The resources were approved during the 62nd meeting of the fund’s board and include a project submitted by Oceânica Engenharia e Consultoria S.A., which plans to build the vessel at ENAV Reparo Naval Ltda, expanding local shipyard capacity and strengthening service supply for maritime navigation demand.

Ports and Airports Minister Tomé Franca said the projects support more balanced development of Brazil’s shipbuilding sector by expanding activity across different regions. “We are expanding the presence of the shipbuilding industry in different regions, with job creation and strengthening productive capacity,” he said.

Otto Luiz Burlier, Brazil’s national secretary for waterways and navigation, said the investment highlights the role of public policy in regional development. “This investment expands shipbuilding capacity in the South and strengthens service supply for navigation. It is an action that boosts the local economy and creates job opportunities in the region,” he said.

Fund’s role

The Merchant Marine Fund is one of Brazil’s main financing tools for shipbuilding and the waterborne transport sector. In recent years, the fund has increased the volume of approved investments, focusing on fleet modernization, job creation and strengthening national productive capacity.

The fund’s activity helps stimulate regional economies by supporting the shipbuilding supply chain, from shipyards to equipment and service providers, while also boosting employment and income and contributing to workforce training and local development.

The measure is part of the federal government’s policy to strengthen Brazil’s shipbuilding industry, aiming to increase competitiveness and expand the country’s capacity in waterborne transport.

Source: MPOR

Although U.S. President Donald Trump agreed to a two-week ceasefire with Iran, there is ​still no sign that Tehran has lifted its blockade of the strategic waterway, which has disrupted ​global energy supplies and snarled supply chains.

“It’s not yet clear how this ceasefire ⁠will be implemented in the relevant waters,” MOL President and CEO Jotaro Tamura told Reuters in an ​interview. “It must be confirmed that the safety risks are sufficiently low.”

He added the company was also awaiting guidance ​from the Japanese government.

Three of MOL’s tankers – one LNG carrier and two LPG vessels – crossed the strait earlier this month, the first Japan-linked ships to do so since the conflict began. Tamura declined to comment on those crossings but said multiple ​vessels remain in the Gulf.

Tamura, who was promoted to his current roles from April 1, said the ​company has secured enough fuel oil for operations through the end of May.

If the conflict drags on, raw material ‌shortages could ⁠affect manufacturing activity and reduce cargo volumes, he said. Over the longer term, however, the crisis could benefit shipping if companies move to strengthen their supply chain resilience.

“If reassessments occur in the resources and energy sectors, decisions that were previously based on economic rationality during normal times may be deemed rational even ​when uneconomical,” he said, pointing ​to procurement from more ⁠distant locations or at higher costs, or to holding additional inventory that would previously have been seen as an unnecessary expense.

PROFIT FORECAST REVISION

Elliott Investment Management has ​taken a “significant” stake in MOL, pushing the shipping company to improve shareholder ​returns and capital ⁠efficiency.

Tamura declined to comment on discussions with individual shareholders but said that the mid-term management plan announced in March had not been influenced by Elliott’s requests.

Under that plan, MOL forecast pre-tax profit of 200 billion yen ($1.26 billion) ⁠for the ​financial year started this month.

However, Tamura said that the company ​plans to revise its outlook when it announces its annual results later this month. He did not specify whether any revision would ​be upward or downward.

ANP authorities and representatives of the two companies agreed to move ahead with the work after talks launched by ANP President Pablo Genta during an official visit to China in February, the agency said. The trip led to an agreement to maintain an open contract for dredging, which ANP uses as a backup to preserve depths when its own equipment needs reinforcement or is not operational, it said.

The current contract, awarded in 2018 to a consortium formed by SDC and CHEC under International Public Tender No. 20.428, covers maintenance and corrective dredging at the Port of Montevideo and includes up to five campaigns, ANP said.

ANP’s dredging management area said in a final report for its institutional project “Comprehensive Fleet and Dredging Study,” presented last week, that sediment accumulation has exceeded the short-term operational capacity it had anticipated.

Dredging budget 2025-2029

To maintain current depths across all ports managed by ANP, the administration has earmarked a total of $114.917 million for 2025-2029, the agency said.

Planned dredging spending for the 2025-2029 period — including ANP’s own operations and contracted work — is 81.3% higher than the amount planned for 2020-2024 and represents 43.4% of ANP’s total planned investments for the period, it said. The plan includes $62.993 million for dredging with ANP’s own resources and $51.925 million for dredging contracted to third parties.

New survey launch ‘Guyunusa’

ANP said a new launch purchased to conduct bathymetric surveys and support operations in the access channel and the Port of Montevideo will arrive in Uruguay in the coming weeks.

