Archaeologists have confirmed the identity of two 18th-century shipwrecks in Costa Rica that for years were thought to be pirate ships. It has now been confirmed that the wrecks located in shallow waters off Cahuita National Park are those of Danish slave ships Fridericus Quartus and Christianus Quintus, which were shipwrecked off the coast of Central America in 1710.

The National Museum of Denmark is announcing that after analyzing samples taken from the shipwrecks, archaeologists have finally managed to resolve their mystery, bringing to an end years of speculation that they were pirate ships.

While the history of the two ships is well known and documented, their resting place had remained a mystery. Records show that in 1708, the two ships sailed from Copenhagen via West Africa towards Saint Thomas in the West Indies. Over several months of sailing along the coast of West Africa, the holds of the ships were filled with hundreds of slaves and made ready for the long voyage across the Atlantic.

In the spring of 1710, the two ships were in the Caribbean Sea. During the voyage across the Atlantic, however, they had gone off course, sailing nearly 2,000 kilometers further west than their intended destination, the Caribbean island colony of Saint Thomas in the Danish West Indies.

Sailing off course resulted in food and water rations running low, and a mutiny broke out among the crews of the two ships. The ensuing melee resulted in Fridericus Quartus being set on fire. Christianus Quintus had its anchor cable cut so the ship drifted towards the coast, where it was crushed in the waves in shallow water and also sank.  

The two wrecks were first discovered in the 1970s, although it was not until 2015 when U.S archaeologists discovered yellow bricks in one of the wrecks, igniting renewed interest in the history of the ships. In 2023, archaeologists from the National Museum of Denmark and the Viking Ship Museum carried out a diving mission to the two ships' resting place and took samples of wood and bricks that were part of the cargo. Several clay pipes were also found.

Detailed analysis of the samples has returned results that are consistent with Danish medieval history and accounts of the two ships. Analysis of the wood showed the timbers originated in the western part of the Baltic Sea, with the tree having been cut down sometime during the years 1690-1695. The wood was charred and sooty, confirming historical accounts about one of the ships being set ablaze.

The bricks bore remarkable similarities to those manufactured in Flensburg for use in Denmark and the Danish colonies in the 18th and 19th century. Analyses of the clay showed it came from parts of Denmark that were home to a sizable brick-producing industry. The clay pipes were identified as ordinary, Dutch-produced pipes that were also used onboard Danish ships.

“The analyses are very convincing and we no longer have any doubts that these are the wrecks of the two Danish slave ships. The bricks are Danish and the same goes for the timbers, which are additionally charred and sooty from a fire. This fits perfectly with the historical accounts stating that one of the ships burnt,” said David Gregory, National Museum marine archaeologist.

The project that led to the identification of the two shipwrecks, which was made possible through collaboration among several organizations, is part of a new mission by the National Museum to excavate several Danish shipwrecks abroad. The two ships are a reminder of Denmark’s involvement in the transatlantic slave trade, which the government banned in 1792 (although slavery was not abolished until half a century later in 1847).

North Korea has unveiled a new class of heavily-armed frigate, a 5,000-tonne warship that possesses an unusually large array of weaponry. Given its fittings, and North Korea's claims, it is likely capable of launching ballistic missiles - and nuclear payloads. 

Nampo Shipyard's newly-launched Choi Hyon is the first warship in North Korea that is fitted with vertical launch systems - and more than just one type. Just forward of the deckhouse, a block of VLS hatches shows two different sizes of cell - 32 small cells and twelve medium, 44 in total. Aft, there are 12 more small hatches, eight medium hatches, and 10 unusually large hatches, 30 in total. Taken altogether there are 74 cells of various types, just shy of the 80 cells on a Zumwalt-class destroyer. Amidships, there is a structure that likely conceals additional racks for angle-launched cruise missiles. 

Courtesy KCNA 

In addition to its abundance of above-deck missile tubes and relatively compact size, Choi Hyun's most visible feature may be its short-range air defense system. The War Zone notes that it appears to be identical to the Russian Pantsir-ME, and if functioning, it would be a thorny obstacle for an inbound aerial threat. The Pantsir-ME has a pair of Gatling guns co-mounted with eight short-range antiaircraft missiles, offering multiple ways to address inbound drones, aircraft or cruise missiles. Russia is deeply indebted to North Korea for the provision of arms, ammunition and manpower for the war in Ukraine, and it is possible that an advanced air defense system was part of the two sides' exchange.  

In South Korea, the guest list attracted as much attention as the ship itself. Supreme leader Kim Jong Un attended the launch, accompanied by his daughter, referred to in Korean media as Kim Ju-ae. The younger Kim is believed to be 12-13 years old, and her identity is shrouded by the Kim family's preference for secrecy; even her name is a subject of debate. She has appeared alongside Kim Jong Un regularly at major state occasions and weapons tests, raising speculation that she could be in line as an heir to the North's hereditary leadership.  

 

On Sunday, U.S. Central Command said that its multiweek campaign of airstrikes against Yemen's Houthi militant group is having an effect, and the number of Houthi missile and drone attacks on U.S. Navy warships is beginning to come down. 

Since the operation began on March 15, U.S. forces have carried out more than 800 strikes on Houthi targets, CENTCOM said, killing hundreds of the group's fighters and multiple members of its leadership. The casualties include "senior Houthi and UAV officials," and the command said that it is using intelligence to reduce civilian harm.  

CENTCOM declined to divulge the specifics of past or future targets for reasons of operational security. It has had serious issues with leaks in the recent past: at the outset of the campaign, a group of senior U.S. leaders accidentally gave a reporter the details of imminent strike force launch times, target sequencing and time on target - sensitive advance information about when U.S. pilots would be arriving over Yemen. 

CENTCOM has declined to discuss any details of the time or location of its strikes, but it has released a list of the types of installations it is targeting. The target list includes command centers, air defense systems, weapons factories, and weapons storage locations. The command is prioritizing the advanced weapons that the Houthis have used against shipping - anti-ship ballistic missiles, cruise missiles, UAVs and drone boats. 

The destruction of the Houthi-operated fuel port at Ras Isa will begin to have a broader effect on the group, too, the command said. The port handled fuel imports critical for the Houthis' military operations; its commercial traffic also made it a major source of tax revenue for its Houthi overseers. 

Two carriers remain on station in the Red Sea to carry out ongoing strikes, supported by B-2 strategic bombers operating out of Diego Garcia. "We will continue to increase the pressure and further disintegrate Houthi capabilities as long as they continue to impede freedom of navigation," CENTCOM said. 

The Houthis still retain the ability to launch attacks on shipping and continue to target U.S. warships. However, the militant group now operates at a much reduced tempo, the command said. The number of ballistic missile launches has dropped by nearly 70 percent, and suicide drone attacks are down by 55 percent. The fact that the Houthis retain an ability to launch attacks suggests continued Iranian support. "The Houthis can only continue to attack our forces with the backing of the Iranian regime," CENTCOM concluded. 

 

On Friday, a boxship and a bulker collided on Vietnam's Long Tau River, near Ho Chi Minh City, partially sinking the bulker. 

At about 2240 hours Friday night, boxship KMTC Surabaya collided with the bulker Glengyle at milepost 15 on the Long Tau. Surabaya's near-vertical plumb bow made contact with Glengyle's port side at an oblique angle, just forward of the bulker's deckhouse. It hit with enough force to peel back Glengyle's hull plating and penetrate deep into the bulker's after hold. 

The Surabaya's port bow came to rest against a cargo crane on Glengyle's centerline, just forward of the bridge deck. One of Glengyle's hatch covers was torn off its coaming by the force and appeared to be partially embedded in Surabaya's bow. 

