The expansion of the European Union Emissions Trading System (EU ETS) to include the maritime industry has introduced significant financial and operational hurdles for all shipowners who are voyaging to or through EU ports. Shipowners must now purchase European Union Allowances regardless of the ship’s nationality.

European Union Allowances are market-driven instruments and must be purchased through one of the regulated carbon exchanges. The prices of the allowances fluctuate like other types of securities and have been highly volatile since its inception. Market analysts predict that the prices will increase dramatically over the next five years.

The first deadline for complying with this new obligation is September 2025, which means shipping companies have just 6 more months to calculate and purchase the required allowances to cover their 2024 emissions in order to comply and avoid penalties.

This article features insights and trends from Frederic Bouthillier, who is the Head of Shipping at Vertis Environmental Finance (STX), one of the largest ETS traders and market makers. 

Bouthillier speaks to the importance of having a structured approach to allowance purchasing, exploring alternative fuels, and implementing technological solutions like Cyanergy’s real time emissions monitoring system — which will help ensure compliance while maintaining a competitive edge in an increasingly regulated market.

Impact of EU Emissions Trading System on Shipowners: Rising and Fluctuating Prices

The EU ETS is designed to drive carbon prices higher over time, making compliance an increasing financial burden for shipowners. "In 2-3 years from now, the price could be above €100," Bouthillier warns. "The structural pricing mechanism is organized in a way that the price will keep rising."

In addition, price fluctuations add complexity to cost management. The European Union Allowances price gained 15% in January before retracing downward in February. These fluctuations make cost forecasting a challenge for shipowners and force companies to adapt quickly to avoid excessive financial exposure.

Companies that underreport emissions risk fines of €100 per missing metric ton, plus the obligation to purchase the shortfall allowances at market rates. Additionally, non-compliance can lead to regulatory investigations, public disclosure of violations, and even suspension from the ETS.

Accuracy Is Critical: The Role of Technology

Accurate emissions reporting is essential for shipowners to comply with the EU ETS and manage costs effectively. Since allowances must be verified by independent auditors, errors in reporting—whether under or overestimating emissions—can have costly consequences.

The need for precise emissions monitoring goes beyond CO2, as other greenhouse gases like N2O and CH4 have significantly higher emissions factors. "That’s why it’s so important to ensure your emissions are monitored by volume and type in a very accurate way," Bouthillier stresses. "If you're short, it might cost you a lot of money. The first element is to have a system on board that allows you to monitor your emissions by volume and type."

Cyanergy's CE² Monitor, which collects engine and gas data every minute, enabling more accurate measuring and reporting. Courtesy of Cyanergy. 

A Strong Incentive to Seek Competitive Solutions

With rising costs and regulatory risks, shipowners must seek ways to optimize their emissions strategy. Companies that fail to adapt risk falling behind competitors who are proactively managing compliance.

"If you don’t move, you will fall behind because the competition might be moving, and you will put yourself out of the game," warns Bouthillier.

Shipping companies that leverage technology to monitor emissions in real time can gain a competitive edge by making informed decisions about when to purchase ETS allowances and how to optimize their fuel consumption.

The Importance of Real-Time Emissions Monitoring

In this volatile market, proactive emissions management is critical. "Under these circumstances, what is of paramount importance is to be proactive,” Bouthillier explains. “By getting a system like Cyanergy on board, looking at the market, optimizing— you’re going to mitigate the damage compared to someone who is waiting until the last minute. All the tools are there."

Real-time emissions monitoring solutions, such as those offered by Cyanergy, provide shipowners with the accuracy and insight needed to navigate the complexities of the EU ETS. For shipowners looking to secure their compliance strategy and minimize costs, investing in advanced emissions monitoring technology is no longer optional—it’s a necessity.

Navigating EU ETS with Smart Solutions

Real-time emissions monitoring systems empower shipping companies with accurate data to optimize allowance purchasing, avoid penalties, and stay ahead of rising carbon costs. By investing in advanced monitoring solutions and proactive compliance strategies, shipowners can not only mitigate financial risks but also strengthen their position in an increasingly regulated industry.

This article is sponsored by Cyanergy, providing cutting-edge solutions for emissions monitoring and compliance. Learn more about their innovative technology here.

 

Vast and sometimes brutal, the high seas are also a place of aspiration, reinvention and an escape from rules. This is why the oceans have long been a magnet for libertarians hoping to flee governments, taxes and other people by creating their own sovereign micronations in international waters.

The Saya de Malha Bank has been especially attractive for such ambitions. Covered with sea grass and interspersed with small coral reefs, the bank is among the largest submerged ocean plateaus in the world—less than 33 feet deep in some areas. Near the equator, the water temperature at the Saya de Malha varies from 23°C to 28°C, depending on the season. Waves are broken in the shallower areas. But the biggest allure is that the bank is hundreds of miles beyond the jurisdictional reach of any nation’s laws.

On March 9, 1997, an architect named Wolf Hilbertz and a marine biologist named Thomas Goreau sailed to the bank. Launching from Victoria, the capital of the Seychelles, the voyage took 3 days. With solar panels, metal scaffolding and cornerstones, they began constructing their vision for a sovereign micronation that they planned to call Autopia (the place that builds itself).“Having about the size of Belgium, most of Saya lies in international waters, ‘in the high seas’ legally speaking, governed only by the U.N. Law of the Sea,” Hilbertz told Celestopea Times in 2004.

In 2002, the two men returned to the bank in three sailboats with a team of architects, cartographers and marine biologists from several countries to continue building. They intended to erect their dwellings on top of existing coral, reinforcing steel scaffolding using a patented process that Hilbertz had developed called Biorock, a substance formed by the electro-accumulation of materials dissolved in seawater. This involved sinking steel frames into the shallow waters then putting these steel poles under a weak direct electrical current. Little by little, limestone is deposited on the steel poles and at their base, creating an ideal habitat for corals and other shellfish and marine animals.

Rushing because a cyclone was headed their way in a matter of days, the team built in six days a steel structure five by five by two meters high. The structure, located specifically at 9°12′ south latitude and 61°21′ east longitude, was anchored in the seabed and a small battery provided steady charge. In later interviews, Hilbertz, who was a professor at the University of Houston, said he hoped to create building materials with a lower carbon footprint and create a self-sufficient settlement in the sea “that belongs to the residents who live and work there, a living laboratory in which new environmental technologies are developed.” His plans ultimately stalled for lack of funds.

Two decades later, a 58-year-old Italian businessman named Samuele Landi began promoting a new vision for a micronation in the Saya de Malha Bank. He planned to park a massive barge near the seagrass patch far from the reach of extradition and police. “Because the Saya de Malha is not far from the equator, cyclones are born there but they are not so terrible,” Landi said in an interview in a yet-unreleased documentary film by Oswald Horowitz called “The Legend of Landi.” A gifted computer programmer, avid skydiver, and motorcycle racer, Landi had been a man on the lam for roughly a decade. Accused of fraud after his company, Eutelia, declared bankruptcy in 2010, Landi and some of its executives were tried and convicted in Italy. Landi was sentenced in absentia to 14 years, which led him to relocate to Dubai where he dabbled in crypto, hid money in Switzerland, and skated around extradition treaties. While living comfortably in Dubai, he registered companies in bespoke tax-free zones, and eventually procured diplomatic credentials from Liberia, according to a New York Times profile of him.

