The Antigua and Barbuda Port Authority has marked a groundbreaking new milestone in maritime operations, pulling off the unprecedented simultaneous discharge of five cargo vessels at the Port of St. John’s on June 1. Port officials frame the achievement as clear proof of the enhanced flexibility and efficiency delivered by the country’s recent port infrastructure upgrades. According to General Manager Darwin Telemaque, this historic operation would not have been possible without close, seamless coordination across port staff, customs authorities, shipping agents and a range of other industry stakeholders. “Five cargo ships discharging simultaneously is a remarkable achievement and reflects the coordinated effort of our entire port community,” Telemaque stated in a press briefing following the operation. The simultaneous berthing was made possible by a strategic adaptive adjustment: leveraging unused cruise ship berths at Heritage Quay during the cruise industry’s annual off-season. This creative reallocation of space allowed specialized yacht carriers to dock and commence unloading immediately, while standard container operations continued uninterrupted at the port’s dedicated container terminals. Telemaque explained that this flexible arrangement eliminates the long waiting periods vessels previously faced anchored offshore, when they had to queue for available space at the congested container terminal. The targeted adjustment grew out of direct discussions with Sevenstar Yacht Transport, one of the world’s largest yacht shipping firms. The company had indicated it would increase the number of calls to Antigua and Barbuda if the port could offer expanded berthing flexibility during periods of low cruise traffic. Prior to this new policy, Telemaque noted, yacht carriers were routinely forced to wait one to two days anchored outside the harbor before a berth became available for unloading. “This is one of the creative adjustments we have made to improve service delivery and maximize the use of our existing infrastructure,” Telemaque said of the new berthing strategy. Beyond the single day’s operational achievement, Telemaque emphasized that the successful simultaneous discharge demonstrates the tangible benefits of the port’s ongoing modernization program, and strengthens Antigua and Barbuda’s competitive standing in the Caribbean regional maritime sector. Port Authority data shows the facility already welcomed a record 49 yacht carrier calls in 2025, a figure that dramatically outpaces the historical annual average of roughly 18 visits. Looking forward, official projections indicate annual yacht carrier calls could climb even further, to a range of 70 to 80 vessels in coming years. “We continue to strive, we continue to advance, and we remain committed to improving berth utilization, service quality, and operational efficiency,” Telemaque said. He extended credit to frontline port employees and cross-sector industry partners for their collaborative work to deliver the milestone, framing the achievement as another critical step forward in the country’s goal to establish itself as a leading regional maritime hub in the Caribbean.
分类: business
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DNA-lid Lau: Begroting leunt te zwaar op verwachte olie-inkomsten
As Suriname’s parliament debates the national budget, a ruling party legislator has sounded the alarm over the country’s overreliance on projected offshore oil revenues to stabilize its public finances, warning that current fiscal planning leaves the nation exposed to significant market and operational risks.
Jeffrey Lau, a member of the National Assembly representing the National Party of Suriname (NPS), told lawmakers during budget deliberations that the government’s debt reduction strategy is built on a heavily optimistic foundation that depends entirely on favorable conditions in the global oil market. Under the government’s current plan, the country’s total public debt is projected to fall below the legal threshold of 60% of gross domestic product (GDP) starting in 2029. But Lau stressed that this projection is almost entirely tied to two core assumptions: that new offshore oil production will come online exactly on schedule, and that global crude prices will remain at profitable levels throughout the projection period.
“This projection only holds under the best-case oil scenario. Without those projected oil revenues, the legal debt target will not be met, which makes the entire debt strategy fundamentally vulnerable,” Lau explained to the assembly.
Beyond the overreliance on optimistic projections, Lau also pointed out that the current fiscal framework lacks any contingency planning for downside risks. These risks include sudden drops in global oil prices, a faster-than-expected global energy transition that reduces long-term demand for fossil fuels, or unexpected delays to the development of Suriname’s new offshore oil projects. To address this gap, Lau is calling on the government to develop and publish a formal stress test scenario alongside its baseline budget projections. This exercise would make clear exactly how slower growth, lower revenues, or higher debt would impact public finances, the annual budget, and long-term debt sustainability, he said.