Flooding from extreme damage, Glengyle partially sank and appeared to settle onto the shallow bottom of the river, exposing the scrapes on Surabaya's hull where the ships made contact. Fuel oil could be seen spilling from the bulker's tanks. As of Saturday, the two ships remained interlocked, with tugs on scene and monitoring.

Luckily, no casualties have been reported, and KMTC Surabaya's cargo is intact. 

It far from the first collision in which a vessel with a plumb bow penetrated and sank another ship. The most recent example may be the 2021 collision between the aluminum superyacht Utopia IV and the tanker Tropic Breeze in 2021: the yacht's axe-shaped, near-vertical plumb bow sank the steel-hulled tanker, but Utopia IV remained afloat and capable of navigation. 

 

On Sunday, the U.S. Coast Guard launched a response to a spill near an oil production site in the Bird's Foot of the Mississippi Delta. 

The spill is located near the Garden Island Bay Production Facility, a marshland well collection point near Pass a Loutre. Operator Spectrum OpCo LLC, the Coast Guard and the Louisiana Oil Spill Coordinator's Office (LOSCO) have set up a unified command to address the mixed oil and gas release. A LOSCO overflight confirmed the spill, and first responders are on scene to help mitigate the damage. At least one containment boom has been deployed. 

The operating company has hired in three firms - Forefront Emergency Management, Environmental Safety & Health Consulting Services, and Clean Gulf Associates - in order to address the spill. 

Courtesy USCG

The volume of the spill has not been assessed yet, but overflight assessments are scheduled daily. There have been no reports of injuries or wildlife impacts, and the affected area is well outside of the Mississippi's main shipping channel. 

The Pass a Loutre area is the end point of the Mississippi Flyway bird migration route, a key travel corridor for a large number of familiar American bird species. In an adjacent wildlife management area just to the south, the state and federal governments have spent millions of dollars on marshland and habitat restoration for the benefit of migratory birds. 

 

One year after the official declaration of the fourth global coral bleaching event, NOAA and the International Coral Reef Initiative (ICRI) have updated the initial impact of the catastrophe. From January 2023 to March 2025, the bleaching event has impacted 84 percent of the world’s reefs, with 82 countries and territories reporting damage.

As sea surface temperatures continue to rise, bleaching-level heat stress has been extensively reported across the Atlantic, Pacific and Indian Ocean basins. Bleaching occurs when corals lose their colorful photosynthetic algae (Zooxanthellae), revealing the white calcium carbonate skeleton. When this occurs, the corals are left without their primary energy source, which could lead to death unless temperatures drop. This time, though, scientists are concerned that bleaching will simply be a state of being going forward.

"We just may never see the heat stress that causes bleaching dropping below the threshold that triggers a global event. So this may be the last one," marine scientist and former NOAA Coral Reef Watch coordinator Dr. Mark Eakin told PBS. 

The first global coral bleaching event was declared in 1998, with 21 percent of reefs experiencing bleaching-level heat stress. This rose to 37 percent in the second event in 2010 and 68 percent during the third event (2014-2017).

Scientists have called the fourth event unprecedented, starting with some bleaching episodes from May 2024. This has seen a widely-used bleaching prediction platform adding three new levels (Level 3-5) to its Bleaching Alert Scale, which indicates heightened risk of mass coral mortality. The previous highest level, Level 2, indicates risk of mortality to heat sensitive corals. The new level now, Level 5, indicates the risk of over 80 percent of all corals on a reef dying due to prolonged bleaching.

The fourth bleaching event is happening at a time that the global average temperature is rising. NASA confirmed 2024 as the warmest year on record. The average surface temperature in 2024 was 1.28 degrees Celsius above NASA’s 20th-century baseline (1951-1980), topping the record set in 2023. This contributed to record-breaking ocean temperatures, and triple the previous record number of marine heatwaves around the world.

“The fact this most recent, global-scale coral bleaching is ongoing, takes the world’s reefs into uncharted waters,” said Dr. Britta Schaffelke, Coordinator of the Global Coral Reef Monitoring Network (GCRMN). “In the past, many coral reefs around the world were able to recover from severe events like bleaching and storms. We need to continue to observe and measure if and how reefs will recover and change, to help inform the combination of conservation measures most suited for a particular reef.”

 

[By André Duchiade]

The trade dispute between the United States and China is weakening the US position in the Chinese market. Tariffs of more than 200% and mutual retaliation are also fuelling expectations that Brazilian agribusiness will expand exports to China, while environmentalists warn of increased pressure on forest areas.

Products such as soy, corn, cotton, beef and chicken have the greatest potential for immediate demand growth, say experts. Having already consolidated its position in these markets, Brazil has a competitive advantage, especially given the possibility of a record grain harvest this year.

“Growth could be significant in the short term,” Camila Amigo, international analyst at the Brazil-China Business Council (CEBC), tells Dialogue Earth. “This has already happened in previous moments of the trade war, especially between 2018 and 2019.”

At that time, US President Donald Trump’s first administration increased tariffs on several countries, especially China, which retaliated. The confrontation affected global production chains and Brazil benefitted by taking over most of the US soy market in China, according to the US Department of Agriculture.

Now, newly increased foreign demand could raise Brazilian food prices, which have been rising faster than general inflation since the Covid-19 pandemic. Brazil’s logistical infrastructure for transporting grain, such as its ports, roads and railways, already has bottlenecks and could face congestion as exports increase, raising freight costs.

In addition, peaks in foreign demand for Brazilian agricultural commodities have historically also led to increased deforestation, especially in the Cerrado and the Amazon, according to Paulo Barreto, a researcher at the Amazon Institute for People and the Environment (Imazon). “If current conditions continue, if there is more demand, there will tend to be more deforestation again,” he says.

Studies and analysts indicate, for example, that Amazon deforestation jumped between 1995 and 2004 as Brazil’s agricultural areas and cattle population expanded to meet growing international demand for soy and beef.

The Wawi Indigenous territory borders a soybean plantation in the state of Mato Grosso, Brazil. Agricultural expansion has long put pressure on the Amazon forest and its traditional communities (Image: Flávia Milhorance / Dialogue Earth)

Brazil already leads in the Chinese market

Tensions between the United States and China began to rise in 2017, during Donald Trump’s first term in office, with the conflict coming to a head in 2018 as the two countries announced a range of tariffs upon each other’s goods. That year, in response to US measures, China imposed a 25% tariff on 106 American products.

Trade disputes simmered with the signing of a tentative agreement between Washington and Beijing in 2020, followed by a shift in political focus after Joe Biden took office the following year. Still, his administration largely upheld most Trump-era tariffs, and even increased rates on some Chinese products. Trump’s return to the presidency in 2025 has since reignited the conflict on a new scale.

Between 2020 and 2024, the United States managed to recover part of its soybean and beef exports to China. However, Brazil had already filled the gap left during the height of the trade war and consolidated its lead in the Chinese market.

In 2018, Brazil overtook the US to become China’s top agricultural supplier, shipping a total of USD 37 billion in goods, according to a study published this year by research institute Insper Agro Global.

Although other factors may have had an influence, shipments of Brazilian meat and soy to China grew significantly between 2016 – before the Trump administration’s disputes – and 2024, according to foreign trade data from the Brazilian government. Meat exports to China in that period increased eightfold, from 165,000 to 1.32 million tonnes, while soy sales increased by 88%.

Analysts believe the tariffs will cause Brazilian exports to grow less this time around, due to Brazil’s already consolidated position in the Chinese market. “The impact of this trade war on Brazil will not be as great as under the first Trump administration,” says Camila Amigo.

No one knows how long the trade war will continue, however. The US has been stepping up its pressure and China has signalled it will not let up. Even so, representatives of the Brazilian agricultural sector believe the advantage will not last.