As he prepared this plan for moving to the Saya de Malha Bank, Landi purchased an initial 800-ton deck barge that he named Aisland. Anchoring it roughly 30 miles off the coast of Dubai, he lived on the vessel with three sailors, a cook and five cats. Aisland’s deck was fitted with six blue shipping containers bolted in place—living quarters, equipped with solar-powered air-conditioners and a desalination system. Landi stayed there for over a year as he raised money to buy another barge twice as large as the Aisland. He even hired an architect named Peter de Vries to help design plans for the re-fit of the new barge so that it could sail to the Saya de Malha Bank and survive there. Landi hoped to eventually expand his Saya de Malha project to create a floating city consisting of about twenty barges, which would, by 2028, house thousands of permanent residents in luxury villas and apartments. Since the area has been known to entice pirates and other sea marauders, Landi also planned to mount a Gatling gun on the Aisland. “That’s one of these guns that fires 1,000 rounds a minute—very heavy-duty stuff,” Peter de Vries said in an interview with the Times. “I actually got the specs for the gun.”

The movement to create sovereign states on the high seas has a colorful history. Typically such projects have been imbued with the view that government was a kind of kryptonite that weakened entrepreneurialism. Many held a highly optimistic outlook on technology and its potential to solve human problems. The founders of these micronations—in the 2000s quite a few dot-com tycoons—were usually men of means, steeped in Ayn Rand and Thomas Hobbes. Conceptualized as self-sufficient, self-governing, sea-bound communities, the vision for these waterborne cities was part libertarian utopia, part billionaire’s playground. Fittingly, they have been called, in more recent years, seasteads, after the homesteads of the American West.

In 2008, these visionaries coalesced around a non-profit organization called The Seasteading Institute. Based in San Francisco, the organization was founded by Patri Friedman, a Google software engineer and grandson of Milton Friedman, the Nobel Prize-winning economist best known for his ideas about the limitations of government. The institute’s primary benefactor was Peter Thiel, a billionaire venture capitalist and the co-founder of PayPal, who put over $1.25 million into the organization and related projects. Where Elon Musk has promoted a vision of fleeing earthly encumberments by colonizing Mars, these libertarians had similar aspirations for the high seas.

Long before the Seasteading Institute, the interest in offshore micronations spurred dozens of daring and often ill-fated schemes. In the early 1970s, a Las Vegas real-estate magnate named Michael Oliver sent barges loaded with sand from Australia to a set of shallow reefs near the island of Tonga in the Pacific Ocean, declaring his creation The Republic of Minerva. Within months, Tonga sent troops to the site to enforce its 12-mile offshore territorial claim, expelling the Minervan occupants and removing their flag—a single torch on a blue background. In 1982, a group of Americans led by Morris C. “Bud” Davis tried to occupy the reefs. Within weeks, they too were forced off by Tongan troops. 

Other projects met a similar fate. In 1968, a wealthy American libertarian named Werner Stiefel attempted to create a floating micronation called Operation Atlantis in international waters near the Bahamas. He bought a large boat and sent it to his presumptive territory. It sank soon thereafter in a hurricane. Another wealthy libertarian, Norman Nixon, raised about $400,000 to create a floating city called the Freedom Ship, a 4,500-foot vessel about four times the length of the Queen Mary 2. The ship was never built. 

Part of the reason these projects failed to get off the drawing board was that the ocean is a far less inviting place than architectural renderings tend to suggest. At sea, there is plenty of wind, wave and solar energy, but building renewable-energy systems that can survive the weather and corrosive seawater is difficult and costly.

On February 2, 2024, Landi and his crew tragically learned this hard lesson. The Aisland was slammed by a rogue wave, which breached the hull, breaking the barge in two. Two members of Landi’s crew survived by clinging onto pieces of wood until a passing vessel rescued them the next day. Landi and the two remaining seafarers died. According to Italian news reports, Landi put out a call for help, but it didn’t come in time. His body was found several days later, when it washed up on the beach about 40 miles up the coastline from Dubai.

Ian Urbina is the director of The Outlaw Ocean Project, a non-profit journalism organization based in Washington D.C. that produces investigative stories about human rights, environment and labor concerns on the two thirds of the planet covered by water. 

Reporting and writing was contributed additionally by Outlaw Ocean Project staff, including Maya Martin, Joe Galvin, Susan Ryan, and Austin Brush.

 

Shares in Canadian mining firm The Metals Company (TMC) soared Monday on news that President Donald Trump will likely order the creation of a federal "stockpile" of rare-earth minerals retrieved from the seabed. TMC - together with Swiss maritime engineering goliath Allseas - is the only company in the West with a purpose-built ship and a fully-tested deep sea mining capability. 

The U.S. interest in seabed-sourced rare earths is strategic, and has recently become urgent. China supplies nearly 70 percent of the world's rare earth ores, and it dominates processing capacity for most of the rest. On April 4, in response to President Donald Trump's sweeping tariffs on Chinese-made goods, Beijing restricted all exports of seven "heavy" rare earth elements and the products that contain them - not just to the U.S., but to any third country. These substances are used in high-strength magnets, high-temperature metal alloys, and other components that are critical for electronics, EVs, defense manufacturing and aerospace applications. When current stockpiles run out, U.S. manufacturers that need heavy rare earths will have few alternatives without a reliable Chinese supply. 

According to the Financial Times, the White House plans to issue an order to create a government-owned "strategic reserve" for critical rare earth minerals, creating a large-scale market for the new seabed-sourced product. The goal, FT's sources said, would be to "create large quantities ready and available on US territory to be used in the future." 

The Trump administration has already reportedly held talks with TMC about granting the company an American license to extract critical minerals in international waters, bypassing environmental concerns and ongoing regulatory talks at the International Seabed Commission.    

The manganese nodules targeted by TMC's mining process grow on a timescale measured in hundreds of millions of years, according to researchers, and may play a central role in the little-understood abyssal ecosystem of the mid-Pacific. From preliminary studies, it appears possible that these polymetallic lumps can electrolytically split seawater into H2 and oxygen gas; if accurate, they would be the first known non-biological generators of O2 on Earth. 

 

The first test steps were undertaken at the Port of Rotterdam to test the port’s capabilities for future ammonia bunkering operations. Rotterdam is the world’s second-largest bunker port and expects that ammonia-fueled vessels requiring bunkering will begin in 2026 or 2027. It looks to build on its existing efforts for LNG bunkering and now methanol to prepare for the future alternative fuel.

The port highlights that the safety protocol levels were raised to prepare for the test. The port has already implemented assessment tools so that it is fully ready for LNG and now methanol. Port officials said the raised levels and testing of the process will ensure it is prepared for bunkering of the first ammonia-fueled vessels.

The pilot on April 12 involved transferring 800 cubic meters of liquid, cold ammonia at -33 degrees Celsius between two ships. It took about 2.5 hours and was conducted alongside a new quay at the Maasvlakte 2 APM terminal. For this test grey ammonia was used but the port anticipates that clean (low carbon) ammonia will be used when the bunkering operations begin. They noted that the gray ammonia shares the same chemical properties as the future clean product helping to test the protocols.

 

 

Various parties collaborated on the pilot, facilitated by the Port of Rotterdam Authority. OCI, owner and operator of the port’s ammonia terminal, partnered with Trammo, which supplied the two tankers carrying OCI’s ammonia. James Fisher Fendercare provided equipment and expertise to ensure the safe execution of the ship-to-ship transfer at the berth location provided by APM Terminal. Bunker barge operator Victrol shared its bunkering expertise during the preparation of the pilot. The DCMR Environmental Protection Agency, Rijnmond Safety Region (VRR), and the Joint Fire Service (GB) were involved to ensure the pilot was conducted safely and smoothly.

