19th April 2025 – 25th April 2025
LOCAL NEWS
1. Meeting with ITF delegation at CUS offices
On Tuesday, 22 April 2025 our Union welcomed a high-level delegation of International Transport Workers' Federation (ITF) at CUS offices. Specifically, the CEO of our Union, Mr Michael Filippou, held a meeting with Mr. Steve Trowsdale, Head Coordinator of ITF Inspectors worldwide, Ms Samantha A’Boe, Head of Systems and ICT and Mr. Charalambos Avgousti, Secretary General of the Federation of Transport, Petroleum and Agriculture Workers Cyprus (FTPAW/SEK).
The discussion was productive and evolved around the growing challenges vessels and seafarers face at ports due to increasingly multifaceted regulations and regional protective measures. Mr. Filippou emphasized that shipping is the core stone of International Trade and Seafarers are the heart of every vessel, rendering their constant training and their well-being onboard a top priority that is deeply rooted in the values of our Members.
Moreover, our Union has played a significant role urging Cyprus Governments, throughout the years, to embrace the importance of Shipping who in turn have achieved to establish a high-quality Flag, featuring among the top in Paris MoU, thus granting Cyprus Flag vessels recognition for their quality in all international ports. Also, our close cooperation with ITF has paid a significant role in achieving these high standards while improving the level of service to our Members and all users of Cyprus Flag.
Mr. Trowsdale fully endorsed the above statement and as head of the inspection unit of ITF commended our Members for their impeccable performance and reaffirmed ITF’s commitment to work closely with our Union in fostering the well-being of the Seafarers onboard, improving their skills and help resolving any labour issue that might occur in any port.
Mr. Filippou closing the meeting sincerely thank the ITF delegation for their ongoing cooperation and for sharing the same values for quality and social responsibility which is essential for the smooth operation of our vessels and the Seafarers who operate them.
INTERNATIONAL NEWS
2. Exceptions to the Port Fees announced by the Trump Administration
Further to our Union’s last week’s report on the announcement of the U.S. Trade Representative (USTR) for the introduction of the new Port Fees Regime for vessels visiting US Ports, several media outlets and law experts are reporting that the rules of the USTR plan include a number of limitations and exemptions.
The list of vessels that are completely exempt from fees include vessels arriving to the US empty or in ballast, some smaller vessels, some specialised vessels, some US-owned vessels, and vessels visiting ports in the continental US on a voyage of less than 2,000 nautical miles. However, these exceptions do not apply to the fees on Chinese owners and operators.
The USTR Notice includes a fees exception for US-owned, Chinese-built vessels - when the US entity owning the vessel is controlled by US persons and is at least 75% beneficially owned by US persons, without providing a definition of what a US person is or what constitutes beneficial ownership.
Under Annex IV, requirements for exports to be carried on US-built vessels apply only to LNG carriers. LNG carriers are exempt from port fees listed in other annexes.
Annex IV’s rules for carrying a percentage of LNG on US-built vessels can be avoided for a further three years "if the vessel owner orders and takes delivery of a US-built vessel of equivalent or greater LNG capacity, measured in cubic feet".
Similarly, fees on foreign-built vehicle carriers (Annex III) and Chinese-built vessels (Annex II) can be avoided for up to three years if the vessel owner orders and takes delivery of a US-built vessel of equal or larger capacity. Only Chinese-owned or operated vessels (Annex I) do not have the option to order a US-built vessel to avoid fees.
In terms of restrictions on the application of fees, for Chinese-owned or operated vessels and Chinese-built vessels, fees are imposed up to five times per vessel per year. Under a related restriction, fees on Chinese-owned or operated vessels and Chinese-built vessels are assessed only once per sailing for vessels delivering cargoes at multiple US ports.
Foreign-built vehicle carriers do not enjoy the same restrictions or limitations on fees, however, and Annex III’s rules on foreign-built vehicle carriers apply to any non-US-built vessel, not just Chinese-built vessels.
With respect to Bulk Carriers, according to the analysis of Watson Farley, the exception from the fees on small Chinese-built vessels applies to vessels with a capacity of equal to or less than: 4,000 Twenty-Foot Equivalent Units (relevant for container ships), 55,000 deadweight tons, or an individual bulk capacity of 80,000 deadweight tons. The reference to “individual bulk capacity” appears to mean that dry bulk carriers with capacity of up to 80,000 deadweight tons are exempt, whereas for other vessels the maximum tonnage capacity appears to be 55,000 deadweight tons.