“The comparative advantage is very short term… We can’t think we’re going to take away the US market in China,” says Ingo Plöger, vice-president of the Brazilian Agribusiness Association. “China knows where it can hit the United States and is already acting on it, and the United States also knows where it is limiting China. The countries will end up sitting down to negotiate and reach an agreement.”

Greater beef demand could mean more pastures

Around 90% of deforestation in the Brazilian Amazon occurs to open up pastures, according to Imazon. Although 70% of the beef produced in Brazil is destined for the domestic market, the sudden increase in demand raises the risk of small and medium-sized producers expanding their areas irregularly, according to Niklas Weins, assistant professor at Xi’an Jiaotong-Liverpool University.

“The expansion of the agricultural frontier is often linked to violence and the invasion of Indigenous or quilombola lands,” says Weins, the latter referring to descendants of Afro-Brazilian communities established by escaped slaves.

Today, Brazil exports meat to China from steers that are less than 30 months old, with strict health controls. However, the strict requirements on this so-called “boi China” – beef that meets the necessary Chinese standards – do not include environmental criteria. As such, cattle may be raised in areas of illegal deforestation.Cattle bred on open pasture in Cerquilho, in the countryside of São Paulo state. Brazil exports meat to China from steers subject to strict health controls, but largely limited environmental criteria (Image: Dan Agostini / Dialogue Earth)

Strong demand from China for beef has also been seen to put pressure on the Brazilian market by raising prices, encouraging livestock expansion, early slaughter and, in many cases, the advance of cattle into forest areas.

“The additional demand pushes some people to deforest,” says Barreto of Imazon. “Even if they’re not exporting to China, people start deforesting to meet domestic demand.”

Niklas Weins emphasises that the recent weakening of Brazil’s currency, the real, makes its exports even more competitive. In the first week following Trump’s announcement of so-called “reciprocal” tariffs on around 90 trading partners on 2 April, the market reacted with a boost for the dollar and a general fall in other currencies. In the first days of the month, the Brazilian real depreciated by 5.1%, the third highest rate in the world. “This will probably have a direct effect on food prices,” he adds.

Light and danger at the end of the tunnel

On the other hand, public policies aimed at sustainable agricultural expansion are also gaining momentum, according to Nathália Teles. She works on monitoring Brazil’s pastures at the Remote Sensing and Geoprocessing Laboratory of the Federal University of Goiás. Teles cites ways to encourage production in areas that are already open and underused. These are the ABC+ Plan – a national strategy to promote low-carbon agriculture – and the National Programme for the Conversion of Degraded Pastures, as well as the use of monitoring technologies.

“Deforestation is becoming less and less economically viable,” says Teles. “There is greater supervision and legal restrictions, as well as a high environmental and climate cost.”

However, there are still institutional gaps that increase the Amazon’s vulnerability to deforestation, says Paulo Barreto. These include the large extent of public lands not yet designated as protected or belonging to a group – a situation that encourages illegal occupation and speculation. They also include the absence of an effective cattle-tracking system, and inconsistent actions by public authorities.

The federal government has postponed crucial measures, such as regulating tracking and protecting undesignated public forests. In addition, rural credit policies allow finance to reach producers linked to deforestation. Even institutions like the Brazilian Development Bank (BNDES), a shareholder in large meatpacking companies like JBS, have failed to control environmental risks, says Barreto. When contacted by Dialogue Earth, the Ministry of Agriculture did not reply to requests for comment.

Barreto says that deforestation is driven in part by flaws in public policies and the lack of requirements that Chinese beef be traceable. He says this has a solution: “If China adds an environmental demand to the requirements of the China beef, this could have positive effects, stimulating a more sustainable use of pastures without the need for deforestation.”

André Duchiade is a Brazilian journalist and translator based in Rio de Janeiro. He has worked for O Globo and Época and his work has been published in several national and international media, including The Scientific American, Sumaúma, The Intercept Brasil and Agência Pública.

This article appears courtesy of Dialogue Earth and may be found in its original form here. 

Top image: Agricultural cargo loading at Santos, Brazil (File image Sabino Freitas Correa / CC BY SA 4.0)

In the wake of a terrorist attack in Indian-controlled Kashmir, in which 26 tourists were killed by gunmen, both India and Pakistan have put their forces on alert in the expectation that India will launch reprisal attacks and that Pakistan will respond.

The attack in Kashmir’s southern district of Anantnag was the first such act of terrorism since October 2001, when terrorists killed 35 people outside the Jammu and Kashmir state legislature. But tension between India and Pakistan over the status of Jammu and Kashmir has existed since independence, when after fighting a defacto border was established, leaving most of the province in Indian hands. The two countries then fought wars in 1947–1948, 1965, 1971, and 1999, with the status of Jammu and Kashmir the principal source of contention. The first two wars were draws, with numerically superior India gaining the upper hand in 1971 and 1999.

India has suspended the Indus Water Treaty, under which river waters are shared; has expelled Pakistani nationals and defense attaché staff; and has closed border crossing points. Pakistan has replied by taking similar measures.

Since Pakistan matched India’s nuclear capability in 1988, both countries have had to balance a desire to take robust military action against the risk that fighting will escalate out of control and threaten the use of nuclear weapons.

Naval warfare played a major role in the 1971 war, with Indian carrier-borne aircraft crippling the Pakistani naval presence in the East, and the Pakistani navy in the West largely neutralized by missile boat attacks. The Pakistani submarine PNS/M Hangor (S-131) did manage to sink the Indian frigate INS Khukri (F149) and damage a second, INS Kirpan (F144). In the 1999 war, India successfully imposed a naval blockade on Pakistan’s principal port of Karachi, and the resulting shortage of imported fuel was a factor in Pakistan accepting the ceasefire that ended the war.

#AreaWarning #Pakistan issues a notification for firing by naval ships in the Arabian Sea Region south of Karachi

Dates | 26-27 April 2025 pic.twitter.com/Zr4XHHA5Ct

— Damien Symon (@detresfa_) April 26, 2025

If relations worsen further, the Indian Navy is likely to attempt to impose another naval blockade as a passive option with less escalatory risk, and deployments are likely to have taken place accordingly. Whilst most deployments will be kept secret, the Indian Navy’s carrier INS Vikrant (R11) was spotted off the coast of Goa on April 23. The Indian Navy also has five operation Kilo-class submarines, and up to ten smaller Scorpene and Type-209 diesel electric attack submarines.

Pakistan has issued a NOTAM (Notice to Airmen/Mariners) for the Arabian Sea and initiated a naval live fire exercise, blocking a large sea area on the Exclusive Economic Zone border between the two countries and covering the sea approaches to Karachi. Pakistan can deploy up to eight French-built Agosta-70 and Agosta 90B Class submarines.

Potentially, both Indian and Pakistani precautionary naval deployments may impinge on commercial traffic, although international maritime transit routes can be adjusted southward to avoid potential areas of conflict.

 

Bangladesh ratified the International Convention for the Safe and Environmentally Sound Recycling of Ships, known as the Hong Kong Convention (HKC), on 26 June 2023. The Convention will come into force globally on 26 June 2025. As one of the world’s largest ship recycling nations, Bangladesh now stands at a pivotal juncture in implementing its international obligations. On one hand, there is the challenge of meeting commitments to enhance environmental protection and worker safety; on the other, the urgent need to safeguard a critical sector of the national economy. This situation raises a vital question: after the Convention’s global entry into force, can ship recycling facilities that are not yet fully compliant with HKC standards continue to import end-of-life vessels for recycling after 26 June 2025?