Rotterdam’s test followed a similar testing process that was carried out last year in Singapore. Fortescue’s converted offshore support vessel received the first bunkering as the Maritime and Port Authority tested its protocols and certified the vessel. In Japan, they are using tanker trucks to fuel the world’s first tugboat using ammonia. Demonstrations of the tug have been undergoing in Tokyo Bay with it supporting ship traffic after having operated for a decade as an LNG-fueled tug.

DNV calculates that there are currently 33 vessels on order due for delivery in the next four years that will be capable of sailing using ammonia as a fuel. CMB.TECH and Fortescue announced a deal today, April 14, for the Australian mining company to use one of the Belgian company’s first ammonia-fueled Newcastlemax bulkers due for delivery in 2026. Mitsui O.S.K. Lines has also announced that it will co-own and operate three of the 210,000 dwt ammonia-fueled bulkers. 

Developing the infrastructure for bunkering is a critical step. Last year, Fortescue complained that it could not demonstrate its vessel on ammonia due to a lack of infrastructure and enable regulations. The companies look at their current efforts as pioneering and contributing to the development of the infrastructure needed to encourage the industry to accelerate the conversion to ammonia as one of the alternative fuels.
 

The IMO's new greenhouse gas fee is not quite a full-scale carbon levy, since it is only charged on some emissions, and not quite a green-fuel mandate, as it allows a long economic runway for biofuels. It is a compromise measure, and passed with less consensus than usually found at IMO: 63 nations voted for it, with 16 opposed and 24 abstaining. The U.S. delegation walked out midway through the talks, and threatened retaliation against any levy that would raise costs for American shipping. 

IMO secretary general Arsenio Dominguez noted that for all its compromises, the draft agreement is still a remarkable breakthrough. As the world's first industry-wide tax on carbon, it will significantly reduce shipping's emissions in the long run - assuming that the administrative details are worked out and that enough nations sign the final draft at the next MEPC meeting.

"The approval of draft amendments to MARPOL Annex VI mandating the IMO net-zero framework represents another significant step in our collective efforts to combat climate change, to modernize shipping and demonstrates that IMO delivers on its commitments," said Dominguez in a statement.

Many participants - opponents, proponents, and brokers who helped craft the agreement, including Dominguez - expect that it will be revisited and strengthened in the future. 

"We are not done. We will be back," said Ambassador Albon Ishoda of the Marshall Islands, an advocate of a much stricter levy. "Still standing. Still steering."

"The work is not over, with much detail on emissions calculation methods and how near-zero emissions fuels will be rewarded needed before and after formal adoption of these measures in October to ensure a level playing field for green fuels," noted Green Hydrogen Organization CEO Jonas Moberg.

Many climate activists were appalled by the comparatively low fee structure and the five-year time gap before emissions will begin to decline. John Maggs, Clean Shipping Coalition’s leader at IMO, called the deal "a total shipwreck." Transport & Environment's Faig Abbasov suggested that it is now time for nation-states and regional blocs to bypass IMO and begin implementing their own carbon rules, as the EU has done. 

The Pacific island states - along with allies in the Caribbean, Africa, the Seychelles, Great Britain and Central America - had proposed a universal levy on all GHG emissions from shipping, the solution proposed by most climate researchers and analysts (including Maersk and bunker trader Trafigura). In a joint statement, island state negotiators said that MEPC's deal was "too little, too late to cut shipping emissions." They expressed their disappointment by abstaining from the vote. 

"We came as climate vulnerable countries — with the greatest need and the clearest solution. And what did we face? Weak alternatives from the world’s biggest economies — alternatives that won’t get us on a pathway to the 1.5 degrees C temperature limit," said Simon Kofe, Minister for Transport of the Solomon Islands. "They asked us to settle for less, while we are the ones losing the most. We will not negotiate away our future."

“Let us be clear about who has abandoned 1.5°C. Saudi Arabia, the US and fossil fuel allies pushed down the numbers to an untenable level and blocked progress at every turn. These countries – and others – failed to support a set of measures that would have gotten the shipping industry onto a 1.5 degree C pathway. And they turned away a proposal for a reliable source of revenue for those of us in dire need of finance to help with climate impacts," said Ralph Regenvanu, Minister of Energy and Climate Change Adaptation for Vanuatu. 

If anyone stands to do well from the agreement, shipbuilders can expect to benefit. Han Seung-han, a research analyst at SK Securities, told South Korean media that East Asian yards will probably see a boost in clean-ship orders sooner rather than later because of the timeline for construction. "Currently, the order backlog at shipyards worldwide is around 3 years and 8 months. Even if orders for new builds are placed immediately, the earliest delivery will be in at least 3 years," he said. 

Though it went nearly unnoticed in the fierce debate about carbon, MEPC 83 also passed an agreement to create the world's largest emissions control area (ECA). The new Northeast Atlantic zone will extend from Portugal to the Bay of Biscay, the English Channel, North Sea and the GIUK Gap - bigger than any other ECA yet designated. Once implemented, it will cut sulfur dioxide emissions by 82 percent and particulate matter emissions by 64 percent, improving health-related air quality in Northern Europe.

Top image: Cyprien Hauser / CC BY ND 2.0

Italy’s Guardia di Finanza and the Ministry of the Interior reported a major cocaine seizure in what they termed “an important anti-drug operation.” The seizure happened in March but was just announced after reports in the Italian media last week.

The containership Mersin Express (37,000 dwt) was the latest target of a South American-based cartel with the Italian authorities reporting a focused effort involving multiple agencies to interrupt the smuggling. The official announcement did not report the date but the media indicates the seizure took place in early March in the port of Livorno.

The vessel was carrying a shipment of cocoa power which was concealing two tons of cocaine in approximately 1,800 blocks. The street value was estimated at over €500 million (more than $560 million).

The voyage originated in Guayaquil, Ecuador where they believe the cocaine was loaded onto the ship for retrieval once it reached Europe. However, the vessel also made intermediary stops in Colon, Panama, and again in Cartagena, Colombia. The vessel then made stops in Vigo, Malaga, and Valencia in Spain and Genoa, Italy where the drugs went undetected. It was finally intercepted in Livorno.

Authorities point out that the shipment while common was not in refrigerated cargo where they typically find large quantities of cocaine and other drugs concealed coming from South America. Italian media, InfoLibes, highlights that 1,400 tons of bananas and pineapples were offloaded from the same vessel on March 12 in Vigo.

The vessel is registered in Malta but owned and operated by a Turkish-based company. Built in 2017 it has a capacity of 2,586 TEU.

The same shipping company, which maintains regular service between South America and Europe, has been targeted by other smuggling operations. The company’s vessel Izmit Express (37,000 dwt with a capacity of 2,586 TEU) reported locating “suspicious packages” in a hard-to-reach area of its cargo holds when it reached Spain in November 2024. Spanish authorities retrieved 23 kilos of cocaine and continued to inspect 100 containers carrying bananas. With the proper tools, the authorities cut into the containers and found 432 packages of cocaine with a total weight is over 500 kilos.

Refrigerated containers have regularly been targeted by smugglers. Ports ranging from Spain and Italy to Rotterdam and Belgium have all reported large drug seizures found concealed with fruit shipments from South America.

 

U.S. logistics company Crowley has begun operations with the first of its new LNG-powered boxships for operation in the Caribbean and Central American market. 

The newly-delivered Quetzal is a 1,400 TEU feeder powered by dual-fuel LNG propulsion. The design is fitted to accommodate high volumes of reefer cargo for the region's busy cold chain trade, capable of handling 300 reefer unit plugs. Flexibility for a variety of cargo types and sizes was at top of mind during the design process, including breakbulk cargoes.  

