why are all cruise workers foreign

What is the Jones Act and how does it impact cruise ships?

You may have heard of the Jones Act in discussions about cruising, piquing your curiosity about what, if any, impact a century-old law has on your cruise. But I bet you haven't heard of the lesser-known Passenger Vessel Services Act, which actually dictates how cruise lines plan itineraries.

If you've ever wondered why cruise ships can't sail from one U.S. port to another without visiting a foreign country, or just like to geek out on the minutiae of legal issues around your favorite vacation type, prepare to have your mind blown about the ramifications of shipping laws on cruise travel.

For cruise news, reviews and tips, sign up for TPG's cruise newsletter

What is the Jones Act?

The Jones Act — which is actually the Merchant Marine Act of 1920 — is a federal statute that requires shipping to U.S. ports to be done by ships that were constructed in the United States, carry an American crew and bear U.S. flags (which requires being registered in the United States). In addition, the law provides protection for the crew members and the environment.

What this means is that foreign-flagged ships — and today virtually all cruise ships are foreign-flagged and registered in other countries — can't cruise between two ports that are located within the contiguous United States as well as some noncontiguous U.S. ports.

The Jones Act was not designed to cover passenger vessels.

The Jones Act was originally enacted as a safety measure as part of an increase to national security after World War I, when the U.S. fleet was destroyed by Germany. It also serves as a protection to the economics of the American maritime industry, since it requires ships to be American made. After major hurricanes, the Jones Act is often temporarily waived in affected areas so relief can arrive from anywhere.

Related: Everything you need to know about hurricane season cruises

The Passenger Vessel Services Act — and how it affects cruises

The related law that has a real effect on the cruise industry — since the cargo of a cruise ship is you — is the Passenger Vessel Services Act (PVSA) of 1886, which is applicable even though it was enacted before the cruise industry existed as we know it.

The law says that if an itinerary begins and ends in a U.S. port, foreign-flagged cruise lines must call on foreign ports of call as well. As a result of these laws, you won't find, for example, itineraries on foreign-flagged ships that sail round-trip from Los Angeles to the Hawaiian Islands or from New York up and down the U.S. East Coast without also stopping in another country (e.g. Mexico or Canada). These rules impact sailings to Canada, the Caribbean, Mexico, Panama Canal, Hawaii and Alaska the most.

Cruise lines create PVSA-compliant itineraries, but sometimes the chaos of travel intervenes. If a passenger disembarks early (perhaps due to a medical emergency) without calling on the foreign port, the line risks getting fined. Cruise travelers who miss the ship are also not allowed to embark in just any port of call. They must board in a place in the itinerary that includes a foreign port as part of the remaining portion of the cruise.

Related: What happens if you miss your cruise

Here's where it gets tricky: A cruise that begins and ends in the same U.S. port will not violate the PVSA if it stops in any foreign port. However, a cruise that begins and ends in different U.S. ports (e.g. a Panama Canal cruise that begins in Fort Lauderdale and ends in Los Angeles) must stop in a distant foreign port to be in compliance.

A distant foreign port is defined as any port outside North America, Central America, Bermuda or the West Indies. South American ports and the Leeward Islands of the Netherland Antilles (Aruba, Bonaire and Curacao) are all considered distant foreign ports. That's why any Panama Canal cruise that sails from Florida to California will include a stop in Cartagena, Colombia, or Aruba.

This distinction often confuses passengers trying to book back-to-back sailings who find their request denied even though each individual sailing meets the PVSA requirements. That's because a back-to-back sailing is still considered one transport vs. two distinct sailings, even though cruisers need to debark their ship between cruises and meet with Customs and Border Patrol for inspection before reboarding.

Try to book a repositioning cruise from Seattle to Vancouver followed immediately by that ship's next cruise from Vancouver to Seward, Alaska, and your request will be flagged and denied. Why? According to the law, the cruise ship has transported you from one U.S. port to another (Seattle to Seward) without stopping in a distant foreign port.

The exceptions: American-flagged ships

American-flagged ships are exempt from the PVSA and can sail itineraries their foreign-flagged counterparts cannot.