At present, the Government of Bangladesh, amid uncertainty regarding the Convention’s implications, has suspended the issuance of permissions for ship imports intended for recycling. This suspension has caused significant disruption and embarrassment within the ship recycling industry, which has been operating for over 30 years and, since 2011, under formal authorization granted by the Ship Breaking and Recycling Rules, 2011. Globally, nearly 95% of end-of-life ships are dismantled in just four countries — Bangladesh, India, Pakistan, and Turkey. Bangladesh is crucial to international shipping, providing cost-effective ship recycling at a time of global facility shortages. Meeting nearly half of the world's recycling needs, Bangladesh remains vital for sustaining maritime trade.

The current state of Bangladesh’s ship recycling industry, however, is increasingly precarious. For several decades, India has been Bangladesh’s closest competitor in this sector. Today, approximately 82% of India’s ship recycling yards have already achieved compliance with the standards prescribed by the Hong Kong Convention (HKC). In stark contrast, nearly 90% of Bangladesh’s yards remain not fully compliant with the HKC requirements. Through strategic policymaking and substantial investment, India has successfully modernized its ship recycling facilities to meet international benchmarks. Crucially, India did not treat ship recycling merely as an environmental liability; instead, it recognized the sector’s immense potential as a global business opportunity and positioned itself accordingly from an early stage. Bangladesh, by contrast, has lagged behind — due to gaps in information dissemination, a lack of sustained political commitment, and inadequate government support.

Nonetheless, all is not lost. International law still offers Bangladesh a lawful pathway for phased implementation of the HKC. The pressing question now is whether Bangladesh will seize this opportunity — or whether it will constrain itself unnecessarily and risk driving a vital national industry toward collapse. International law does not require developing countries to meet developed-world environmental standards overnight. Article 26 of the Vienna Convention on the Law of Treaties establishes the principle of pacta sunt servanda, meaning that every treaty is legally binding on the countries that sign it, and must be carried out in good faith. This means a country cannot avoid its obligations or act dishonestly after agreeing to a treaty. It must make sincere and genuine efforts to fulfill the treaty's objectives, considering its own capacities and circumstances meaning states must make sincere efforts considering their capacities. The principle has become a widely accepted customary international law. Similarly, Principle 11 of the Rio Declaration emphasizes that environmental standards must reflect each country’s socio-economic conditions. Thus, phased implementation — or "progressive realization" — is a lawful approach for countries like Bangladesh.

By adopting structured development plans, maintaining oversight, and demonstrating genuine progress, Bangladesh can lawfully continue ship imports under a conditional authorization system. This would uphold the Hong Kong Convention’s core objectives without crippling the industry. Although the Ship Breaking and Recycling Rules, 2011 are not fully HKC-compliant, they provide a legal foundation for conditional authorizations through administrative action. Comprehensive reforms are expected with the new 2025 Rules currently being prepared by the government.

India’s enactment of the Recycling of Ships Act, 2019, and Pakistan’s gradual reforms offer clear precedents. Both show that demonstrating progress, even if full compliance is pending, keeps a country aligned with international law. Furthermore, ICJ rulings, such as in the Gabcikovo–Nagymaros Project case, and Articles 202 and 203 of UNCLOS, recognize the legitimacy of phased treaty implementation for developing nations. Bangladesh, therefore, can confidently adopt a phased, supervised transition path consistent with international law. 

A coherent and carefully considered decision is now essential within Bangladesh’s administrative framework. Responsibility for ship recycling lies with the Ministry of Industries and the Ship Recycling Board. Suspending the issuance of No Objection Certificates (NOCs) solely due to incomplete HKC implementation could be unconstitutional and unlawful. Articles 31 and 40 of the Constitution guarantee the right to conduct lawful business and protection under the law. Arbitrarily withholding NOCs from licensed yards authorized under the 2011 Rules could prompt legal action before the higher judiciary. Moreover, the principle of "legitimate expectation" applies. Stakeholders who invested based on government assurances of phased HKC implementation have a right to expect policy consistency. A sudden reversal would be open to legal challenge. The Supreme Court’s decision in Rabeya Basri Erin v. Bangladesh Biman strongly upheld this principle.

A review of the Hong Kong Convention shows that Articles 6 and 7, along with Regulation 9, directly govern ship recycling. Parties must authorize and register facilities, considering infrastructure, safety, and environmental standards, and ensure each ship has an approved Ship Recycling Plan (SRP) before recycling begins. Crucially, the Convention does not demand immediate full compliance, but promotes a balance between "progress" and "protection." IMO guidelines MEPC 210(63), MEPC 211(63) and MEPC 222(64) confirm that phased compliance is acceptable for developing countries, allowing continued operations under strict monitoring. A zero-tolerance approach would devastate Bangladesh’s ship recycling industry, causing massive job losses and economic disruption. A lawful solution remains: issuing conditional NOCs to support a progressive, supervised transition.

Given the current situation, it is imperative that Bangladesh urgently announces a Transition Plan. The government could adopt a framework that first defines minimum conditions for granting authorization of ship recycling facility subject to conditions such as immediate infrastructure upgrades, enhanced worker safety measures, and improved hazardous waste management. Yards could be categorized into three groups: A (fully compliant), B (progressing), and C (non-compliant). B-category yards could receive conditional NOCs tied to clear development milestones and regular third-party audits, while facilities failing to meet conditions would face suspension or revocation.

By following this approach, Bangladesh could fulfill its international obligations while protecting its vital ship recycling industry. International bodies like the IMO, financial institutions, and investors support phased implementation strategies, and Bangladesh could leverage this momentum to secure further technical assistance, including through programs like SENSREC Phase III. Demonstrating credible progress would also help maintain trust among global shipowners seeking HKC-compliant options.

It is now clear that Bangladesh now faces a choice between two paths: rigid inaction that risks industry collapse, or pragmatic, lawful transition that keeps the sector operational while advancing toward full compliance. The second path offers a stronger, safer, and more sustainable future. Immediate action, grounded in strategic foresight and innovation, is essential to preserving not just the industry, but also Bangladesh’s environmental, economic, and international standing.

Dr. Ishtiaque Ahmed is the Chairman and an Associate Professor in the Department of Law at North South University, Bangladesh. He holds a Doctor of Juridical Science (J.S.D.) degree from the Center for Oceans and Coastal Law at the University of Maine School of Law, USA, specializing in ship recycling law and policy. A qualified Barrister of Lincoln’s Inn, London, Dr. Ahmed has served as a legal consultant to the International Maritime Organization (IMO), where he contributed to drafting amendments to Bangladesh’s Ship Recycling Act and revising the Bangladesh Ship Recycling Rules. His academic and professional work focuses on maritime law, environmental regulation, and sustainable ship recycling practices.

 

[Updated] A huge explosion in the commercial port of Bandar Abbas in Iran at 12.00 on the morning of April 26 has injured at least 1,000, according to Iranian state media.  First reports suggested that four people have been killed, a toll which had risen to 40 overnight.  Office buildings in the port have been damaged and glass blown out of windows, although the immediate neighborhood is a commercial rather than a residential area.  Explosions were still occurring in the area several hours after the initial explosion.

Footage shows the moment an explosion occurred in Shahid Rajaee Port, Bandar Abbas. pic.twitter.com/Sjl1X9LJqP

— IRNA News Agency (@IrnaEnglish) April 26, 2025

 

Fire continues to spread to nearby containers as fire fighters attempt to control the blaze at Bandar Abbas' Shahid Rajaei port.

Follow Press TV on Telegram: https://t.co/0EMmcJs6DL pic.twitter.com/6usWBzXrWE

— PressTV Extra (@PresstvExtra) April 26, 2025

The explosion is believed to have started in a container stored in the hazardous and flammable section of the container park.  An extensive container storage park lies immediately to the north of the port’s container loading quays.

