNG) sourced from American shale frackers. That's enough in one shipment to generate the electricity to power 80,000 homes for a year, says Tom Crowley Jr., the 58-year-old chairman and majority owner of Crowley Maritime. American Energy is a new ship for Crowley, but despite its gleaming appearance, it's far from new. It was built in 1994 and was headed to the scrap heap before Crowley picked it up last year for an estimated $25 million. Why would he invest in this ship, when on any given day a dozen bigger, newer, more efficient tankers are loading up on American LNG to export to the world? Conversely, why can't one of the hundreds of other modern megatankers filling up on LNG in Louisiana or Texas just make a stop in Peñuelas? The answer is the Jones Act. Otherwise known as the Merchant Marine Act of 1920, it requires vessels transiting from one U.S. port to another be built in the U.S., be crewed by Americans and fly the Stars and Stripes. Or get a waiver. Jamel Toppin for Forbes It turns out a waiver was needed in the case of American Energy, which was built in France. Crowley got the ship approved as a Jones Act vessel only after finding a loophole—a 1996 law that allows ships built abroad before 1996 to be used in Jones Act trade. 'We were concerned we wouldn't find a single one,' he says. This is nonsensical. You shouldn't have to divert an old ship from the junkyard on a technicality so that a U.S. territory can get deliveries of the same product we've been selling to Europe and Asia for years. But it's a prime example of how Crowley has learned to navigate the shallow shoals of regulatory hazards in one of the world's most unforgiving hard-asset businesses. Of the 125 vessels Crowley owns, 112 are Jones Act–compliant, making it, with $3.5 billion in revenue, the biggest in this niche. By sticking to this protected swim lane, Crowley—who along with his immediate family owns some 80% of the company, worth an estimated $1.5 billion—is able to steer clear of shipping whales like Denmark's Maersk ($56 billion revenue) and China's Cosco ($32 billion). 'Though it doesn't drive the company, Crowley says, 'the Jones Act is something we operate within.' In 1892 Crowley's grandfather, Tom Crowley, then 17, used all his savings (about $80) to buy an 18-foot Whitehall rowboat. When a big ship dropped anchor in San Francisco Bay, he'd row out with supplies. After the great earthquake of 1906, Crowley helped A.P. Giannini's Bank of Italy (which later became Bank of America) protect cash and securities by stuffing them in milk cans anchored on a Crowley boat in the harbor. The founder's son, Thomas Bannon Crowley, took over the company in the 1940s and helmed it through World War II and postwar growth into Alaska and the Caribbean. Their ships carried material to build out Prudhoe Bay and the Trans-Alaska Pipeline. After the Exxon Valdez spill in March 1989, Crowley invested $1.5 billion to retrofit its fleet of smaller tankers to add double hulls. When his dad died in 1994, Thomas B. Crowley Jr. was 27, a graduate of the University of Washington with a passion for computers. In the three decades since, he has fought the purported family-business curse (from shirtsleeves to shirtsleeves in three generations) by standing up to longshoremen's unions, dumping the company's San Francisco Bay ferry business in 1997 and quickly selling off Crowley's South American shipping line after international trade negotiations went sour. And he leveraged his fleet's protected Jones Act status to win contracts with the U.S. Agency for International Development managing emergency shipments of disaster aid like Ebola medicine to Liberia and frozen chicken to Cuba. Luck has also played a role. Crowley's last big USAID contract ran out last year, so he wasn't hurt when the Trump administration killed the aid agency and most of its programs. How to Play It Patrick Welsh for Forbes By William Baldwin Ocean shippers have a habit of going bankrupt, a consequence of high debt ratios, inelastic supply and volatile demand. The better way to invest in the movement of heavy goods across the seas is to bet on the future of liquefied gas. (Yes, gas is heavy: A ship typically carries at least 70,000 tons of it.) Cheniere Energy runs LNG export operations. Pembina Pipeline is a diverse fuel hauler with a new liquefied-propane dock in Canada. EQT Corporation is a gas producer interested in sending as much gas as possible abroad. All three are reasonably priced, with enterprise values between 10 and 14 times earnings before interest, taxes and depreciation. William Baldwin is Forbes' Investment Strategies columnist. Even Jones Act supporters like John McCown, who used to operate a container shipping business and is now at the Center for Maritime Strategy, admit it adds 20% to shipping costs, but that 'more than pays for itself in terms of the national security benefits of having a ready merchant fleet.' If the law were repealed, McCown would expect lower-cost global giants to quickly subsume all the routes between Puerto Rico, Hawaii, Guam, Alaska and the mainland. 