Norwegian Cruise Line runs a U.S.-flagged ship — Pride of America — which sails around the Hawaiian Islands round-trip from Honolulu. When this ship (which was only partially built in the United States) launched in 2005, it was the first cruise ship in 50 years to fly the American flag while sailing on an ocean — and the only to sail Hawaii cruises without visiting a non-U.S. port.

There are also cruise ships that are part of smaller lines that are registered in the U.S., including ones operated by Alaska Dream Cruises, Lindblad Expeditions and UnCruise Adventures . They sail itineraries wholly within Alaska or the Hawaiian islands.

Related: Big vs. small cruise ships: Which will I like better?

In addition, several riverboat companies, such as American Queen Voyages and American Cruise Lines, operate U.S.-flagged vessels on American rivers.

So why would most major large-ship cruise lines continue to register their ships in other countries, such as the Bahamas, Panama, Bermuda and Malta? Building ships on U.S. soil is a much more expensive proposition than in the European shipyards that most lines favor. In addition, U.S.-flagged ships are subject to high American taxes and stricter labor laws, environmental codes and consumer protection laws than ships registered in other countries.

Bottom line

The Jones Act and Passenger Vessels Services Act impact how cruise lines plan itineraries. Most of the time cruise travelers can ignore these obscure old maritime laws. However, it's good to know what they are on the rare occasion you have to join a cruise late or disembark early, or when you want to plan back-to-back cruises that begin and end in different ports.

Planning a cruise? Start with these stories:

• The 5 most desirable cabin locations on any cruise ship
• The 8 worst cabin locations on any cruise ship
• A quick guide to the most popular cruise lines
• 21 tips and tricks that will make your cruise go smoothly
• 15 ways cruisers waste money
• 12 best cruises for people who never want to grow up
• What to pack for your first cruise

• Connect with Us
• Like us on Facebook
• Follow us on Twitter

Why Most Cruise Ships are Foreign-Flagged

Until recently, if you decided to take a cruise or work on a cruise ship, it was on a foreign-flagged ship. You may wonder why most cruise ships are foreign-flagged; the answer is simple, yet complicated. Depending upon where you live, and where you're traveling to, you most likely will still travel on a foreign-flagged cruise ship unless the law is changed.

The simple answer to this question is because there is a 1830s law on the books that states that foreign-flagged ships are not supposed to transport passengers from one U.S. port to another without stopping in a foreign country. The law was established to protect U.S.-flagged cruise lines, unfortunately the law is outdated.

The more complicated answer is that there are very few U.S.-flagged cruise ships for a number of reasons, mostly relating to finances. To be classified as a U.S.-flagged ship, and therefore be able to travel between any U.S. ports, there is certain criterion:

• The cruise ship must have been built, or born, in a U.S. shipyard.
• The cruise ship must be staffed by U.S. crewmembers and paid based on U.S. minimum wage laws.
• The cruise ship must be owned by a U.S. company. It must also be registered in the U.S.

Most shipyards don't build cruise ships, although they probably could if they so chose. They build military ships or smaller ships like yachts. Since there are no shipyards building cruise ships, there can be no U.S.-flagged cruise ships.

So, to be able to still give passengers a cruise to remember, and comply with these laws, foreign-flagged cruise lines have been leaving from a U.S. port, traveling to a foreign country like Canada or Mexico for a short visit, and then returning to the original port. This isn't always the best case scenario for those interested in a cruise, however. Some want to go on a short cruise, and these cruises that include foreign ports are often longer than most passengers would like.

So, the U.S.-flagged cruise line industry went the way of the dodo. Foreign-flagged cruise lines found a way to circumvent the laws on the books, and now most cruises are based on foreign-flagged cruise ships.

Norwegian Cruise Line did register a ship in the United States, but it wasn't entirely built here although a few pieces of it were. These pieces were built by American Classic Voyages, but the company went bankrupt and Norwegian Cruise Lines purchased the pieces at a reduced rate. Because of technicalities, and the U.S. government recouping some of the money they subsidized American Classic Voyages, the ships were allowed to be registered in the United States. The main assemblage of the cruise ships were completed in Germany.