New footage has been released, showing the moment that yesterday’s chemical fire started at the port of Bandar Abbas on the coast of the Persian Gulf, which resulted in a massive explosion causing severe damage to the port and the deaths of at least 28 workers in Southern Iran. pic.twitter.com/ym9MSTi5mV

— OSINTdefender (@sentdefender) April 27, 2025

Russia's emergency ministry said Sunday that it would be dispatching two aircraft to help Iranian officials address the fire, including a Beriev Be-200 amphibious firefighting plane and an Ilyushin Il-76 transport aircraft. 

The Shahid Rajaei commercial port handles about 85% of Iran’s non-oil and gas exports and imports, and is connected to Iran’s transnational rail network.  The Iranian authorities have for some years been planning an expansion of the port to increase throughput.  The commercial port lies 10 miles to the west of the Bandar Abbas Naval Harbor, which is the homeport to most of Iran’s regular Navy.

In February and March, the Maritime Executive tracked the progress from China of two sanctioned ships owned by Islamic Republic of Iran Shipping Lines (IRISL), MV Golbon and MV Jairan, which then unloaded their cargoes of sodium perchlorate at Bandar Abbas.  Sodium perchlorate is processed into ammonium perchlorate rocket fuel at the Iranian facilities at Parchin south of Tehran and Khojir.  Ammonium perchlorate makes up 70% of the standard fuel load of most of Iran’s solid-fueled ballistic missiles, such as medium range Khybar-Shikan and Fattah missiles, and the shorter range Fateh-110 and Zolfaghar missiles.  It is not known if containers unloaded from the two ships were, several weeks after unloading, still in the Sina container port at the time of the explosion, or whether the containers formed the seat of the explosion. 

As would be expected, an Israeli spokesman denied any knowledge of the explosion, although the Times of Israel was the first media organization to point out a possible connection.  Washington Institute missile expert Farzin Nadimi has said that he believes the yellow character of the explosive fireball is indicative of the presence of sodium.  Within Iran, newspapers are split on the cause of the explosion, conservatives blaming safety failures and reformists blaming sabotage, implicity accepting the target was the sodium perchlorate.

The fire/heat source detected by the NASA fire-detecting system FIRMS grew in size throughout April 26, inicating that the fire continued to burn into nightfall;  other heat spots initially detected were from oil refineries and the Hormozgan steel works (FIRMS/CJRC). 

The NASA FIRMS system which monitors fires and heat sources initially detected only a small fire, which grew as the day wore on.  On the afternoon of April 27, the fire was still spreading.  Other regular heat spots to the north of the fire, namely oil refineries and the Hormozgan steel works, have since yesterday gone cold, suggesting that these industrial facilities have been closed down, possibly because workers have been evacuated.  At least 10,000 containers hve been destroyed, and there is likely to be long-term damage to the port, with operations likely to be disrupted for some time.

[By: MED MARINE]

Starting the year with solid momentum, MED MARINE has signed five new tugboat contracts with operators in Italy, Greece, and Spain—strengthening its presence across Europe and underscoring its commitment to delivering high-performance solutions tailored to regional needs.

In January, MED MARINE signed a contract for a 24-meter DRAfter 2400 series tugboat to be delivered to Greece. The vessel will deliver a minimum bollard pull of 40 tons and is powered by a twin-screw conventional propulsion system—making it a reliable workhorse for harbour duties including towing, pushing, and mooring.

Spain is also on the roster, with a RAmparts 2300-W tug designed for versatile harbour operations. Compact at 23 meters, but delivering 50 tons of bollard pull, the tug will feature dual winches, an azimuth stern drive propulsion system, and a layout optimized for efficient multi-purpose operations. These new agreements reflect MED MARINE’s dedication to quality, trust, and long-term partnerships, while marking a dynamic start to 2025. With each new vessel, the company reaffirms its mission to deliver innovative solutions to ports around the world.

In February 2025, MED MARINE also secured an order for two RAmparts 2500-W and one RAstar 3200-W series tugboats to be delivered to Italy. Designed for versatility in harbour operations, the 25-meter RAmparts 2500-W tugs will offer 65 tons of bollard pull and feature an advanced azimuth stern drive propulsion system. The 32-meter RAstar 3200-W tug, on the other hand, is built for LNG terminal and escort duties. With an 80-ton bollard pull, dual winch capability, and LNG compatibility, this powerful unit will enhance safety and operational efficiency in demanding terminal environments.

These new contracts reflect MED MARINE’s dedication to quality, trust, and long-term partnerships, while marking a dynamic start to 2025. With each new vessel, the company reaffirms its mission to deliver innovative solutions to ports around the world.

[By: 

International industry leaders came together at AltaSea at the Port of Los Angeles on April 16th for the annual Protecting Blue Whales and Blue Skies (BWBS) Awards Ceremony, which recognized the top-performing shipping lines for the 2024 season and celebrated 10 seasons of the BWBS program. 

With thousands of shipping containers stacked high in the background, the Port of Los Angeles – the busiest container port in the Western Hemisphere – offered a fitting place to recognize shipping industry leaders who move cargo all over the globe for their exemplary efforts in the most impactful BWBS season yet. 

BWBS “Sapphire” rated lines – meaning their fleets transited 85% of the time at 10 knots or less in the vessel speed reduction (VSR) zones – each received a coveted whale tail sculpture for the highest performance. This year, each tail was handcrafted by shipwright Nate Slater from his woodshop. All the wood was sourced from remnants or drops from his career repairing wooden seiner and prohibition-era rum runner boats in the Pacific Northwest. Whale tail awardees were: CMA CGM; Connaught Shipmanagement HK; COSCO Shipping; CSL Americas; Hong Kong Top Honor Shipping; ISM Ship Management Ltd; Maersk; Marathon Petroleum; MSC; NYK Ro-Ro; Ocean Network Express; OOCL; OSG Ship Management, Inc.; Pilion Navigation; ConocoPhillips - Polar Tankers; Starbulk SA; STX Marine Service Co; Swire Shipping; Teo Shipping Corporation; Tomini Transports LLC; Toyofuji; Wallenius Wilhelmsen; and Yang Ming Marine Transport Corp.

Ambassadors with 90% or more of eligible shipments with participating lines over the past year also received whale tail awards. They were: The Block Logistics, Who Gives A Crap, Eggboards, Nomad, and JAS Worldwide. Port of Hueneme was also recognized for the majority of ships calling on the port being enrolled with BWBS.

Gold award lines – meaning their fleets transited 60% - 84% of the time at 10 knots or less in the VSR zones – recognized were: Campbell Shipping Company, D'Amico Group; Dockendale; Empire Bulker Ltd.; Evergreen; Hapag-Lloyd; HMC Shipmanagement Co Ltd; Hyundai Glovis; K Line; Mol ACE; Pacific Basin Shipping Ltd.; Raffles Shipmanagement Services; Scorpio Group; Temm Maritime Co Ltd; Unisea Shipping Ltd; Venture Shipping Ltd; Veritas Shipmanagement and Wan Hai.

Shipping lines that volunteer to participate in the BWBS program reduce their speed along stretches of the California coast. In doing so, they help reduce the risk of fatal ship strikes on endangered whales, ocean noise, and air pollution and greenhouse gases. The program has dramatically advanced voluntary participation, research, and opportunities to protect both marine and human life in California’s coastal communities. Over the last 10 seasons, the environmental benefits brought by BWBS have only grown, and in recent years, the program has expanded to include company ambassadors that work with participating shipping lines and commit to helping promote responsible shipping. 

In honor of the program’s 10-year anniversary, special recognition was given across several categories. Evergreen, CMA CGM, and K-line were recognized for their leadership in sharing the most whale-sighting information with BWBS over time. MSC was honored for achieving the Sapphire Award tier over the last eight years, reducing its fleet’s speeds to 10 knots or less for the most distance of any participant: more than 168,000 nautical miles. 

