logo
Buyout firms circle £400m NCC division Escode

Buyout firms circle £400m NCC division Escode

Sky News28-04-2025

A pack of private equity firms are circling one of the main subsidiaries of NCC Group, the London-listed cybersecurity specialist.
Sky News has learnt that Montagu Private Equity and Bridgepoint are among the buyout firms which are interested in bidding for Escode, which specialises in software escrow and verification services.
City sources said a deal for Escode could be worth between £300m and £400m, while NCC Group's entire market capitalisation on Monday afternoon was just over £440m.
Several other private equity firms are also said to be interested, although a formal auction is not under way and the identities of the other parties was unclear.
Shares in NCC rose by more than 6% during the trading session amid market speculation about a takeover bid or sale of parts of the company.
The buyout firms' interest in Escode follows a string of reviews by NCC about potential disposals.
In January 2024, the group said its board had "decided not to restart the strategic review of Escode at this juncture", while other parts of the company have also been the subject of exploratory discussions with possible buyers.
NCC employs about 2,200 people across Europe, North America and Asia-Pacific.
It announced on Monday that it had signed a £120m loan facility with a syndicate of banks comprising Barclays, HSBC, NatWest and Santander UK.

Orange background

Try Our AI Features

Explore what Daily8 AI can do for you:

Comments

No comments yet...

Related Articles

Assura urged to reject bid from predator KKR
Assura urged to reject bid from predator KKR

Daily Mail​

time2 hours ago

  • Daily Mail​

Assura urged to reject bid from predator KKR

The battle for the future of GP surgery owner Assura escalated yesterday after a rival urged it to reject a bid from a private equity predator. Assura this week recommended that shareholders accept a sweetened £1.7billion bid from American buyout giant KKR and New York investment firm Stonepeak. The deal would see properties leased to the NHS, including doctors' surgeries, hospitals and hospices, fall into the hands of overseas owners. Most recently, Primary Health Properties (PHP) offered £1.68billion to buy Assura but it argued yesterday that its cash and stock bid is now worth more – as the value moves depending on share prices. And PHP dismissed Assura's claim that its offer posed 'material risks and downsides' for shareholders as it urged investors to take no action in relation to KKR's bid. A takeover by PHP would retain the properties under the ownership of a London-listed business. And it said Government spending plans for the NHS over the next three years would benefit both firms. KKR and PHP have been locked in a months-long tussle which has seen both parties up their offers several times since February to try to clinch a deal. The US private equity giant has made a 'best and final' cash offer of £1.7billion, up from its previous bid of £1.61billion. The bid of 52.1p per share includes two dividends: one which has already been paid and another that was declared last month. Russ Mould, investment director at broker AJ Bell, said: 'Shareholders in Assura now have the luxury of sitting back to watch what happens, in the view that some sort of deal seems certain.' Assura declined to comment.

The same, but different: our new website explained
The same, but different: our new website explained