Are there other reasons why most cruises are on foreign-flagged ships? Part of the reason is that the market has shifted. South America, East Asia, India, and the Mediterranean markets have opened up. Until, or unless, more cruise lines are built and registered in the United States, it doesn't look like foreign-flagged cruise lines will be changing.

Of course, the main reason, cost of building cruise ships in the United States, will continue to be a deterrent to changing the registration and flagging of ships. Since it doesn't look like the cost of building ships will reduce any time in the near future, it looks like anyone choosing to go on a cruise will do so on foreign-flagged cruise ships.

So how does this affect your cruise ship job search? Well, the major factor is that cruise lines do not have to abide by United States labor laws for their foreign flagged ships that also sail to international ports of call. This means that the cruise lines are free to hire people from just about any country in the world. This is a reason why on certain ships much of the crew is from a variety of countries which adds to the overall experience of working on a cruise line and making friends with people from all over the world.

• Search Thousands of Jobs
• Cruise Industry Career Tips and Proven Strategies to Get Hired!
• Create a Personal Profile
• Use our Advanced Job Search
• Accounting - Finance (233)
• Activities - Fitness (51)
• Administration - Clerical (54)
• Administration - Management (8)
• Advertising - Marketing - PR (121)
• Casino (13)
• Cruise Line - General (651)
• Culinary - Chef - Cook (1,118)
• Deck & Engine (8)
• Engineering (397)
• Entertainment (22)
• Food & Beverage - Restaurant (536)
• Front Desk - Concierge (1)
• Guest Services (147)
• Housekeeping (29)
• HR - Payroll - Training (115)
• IT - Internet (20)
• Landscaping - Grounds (6)
• Mechanic - Maintenance (341)
• Other (243)
• Procurement - Purchasing (28)
• Resort - General (274)
• Retail - Merchandising (24)
• Sales - Reservations (34)
• Salon - Spa (257)
• Security - Surveillance (81)
• Shore Excursion (2)
• Travel - Tourism (23)

clock This article was published more than  2 years ago

Opinion Cruise ships have never been more dangerous for workers

Lissette Marquez worked at a cruise ship on a C-1/D visa. She lives in Mexico City and is a member of the Migrant Defense Committee, an initiative of the Centro de los Derechos del Migrante.

As the pandemic stretches into a third year, it is tempting to want to escape it all and take a vacation. But I’m here to tell you that a cruise should not be your first, second or third option.

Until very recently, the Centers for Disease Control and Prevention was advising against cruise travel , even for the vaccinated. It has now revised the warning , but conditions have not really improved.

As omicron spreads, so have the harrowing stories of outbreaks on cruise ships. The Post has reported that passengers on affected ships have had to deal with hours without water, bare-bones food and testing confusion.

For crew members, the indignities have been worse, even in an industry notorious for its poor treatment of workers. The stories have brought me back to the hellish summer when I worked as a buffet steward on a passenger cruise a few years ago.

I had just graduated from college in Mexico City. As I was looking for my first job, staff at my university encouraged me to apply for what seemed to be the perfect summer opportunity — waiting tables aboard a ship while improving my English and traveling. I connected with a recruiter who introduced me to a California cruise company (I’m not naming it because I fear they will retaliate against me, affecting my employment opportunities). Soon I had a C-1/D temporary work visa and was embarking on my first cruise.

Within the first week of boarding the ship, I knew that the job would be a nightmare. When I applied for the job, the cruise company promised me a wage for a four- to six-hour shift each day. Aboard, the company confiscated my passport and visa. Our managers forced my co-workers and I to work horrendous hours, letting us sleep for only three or four hours each night. Six, on a good night. Instead of the promised wage, the company paid me what amounted to four dollars an hour. And when anyone complained, management bullied them into silence.

The stress of the job was relentless, and soon I felt a deep sense of anxiety. My mental and physical health deteriorated rapidly. For the first time ever, my hair started falling out. And I stopped having regular periods (all of these symptoms went away after I resigned).