Stanley Kwiaton, MSC’s Regional Manager of West Coast Port Operations reflected: “MSC’s values of collaboration, trust, and open communication have made our consistent success in this programme a reality. MSC is committed to protecting endangered whales and safeguarding the areas where they feed and migrate. We are very grateful to be an integral part of MSC’s worldwide efforts to protect these magnificent creatures. We look forward to continuing to work with the BWBS team and local partners by minimizing the way our operations impact whale habitats.”

It was clear from the large pod of whale tails on display and other lines' reflections, that commitment to environmental protection is a genuine value for so many shipping lines.

Neil Carraher, Country Manager, Swire Shipping: “Swire Shipping recognizes that responsible stewardship of biodiversity is important to maintaining a resilient marine environment, and we are conscious of the role that we can play to safeguard marine ecosystems in the areas where we operate. In the seven years since we joined BWBS, we are proud to have received the highest-tiered Sapphire Award for six consecutive years. It is very encouraging to see the positive impact the programme has had on biodiversity along the California coast, and we look forward to continuing our collaborative efforts within the industry.”

Antonia d’Amico, Group ESG Director, D’Amico: “For d’Amico Group, participating in BWBS for the second consecutive year and achieving the Gold rating is a true honor and a great success. This initiative reflects our unwavering commitment to the environment and underscores our responsibility to reduce the impact of our operations on marine ecosystems and air quality. Initiatives like BWBS highlight our industry’s dedication to continuous improvement, demonstrating that operational efficiency and environmental responsibility can go hand in hand.”

Jack Duesler, Regional Operations Manager, NYK Line: “We are excited and proud of the success of this program!  It continues to be a challenge but not one that is insurmountable.  Each year has its own difficulties but we are able to work as a team both internally and externally to ensure we achieve the prestigious Sapphire Rating.”  

James Jeng, Chief Marine Technology Officer, Yang Ming: “At Yang Ming, we recognize our responsibility to minimize environmental impact and promote sustainable shipping practices. That’s why we are proud to continue our participation in BWBS, an initiative that delivers both environmental and social benefits while helping to safeguard a stable and biodiverse future. This effort aligns with our Protecting Biodiversity and Zero Net Deforestation Commitment announced in 2024, further reinforcing our dedication to sustainability. We are taking meaningful action to preserve the beauty and biodiversity of our oceans for generations to come.”

The Awards Ceremony was supported by Mediterranean Shipping Company S.A., or MSC; CSL Americas; Wan Hai Lines Ltd.; NYK Line; The Block Logistics and Sonos. 

French shipping group CMA CGM reports it has closed the first stage in its planned acquisition of Santos Brasil, a multi-terminal operator in Brazil including the Port of Santos. CMA CGM announced in September 2024 its intention to acquire the company first buying shares from an institutional fund manager and then launching a tender offer for the remaining shares.

The acquisition comes as South America and specifically Brazil continues to draw investments from the major shipping companies. CMA CGM will be investing in excess of $2 billion to expand its operations in Brazil. MSC and Maersk have also announced expansions for their operations in Brazil as well as DP World.

CMA CGM reports it closed the acquisition of approximately 48 percent of the shares in Santos Brasil from funds managed by Opportunity, one of the largest asset managers in Brazil for a reported value of approximately $1.1 billion. Combined with a three percent position held by an affiliate of CMA CGM, the company now controls 51 percent of Santos Brasil.

A second stage tender will be launched for the remaining shares once an independent appraisal is completed. 

Santos Brasil operates five terminals and a total of eight assets, including the largest container terminal in Brazil and South America. The Tecon Santos Terminal in Santos currently has a capacity of 2.5 million TEU and will be expanded to 3 million TEU. It can dock three 14,000 TEU vessels simultaneously.  According to CMA CGM, the terminal handles 40 percent of Brazil’s overall container volume. They also called it the most efficient terminal in the Port of Santos. 

The acquisition expands CMA CGM’s 20-year presence in Brazil and is keeping with the strategy to grow terminal operations and the logistics segments of the business. CMA CGM said it will support the development of Santos and the other ports and will integrate the operations with its group including CEVA Logistics.

The acquisition comes as Santos continues to report strong growth. The Port Authority reported March was the third consecutive month of increases and at 460,000 TEU was the busiest March on record. It said the positive performance resulted in an increase of nearly seven percent for the first quarter of 2025 or a total of 1.3 million TEU handed in the port.

The federal government has committed to investments in the Santos port complex. It will invest $2.2 million to improve access both by land and sea, including new roads and the deepening of the shipping channel.  

The Port of Santos is a key contributor to Brazil’s foreign trade accounting for nearly a third (30 percent) of the country’s trade flow in March. China is the main trading partner accounting for more than 28 percent of the volume in the port.  In addition to containers, Santos is a major port for soybeans and other agricultural commodities as well as gasoline and the fuel sector.

The on-again-off-again acquisition of the maritime business from Spire Global by Kpler closed on Friday, April 25, the agreed date in a settlement between the two sides, but not without a new wrinkle to the contentious combination. The UK Competition and Markets Authority (CMA) confirmed it has opened an investigation into the proposed business combination requiring the companies to be independently operated.

Kpler confirmed in the closing announcement that it is working closely with the relevant regulatory authorities and in particular with the UK Competition and Markets Authority “in light of their review of the transaction.” Both sides had to enter into a compliance statement with CMA promising to operate the business units separately, not sharing technology or confidential business data. In addition to not moving forward with an integration, they committed to ensure that sufficient resources are made available for the development of both businesses, on the basis of their respective pre-merger business plans and maintain their current product offerings.

Despite the latest glitch, Kpler called the closing a “strategic move that bolsters Kpler's capabilities in maritime data and analytics.” Mark Cunningham, CEO of Kpler, said "The addition of this high-quality data will unlock greater value for our customers and partners by providing increasingly comprehensive and timely insights into global trade flows. It's about helping them navigate complexity, uncover opportunities, and make better decisions every day."

Spire reported the completion of the sale for approximately $233.5 million, before adjustments, plus a $7.5 million agreement for services over a twelve-month period, post-close. Spire reports it used the proceeds of the sale to retire all outstanding debt and that the remaining proceeds will be used to invest in near-term growth opportunities. It followed the terms first announced for the deal in November 2024.

Spire Global reported in February it had filed a lawsuit against Kpler for a failure to close the acquisition of its maritime group while also warning shareholders of potential debt problems if the deal is not completed. At the time, it said it believed all the conditions to closing contained in the purchase agreement had been satisfied, but that Kpler had not moved forward with the closing. Three weeks ago, Spire reported an agreement had been reached to resolve the litigation and mutually release claims, if the closing occurred by April 25.

In the CMA filing, it came out that Kpler had communicated with the regulator on February 25, March 11, March 12, March 24, March 31, and April 10, requesting that the CMA consent to derogations to the Initial Enforcement Order. CMA agreed on April 16 to permit Kpler to have a level of oversight of the acquired company while requiring that they be kept independent and Spire’s business continue as a going concern so as not to prejudice the investigation. CMA reports it is continuing to consider if the combination may be expected to result in a substantial lessening of competition in any market or markets in the United Kingdom.

Spire Maritime built its niche with real-time capabilities by designing, building, and deploying nanosatellites, each the size of a wine bottle, in a constant earth orbit collecting data from all the ships. Kpler said when the deal was announced it would expand its data reach, offering comprehensive visibility across open oceans. Management said the acquisition would further strengthen Kpler’s commitment to delivering superior real-time data and analytics to its clients, supporting informed, data-driven decision-making across the global supply chain.

Kpler in 2023 acquired MarineTraffic a portal for AIS data, mapping, and visualization along with FleetMon, a vessel database. Access to Spire Global’s proprietary satellites and analytics would enhance the portfolio.