Times

time4 hours ago

  • Times

The same, but different: our new website explained

People generally take a dim view of unexpected change in the daily staples of their lives, including the design of their newspapers. So the top brass here were prepared for a bit of flak when they overhauled our digital offering. A lot of the rumpus centred on problems with finding items that had previously been reached with a couple of nonchalant clicks, but to judge by readers' comments and emails, most are getting their bearings again. One aspect of our overhauled website and app that may be less obvious to readers is that it completes the transition away from so-called edition-based publishing, an approach inherited from print that does not work well for fast-moving online news. Again, some readers, used to a once or twice-daily serving of stories, have found this disconcerting, such as Tim Dawson, who was puzzled not to have been able to track down online a piece he had read in print. 'I had assumed that all of your daily content was available via the app and the website,' Tim said. 'Is this not the case, and if it is not, how much of the content is not offered via the app and the website?' Our head of digital, Edward Roussel, explained why an article might appear in print but not digital. Breaking news stories appear first online and in the app. A version is later prepared for print. There is no value in taking the print article and publishing it online as we would be duplicating stories. In other words, the print and digital articles may be substantially different. Second, he said, we edit the app in the same way as we edit print. That is to say, we determine an optimum number of daily stories, across a dozen broad areas of coverage, and focus on the quality of those stories. 'One thing we don't do,' Edward stressed, 'is simply dump all print stories online.' That used to happen at many newspapers in times gone by, but it does not make for a happy reading experience. We publish on average 185 stories a day digitally. A midweek edition of the print newspaper, consisting of the main section and Times2, has about 140 to 150, but when you add Bricks & Mortar, The Game and all the weekend sections, the daily average exceeds 200. So, yes, it's true some print stories do not appear in our digital editions — but, given that a digital facsimile of the print paper is available in the Live app, on the website and even as a standalone app, no one need miss a word. The eagle eye of Stephen Pilbeam of Southampton alighted on a divot in our report on the dentist who unexpectedly found himself playing in the US Open. 'You say Matt Vogt has struggled with 'the Wurlitzer of emotions he has ridden since he qualified'. I suggest Mr Vogt may have ridden emotional rollercoasters, waltzers and whirlwinds, but merely played a Wurlitzer.' Hole in one. The Wurlitzer firm, founded in 1850s Cincinnati, began by importing musical instruments from Germany and moved into making pianos and then the organs that accompanied silent films. Jukeboxes followed — but no modes of transport, unless you count the organ that rises out of a pit in Blackpool Tower. In time the jukebox and organ operations split, but both were eventually owned by Gibson, the guitar brand favoured by Les Paul, Jimi Hendrix, Jimmy Page and Angus Young of AC/DC, not to mention James Hetfield of Metallica. I don't think we can claim, though, that Vogt felt as if he had been thunderstruck, or riding the lightning. I must confess I've not read Ronald McIntosh's 1990 blockbuster Hyphenation: Discussion of the Changing Principles of Word Division, so I am not an authority on a subject considered 'stretchingly difficult' by Fowler's, but our style guide has wise advice on hyphens, which boils down to: use sparingly. They are tolerated in words with prefixes to prevent a collision of identical letters, as in co-opt and pre-empt, and likewise in composite terms such as cut-throat. Which will not, you might think, be much comfort to Dale Savage of Loughton, who complained: 'Your paper seems to have dispensed with the hyphen when appending a prefix to another word. This creates confusion to the eye and brain, trying to figure out what this strange new word is. When modifying a word with a prefix, please use a hyphen. The worst and most common example is 'miniseries'.' I can see that 'miniseries' looks like the love child of miseries and ministries, which sounds like gripping TV and is presumably why our style guide does prescribe a hyphen in mini-series. When it comes to radioisotopes, though, we're less accommodating. The outing for the cod-Latin motor bus poem last week was a trip down memory lane for David Marchant of Kent and Nuala Lonie of Linlithgow. For David it brought back Latin for Today and translating Fabula de Petro Cuniculo for bedtime stories — 'still a standard joke in my family as we recall Dominus McGregor'. Nuala impressively 'dredged up from memory' some extra couplets I had not included. Peter Lowthian of Marlow was thinking about Tolkien — who, you may recall, didn't write the poem. He had been to an exhibition at the British Library that 'featured some of Tolkien's correspondence, including a fan letter from Joni Mitchell, which I suspect impressed me more than it did him. Quite a few people wrote to him in the languages he invented, which Tolkien corrected in red ink and sent straight back again.' One of those red marks would have ornamented my column last week, for I erroneously referred to 'Elvish languages' when I clearly meant 'Elven' — many thanks to Ben Rapp for setting me straight on the correct way to refer to imaginary tongues. Write to Feedback by emailing feedback@ or by post to 1 London Bridge Street, London SE1 9GF

Boeing 787 Dreamliner: a passenger and airline favourite, with some nightmares along the way
Boeing 787 Dreamliner: a passenger and airline favourite, with some nightmares along the way

The Independent

time5 hours ago

  • The Independent

Boeing 787 Dreamliner: a passenger and airline favourite, with some nightmares along the way