Passengers and workers were continuously sick, often with gastrointestinal viruses. And my co-workers and I slept below deck in spaces with recirculated air and no windows. As we worked around the clock to sanitize the dining rooms and living quarters, I understood how dangerous it would be for someone to get very sick. Cruise ships such as the one I worked on do not have hospital equipment such as ventilators. They rarely have enough physicians and nurses to attend to large numbers of sick people. While it’s easy to romanticize these vacations as an “escape,” the staff experience the opposite, stuck in the middle of the ocean with nowhere to go if they get sick or face labor abuse.

As I read story after story of cruise ships with covid-19 outbreaks, I think of the workers aboard those ships — whose conditions, like mine, were unacceptably dangerous even in pre-covid times.

• Opinion | This defiant Ukrainian general has no smile — and surprising remarks on Trump April 17, 2024 Opinion | This defiant Ukrainian general has no smile — and surprising remarks on Trump April 17, 2024
• Opinion | A stunning victory with the shield creates an opening for Israel April 14, 2024 Opinion | A stunning victory with the shield creates an opening for Israel April 14, 2024
• Opinion | I have some better questions for potential Trump jurors April 15, 2024 Opinion | I have some better questions for potential Trump jurors April 15, 2024

• Marketplace
• Marketplace Morning Report
• Marketplace Tech
• Make Me Smart
• This is Uncomfortable
• The Uncertain Hour
• How We Survive
• Financially Inclined
• Million Bazillion
• Marketplace Minute®
• Corner Office from Marketplace

• Latest Stories
• Collections
• Smart Speaker Skills
• Corrections
• Ethics Policy
• Submissions
• Individuals
• Corporate Sponsorship
• Foundations

Why there is only one cruise ship in the world with an all-American crew

Share now on:.

• https://www.marketplace.org/2017/09/29/working-cruise-ship-america-jobs-hiring/ COPY THE LINK

Get the Podcast

• Amazon Music

Hiring Americans and bringing jobs back to the U.S. has been a cornerstone of President Donald Trump’s campaign and presidency. Yet as we previously discussed on Marketplace, Trump is not the only president to advocate for America-first policies. One such policy was the Passenger Vessel Services Act (PVSA), which was signed into law by President Grover Cleveland in 1886.

Under the PVSA, only ships built in the U.S., owned by U.S. companies and staffed with American crew are allowed to ferry passengers from one U.S. Port to another, according to US. Customs and Border Protection . As a result — even today, more than a century later — the law still affects who certain commercial ships, like cruise ships, can hire.

The PVSA is similar to another century-old maritime regulations that made the headlines this week: the Jones Act. The act prohibits foreign built and owned ships from transporting goods domestically similarly to the way that PVSA prohibits the transportation of people. On Thursday, the White House announced that it was temporarily lifting the act’s restrictions for ten days to allow foreign ship to ferry goods from various U.S. ports to Puerto Rico in order to speed up its recovery efforts following Hurricane Maria.

While the Jones Act has protected the domestic shipping and shipbuilding industries from international competition, the PSVA does not seem to have done the same for the cruise industry. An op-ed published earlier this year in the Los Angeles Times argued that instead of protecting U.S. jobs, the PVSA actually ruined American cruises and cost American jobs .

“Often, to avoid falling afoul of the PVSA or being forced to travel in the wrong direction to satisfy it, cruise ships simply skip U.S. ports altogether,” it read. “Most cruises to Alaska depart from Vancouver, skipping Seattle. Many cruises to Hawaii depart from Ensenada, rather than San Diego.”

In fact, the op-ed points out, the Pride of America — owned by Norwegian Cruise Line — is the “only passenger vessel in the entire world that has permission to sail between U.S. ports.” If a foreign operated ship were to transport passengers from one U.S. port to another, it would be required to pay a fine of $300 per passenger. Since most cruise ships have hundreds or even thousands of passengers, that fine can add up very fast.

In order to ferry passengers to a number of different ports in the Hawaii Islands, the Pride of America sails under a U.S. flag. As such, it has to have a crew that consists only of U.S. citizens and U.S. permanent residents.