The vessel has been named Guyunusa, in tribute to the Charrúa woman, ANP said.

Strategic framework

Dredging management is a priority for ANP’s current administration, according to its “Strategic Guidelines and Priority Objectives” for 2025-2029.

ANP said it plans to develop and implement a dredging plan for ports and waterways under its jurisdiction, including evaluating the acquisition of equipment and vessels. The plan is to include work needed to reach a 14-meter depth along the full length of the access channel, outer harbor, maneuvering areas and other sections of the Port of Montevideo.

Source: ANP

In practice, the terminal is now allowed to receive and ship cargo to and from other countries, expanding Porto Murtinho’s role in regional logistics, especially in connections with South American trade routes and the Bioceanic Corridor. The authorization is exceptional and temporary, remaining valid only until the full regularization process is completed.

Hidronave took over the terminal after winning an auction held by the Mato Grosso do Sul state government. The area had previously been granted to another company, but that contract was terminated for failure to meet its obligations, leading to the recovery of the asset and a new concession process.

Before the authorization, in February, the port had already been identified by the state government as a strategic asset for the new international transport corridor, with the potential to boost cargo flows and reduce logistics costs between Brazil and neighboring countries. Now, with the provisional clearance, the operation is beginning to move off the drawing board, although still under an emergency framework.

According to Antaq, the authorization was granted because the terminal already meets the technical requirements for operation. Even so, the process for a definitive grant remains under way, and the current operation is still conditional on the completion of that stage.

Source: Campo Grande News

The change applies to Freight All Kinds, cargo bound for Italy and Spain, classified as base ports, as well as other Mediterranean destinations categorized as outports. The new rates will remain in effect until further notice and will be subject to applicable surcharges.

New rates announced by Hapag-Lloyd

The increase underscores the broader trend of tariff adjustments on routes between South America and Europe. The company’s notice, however, did not detail the operational or commercial factors behind the move.

One advantage of presenting the information this way is that it keeps the body of the article from becoming overloaded with figures, while the table absorbs the more technical details.

Source: Hapag-LLoyd

“The series began in May 2025 with the MSC Flora, and in just ten months the Chinese shipbuilder delivered all scheduled units,” consultancy Alphaliner said.

The vessels, designed by Shanghai Merchant Ship Design & Research Institute (SDARI), measure 335.00 meters in length and 45.60 meters in beam (18 rows), with a deadweight of 139,000 tonnes. They have a maximum draft of 16.00 meters and a design draft of 12.50 meters.

The ships are powered by MAN B&W 6G90ME-C10.5-GI-EcoEGR main engines, capable of generating approximately 25,000 kW, enabling speeds of up to 20 knots.

“MSC ordered the ten vessels in mid-2022 at an undisclosed price. The series complements another batch of ten similarly sized containerships designed by CIMC ORIC, currently under construction at Zhoushan Changhong International Shipyard (ZCIS) for MSC,” Alphaliner noted.

The MSC Sabrina has entered service on MSC’s standalone Far East–East Coast South America (ECSA) route, branded as the Carioca service. This weekly loop currently deploys a fleet of 17 vessels, with capacities ranging from 8,800 to 12,200 TEU.

MSC deploys its 11,400 TEU sister vessels across multiple trade lanes, including Mediterranean–Central America, Europe–ECSA, Europe–West Coast South America (WCSA), and Far East–Americas routes.

“The ten vessels form part of a broader series that complements another batch of ten 11,480 TEU LNG-powered units built by Zhoushan Changhong International Shipyard. The final two units of this CIMC ORIC design are scheduled for delivery in April,” Alphaliner concluded.

Source: Portal Portuario

Imabari Hiroshima delivered the ONE Shine, while Imabari Marugame delivered the ONE Simplicity. “These are the ninth and tenth units in a series of 15 sister ships scheduled for delivery to ONE across 2025 and 2026,” the consultancy said.

In its current order book, ONE has 47 container vessels, including 27 ships in the 14,000 TEU compact-NPX class, also conventionally powered. These orders are split between Imabari (5), CSSC Jiangnan (11), and Yangzijiang Shipbuilding (11).

In addition, a series of 16,000 TEU vessels ordered by ONE from Hyundai Heavy Industries will feature dual-fuel LNG capability. However, industry sources indicate that ONE is negotiating up to 22 additional newbuilding orders in the 14,000 TEU and 16,000 TEU segments, Alphaliner said.

The latest vessels have an overall length of 336 meters, a beam of 51 meters (20 container rows across), and a deadweight of approximately 160,000 tonnes, with a draft of 17 meters.

The ships are equipped with MAN B&W 7G95ME-C10-LPSCR main engines, delivering 48,000 kW and enabling speeds of up to 22 knots.