The Boeing 787 Dreamliner was the first truly 21st-century big jet. More than 1,000 are in service, and many passengers rate it more highly than other aircraft. The carbon-fibre twin-engined 787 was designed partly as a replacement for Boeing's veteran 767 – but also to introduce passenger-friendly benefits such as larger windows and higher cabin pressure. The Dreamliner was also accountant friendly, burning about one-fifth less fuel than the 767, and allowed airlines' network planners to dream of ultra-long routes. The daily Qantas nonstop between London Heathrow and Perth in Western Australia, covering over 9,000 miles, is a doddle for a suitably configured 787. Boeing's bet was that an efficient aircraft with plenty of range would enable plenty of previously unserved city pairs to be flown profitably. The wager at arch-rival Airbus was different: think big. Going one step beyond the 747 Jumbo jet by extending the double deck for the length of the aircraft. The European engineers came up with world's largest people-mover: the Airbus A380 'SuperJumbo'. Both the 787 and A380 endured long and troubled gestations, but the Airbus plane was first in service – beating the 787 by a couple of years. To the chagrin of the Toulouse-based planemaker, few airlines were impressed. It was a 20th-century concept, with four thirsty engines to nourish and maintain. Only Emirates has ordered the Airbus A380 at scale, to feed its mega-hub in Dubai. In contrast the 787 has been a plane for all seasons. Europe's biggest holiday company, Tui, has 13 of the jets. They can shuttle hundreds of holidaymakers efficiently between the UK and the Mediterranean in summer, then in winter show off their long legs to the Caribbean and South East Asia. Premier league airlines configure the Dreamliner for comfort: British Airways has a total of 42 in service and on order, while Virgin Atlantic has 17 – with names like Dream Girl and Dream Jeannie. But the choice of engines that both the UK carriers chose have proved something of a nightmare. The Rolls-Royce Trent 1000 engine, 'optimised specifically to power the Boeing 787 Dreamliner family' has been unkindly described by aircraft engineers as having 'chocolate fan blades'. A shortage of serviceable aircraft caused both BA and Virgin to cancel routes to Kuala Lumpur and Accra respectively. Yet at least the 787 is now flying at scale. For three months in 2013, the young plane was grounded worldwide because of fears of conflagration involving the lithium batteries that were installed: a newly arrived Ethiopian Airlines Dreamliner from Addis Ababa burst into flames at Heathrow. No one was hurt, but the plane was banned from flying until Boeing came up with a fix. More recently, safety shortcomings at the US manufacturer have come under the spotlight. And the first fatal crash of the 787 on Thursday 12 June, killing hundreds in Ahmedabad, will sharply increase the focus on the plane's airworthiness. Investigators sifting through the wreckage of the Air India jet will pore over the components that are still intact after the impact and subsequent fire to see if some kind of systems failure had contributed to the disaster. Were a previously unidentified design flaw to be identified, resulting in another worldwide grounding order, global aviation would be traumatised: already the number of active long-haul aircraft are struggling to meet demand, and removing more than 1,000 wide-bodied planes would wreck millions of travel plans. Meanwhile, the Boeing 787 Dreamliner is approaching middle age on the aircraft spectrum – and the younger Airbus A350 has stolen its most-preferred title. Between London and Doha, Qatar Airways consigns its first-edition 787s to the Gatwick budget route, rather that the pricier premium Heathrow link. These tired-looking high-density aircraft are also deployed on low-revenue routes such as Doha-Kathmandu. My experience from Gatwick via the Gulf hub to the Nepali capital on back-to-back 787s last October was uncomfortable and joyless. Yet Gulf rival Emirates will soon welcome dozens of Dreamliners into its fleet for the first time. British travellers are likely to be flying on the 787 for a couple of decades yet. But after the tragedy in Ahmedabad, passengers' appreciation of the Dreamliner may diminish.

DOWNLOAD THE APP

Get Started Now: Download the App

Ready to dive into the world of global news and events? Download our app today from your preferred app store and start exploring.
app-storeplay-store