Under the terms of the agreement, Spire Global retains its satellite network, technology, and infrastructure. It said it would focus its business on its customers in aviation, weather, and the space services sectors.
 

 

India is making a major statement in its quest to become a global cruise tourism destination with the inauguration of the country’s largest terminal at Mumbai Port. After eight years of construction and ?556 crores ($67 million) of investment, the Mumbai International Cruise Terminal (MICT) has started operations, a development expected to boost India’s determination to grow cruise tourism.

MICT has been in the works since 2018 and has faced a myriad of challenges, including funding and pandemic-instigated construction delays. The inauguration of the terminal is thus a significant milestone in efforts to attract leading cruise lines to India and drive the growth of cruise tourism. Currently, the cruise tourism market in India is valued at only $100 million, which is a mere one percent of the global market.

With the new terminal developed through a public-private partnership, India is upbeat about changing the narrative. MICT is the country’s largest cruise terminal spreading over an area of more than 415,000 square feet at Ballard Pier. The terminal is designed to handle over one million passengers annually, approximately 10,000 passengers per day. MICT can handle five cruise ships simultaneously, with an 11-meter (36-foot) draft and up to 300 meters (984 feet) in length.

The Mumbai Ports Authority (MbPA) reports it signed a 30-year concession with private firms Ballard Pier Port Private Limited and J M Baxi & Co to operate the terminal. Currently, only Cordelia Cruises operates from the new terminal, with its sole cruise ship, the Empress (48,500 gross tons) with a capacity of 1,840 passengers sailing twice-weekly. The line is in the process of expanding its fleet announcing an agreement with Norwegian Cruise Line to assume operations of two of its older ships in 2026 and 2027. India is also a stopover port for cruise ships transiting the region.

India’s Union Minister of Ports, Shipping and Waterways, Sarbananda Sonowal termed the inauguration of MICT as a major step in advancing Prime Minister Narendra Modi’s vision of transforming the country into a global cruise hub through state-of-the-art infrastructures. The vision encompasses tapping the potential of the country’s long coastline and vast inland waterways to build a booming international and domestic cruise tourism industry.  

In September last year, the Indian government launched the Cruise Bharat Mission to oversee the transformation of the cruise industry, setting ambitious targets that include the development of 10 international sea cruise terminals, the creation of 100 river cruise terminals, the launch of five marinas, and the integration of more than 5,000 km of waterways. The overall goal is to double cruise passenger traffic to over one million and 1.5 million river cruise passengers by 2029. This is expected to translate to the creation of over 400,000 direct and indirect jobs across the cruise value chain.

“Today, Mumbai, with its longstanding reputation as a major maritime hub in the world, commenced cruise operations from the Mumbai International Cruise Terminal, providing passengers with modern amenities for a better and safer experience,” said Sonowal.

While MICT incorporates sustainability amenities, Sonowal also inaugurated a shore power facility at Mumbai port as part of the green port initiative. Currently, however, only MbPA tugboats and Coast Guard vessels will be able to plug in before being expanded to include cruise ships in the future.
 

The Panhellenic Seaman’s Federation and other unions in Greece are demanding an investigation and better enforcement of safety regulations after a seafarer was killed as a ferry was unloading overnight in Patras. The unions called for a rally and 24-hour strike starting Friday, April 25, asserting that safety regulations are being repeatedly violated and ignored by the authorities.

The ferry AF Claudia (24,418 gross tons) docked at the port of Patras at 22:50 on Thursday, April 24, completing the approximately 32-hour run from Venice to Patras with a stop in Igoumenitsa. Built in 2001 and registered in Italy, the RoRo ferry can accommodate up to 950 passengers and has a 2,044 linear meter garage that can handle approximately 100 vehicles.

The ferry is owned by Italy’s Adria Ferries. It is operated under charter to Greece’s Attica Group. It is operating for the SuperFast Ferry brand.

According to the Hellenic Coast Guard, a truck was backing up on the vessel’s ramp when its trailer struck a 47-year-old female seafarer which Attica Group said was working on the vessel’s hotel department. She was fatally injured by the truck with the police reporting the driver has been detained. The ferry remained in Patras on Friday.

Attica Group issued a brief statement expressing condolences for the loss early on Friday morning of the crewmember. The Greek Maritime Accident Investigation Service (ELYDNA) reported it was sending a team to Patras to investigate the cause of the tragic incident.

Media reports are highlighting that the Patras Labour Center had earlier this month issued a warning of “grave risk” for the safety of crew and passengers as well as ships. They contend that safety is in danger during loading and unloading and as vessels arrive and depart ports. Reports assert there is a poor safety record for the ferries operating on the routes between Italy and Greece.

The unions called for a rally starting at 18:30 today, Friday, April 25, and for a 24-hour strike beginning at 19:00 today till Saturday, April 26 at 19:00. It comes as the summer tourist season begins in Greece.

A strike had previously been planned for May 1. The unions announced another rally planned for next Thursday preceding the start of that strike. The union was planning to use the May Day event to highlight working conditions in its ongoing protests. It also staged a one-day strike on April 9 as part of its demands for better wages and working conditions.

Greece’s Minister of Shipping and Island Policy Vassilis Kikilias wrote his condolences on social media. He said it was important to never forget that seafarers face danger every day at sea and their protection and safety must always come first.

French shipping group CMA CGM reports it has closed the first stage in its planned acquisition of Santos Brasil, a multi-terminal operator in Brazil including the Port of Santos. CMA CGM announced in September 2024 its intention to acquire the company first buying shares from an institutional fund manager and then launching a tender offer for the remaining shares.

The acquisition comes as South America and specifically Brazil continues to draw investments from the major shipping companies. CMA CGM will be investing in excess of $2 billion to expand its operations in Brazil. MSC and Maersk have also announced expansions for their operations in Brazil as well as DP World.

CMA CGM reports it closed the acquisition of approximately 48 percent of the shares in Santos Brasil from funds managed by Opportunity, one of the largest asset managers in Brazil for a reported value of approximately $1.1 billion. Combined with a three percent position held by an affiliate of CMA CGM, the company now controls 51 percent of Santos Brasil.

A second stage tender will be launched for the remaining shares once an independent appraisal is completed. 

Santos Brasil operates five terminals and a total of eight assets, including the largest container terminal in Brazil and South America. The Tecon Santos Terminal in Santos currently has a capacity of 2.5 million TEU and will be expanded to 3 million TEU. It can dock three 14,000 TEU vessels simultaneously.  According to CMA CGM, the terminal handles 40 percent of Brazil’s overall container volume. They also called it the most efficient terminal in the Port of Santos. 

The acquisition expands CMA CGM’s 20-year presence in Brazil and is keeping with the strategy to grow terminal operations and the logistics segments of the business. CMA CGM said it will support the development of Santos and the other ports and will integrate the operations with its group including CEVA Logistics.

The acquisition comes as Santos continues to report strong growth. The Port Authority reported March was the third consecutive month of increases and at 460,000 TEU was the busiest March on record. It said the positive performance resulted in an increase of nearly seven percent for the first quarter of 2025 or a total of 1.3 million TEU handed in the port.

The federal government has committed to investments in the Santos port complex. It will invest $2.2 million to improve access both by land and sea, including new roads and the deepening of the shipping channel.  

The Port of Santos is a key contributor to Brazil’s foreign trade accounting for nearly a third (30 percent) of the country’s trade flow in March. China is the main trading partner accounting for more than 28 percent of the volume in the port.  In addition to containers, Santos is a major port for soybeans and other agricultural commodities as well as gasoline and the fuel sector.

The on-again-off-again acquisition of the maritime business from Spire Global by Kpler closed on Friday, April 25, the agreed date in a settlement between the two sides, but not without a new wrinkle to the contentious combination. The UK Competition and Markets Authority (CMA) confirmed it has opened an investigation into the proposed business combination requiring the companies to be independently operated.