Crowley’s "Avance-class" ships are built with high pressure ME-GI engines from MAN, which greatly reduce methane slippage and make the four ships the most environmentally efficient in their category, according to Crowley. 

Quetzal's first commercial port call was at Santo Tomas, Guatemala on April 11-12. Like her sisters, she is owned by Singapore's Eastern Pacific Shipping and built at Hyundai Mipo, and she is flagged with the international registry of Liberia.

"Quetzal and the Avance Class ships represent the next generation of Crowley’s innovation and leadership in supply chain solutions for international shipping in the Caribbean Basin," said Tom Crowley, Chairman and CEO. "The vessels provide frequent service and greater capabilities to deliver cargo at peak timing while carrying forward Crowley’s high operational standards. With the company’s decades of service in Central America and the Dominican Republic, the Avance Class is a strategic investment by Crowley in the future of this international trade."

 

 

Shipowners, governments, and labor unions agreed to a sweeping series of changes to the master agreement known as the Maritime Labour Convention, a global agreement that establishes minimum standards for the working and living conditions of seafarers. The updates, which are being called groundbreaking for the industry, come as the modern MLC prepares to mark its 20th anniversary after the consolidation of 37 conventions into the MLC in 2006.

Many of the issues that were presented during the meeting in Geneva last week emerged during the pandemic when seafarers were trapped at sea. The International Chamber of Shipping (ICS) took the lead in representing seafarers during the negotiations after being at the forefront as an advocate during the pandemic to get seafarers designated as key workers and create greater freedom for shore leave, crew changes, and travel.

Under the auspices of the International Labour Organization, the Special Tripartite Committee on the MLC meets every three years to review the master contract. The ILO’s maritime tripartite regulatory structure brings together national governments, alongside a global shipowners group co-ordinated by ICS and a global seafarers group co-ordinated by ITF. It is highlighted that the ILO is the only tripartite UN agency through which national governments alongside sectoral social partners (employer and worker representatives) establish labor standards and policies, through open debates and negotiations.

“We have been able to deliver some significant improvements to seafarers’ rights in collaboration with our government and social partners,” said Tim Springett, Chair of the ICS Labour Affairs Committee and Spokesperson for the Shipowners’ Group at the ILO meeting. “The accomplishments of STC prove that – whatever the issue facing our industry – when we come together, we can work it out.”

Among the amendments agreed to improve the working and living conditions of seafarers on board ships were provisions for seafarers to be designated as key workers. They also agreed to strengthen requirements to support seafarer repatriation, new mandatory measures to ensure that seafarers have access to shore leave without needing a visa or special permit, and enhanced protections against bullying and harassment.

THE ICS says recognizing that seafarers are among the most isolated people on earth when it comes to medical care, the ILO also approved new MLC provisions recommending carriage of the ICS International Medical Guide for Seafarers and Fishers on board ships. The first edition of the International Medical Guide for Seafarers and Fishers was published in March 2023 and is specifically designed for use by those responsible for medical care on board ships, rather than shore-based professionals. The guide was developed through a collaborative effort led by the ICS, with the support of the International Transport Workers’ Federation (ITF) and the International Maritime Health Association (IMHA).

The meeting also agreed to a package of complementary resolutions, one of which established a framework for a future joint meeting between the ILO tripartite partners and Member States of the International Maritime Organization (IMO), to review and potentially align overlapping seafarer hours of work and rest provisions, within the remit of conventions overseen by both organizations.

The new measures adopted by the ILO are expected to be rubberstamped in Geneva, during the 113th Session of ILO’s International Labour Conference in June. They are then expected to enter into effect two years later in December 2027.

The text of MLC amendments as adopted can be accessed online. The next STC meeting is set to take place in April 2028.

The Japanese cruise market is growing rapidly demonstrated by the delivery last week of the largest cruise ship, and the first in approximately 30 years, built to sail under the Japanese flag. Shipping giant NYK is moving to expand its niche cruise operations with the addition of the new Asuka III while rival Mitsui O.S.K. Lines is expanding its cruise operations through the purchase of secondhand luxury cruise ships.

Asuka III departed Emden, Germany on April 12 for her long delivery run to Japan before her maiden voyage on July 20. At 52,265 gross tons, she is small by international standards but represents a major step forward for the domestic cruise market. Built in Germany by Meyer Werft, it is highlighted that the ship which has accommodations for 740 passengers features a special design that combines open spaces with traditional Japanese aesthetics.

NYK Cruises highlights that the ship will offer a variety of dining, entertainment, and wellness venues. She will also display Japanese art. The ship has 381 passenger cabins and will have a crew of approximately 470. She is 755 feet (230 meters) in length and joins the Asuka II (50,000 gross tons built in 1990 in Japan as Crystal Harmony) cruising from Yokohama and other Japanese ports. She will call at more than 30 destinations in Japan during her inaugural season, which includes a 12-night Japan Circumnavigation Cruise.

 

Interior design of the ship combines modern elements with traditional Japanese aesthetics (Meyer Werft)

 

The order for the new ship was placed in March 2021 becoming the first cruise ship ordered since the onset of the COVID-19 pandemic the prior year. It was seen as an important demonstration of the future of the cruise industry. She is also one of the first smaller cruise ships to be powered by LNG.

Construction of Asuka III began in September 2023 with the ceremonial first steel cutting. The first block, a 345-tonne 80-foot (24.6-meter) section, was lowered into the dry dock on December 12, 2023. Float out of the ship took place in January followed by her conveyance at the beginning of March. Sea trials were completed in mid-March.

It had been anticipated that NYK would use the ship as a replacement for its current cruise ship. The company however has announced additional itineraries for both ships as it seeks to expand the Japanese cruise market. Similarly, MOL recently acquired a second cruise ship from Carnival Corporation planning to expand to three cruise ships in 2027. It has also announced that it is studying new construction to further expand its cruise operations.

 

Australian mining giant Fortescue and the Saverys family’s CMB.TECH signed a charter agreement which the companies are calling a landmark in the efforts to accelerate the deployment of ammonia-fueled vessels and the decarbonization of large, long-distance vessels. Fortescue will deploy one of the fleet of 210,000 dwt ammonia-fueled bulkers currently being built by CMB.TECH.

Bocimar, the bulker operator under the CMB.TECH umbrella reported in 2023 that it was working with WinGD to co-develop large ammonia-fuelled engines. The companies said they were aiming to install the ammonia dual-fuel X72DF engine on a series of 10 bulk carriers to be built at a Chinese shipyard in 2025 and 2026. By the end of 2023, they had progressed in announcing an agreement with CSSC Qingdao Beihai Shipbuilding (QBS) to build the vessels and engine builder CSSC Engine Co (CSE) to construct China’s first ammonia dual-fuel engines.

The project was based on WinGD’s X92B engine, which they said would be an ideal starting point for developing large-bore ammonia-fueled engines. The design was for a 72-bore ammonia engine operating using high-pressure fuel injection with a small portion of pilot fuel.

“Our landmark agreement with Bocimar sends a clear signal to the market – now is the time for shipowners to invest in green ammonia-powered ships. The days of ships operating on dirty bunker fuel, which is responsible for three percent of global carbon emissions, are numbered,” said Dino Otranto, CEO of Fortescue Metals. “We will continue to work with like-minded companies like Bocimar to transition our fleet to low and zero-emissions vessels and help accelerate the widespread adoption of green ammonia as a marine fuel.”

The vessel is expected to be delivered by the end of 2026. Will be a dual-fuel Newcastle bulker. It will be employed to transport iron ore from the Pilbara region of Australia to customers in China and around the world.