Lau emphasized that Suriname should not count unearned future oil revenues towards its current wealth, and instead must continue pushing forward with structural economic reforms to diversify the national economy beyond the oil and gas sector. A sustainable, healthy budget does not depend on oil revenues alone, he noted: it requires sound, conservative fiscal policy and a broad, diversified economic base that can withstand shocks to any single industry.
While Lau acknowledged that the emergence of a new offshore oil and gas sector represents a major transformative opportunity for Suriname’s economy, he stressed that responsible governance requires preparing for less favorable outcomes. “We cannot only plan for the best-case scenario. We also need to understand how we will respond when setbacks occur. That is what responsible fiscal policy requires,” Lau told the assembly.
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Women in Fisheries Push for Power and Progress
Opening on June 16, 2026 at Old Belize, the second annual Women in Fisheries Forum has kicked off, turning a long-overdue spotlight on the underrecognized women who form a critical backbone of Belize’s coastal blue economy. Co-hosted by the Wildlife Conservation Society and Belize’s National Women in Fisheries Association, the two-day gathering unites working fishers, small business owners, and marine conservation leaders to address the overlapping systemic and environmental challenges that have long sidelined women in the industry, from soaring operational costs and climate-driven ecological shifts to limited access to capital and professional opportunities.
For generations, commercial fishing has been the economic lifeline of Belize’s coastal communities, supporting nearly 20,000 households and contributing millions of dollars annually to the national economy. Yet despite this outsized impact, women remain vastly underrepresented, holding less than 4% of formal industry roles. The forum’s organizers and attendees are working to shift that imbalance, centering conversations that elevate women’s lived experience and push for greater leadership access, expanded market opportunities, and equitable sustainable financing for women across the marine sector.
Paula Jacobs Williams, chair of the National Women in Fisheries Association and a third-generation fisher from Punta Negra, says fishing is embedded in her identity. “I grew up in a fishing community. My mom and dad were fisher folk, and I always tell people I’ve been fishing from inna di belly — when I was pregnant with my children, I was still out fishing, so they didn’t know a life without it,” she shared at the event. Like many women in the industry, Williams has adapted to mounting pressures in recent years: rising fuel costs, shifting fish populations driven by climate change, and new regulatory changes have forced many small-scale fishers to diversify their income streams. Williams and her family have expanded into coastal tourism to supplement their fishing income, allowing her to continue working on the water she has called home her whole life.
Ralna Lamb Lewis, marine conservation director at the Wildlife Conservation Society, explained that outdated cultural perceptions of fishing as a “male-only” industry have created systemic barriers that lock women out of critical resources. “When there’s a widespread perception that only one group belongs in this space, it limits access for everyone else to the resources and opportunities the sector offers,” Lewis said. “Our focus right now is identifying what resources and opportunities exist for women to fully participate in the growing blue economy, and supporting innovative ideas that let them generate sustainable income for themselves, their families, and their whole communities.”
The 2020 national ban on gill nets, implemented to protect vulnerable marine ecosystems, reshaped fishing practices across Belize — but it also created new challenges for small-scale operators. With net fishing restricted, many fishers have shifted to fish traps, increasing competition for limited fishing grounds. Vonetta Dawson, a small-scale fisherwoman from Dangriga, says southern coastal communities have borne the brunt of these new pressures. “Since the net ban, more and more fishers are using traps, so more fishing area is taken up, leaving less space for small operators like me,” Dawson explained. She added that skyrocketing operational costs have made it nearly impossible to earn a living wage: “Gas prices are incredibly high, and a sack of ice costs $20 here, compared to just $5 in other parts of the country. For most of us, it’s hand to mouth — there’s no extra money to reward ourselves after a long day out on the water.”
Despite these persistent challenges, the forum has become a space for collective action and solidarity. As the Belizean fishing industry continues to evolve amid climate and economic change, the country’s fisherwomen are organizing to claim their space, supporting one another, advocating for policy change, and building a more inclusive, sustainable future for the nation’s marine economy.