The Watson Farley analysis refers to the provision on Targeted Coverage (pg. 33 of the Notice), which states that the fees imposed in this Annex do not apply to Chinese-built vessels with a capacity of equal to or less than: 4,000 Twenty-Foot Equivalent Units, 55,000 deadweight tons, or an individual bulk capacity of 80,000 deadweight tons. Therefore, bulkers mostly escape the fees because of exemptions for vessels below 80,000 tonnes of cargo capacity and for those that arrive in ballast.
But that is not the case for bulkers owned and operated by Chinese companies, according to shipbroker Braemar. Those charges start at $50 per net tonne, rising to $140 per net tonne in 2028.
Furthermore, Theodor Gerrard-Anderson, chemical freight analyst at Lighthouse Chartering, specifically stated that most bulk liquid shipowners will not be affected by the USTR’s final plan for port fees on China-linked vessels.
Having the above in mind, please note the following about the effective dates of the fees and the exemptions and special provisions in relation to the Port Fees:
Main Points:
Applicability: The fees apply once per vessel voyage (not per port call), with a limit of five charges annually per vessel.
Effective Dates:
- 17 April – 14 October 2025: No fees for any vessel (180-day grace period).
- 14 October 2025, onward: Fees are phased in annually through 2028.
Fee Eligibility: Primarily targets:
- Vessels built in China;
- Vessels operated or owned by Chinese entities;
- Foreign-built car carriers;
- Foreign-built LNG carriers (starting in 2030).
Fee Schedules (Annex I & II):
For Chinese vessel operators and owners:
- 14 Oct 2025 – $50/net ton;
- 17 Apr 2026 – $80/net ton;
- 17 Apr 2027 – $110/net ton;
- 17 Apr 2028 – $140/net ton;
Or, alternatively: - $120/container in 2025, rising to $250/container by 2028
Fees will be applied per net ton or per container – whichever is higher –.
For car carriers:
- Starting fee: $150 per Car Equivalent Unit (CEU) (from October 2025)
LNG carriers (Annex IV):
- Phase 2 begins in 2030 with a 1% fee, increasing to 15% by 2047
- Operators can obtain a 3-year exemption by ordering a U.S.-built LNG vessel
Exemptions and Special Provisions:
- Vessels under the following thresholds are exempt:
- ≤ 4,000 Twenty-Foot Equivalent Units (TEUs)
- ≤ 55,000 Deadweight Tons (DWT)
- Dry bulk carriers with individual capacity ≤ 80,000 DWT
- Exempt operations include:
- Great Lakes, Caribbean, and U.S. territories
- Bulk exports (e.g., coal, grain, wheat, soybeans)
- Empty vessels arriving at port
As noted in the Watson Farley & Williams analysis, bulk carriers are explicitly exempted when within the outlined capacity thresholds.
Remission Provisions:
Vessel owners who order U.S.-built vessels can apply for fee remission:
- Remission is based on net tonnage parity with the U.S.-built vessel
- If the U.S.-built vessel is not delivered within 3 years, fees become due immediately
Concluding, to determine fee liability for a bulk carrier calling at a U.S. port to load cargo:
- Date: No fees apply before 14 October 2025;
- Origin: If the vessel is not Chinese-built or operated, no fees apply beyond 2025 until 2030;
- Capacity: Bulk carriers ≤ 80,000 DWT are exempt, regardless of origin;
- Cargo Type: Bulk exports like coal, grain, and soybeans are exempt.
Thus, in most cases, bulk carriers calling to load cargo in the U.S. are excluded from the port fees under the current notice.
Related Articles:
301 Ships - Action FRN 4-17.pdf
Watson Farley & Williams 22/04 - US Trade Representative Implements Port Fee Proposal
Riviera 23/04 - News Content Hub - US follows through on port fees plan, with amendments
Splash247 18/04 - US unveils much-anticipated port call fees
BVI News 23/04 - Tropical Shipping announces exemption from Trump tariffs
ICIS 23/04 - US Gulf tanker supply could decrease, rates could rise on new USTR port fees | ICIS
Attachment 1: TradeWinds 23/04 - ‘Shock’ or relief_ Here’s how Trump trade chief’s port fees could impact shipping sectors
3. European Commission strengthens the EU Mandatory Ship Reporting Systems
On the 23rd April 2025, the European Commission has adopted what is being called a crucial measure aiming to enhance maritime safety and environmental protection around the EU’s coasts. The amendment to the Vessel Monitoring Directive (2022/59/EC) introduces a new Delegated Directive that updates both existing and future Mandatory Ship Reporting Systems. The aforementioned amendment now requires all vessels, including those merely passing through EU waters without entering an EU port, to provide insurance information.
This measure, which applies to ships above 300 gt specifically targets the growing concern over the “shadow fleet” transporting sanctioned oil, which has increased maritime accident risks, while aligning EU regulations with international standards.