Alander Saverys who is a strong advocate for decarbonization and at the forefront for ammonia and hydrogen-fueled vessels called the deal the “beginning of an exciting journey to build more ammonia-powered ships.” He believes that it will “stimulate more green ammonia production projects.”

Fortescue launched the first ammonia dual-fuel vessel last year with a converted offshore support vessel which also conducted the first ammonia bunkering operation in Singapore. The vessel went through extensive testing as part of a certification progress in Singapore. The vessel sailed to London in early March to call attention to ammonia ahead of the recent IMO meetings and according to the company will soon embark on a tour of global ports.

The agreement with Fortescue follows a deal between CMB.TECH and Mitsui O.S.K. Lines announced in March that the Japanese shipping company would jointly own three of the 210,000 dwt bulk carriers. It will take the three vessels on a long-term charter for operations and also plans to build six chemical tankers. Two of the vessels will be ammonia-fitted on delivery and the other four will be built ammonia-ready with delivery between 2028 and 2029.

 

With two US Carrier Strike Groups (CSGs) now operating in the area, it appears that the regular Iranian Navy (Nedaja) has withdrawn from the Red Sea and Gulf of Aden station.

The Nedaja has maintained a continuous presence in the Red Sea and Gulf of Aden area since 2008.  Typically, deployments have consisted of a Moudge or Bayandor Class frigate, supported by a Bandar Abbas logistics vessel, or a Hengham Class landing ship operating in a logistics role.  Deployments have usually been of 90 days duration, sometimes either shorter or longer, and have often involved a port call in Salalah on the way home.  Returns to port have usually been greeted by a senior Nedaja commander and a press announcement, with details given of the flotilla that has deployed to replace the incoming vessels. 

Since the 99th Flotilla, comprised of IRINS Dena (F75) and IRINS Bushehr (K422), completed its deployment at the end of last year, the 100th Flotilla may have visited the Gulf of Aden.  But the primary mission of the 100th Flotilla was to take 200 cadets from the Imam Khomeini Naval University on their annual winter training cruise, and in this role the flotilla made a port call to Mumbai in late February.

There has been now been no word of Nedaja ships in the Red Sea or Gulf of Aden for several months, so it appears that after over 80 flotillas having successively deployed to the area, the Nedaja has at least temporarily withdrawn its presence.  What should have been the Nedaja’s 101st Flotilla has not been seen in the area.  If the Nedaja has cunningly succeeded in evading surveillance, it would only have been able to do so by withdrawing from the shipping lanes which hitherto had been its responsibility to patrol, or by redesigning its presence strategy.

The hypothesis that the Nedaja has pulled back is supported by the higher than normal numbers of frigates and support vessels seen in recent months alongside in the Naval Dockyard in Bandar Abbas.  For example, on March 18, five frigates plus the intelligence collector IRINS Zagros (H313) were alongside.  On March 28, imagery identified four Alvand/Moudge and one Bayandor frigates, together with all three operational Hengham Class landing ships were alongside, together implying that there were no long-range flotillas out of home waters at that point.  

Recent satellite imagery has also shown that two of the Nedaja’s three Kilo Class submarines are in dry dock in the Bandar Abbas harbour; the one remaining operational Kilo is not, as of this morning and on the basis of poor quality imagery, at its normal berth.  The Kilo could be expected to be attempting to shadow the Carl Vinson CSG in the Gulf of Oman, and IRINS Zagros (H313) with other vessels are likely also to be attempting a similar mission.

If confirmed, the withdrawal of the Nedaja from the Red Sea and Gulf of Aden waters would be of significance.  The Houthis are known to have relied on the Nedaja and ships of the IRGC Navy to provide intelligence to support their anti-shipping campaign.  The Nedaja appears to have withdrawn when the Houthi need for support, under airstrikes mounted from the two US CSGs, is at its most acute.

Top image: Moudge-class frigate IRIS Dena (file image courtesy Fars Media / CC BY 4.0)

Italian prosecutors moved last week to seize three ferries in the fleet of Tirrenia-Compagnia Italiana di Navigazione on charges the company falsified documents regarding the environmental performance of its ships and presented the class society and registers with counterfeit documents. Today, April 14, the media is reporting that the investigation has expanded to widespread bribery of government officials, police officers, and other officials receiving illegal gifts including free travel.

According to media reports, approximately 40 officials are under investigation in a case that will begin presentation to a panel of judges on Wednesday, April 16. Prosecutors asked for two individuals to be placed under house arrest and 11 others to be suspended from their roles pending the outcome of the investigation. The accusations are that the company was giving out “gold cards” which provided free travel and making other gifts to the officials.

This builds on the investigation in which it is being charged that the ferry company tampered with vessels operating on its route between Genoa and Porto Torres. Tirrena has a government contract to provide the service and receives government payments for critical ferry operations.

The allegations include that Tirrena was concealing non-compliance by its vessels by making false reports to the registers or by counterfeiting public authentication on documents used to obtain and maintain certification for the vessels. The company is alleged to have been embezzling public funds by operating ships that were not meeting regulations.

The investigation reportedly revealed that “Components of the main engines and diesel generators had been tampered with, altered, or replaced with non-original spare parts.” As such, the vessels were reported to be non-compliant but kept in service with counterfeit and false documents.

Three ships were placed under arrest under “precautionary custody” to protect public funds. The company however was permitted to continue to operate them to ensure consistency of service. The prosecutors were seeking to protect more than €64 million (nearly $77 million) in public funds that could be involved in the fraud case.

The shipping company responded through its lawyers saying it was “astonished” over the allegations. They said the company has faced significant expenses and made large investments to conform with regulations on pollution.

Prosecutors said the investigation into the vessels began in 2023 and dated back to issues in 2021. They believe since then Tirrenia has rectified the compliance issues on its ships. The bribery of officials with free trips is believed to be widespread involving police, magistrates, and other regional officials.

 

Prosecutors in Taiwan filed charges against a Chinese captain from the mainland alleging he deliberately instructed his crew to anchor above a key undersea communications cable. According to the Taiwan Tainan District Prosecutors Office, the captain was aware that he was in a restricted area and used the claw of his anchor to snag and damage the cable.

The captain who was only identified by the surname of Wong is reported to be facing a prison sentence of one to seven years and a fine of approximately $300,000 if convicted. Prosecutors said he denied the crime, refused to reveal the name of the vessel’s owner, and had “a bad attitude” after the crime. 

The incident began in late February when the vessel which was alternately identifying itself as Hongtai 168 or Hongtai 58 and registered in Togo was observed loitering off the coast of Taiwan. Government officials from the island had earlier announced a new monitoring program for suspect vessels including a concentration on ships they believed were owned by the Chinese but under flags such as Togo.

After sitting offshore from February 22 to 25, the vessel was observed dropping anchor in a restricted zone approximately 5 nautical miles offshore and then sailing in a zigzag pattern. Chunghwa Telecom reported an interruption of service on one of its cables for communications and data that connects Taiwan and Penghu.

The Coast Guard said it had attempted to contact the vessel seven times telling it that it was in a restricted area and needed to move without reply. After the cable damage was reported, the Coast Guard intercepted the vessel and directed it to a port of investigation.

Prosecutors report the investigation has been concluded, and they determined the captain was “fully aware” of the position of the cable from the electronic charts on his ship. Further, he was aware it was a restricted zone that prohibited anchoring. 

“With the intention of destroying the submarine cable, he instructed the crew to release the anchor… and drove the ship” over the cable, said the prosecutors. Initial reports in February had said it was possibly an accident.