Kpler confirmed in the closing announcement that it is working closely with the relevant regulatory authorities and in particular with the UK Competition and Markets Authority “in light of their review of the transaction.” Both sides had to enter into a compliance statement with CMA promising to operate the business units separately, not sharing technology or confidential business data. In addition to not moving forward with an integration, they committed to ensure that sufficient resources are made available for the development of both businesses, on the basis of their respective pre-merger business plans and maintain their current product offerings.

Despite the latest glitch, Kpler called the closing a “strategic move that bolsters Kpler's capabilities in maritime data and analytics.” Mark Cunningham, CEO of Kpler, said "The addition of this high-quality data will unlock greater value for our customers and partners by providing increasingly comprehensive and timely insights into global trade flows. It's about helping them navigate complexity, uncover opportunities, and make better decisions every day."

Spire reported the completion of the sale for approximately $233.5 million, before adjustments, plus a $7.5 million agreement for services over a twelve-month period, post-close. Spire reports it used the proceeds of the sale to retire all outstanding debt and that the remaining proceeds will be used to invest in near-term growth opportunities. It followed the terms first announced for the deal in November 2024.

Spire Global reported in February it had filed a lawsuit against Kpler for a failure to close the acquisition of its maritime group while also warning shareholders of potential debt problems if the deal is not completed. At the time, it said it believed all the conditions to closing contained in the purchase agreement had been satisfied, but that Kpler had not moved forward with the closing. Three weeks ago, Spire reported an agreement had been reached to resolve the litigation and mutually release claims, if the closing occurred by April 25.

In the CMA filing, it came out that Kpler had communicated with the regulator on February 25, March 11, March 12, March 24, March 31, and April 10, requesting that the CMA consent to derogations to the Initial Enforcement Order. CMA agreed on April 16 to permit Kpler to have a level of oversight of the acquired company while requiring that they be kept independent and Spire’s business continue as a going concern so as not to prejudice the investigation. CMA reports it is continuing to consider if the combination may be expected to result in a substantial lessening of competition in any market or markets in the United Kingdom.

Spire Maritime built its niche with real-time capabilities by designing, building, and deploying nanosatellites, each the size of a wine bottle, in a constant earth orbit collecting data from all the ships. Kpler said when the deal was announced it would expand its data reach, offering comprehensive visibility across open oceans. Management said the acquisition would further strengthen Kpler’s commitment to delivering superior real-time data and analytics to its clients, supporting informed, data-driven decision-making across the global supply chain.

Kpler in 2023 acquired MarineTraffic a portal for AIS data, mapping, and visualization along with FleetMon, a vessel database. Access to Spire Global’s proprietary satellites and analytics would enhance the portfolio.

Under the terms of the agreement, Spire Global retains its satellite network, technology, and infrastructure. It said it would focus its business on its customers in aviation, weather, and the space services sectors.
 

 

India is making a major statement in its quest to become a global cruise tourism destination with the inauguration of the country’s largest terminal at Mumbai Port. After eight years of construction and ?556 crores ($67 million) of investment, the Mumbai International Cruise Terminal (MICT) has started operations, a development expected to boost India’s determination to grow cruise tourism.

MICT has been in the works since 2018 and has faced a myriad of challenges, including funding and pandemic-instigated construction delays. The inauguration of the terminal is thus a significant milestone in efforts to attract leading cruise lines to India and drive the growth of cruise tourism. Currently, the cruise tourism market in India is valued at only $100 million, which is a mere one percent of the global market.

With the new terminal developed through a public-private partnership, India is upbeat about changing the narrative. MICT is the country’s largest cruise terminal spreading over an area of more than 415,000 square feet at Ballard Pier. The terminal is designed to handle over one million passengers annually, approximately 10,000 passengers per day. MICT can handle five cruise ships simultaneously, with an 11-meter (36-foot) draft and up to 300 meters (984 feet) in length.

The Mumbai Ports Authority (MbPA) reports it signed a 30-year concession with private firms Ballard Pier Port Private Limited and J M Baxi & Co to operate the terminal. Currently, only Cordelia Cruises operates from the new terminal, with its sole cruise ship, the Empress (48,500 gross tons) with a capacity of 1,840 passengers sailing twice-weekly. The line is in the process of expanding its fleet announcing an agreement with Norwegian Cruise Line to assume operations of two of its older ships in 2026 and 2027. India is also a stopover port for cruise ships transiting the region.

India’s Union Minister of Ports, Shipping and Waterways, Sarbananda Sonowal termed the inauguration of MICT as a major step in advancing Prime Minister Narendra Modi’s vision of transforming the country into a global cruise hub through state-of-the-art infrastructures. The vision encompasses tapping the potential of the country’s long coastline and vast inland waterways to build a booming international and domestic cruise tourism industry.  

In September last year, the Indian government launched the Cruise Bharat Mission to oversee the transformation of the cruise industry, setting ambitious targets that include the development of 10 international sea cruise terminals, the creation of 100 river cruise terminals, the launch of five marinas, and the integration of more than 5,000 km of waterways. The overall goal is to double cruise passenger traffic to over one million and 1.5 million river cruise passengers by 2029. This is expected to translate to the creation of over 400,000 direct and indirect jobs across the cruise value chain.

“Today, Mumbai, with its longstanding reputation as a major maritime hub in the world, commenced cruise operations from the Mumbai International Cruise Terminal, providing passengers with modern amenities for a better and safer experience,” said Sonowal.

While MICT incorporates sustainability amenities, Sonowal also inaugurated a shore power facility at Mumbai port as part of the green port initiative. Currently, however, only MbPA tugboats and Coast Guard vessels will be able to plug in before being expanded to include cruise ships in the future.
 

 

S&P Global agreed to acquire the Automatic Identification System (AIS) data services business of ORBCOMM in a move designed to strengthen its supply chain and maritime offerings. It points to the growing uncertainties in global supply chains saying the acquisition as well as a new equity position in ORBCOMM build on the complementary strengths to provide greater essential intelligence to customers.

ORBCOMM was one of the pioneers in AIS which S&P highlights is used today to track and monitor vessels, enhancing maritime visibility and delivering critical insights that support business intelligence and decision-making for government and commercial clients worldwide.

The standardized AIS system began to emerge in the 1990s and by the early 200s, the International Maritime Organization (IMO) was moving to mandate the use of AIS. It was first introduced for newbuilds and later required as retrofits to all ocean-going commercial vessels. 

Since 2004, ORBCOMM's AIS vessel tracking technology has incorporated high-quality, proprietary data with satellite and terrestrial-based coverage. Its AIS solutions are utilized for diverse applications such as supply chain visibility, maritime safety, surveillance and security, environmental monitoring, regulatory compliance, and more. 

"With the uncertainties surrounding global markets and supply chains, this strategic acquisition underscores our commitment to investing in differentiated data and solutions that can help our customers navigate the volatility," said Whit McGraw, Head of Risk & Valuations Services at S&P Global Market Intelligence. "ORBCOMM's AIS data services business offers cutting-edge technology and coverage that strengthens our energy transition and maritime supply chain offering, giving us ample opportunity to invest in new product innovations."

The financial terms of the transaction were not disclosed. ORBCOMM's AIS data services will be integrated within the S&P Global Market Intelligence division of S&P Global.  

S&P Global also announced it has entered into an agreement to take a strategic equity position in ORBCOMM. The two organizations report they will create a strategic alliance to develop a range of differentiated supply chain data and insight offerings.

In addition to the maritime applications, ORBCOMM offers services dedicated to the overland transport sector as well as heavy industry. The company also offers satellite connectivity services and it is used by government as well as sectors such as natural resources.

The companies said the acquisition, which is subject to customary closing conditions, is expected to close during 2025.