'At the heart of it is that America needs to be able to run ships,' Crowley says. In 2017 he won his biggest contract, with the Department of Defense, to manage the logistics of shipping 300,000 pieces of equipment annually (the contract was renewed in 2024 at $2.3 billion for seven years). After Hurricane Maria devastated Puerto Rico and its power grid in 2017, Crowley moved 40,000 power poles, 7,000 transformers and 10 million miles of cable to the island. Even in the best of times, Puerto Rico's grid is unreliable, and Crowley began hearing the same message from the pharmaceutical factories and food distributors who wanted to invest in their own gas-powered microgrids to ensure redundant electricity supplies: 'You've got to figure out a way to get American LNG to Puerto Rico.' And why not? 'The U.S. has an infinite supply,' he says. From nothing a decade ago, the U.S. now exports 12 billion cubic feet of gas per day, 9% of domestic production. But none of it was going to Puerto Rico because not a single Jones Act–compliant LNG tanker existed anywhere in the world, at any price. Crowley initially moved smaller amounts of LNG in insulated cargo containers offloaded onto trucks, but this was extremely inefficient. The company contracted with Fincantieri Bay Shipbuilding in Wisconsin to build a 400-foot LNG-carrying barge that it now uses in Savannah, Georgia's harbor as a mobile filling station for ships. But it wasn't big enough to go to San Juan, and the last time an American yard had built a large LNG carrier was 50 years ago. The U.S. used to be a shipbuilding powerhouse. By 1776, timber from eastern American forests outfitted a third of the ships in the British Royal Navy. During World War II the U.S. built more than 5,000 ships. Now that's down to fewer than 10 per year, totaling less than 1% of global oceangoing tonnage. Today, supported by state subsidies, protectionist laws and cheap labor, China is the biggest shipbuilder with a 50% share, followed by South Korea and Japan. Crowley would like to build American, if it makes sense. Two of his ships, the six-year-old El Coquí and Taíno, are hybrids that carry both containers and vehicles between Jacksonville and San Juan, and were built in Pascagoula, Mississippi. El Coquí' s captain, Nick St. Jean, says the LNG-powered propulsion system has been highly reliable and easier to maintain than older diesel-fueled steam engines, and with 40% lower carbon emissions. Crowley competitors Matson Shipping and Pasha Group each recently sent an aging U.S.-built, Jones Act–compliant vessel to Asia to have their old engines replaced with efficient new ones that run on LNG. Matson says the overhaul cost $72 million, which is more than the price of a new Chinese ship. For now, American Energy is still powered by steam turbines. Not all of Crowley's ships meet the requirements of the Jones Act. He chartered his newest four container ships (to run routes from Florida to Central America) from Hyundai's Mipo yard in South Korea. The company also had to acquire non-U.S.-built roll-on/roll-off ships to satisfy the specifications of the Defense Department contract. 'We needed them quickly, so we bought foreign,' Crowley says. Listacle All In The Family The Crowleys aren't the only clan breaking the three-generation curse. Here are a handful of big businesses that go way back—and are still run by their founding families. Zildjian (cymbals) • Fifteen generations Zildjian Founded in Constantinople in 1623 by an Armenian alchemist who discovered the perfect alloy for musical cymbals while trying to make gold, the company moved to Massachusetts in 1929. It's now chaired by 14th-gen Craigie Zildjian, who was its first female CEO. Yuengling • Six generations Billionaire Dick Yuengling lords over America's oldest brewery, founded in 1829 by his great-great-grandfather; his four daughters are execs. Smucker's • Five generations Jerome Monroe Smucker started the jelly-and-jam maker as a small Ohio cider mill in 1897. His son and grandson took it public in 1959; now fifth-gen Mark Smucker is CEO of the $8.7 billion (sales) business. Wegmans • Five generations The beloved East Coast grocery chain began with two brothers selling produce from a pushcart in 1916; now fourth-gen CEO Colleen Wegman has expanded it beyond 100 locations. *Based on the latest generation to hold an executive role at the company. Jones Act critics such as Colin Grabow at the Cato Institute argue that if the purpose of the law was to protect and incentivize a strong domestic shipping fleet, it has objectively failed and should be scrapped. He says Crowley's ploy of cleaning up an old French-built tanker and calling it American Energy 'demonstrates the gains that can be realized when Americans are provided even a partial reprieve from the Jones Act.' Crowley did make one recent American-made addition to the fleet: an all-electric tugboat called eWolf, built by Master Boat Builders of Coden, Alabama. The 82-foot tug boasts 70 tons of towing capacity. Now working in San Diego's harbor, it cost about $35 million, double the price of a traditional tugboat. Zero emissions is nice, but the tug has a limited range. Even after getting $13 million in subsidies from the San Diego Air Pollution Control District and U.S. Environmental Protection Agency, Crowley says he can't justify buying another one. In time, decision making will fall to the fourth Crowley generation, including a daughter who works in insurance in London and son Bannon Crowley, 27, who oversees harbor tugs in Jacksonville. 