There were eight Chinese crewmembers aboard the vessel and when questioned they said the ship was Hongtai 168 and that name was painted on the hull. However, the AIS signal was Hongtai 58. Coast Guard officials called the vessel a “makeshift ship,” but they believe it is backed by Chinese capital.

Prosecutors decided not to charge the other seven crewmembers saying there was insufficient suspicion of committing a crime. However, they are being detained and will be deported.

While this is the first time Taiwan has prosecuted a Chinese captain on charges of sabotage, the Navy and Coast Guard earlier this year announced a new effort to track suspicious vessels. This came after another cargo ship was accused of damaging a cable and numerous provocations by China. The Chinese Navy was recently observed practicing what analysts believe was for the invasion of Taiwan. Chinese officials have vowed to reunite the nationalist island with the communist government.
 

The Aponte family-owned ports operator Terminal Investment Limited (TIL) is in the running to take over the vast majority of CK Hutchison's global container terminal portfolio after a deal led by BlackRock hit snags in Beijing. According to the South China Morning Post and Bloomberg, the restructured proposal would see BlackRock keep a 51 percent stake in Hutchison's two terminals in Panama - the sites of greatest interest to the U.S. government - while TIL would take over all 41 other sites around the world. 

If completed, the transaction would cost TIL about $23 billion, including $19 billion in cash, a source close to the agreement told SCMP on Monday.

The accuracy of the reports could not be verified, and may reflect a negotiation in flux. In an interview with Italy's ShipNews conducted Friday or Saturday, while MSC World America was at Ocean Cay, Aponte family top executive Diego Aponte laid out a much different deal: a three-way global split that would see ownership shared 70% for MSC, 20% for Blackrock, and 10% for CK Hutchison. It was unclear whether this version was still current as of Monday, as it contradicts other reporting. 

Whichever structure prevails, it would be among the biggest business deals in shipping in decades, so long as it can pass muster with authorities in China.

State-linked media outlets in Hong Kong have publicly slammed CK Hutchison for its initial attempt to sell the full portfolio to BlackRock, asserting that a mega-deal with an American company would be unpatriotic and would undermine Chinese security interests. According to Bloomberg, Beijing has retaliated by threatening to withhold government business and domestic regulatory approvals from CH Hutchison's family owners, who also have extensive business interests in mainland China.  

BlackRock's bid has heavy diplomatic support from the White House, and President Donald Trump has repeatedly threatened to "take back" the entire Panama Canal in order to counter alleged Chinese influence on the waterway. Following these maximalist threats, U.S. Secretary of Defense Pete Hegseth recently suggested that the U.S. has secured a more modest concession from Panama: local cooperation on reducing China's footprint.

Despite apparent progress on the diplomatic front, Blackrock's attempt to buy the Panamanian terminals has run into a local hurdle. Panama's comptroller general alleges that CK Hutchison's most recent lease renewal was never fully approved, and that the Panamanian government has been underpaid by hundreds of million dollars in fees. (CK Hutchison's Panama subsidiary denies any wrongdoing.) If substantiated, the investigation has the potential to slow down BlackRock's portion of the deal.

By splitting off the other 41 terminals in the Hutchison portfolio and selling them to TIL, the revised deal would allow Hutchison to complete the majority of its ports divestment without waiting for a Panamanian review - so long as Chinese authorities approve of TIL as a buyer. That might not happen, according to local experts. 

"Beijing doesn’t have to read the news before knowing who Hutchison is selling the assets to," Lau Siu-kai of the pro-government Chinese Association of Hong Kong and Macau Studies told SCMP. "Whether it is Italy or any other Western country taking control of the ports, Beijing still opposes the deal because these countries are vulnerable to pressure from the US." 

Speaking with ShipNews, Diego Aponte appeared confident that the transaction would eventually go through. "I am calm. There are discussions underway, but I believe that in a short time everything will be clarified with the various parties involved. Including the Chinese. To mutual satisfaction," he said. 

[By: Crowley]

Crowley’s new LNG-powered container ship Quetzal has successfully begun its inaugural commercial voyage, opening the company’s next era of faster, frequent ocean shipping with a new class of vessels for the U.S., Central America and the Dominican Republic.

With capacity for up to 1,400 20-foot container equivalent units (TEUs), Quetzal and its three forthcoming sister Avance Class ships will provide more cargo capacity while using lower-emissions liquefied natural gas (LNG) for fuel. Quetzal and its sister ships were specifically designed to accommodate a variety of container sizes, including 300 refrigerated container unit plugs.

The Avance Class – pronounced in Spanish “ah-bahn-seh” with the English meaning of advance – is uniquely suited to quickly transport perishable goods like food and pharmaceuticals, as well as retail products, apparel, breakbulk cargo and other essential items.

Quetzal initiated service on April 11-12 at Port of Santo Tomás, Guatemala. Named to honor Central American culture and communities, the Avance Class vessels, built by Hyundai Mipo Dockyard of Korea, are all expected to enter service in 2025 from owner Eastern Pacific Shipping, operating under long-term charters to Crowley. 

“Quetzal and the Avance Class ships represent the next generation of Crowley’s innovation and leadership in supply chain solutions for international shipping in the Caribbean Basin,” said Tom Crowley, Chairman and CEO. “The vessels provide frequent service and greater capabilities to deliver cargo at peak timing while carrying forward Crowley’s high operational standards. With the company’s decades of service in Central America and the Dominican Republic, the Avance Class is a strategic investment by Crowley in the future of this international trade, setting a new standard for environmental efficiency.” 

Quetzal also builds on Crowley’s commitment to advancing LNG as a solution in the maritime industry’s energy transition. Crowley’s Avance Class ships feature high-pressure ME-GI engines by MAN Energy Solutions, which reduce methane slippage to negligible levels and make these vessels the most environmentally efficient in their category. LNG itself lowers vessel greenhouse gas emissions, such as sulfur oxide, carbon dioxide and nitrogen oxide, while eliminating particulate matter compared with conventional diesel fuel. 

[By: ABS]

In recognition of its exceptional achievement in maintaining a safe work environment, the National Safety Council (NSC) presented ABS with two safety awards.

The NSC is a globally recognized nonprofit organization committed to eliminating leading causes of preventable death and injury in the workplace and on roadways. Their awards program recognizes organizations and individuals who have made significant contributions to upholding the safety of their workplaces and communities.

The two awards celebrate ABS’ accomplishment of reaching a significant number of consecutive hours without incurring occupational injury or illness that resulted in days away from work. Since January 2023, ABS has accumulated more than 15 million hours worked without a lost-time incident (LTI). The second award recognizes six million hours worked without an LTI specific to North American operations dating back to 2021.

“This achievement is a testament to the dedication and hard work of ABS employees in maintaining a safe work environment across all of ABS globally,” said John McDonald, ABS President and COO. “We are incredibly proud to receive these awards and will continue to prioritize a strong culture of safety so that ABS can strive to set new benchmarks within the industry.”

Safety is at the heart of everything ABS does, whether in its own operations or in promoting safety for the maritime industry at large. ABS staff have regular safety meetings to discuss specific safety issues relevant to individual teams and offices. Staff are also empowered with the knowledge, tools and authority to maintain safety at work and in everyday life.

This safety-centric mission extends to ABS’ industry-leading classification and technical advisory services, providing a crucial foundation in helping the global marine and offshore industries achieve a safer, cleaner future. Learn more about how ABS Training Solutions support a safer industry here.

 

What is next in the US trade conflict with the rest of the world? At 25%, US tariffs on most auto imports will see US car prices rising unless those tariffs, too, are paused. Otherwise, with the suspension of “reciprocal” tariff increases on other countries, the dispute has essentially mutated to one between China and the United States.