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Shallow says cruise port deal a ‘no-brainer’
St. Vincent and the Grenadines’ new government has entered into a landmark 30-year concession partnership with Global Ports Holdings (GPH), the world’s largest cruise port operator, to revitalize the aging Kingstown Cruise Terminal and boost the country’s underperforming cruise tourism sector. The partnership, formalized via a signed memorandum of understanding (MoU) by the newly elected New Democratic Party (NDP) administration, will bring a phased total investment of up to EC$255 million into the terminal and national tourism infrastructure over the course of the agreement.
The Kingstown Cruise Terminal, which was originally constructed by the NDP in the late 1990s, has not received any major expansion or comprehensive upgrade in more than 25 years. After the Unity Labour Party took office in 2001 and held power until its election defeat in November 2024, the facility remained the country’s only purpose-built cruise ship pier, falling badly behind competing regional destinations in infrastructure and service quality.
Tourism Minister Kishore Shallow has defended the partnership as an obvious strategic decision given the terminal’s consistent financial drain on public coffers and the country’s strained national budget. Speaking on local radio station Hot 97 FM, Shallow disclosed that the terminal has operated at a net loss for four of the past five years, forcing the government to inject more than EC$15 million in public funds just to keep the facility operational over that period. Only 2023 delivered a small profit, totaling just EC$266,000 — a figure that highlights how little the current publicly run model benefits the public purse, Shallow argued.
Shallow framed the deal as a clear choice between taking on costly new public debt to fund much-needed upgrades, or partnering with a global industry leader that brings both the required capital and specialized expertise to the project. “Do we have the capital now to invest in our port? The answer to that is no. Can we access it as a loan? Yes. Do we want more loan? No. Not for the port, certainly,” he told radio listeners.
Unlike many similar regional public-private partnerships, the St. Vincent and the Grenadines agreement includes two unprecedented provisions that prioritize local stakeholder participation, Shallow noted. Up to 30% of equity in the concession operating company will be reserved for ordinary Vincentian investors, and the arrangement guarantees at least one local representative on the company’s board of directors to permanently protect national interests. A public prospectus detailing revenue streams, fee structures and other key terms of the investment will be released to allow potential local investors to make informed decisions before they commit to buying equity. Any dividends generated by the concession will be distributed to shareholders, with 30% of all profits returning to local investors, Shallow added.
The minister emphasized that the 30-year concession does not equate to selling off the national asset. After the agreement expires, full ownership of the upgraded terminal and all related infrastructure will revert to the government and people of St. Vincent and the Grenadines. “So just imagine you invest 250-something million dollars, and then after that we own the entire thing… They’re not walking with the port when they leave,” he explained.
Beyond upgrading the terminal itself, the partnership is designed to address deep structural gaps that have held back St. Vincent and the Grenadines’ cruise tourism competitiveness. Official data shows that average annual cruise passenger arrivals over the past five years (excluding the COVID-19 pandemic travel shutdown) have hovered around just 230,000, far lower than peer regional destinations. Average per-passenger spending in St. Vincent is only around US$59, the lowest rate across the Caribbean. The current out-of-date infrastructure also means the country cannot accommodate larger, more modern cruise vessels that carry higher-spending tourists, and the country lacks the diversified onshore tourism attractions that draw longer visits and greater spending.
The first phase of the project, which will require an initial investment of more than EC$55 million, focuses on urgent upgrades to the existing terminal, including a full renovation and transformation of the terminal building, improved pedestrian connections between the port and downtown Kingstown, and targeted investment in tourism attractions across all of the country’s islands. Shallow explained that this investment in broader national tourism sites was a key negotiated priority to ensure the partnership delivers widespread benefits across the country, not just at the port itself.
Shallow noted that redirecting the EC$15 million in annual public subsidies that currently prop up the loss-making terminal to core public services would bring immediate benefits to all Vincentians. “Just imagine if we didn’t have to spend that 15 million there, and we could invest that in healthcare, education, [and] improve our roads. That is what is in front of us here,” he said.