Director-General for Mobility and Transport, Ms. Magda Kopczyńska, stated: "This is a targeted measure with potentially great impact, enhancing the preparedness of the EU’s coastal States. It reflects the EU's dedication to safer, more secure, and environmentally responsible maritime operations, aligning its regulations with international standards and tackling the challenges associated with hazardous cargo and geopolitical tensions."
Following this legislative change, the European Commission and Member States have submitted a proposal to the International Maritime Organization seeking a minor amendment to several existing Mandatory Ship Reporting Systems (MRS) in and around the European coastal States.
The announcement of change did not specify any planned steps for enforcement actions and penalties for vessels that fail to comply.
Related Articles:
Commission strengthens the EU Mandatory Ship Reporting Systems - European Commission
EU Expands Maritime Reporting Requirements to Combat 'Shadow Fleet' Risks
All ships passing through European waters must now provide proof of insurance - Splash247
EU Aims Crackdown at Shadow Fleet Requiring Filing of Insurance Documents
Attachment 2: TradeWinds 25/04 - EU targets shadow fleet with insurance demand
EU Mandates Insurance Reporting For Ships In Its Waters, Even If They Don’t Dock At Ports
All vessels passing EU waters need to provide insurance info - SAFETY4SEA
4. ILO’s 5th MLC Special Tripartite Committee: Key outcomes
The Fifth Meeting of the Special Tripartite Committee of the Maritime Labour Convention, 2006 (MLC, 2006) took place 7 – 11 April 2025 at the International Labour Organization (ILO) headquarters, Geneva, making significant decisions regarding seafarers’ rights.
The Committee proposes and reviews amendments to the Maritime Labour Convention, 2006. The Special Tripartite Committee, has three distinct sets of membership – the seafarers, the employers and the governments. It allows them to convene and collaborate to improve working arrangements for seafarers globally.
This Committee had a number of proposals to consider and agreed on the following, which are expected to enter into effect in late 2027. They place new requirements and guidance on various parties, including governments, shipowners, and seafarers. The Maritime Labour Convention applies to all commercial vessels undergoing voyages outside their flag jurisdiction or outside the declared sheltered waters of their flag State to which the MLC, 2006 applies. The next STC meeting is expected to be held in April 2028.
Amongst the proposals that were adopted by tripartite consensus at the meeting, the following would be considered the most significant developments made to the MLC:
Designation of seafarers as key workers
Governments, in addition to designating and recognising seafarers as key workers, should also take appropriate measures to facilitate their safe movement when travelling in connection with their employment/work specifically mentioning providing access to shore leave, repatriation, crew changes and medical care ashore.
Shore Leave
Shore leave was introduced to MLC as a new regulation providing amongst others, for seafarers to have shore leave without a visa or special permit and to go ashore without any discrimination and irrespective of the flag state. In addition, public authorities cannot refuse shore leave for reasons of public health, public safety or public order and reasons for refusal of shore leave must be given to the seafarer or master in writing upon request.
Repatriation
Further to the designation of seafarers as key workers, the repatriation regulations were strengthened to incorporate that the normal repatriation of seafarers must be facilitated by governments without discrimination on any grounds and irrespective of the flag state. A new provision was also incorporated to clearly spell out the costs to be borne by the shipowners for such repatriation.
Violence and harassment
New regulations were incorporated for governments (flag states) to ensure that measures are put in place for preventing shipboard violence and harassment which include sexual harassment, bullying and sexual assault, taking into account of the Violence and Harassment Convention, 2019 and requiring shipowners to adopt relevant policies and measures to prevent and address such matters. Governments should also consider having similar measures put in place for recruitment and placement services established in its terrority.
Fair treatment of Seafarers
Governments when carrying out an inquiry into a marine casualty, must take into account of the newly adopted “ILO/IMO guidelines on Fair Treatment of Seafarers detained in connection with alleged crimes”.
The ILO has produced a full text of the amendments adopted.
Related Articles:
BIMCO 24/04 - Maritime Labour Convention – 2025 Amendments
Safety4Sea 24/05 - ILO’s 5th MLC Special Tripartite Committee: Key outcomes
5. US TREASURY REPORT
The US Treasury Report for all actions reported is hereby attached.
Related Article:
Attachment 3: US Treasury Report for week 19/04/2025 – 25/04/2025
6. PIRACY REPORT
The Piracy Report for all actions reported is hereby attached.
Related Article:
Attachment 4: Worldwide Threat to Shipping (WTS) Report, for the period between 26/03/2025 – 23/04/2025
Nothing important to report from IMO and the House of Representatives.