In good times, a million containers from China land every month in US ports, each packed with furniture, toys, home and garden appliances, computers, phones, games consoles, batteries and memory chips. Unless and until there are more tariff exemptions, much of that trade will soon stop. Though Trump and his officials say they are looking at later, separate tariffs on technology imports, for now smart phones, computers and similar products will be tariffed at 20%. Imports of those goods from China will continue. Most of the remaining three quarters of China goods exports will face US tariffs over 100%, a level designed to extinguish trade.

The price of the average American household shopping basket will rise as cheap Chinese goods disappear from Walmart, Home Depot, Costco, and thousands of other US stores, and from online platforms. But the overall economic impact is likely to be quite limited. Prohibitive tariffs will apply to around $300 billion in Chinese exports to the United States, or less than 2% of China’s GDP. That is significant for China but if something like half of these exports find destinations elsewhere, the direct impact on China will be less than 1% of GDP.

On the same assumption, world goods trade will be down around half of one percent. That is about one quarter of the growth of world goods trade last year. US-China trade will be down, at some inconvenience and disruption to both economies, but the rest of the world won’t notice. Unless he finds an excuse to pause the penalty tariffs on China, it is Trump who will feel the most pressure as the mid-term congressional elections draw closer.

The script for the US China trade dispute is already written. With the change of the dispute to one predominantly between the US and China, we are pretty much back to where we were in the first Trump administration. In January 2018, the White House initiated a trade conflict with China by placing high tariffs (though less than today) on an increasing range of China imports. Then, too, smart phones and computers were exempted.

Following the same playbook, there will now be a couple of months of harsh rhetorical exchanges between the two economic giants while each probes the other for the outlines of their forthcoming negotiation. The US complaints are indicated in the recent US Trade Representative’s 2025 National Trade Estimate Report on Foreign Trade Barriers. The US goals are likely to include commitments to buy more American goods such as gas, oil and soybeans, to facilitate the entry of more US financial firms to China’s domestic financial market, and so forth. These would be incremental changes, if conceded. Most were part of the last negotiation.

China’s main aim will be to get the penalty tariffs down. Like last time, there will not actually be much focus on tariffs other than the penalty tariffs on each other. In a year or so – he would hope well before November next year – Trump will declare a great victory with a new US-China trade agreement. He will brush aside the observation that after the 2020 agreement, and once the global Covid epidemic was over, China exports to the US reached a new record.

The uncomfortable truth for the United States is that a conflict over cheap consumer goods from China is no longer pertinent to the changing nature of the economic competition between the two. The US has effectively banned the import of electric vehicles from Chinese manufacturers. That is unlikely to be up for discussion. It has banned the export to China (from anywhere) of advanced chips and advanced chip making machinery. That won’t be on the table, either. Nor will the huge increase in industrial subsidies under the Biden administration, though the United States will continue to grumble about China industrial subsidies.

This new competition is not about toys or furniture or even game consoles, laptops and smartphones. It is essentially about the deployment of new technologies in industrial production, and will likely be beyond the reach of the forthcoming negotiation.

[By: Bureau Veritas]

Bureau Veritas Marine & Offshore (BV), a global leader in testing, inspection, and certification services, has announced the official endorsement of MARINE, a comprehensive cybersecurity framework developed by ThreatScene SA, a leading provider of cybersecurity services. 

The MARINE framework, developed by ThreatScene SA in partnership with the Hellenic Chamber of Shipping, was created to help the maritime industry tackle the growing challenge of cybersecurity threats. Designed as a practical, scalable, and easy-to-implement methodology, MARINE provides clear guidelines and best practices tailored specifically to the maritime sector, offering organizations an effective starting point for strengthening their cyber resilience across vessel operations, port infrastructure, and interconnected maritime systems.

The endorsement by Bureau Veritas recognizes MARINE as a valuable foundation for maritime organizations looking to build their cybersecurity capability in alignment with industry standards. To further support IT teams, the framework is available as a handbook, providing an accessible benchmark for maritime stakeholders seeking to implement cybersecurity best practices and navigate evolving threats.

ThreatScene SA also offers a free online self-assessment platform, enabling organizations to evaluate their cybersecurity maturity, compare their scores against industry peers, and receive a tailored gap analysis report. This report highlights key areas for improvement, helping companies prioritize security enhancements and develop a structured path toward cyber resilience.

As part of the endorsement agreement, ThreatScene SA will continue to update the framework, ensuring it remains aligned with the latest technological advancements, regulatory changes, and emerging cyber threats. This process will be overseen by BV, who will also work with ThreatScene to deliver workshops designed to assist in the revision of the framework (Rev2), incorporating IACS cyber regulations. This commitment reflects both organizations' dedication to supporting the maritime industry in addressing the ever-evolving cybersecurity landscape.

Katerina Tasiopoulou, CEO of ThreatScene Greece MAE, said: "We are honoured to receive the endorsement from BV, a globally respected leader in the maritime industry. This recognition underscores our commitment to delivering cutting-edge cybersecurity solutions that help maritime operators protect their critical assets. With our ongoing obligation to update the framework, we will continue to provide the industry with the tools needed to stay ahead of emerging threats."

Matthieu de Tugny, President of Bureau Veritas Marine & Offshore, said: “The MARINE cybersecurity framework is a valuable starting point for the Greek maritime market to address the evolving threat to cybersecurity. The framework provides a practical approach to help owners develop a robust cyber management plan that aligns with relevant industry standards and enhances the overall resilience of their operations.”

The endorsed framework is available for maritime operators, shipowners, and port authorities, offering tailored guidance to address the unique cybersecurity challenges of the sector.

[By: MAN Energy Solutions]

MAN Energy Solutions reports that its ME-GI engine has continued its strong start to 2025 by winning orders for eight engines for a series of container ships, originally designated as single-fuel conventional engines from an unknown engine designer. The orders are divided among two separate, Korean shipyards.

Both shipyards have ordered 4 × MAN B&W 8G95ME-GI Mk10.5 main engines and will each construct 4 × Ultra Large Container Ship (ULCS) vessels for an undisclosed Asian owner. An esteemed, Korean MAN Energy Solutions licensee will build the engines for the yards.

Bjarne Foldager – Head of Two-Stroke Business – MAN Energy Solutions, said: “This is a very welcome order that confirms the ME-GI’s strong start to the year. Moreover, we consider it as a strategic win where we had to overcome robust competition before swinging proceedings back in our favour. Looking at the current status of the container segment – and taking its regulatory horizon into consideration – the ME-GI has a markedly superior emission profile. This includes minimal methane slip, compared to conventional engines, which helps it stand out as a leading, future-proof solution.”

MAN Energy Solutions reports that, since its market debut in 2014, the ME-GI has been broadly accepted by all marine segments with orders now well exceeding 900 units. The keenest interest in the engine has come from the container segment with more than 400 engines ordered, followed by gas and liquid tanker vessels (225+) and car & truck carriers (175+).

Christian Ludwig – Head of Two-Stroke Sales and Promotion – MAN Energy Solutions, said: “The ME-GI continues to confirm its status as the maritime industry’s default, dual-fuel, methane-fuelled engine and is capable of running on LNG, synthetic methane, and bio-methane. Furthermore, the latest Mk10.7 ME-GI generation features increased gas-operating pressures to enhance fuel efficiency. Additionally, the Diesel-cycle combustion concept employed by ME-GI engines optimises fuel consumption in both gas and fuel-oil modes, thereby improving fuel efficiency without the need for complex and unproven designs. This is particularly advantageous in gas mode, where methane’s flammability characteristics make the use of the Diesel combustion cycle a significant plus.” 