'I've been a steward of this,' the current Crowley boss says. 'I'm trying to teach them the same kind of stewardship.' More from Forbes Forbes Red States–And AI–Are Big Losers From Trump's Clean Energy Massacre By Christopher Helman Forbes Why Ramaco Says It Can Beat Its Government-Backed Rival For Rare Earth Supremacy By Christopher Helman Forbes Inside Private Equity's $29 Trillion Retirement Savings Grab By Hank Tucker Forbes The Best Brokers For Saving On Capital Gains Taxes By William Baldwin
The Hill
11-07-2025
- Politics
- The Hill
The end of birthright citizenship could be an opportunity for Puerto Rican independence
The recent Supreme Court decision leaving open the possibility that President Trump's denial of birthright citizenship to individuals born on U.S. soil to undocumented parents will be upheld, is sending shockwaves through legal, political, and immigrant communities. Justice Sonia Sotomayor's dissent captured the alarm: 'No right is safe.' But beyond the continental United States, this decision reverberates in a unique and profound way in Puerto Rico, a U.S. territory caught in political limbo since 1898. For more than a century, Puerto Ricans have held U.S. citizenship by statute, not by constitutional guarantee. That statute — the Jones-Shafroth Act of 1917 — unilaterally imposed U.S. citizenship on Puerto Ricans (without their consent) not as a recognition of full inclusion, but as a tool of colonial control. Today, that statutory citizenship is proving to be as vulnerable as its colonial origins. The Supreme Court's ruling now opens a wider conversation: If U.S. citizenship can be restricted or redefined by federal authorities, what future do Puerto Ricans really have within the U.S. system? Not much. The ruling has already been weaponized by the pro-statehood movement in Puerto Rico. Statehood advocates argue that only by becoming a state can Puerto Ricans ensure permanent, constitutionally protected birthright citizenship for future generations. But this narrow, fear-based response ignores both legal precedent and geopolitical logic. There is a better way — one rooted in dignity, sovereignty and international norms. Puerto Rico can and should become a sovereign nation, either under independence or a Compact of Free Association. In fact, the ruling strengthens the case for independence as the most just and stable long-term solution for Puerto Rico and the U.S. alike. Under the draft executive order recently proposed for Trump's consideration, Puerto Rico would become a sovereign nation. Upon independence, the statutory U.S. citizenship conferred by the Jones Act would cease to apply to new births in Puerto Rico. All individuals born in Puerto Rico after independence would acquire Puerto Rican citizenship — a national identity of their own, defined by Puerto Rican law and values, not those of a distant foreign power. However, this does not mean the complete severing of U.S. ties for individuals. Children born in Puerto Rico to U.S. citizen parents (as defined under the Immigration and Nationality Act) would remain eligible for U.S. citizenship through a Consular Report of Birth Abroad — a system already in place for U.S. citizens worldwide. For example, if a U.S. citizen has a baby in Paris, that child can obtain U.S. citizenship. This preserves continuity for families with U.S. roots, while respecting the sovereignty of Puerto Rico to determine its own citizenship policy moving forward. Moreover, Puerto Ricans who already possess U.S. citizenship at the moment of independence would retain it, and automatically acquire Puerto Rican citizenship as well, becoming dual citizens. Those who no longer wish to hold U.S. citizenship would have the option to renounce it swiftly and without penalty through the new U.S. Embassy in San Juan, under a fast-track renunciation process that respects personal identity and freedom of choice. Puerto Rico's pro-statehood movement seldom mentions the economic costs of statehood. Under current law, most Puerto Ricans do not pay U.S. federal income tax on locally sourced income. This tax exemption would end under statehood, and the consequences would be economically devastating. The U.S. Government Accountability Office warned in a 2014 report that full application of federal tax laws could collapse Puerto Rico's fragile economy. Under independence, Puerto Rican citizens would remain exempt from U.S. federal taxes unless they reside in the U.S., as is standard for all foreign nationals. Meanwhile, the new Republic of Puerto Rico would design and implement its own national tax system based on its unique economic needs and priorities. A