Following delivery, the ONE Shine called at the port of Busan, where it joined the Asia–West Coast South America (WCSA) joint service operated by ONE (ALX3 + AX3), Hapag-Lloyd (TPM + AME1), and Mediterranean Shipping Company (MSC, Aztec), with a fleet of 13 vessels.

The following day, the ONE Simplicity sailed for Shanghai, where it will join the Asia–WCSA joint service operated by ONE (ALX2 + AX2) and MSC (Andes), with a fleet of 15 vessels.

Source: Portal Portuario

The objective is to strengthen inland navigation, ensuring year-round navigability, greater operational safety, and improved logistical efficiency in the region.

The Minister of Ports and Airports, Tomé Franca, stated that the initiative reinforces inland navigation in the region. “The dredging of Lagoa Mirim is essential to ensure greater logistical efficiency, expand integration with neighboring countries, and boost economic development in southern Brazil,” he said.

The measure also strengthens integration between Brazil and Uruguay, facilitates the flow of goods, improves regional supply, and stimulates economic activities such as trade, services, and tourism, contributing to increased competitiveness and balanced economic development in the southern region.

Bidding opened at 10 a.m. this Wednesday in a public session on Compras.gov.br. The proposals will now be analyzed before the winning company is selected.

Why dredging is important

Dredging maintains adequate channel depth, enabling safe vessel navigation and preventing disruptions to waterway transport. With the natural accumulation of sediments, sections of the waterway may lose operational capacity, compromising the regularity and efficiency of navigation.

In southern Brazil, dredging Lagoa Mirim is strategic for logistics, increasing waterway transport capacity, diversifying transport modes, and reducing dependence on more expensive alternatives. With improved navigability conditions, the waterway becomes a more efficient, safe, and sustainable option for transporting cargo and passengers.

Source: MPOR

Meeting in London for its 50th session (23 – 27 March), the Committee approved the IMO Strategy on Maritime Digitalization, aimed at transforming global maritime operations. It emphasizes interoperability, system standardization, data-sharing and effective data governance across organizations and jurisdictions.

The Strategy establishes maritime digitalization as an overarching IMO policy, to be integrated into the Organization’s Strategic Plan and applied across all IMO bodies and processes. This includes engagement with maritime administrations, the shipping industry and seafarers.

The goal is to improve efficiency and reduce administrative burdens by facilitating the sharing, verification and renewal of seafarer credentials, passenger identification and ship certificates. The Strategy also uses data to enhance navigation safety and strengthen ships’ environmental performance, promoting human-centred systems that are resilient to disruptions, cyber threats and environmental challenges.

Following FAL Committee approval, the Strategy will be shared with the IMO’s Legal, Marine Environment, and Maritime Safety Committees for further review before being submitted for adoption to the IMO Assembly’s 35th session in 2027.

Cybersecurity for maritime single windows

As digitalization increases, so do cyber threats that could cause operational, safety, or security failures. To address this, the FAL Committee approved amendments to the Annex of the Convention on Facilitation of International Maritime Traffic, 1965 (FAL Convention). These amendments require Contracting Governments to implement mandatory cybersecurity measures to protect maritime single windows, in line with national legislation.

Maritime Single Windows (MSWs) are one-stop digital platforms established by maritime authorities to facilitate information exchange between ships and government agencies. The amendments aim to protect these systems – which are key to streamlining procedures for arrival, stay and departure at ports – from cyber risks.

The amendments will be submitted for adoption at the next Committee session (FAL 51) in 2027, with expected entry into force on 1 January 2029.

Introduction of API and BRI in maritime transport

The FAL Committee approved amendments to the Annex of the FAL Convention that will allow Contracting Governments to implement Advance Passenger and Crew Information (API) and Booking and Reservation Information (BRI) information in the maritime sector. These measures represent a notable step forward in strengthening the management of crew and passenger information, enhancing both border control processes and operational efficiency.

The amendments will be submitted for adoption at FAL 51 in 2027, with expected entry into force on 1 January 2029.

Source: IMO

In a post on his social media platform, Truth Social, Trump outlined two options “for all countries unable to secure aviation fuel due to disruptions in the Strait of Hormuz, such as the United Kingdom, which refused to take part in actions against Iran.”

First, he said these countries could purchase aviation fuel from the United States. “We have plenty,” he wrote. Alternatively, he suggested that they take control of the strait themselves, without U.S. support, arguing that those nations “were not there to help us.”

“Show courage, go to the strait and simply TAKE it. You will have to learn to fight for yourselves. The U.S. will no longer be there to help you, just as you were not there to help us,” Trump said.

He also stated that Iran “has essentially been decimated” and that “the hard part is over,” urging countries to secure their own oil supplies.

Source: Valor Econômico