 

At the eastern end of the Canadian province of Nova Scotia on the island of Cape Breton sits the small port of Sydney. By comparison to dozens of other North American ports, it's small potatoes. But what's important, and even vital, to Sydney is the revenue generated by its cruise industry.

In 2024, Sydney had a record year with 117 vessel calls, 13,297 passengers arriving on 20 cruise lines and millions of dollars in economic activity. Again, in comparison to the Miamis of the world, small potatoes. But big impact.

For both large and small ports, figures show the growing economic impact of cruising. Cruise Lines International Association's (CLIA) global economic impact study in 2023 "revealed the highest-ever global economic impact from cruise tourism and reaffirmed that 2023 surpassed 2019 as the benchmark year for cruise industry performance." The report also confirmed the cruise sector's role as a "robust job creator." According to the study, the global cruise industry in 2023 generated $168.6 billion in total economic impact, a nine percent increase over 2019.

And 2024 was even better, although final figures are not yet in.

Cruise lines are riding the wave of popularity with over 25 cruise ships on order in the next two years, according to a Travel Market Report. Capacities will range from 100 to 6,700 passengers. Cruise ports also continue to see the ever-growing importance of cruise and are investing in infrastructure with a continued focus on clean energy.

New Records

In 2025, the Port of Seattle will mark its first full season with all three of its cruise berths having shore power capability. The installation of shore power at the Bell Street Cruise Terminal at Pier 66, a $44 million investment, made Seattle capable of providing shore power simultaneously to three cruise ships, eliminating harmful emissions.

"With the installation of shore power at Pier 66, I'm proud to say Seattle is one of the only ports globally able to simultaneously power three cruise ships with low-carbon electricity," says Port of Seattle Commissioner Fred Felleman. Seattle has announced all homeported cruise ships will be required to plug into shore power by 2027, moving the original target date up by three years.

Seattle is also expecting new cruise lines.

"This summer we'll welcome the Queen Elizabeth from Cunard for a series of 10- and 11-day cruises from Pier 91," notes Brad Olsen, Senior Manager of Maritime Marketing. "In addition, existing homeport brands are deploying larger ships in 2025 including Norwegian's Joy and Oceania's Riviera. In 2026 we'll see MSC and Virgin Voyages sailing seven-day cruises from Pier 91."

Seattle posted 275 ship calls and 1.75 million passengers last year. The preliminary schedule for 2025 includes 299 vessel calls and an expected 1.9 million passengers. "We'll continue to set new records for cruise traffic," Olsen says.

Linda Springmann, the port's Director of Cruise & Maritime Marketing, adds, "Cruise passengers are a crucial part of our economy's success and contribute significantly to Seattle's vibrancy. Plus, SEA (Seattle-Tacoma International Airport) has strong international reach, which means cruise lines can attract international visitors who tend to stay longer, go further into our region and spend a little more."

Banner Year

It's expected to be a banner cruise year for the Port of Galveston as the port celebrates its 200th birthday.

"Galveston is the fourth most popular cruise port in North America and eighth busiest in the world because our cruise partners offer a great product and because of our location," exclaims Galveston Wharves' Port Director Rodger Rees. "As the only cruise homeport in Texas, we serve much of the central U.S. and beyond, offering more sailings to more destinations on newer and larger ships. We host Carnival, Disney, Norwegian, Princess and Royal Caribbean."

In 2024, a total of 3.4 million passengers moved through Galveston's three cruise terminals, a new record in the port's 25-year history as a homeport. More than 380 cruise ships called in 2024, another record. In 2025, the port forecasts more than 400 sailings and almost 3.6 million passengers. To meet the growing demand, the port will open a fourth cruise terminal in 2025. The $156 million terminal will be home to MSC and Norwegian cruise lines.

Similar to many ports, Galveston's cruise industry is a major economic engine for local and regional businesses. In 2023, cruise operations generated 4,547 jobs, $733 million in business revenues, $291 million in personal income and $25 million in state and local taxes.

The port's cruise operations are located adjacent to Galveston's historic downtown, filled with restaurants, shops, galleries and attractions. More than a third of cruise passengers stay in local lodging before or after their cruises to enjoy the many attractions.

Powering Up

Florida's Port Everglades, the third busiest cruise port in the world, has jumped on its own clean energy bandwagon and completed a study to add shore power to its eight cruise terminals.

The study by Moffatt & Nichol, a global infrastructure advisory firm working in cooperation with Florida Power & Light (FPL), Carnival Corporation, Disney Cruise Line and the Royal Caribbean Group, recommended a plan to deliver up to 16 megawatts of electricity simultaneously to each of the eight terminals. The projected cost, including estimates for FPL upgrades, is approximately $21.5 million per terminal for a total of $172 million. The project is expected to be financed through federal and state grants, contributions from FPL, the participating cruise lines and Broward County.

"In just the first few months of our fiscal year, we're seeing solid growth in our cruise business," says Joseph Morris, CEO & Port Director at Port Everglades. "There are cruise ships making more visits to our port and we anticipate a record 4.4 million cruise guests this year. We're also making progress on our Master/Vision Plan Update that will improve the experience for cruise lines and their guests, and we're powering forward with plans to renovate Terminal 29 for the Royal Caribbean Group."

Port Everglades, which hosts 10 cruise lines and a ferry, welcomed more than four million guests in FY 2024, a 39 percent increase over FY 2023 and a new record. There were 889 ship calls including 241 calls from Baleària's Caribbean ferry. Disney Cruise Line opened its second homeport at the beginning of FY 2024 and joined Celebrity, Princess and Royal Caribbean with year-round sailing itineraries.

Terminal Upgrades

On the California coast, at the Port of San Diego, shore power will be a sure thing.

The port's Board of Commissioners has approved a contract for an additional shore power outlet to enable vessels with starboard connections to access shore power at the B Street Cruise Terminal's south berth, adding further versatility to the existing system. The shore power addition will be accompanied by other infrastructure work.

Early this year the port is expecting to have the construction and design document completed for the B Street Cruise Terminal's upgrades with construction beginning as soon as late summer and completion sometime in 2026, states Josh Kellems, Principal Marketing & Public Relations Representative: "Terminal upgrades will include expanded security screening, new bathroom facilities, improved lighting and new flooring."

The port anticipates 265,000 passengers in 2024-25 and 324,000 in 2025-26.

In addition, notes Kellems, "We're excited to have a six-call increase with Holland America Line in the 2025-2026 season with the Nieuw Amsterdam being homeported in San Diego." The port will also welcome a new cruise ship in the 2025-2026 season, Virgin Voyages' Brilliant Lady.

We're #1

At PortMiami, the world's leading cruise port with over 8.2 million passengers, up 12 percent in FY 2023-24, it's only fitting it should be home to a massive new cruise facility. MSC Cruises will open the world's largest cruise terminal this year in Miami, able to accommodate two MSC ships simultaneously.

In addition to the new terminal, the port has launched a shore power program. In partnership with Miami-Dade County, Carnival Corporation, MSC Cruises, Norwegian Cruise Line Holdings, Royal Caribbean Group, Virgin Voyages and FPL, PortMiami is the first major cruise port on the U.S. eastern seaboard offering shore power capability at five cruise berths. In the coming year, 21 cruise ships will be outfitted for shore power and will connect in Miami. The seaport will have more than 350 vessel calls plugging into its shore power system.

"We're committed to being a sustainable global gateway," says Hydi Webb, PortMiami Director & CEO. "We thank our mayor, county commissioners and port partners for their continued support of our resilience initiatives."

Ports columnist TOM PETERS writes from Halifax, Nova Scotia.