sovereign Puerto Rico should and would still remain interconnected with the U.S. A free-transit agreement — allowing visa-free travel between the two nations for both U.S. and Puerto Rican citizens — would enable family unity, tourism, trade and opportunities without requiring assimilation or dependence. In fact, this clarity of status would help Puerto Ricans make informed decisions about their identity and future. Those who feel primarily American and wish to maintain birthright U.S. citizenship for their children could relocate to any state in the U.S. Those who feel primarily Puerto Rican and seek to maintain their national culture, identity, and Spanish language — would finally live in a nation where their citizenship reflects their culture, language, and aspirations. Importantly, independence would also halt the practice of foreigners giving birth in Puerto Rico solely to acquire U.S. citizenship for their children — often with no intention of integrating into Puerto Rican society. Sovereignty would give Puerto Rico the authority to define and defend its own naturalization and immigration policies, protecting both its demographic and cultural integrity. The U.S. Supreme Court has unwittingly accelerated a long-overdue reckoning. If U.S. citizenship for Puerto Ricans is no longer secure, then neither is the colonial-style arrangement that produced it. Rather than cling to an uncertain future within a union that has never truly welcomed them, Puerto Ricans now face a historic opportunity to define themselves on their own terms. Independence does not mean isolation, but unity with the global community of nations. It means liberty with dignity, citizenship with identity and a relationship with the United States based on respect, not colonial subordination. The end of birthright U.S. citizenship in Puerto Rico could be, paradoxically, the beginning of Puerto Rican nationhood. The path forward is clear for those who believe in justice, democracy and decolonization. Puerto Rico must become a sovereign nation — not just for legal reasons, but for the dignity of its people and the fulfillment of its historical destiny. Javier A. Hernández is a former federal official and author of 'PREXIT: Forging Puerto Rico's Path to Sovereignty,' and 'Puerto Rico: The Economic Case for Sovereignty.'
Yahoo
02-07-2025
- Business
- Yahoo
VB Attorneys Obtains $4,000,000 Verdict on Behalf of Injured Seaman
HOUSTON, July 02, 2025--(BUSINESS WIRE)--Vuk Vujasinovic and Job Tennant of VB Attorneys obtained a $4,000,000 jury verdict on behalf of an employee of Phoenix Processor who was injured aboard the ship M/V Excellence during commercial fishing operations in the Bering Sea. This Jones Act case was filed and tried in state court in King County, Washington. The jury returned its verdict on June 16, 2025. The company's highest offer before trial was $600,000. The employee, who worked as a Processor, was injured in the factory of the ship when a pan full of frozen fish fell onto the big toe of his left foot, causing it to fracture and dislocate. Despite the employee's requests to be brought to land for medical treatment, Phoenix Processor made him stay on its ship for 9 days until it completed fishing operations and returned to port in Dutch Harbor, Alaska. The company's Claims Manager caused further delays in failing her responsibility to get the injured employee proper and timely medical care per the company's legal obligation to provide maintenance and cure. The employee underwent several surgeries to his toe and foot, and was diagnosed with Complex Regional Pain Syndrome. To support the case, VB Attorneys retained experts in the fields of marine operations, biomechanics, and life care planning. Claims for past and future lost wages and earnings were withdrawn before trial. Phoenix Processor denied any and all liability throughout the litigation. The jury found the negligence of Phoenix Processor caused the employee's injury. The jury awarded future medical costs and non-economic damages in the total amount of $4,000,000. The jury found the employee was 25% negligent in causing the injury, reducing the damages to $3,000,000. The jury found the employee is not at Maximum Medical Improvement, and therefore Phoenix Processor must continue paying maintenance and cure benefits. About VB AttorneysVB Attorneys is a nationally recognized trial law firm based in Houston, Texas. With a proven track record of securing substantial verdicts and settlements, the firm represents individuals and families in cases involving catastrophic personal injuries, maritime and offshore injuries, trucking and workplace accidents, and wrongful death. The attorneys at VB Attorneys are dedicated to fighting for justice and holding corporations accountable for negligence. Learn more at View source version on Contacts Vuk Vujasinovicvuk@ (888) 430-0906 Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
Associated Press
24-06-2025
- Business
- Associated Press
MARITIME PARTNERS ANNOUNCES ZERO-EMISSION FERRY REFINANCING WITH SWITCH MARITIME
Financing Deal Paves Way for Upgraded Hydrogen-Powered Marine Technology NEW ORLEANS, June 24, 2025 /PRNewswire/ -- Maritime Partners, LLC ('Maritime Partners'), a leading provider of maritime financing solutions primarily focused on Jones Act vessels, has announced the successful closing of a sale leaseback refinancing of the ground-breaking, hydrogen-powered passenger ferry 'Sea Change,' developed by SWITCH Maritime LLC ('SWITCH'). The transaction marks Maritime Partners' entry into the ferry sector, and the first in a partnership between Maritime Partners and SWITCH focused on bringing next-generation technology and financing solutions to the aging U.S. ferry fleet. 'This partnership demonstrates Maritime Partners' continued commitment to innovation, and to expanding our financing solutions into more critical transportation segments of the maritime industry that require capital to renew and future-proof their fleets,' said Dave Lee, VP of Technology & Innovation at Maritime Partners. In 2024, 'Sea Change,' a 75-passenger ferry and SWITCH's first vessel, began commercial operation in San Francisco Bay. SWITCH expects to use the proceeds of the refinancing deal to complete engineering and support the next-phase build cycle, with zero-emission vessels that can meet the same size and performance as the diesel vessels needing replacement in major U.S. markets, such as San Francisco, Seattle, Boston and New York City. 'We're excited to build on the foundation that we've established with the Sea Change and start our next build cycle,' said Pace Ralli, CEO at SWITCH Maritime. 'Core to advancing our mission is being able to finance projects on the leading edge of the technology adoption curve, and our partnership and strategic alignment with Maritime Partners helps accelerate that growth trajectory.' Leveraging technological learnings and regulatory frameworks from its first 75-passenger ferry, SWITCH is bringing nearly complete 150- and 300-passenger catamaran fast ferry designs, as well as a larger steel-hull RoPax ferry design, to the U.S. market to help replace aging diesel vessels. According to recent data, there are more than 800 ferries in the U.S. that are all suitable to be transitioned to electric propulsion, powered by batteries and/or hydrogen fuel cells. The technology is generally applicable to commercial harbor craft, of which there are approximately 4,400 vessels suitable for upgrade to zero emissions. SWITCH specializes in providing existing operators easier and lower risk ways to adopt next-gen vessels into their fleets by offering a vessel lease along with support services for fueling, crew training, maintenance and more. The 'Sea Change' demonstrates the viability of the technology in commercial operation as part of the public San Francisco Bay Ferry system, paving the way for future deployments. 'We are impressed by the SWITCH team's ability to successfully execute on difficult design, construction and regulatory challenges, and their work is very complimentary to our work in larger vessel types, such as our projects with e1 Marine. Maritime Partners is here to support the expansion of SWITCH's fleet of next-generation vessels with financing solutions for U.S. and global ferry operators,' said Austin Sperry, co-founder and president of Maritime Partners. Maritime Partners continues to grow and evolve, setting itself apart as a premier provider of maritime financing solutions in the Jones Act space and wider U.S. maritime industry. ABOUT MARITIME PARTNERS Maritime Partners is a leading provider of maritime financing solutions, specializing in vessels that are used in the domestic Jones Act trade. With a managed fleet of approximately 1,800 vessels in service, we offer tailored leasing services to operators across the full spectrum of credit quality. A privately held company founded in 2015, Maritime Partners provides the assets that transport the commodities that represent the primary building blocks of the domestic economy, including agricultural products, chemicals, aggregates, crude oil, and refined petroleum products. Our management team leverages more than 50 years of operational experience in chartering, asset management, shipbuilding, and financing across all marine asset classes. To learn more about Maritime Partners please visit ABOUT SWITCH Established in 2018, SWITCH Maritime is focused on lowering the barriers for public and private ferry operators to renew their carbon-intensive diesel-powered fleets with zero-emissions technologies, while reducing operating and fueling costs over the lifetime of their vessels. By bearing the regulatory and construction risks for existing operators, combined with dedicated fuel supply chains and specialized crew training, SWITCH offers operators the ability to lease the new innovative vessels with lower risk – a form of the 'innovation-as-a-service' model to accelerate the energy transition of hard to abate industrial sectors. To learn more about SWITCH please visit CONTACT: Steve Bordes Maritime Partners, LLC [email protected] (504) 264-5870 View original content to download multimedia: SOURCE Maritime Partners