“What makes it very unique is that it is an exclusively U.S. workforce on board that ship,” explained Brian Perez, a manager of fleet recruitment at NCL, which owns 15 ships and is in the process of building another. “So we travel throughout the country doing domestic recruitment. Whereas for the other ships in our brands, we do international recruitment in the global market.”

While in the U.S. cruise jobs can be an exotic novelty, overseas they are often a norm and in high demand with each job listing receiving as many as 100 applicants, according to Michael McGarry , senior vice president of government relations and public affairs at ‎Cruise Lines International Association.

When it comes to U.S. candidates, most often their experience of being on a ship has been as a passenger, said Perez. At a recent recruiting event in Washington, D.C., just one of the candidates had prior experience working on a ship while four others had attended cruise in the past as passengers.

Perez was in D.C. to find potential employees to join the crew on the Pride of America. The ship is like a small city. In addition to more than 2,000 passengers there are about 949 employees. “Think of them as 949 roommates,” said Perez.

Overall, the cruise industry hires hundreds of thousands of people. The Cruise Lines International Association represents 98 percent of the global cruise industry. Its members employ more than 200,000 people around the world. However, the Pride of America is the only one with an all American crew.

Because of its unique status, unlike many other cruise ships that may take passengers all around different ports in different countries, the Pride of America remains in the Hawaiian Islands year round.

Stories You Might Like

Puerto Rico needs food, water and fuel. Can lifting shipping restrictions help?

Cruise ships, eager to sail, offer free trial voyages

Cruise lines could offer free trial voyages to test safety

Smoother sailing this winter for the cruise industry.

You can take a luxury cruise through the Arctic. Thanks climate change!

Will vaccine passports become a new reality in the U.S.?

There’s a lot happening in the world.  Through it all, Marketplace is here for you.  

You rely on Marketplace to break down the world’s events and tell you how it affects you in a fact-based, approachable way. We rely on your financial support to keep making that possible.  

Your donation today powers the independent journalism that you rely on . For just $5/month, you can help sustain Marketplace so we can keep reporting on the things that matter to you.  

Also Included in

• Cruise ships
• President Donald Trump

Latest Episodes From Our Shows

What is the bitcoin "halving"?

What can the dot-com bubble teach us about the future of AI?

The promise of a miracle cure

Workers who built Baltimore's Key Bridge reflect on its reach in their lives

Basics of Cruise Ship Crew Visas for the US

I didn’t have to worry too much about visas for a good chunk of my life. Most of my international travel was to Europe and borders were pretty freely open to US citizens. Travel to the Caribbean or Mexico was the same and I remained ignorant of the massive complexities of visas around the world. There are far more visas than I can talk about here, so for today we are going to talk about the basics of cruise ship crew visas for the US that non-US crew will end up needing and/or dealing with.

When I was working on cruise ships, specifically ones that went in and out of the United States and/or transited the United States I was largely exempt from dealing with these visa restrictions as I had a US passport that covered it. If you weren’t from the US there were a couple extra things you had to deal with. Here are the basics:

Disclosure: This is meant for general informational purposes only. I am not an attorney. This is not intended to offer guidance and/or act as any form of advice for those seeking to work on cruise ships and/or US visas to work on cruise ships. If you have a contract that will require you to enter the United States please contact either your employment agency or cruise company for information regarding your visa requirements and procedures. More information can also be found on the travel.state.gov website.

Flying Into the US

Crew members can come and go into the US on their appropriate visas. In fact, these types of visas are currently in the exempt category under the Presidential Proclamations restricting travel.

A C-1/D visa is a combination visa that both allows the transit into the United States to the cruise ship from the airport as well as to work on the ship. This visa goes into your passport and is usually issued for ten years. This particular combination visa is the most need to know of the basics of cruise ship crew member visas for the US. It is absolutely essential for non-US crew members looking to work on a cruise ship coming and going from the United States. These visas aren’t specific to cruise ship crew and work for other jobs, such as airline personnel, for crew member and transiting purposes. The transit visa portion is the “C-1” part of the nomenclature, and the “D” part is the crewmember visa .

Now, the part that specifically complicates my life is which visa you enter the United States on matters. For instance, if my husband comes to the United States to see my family and enters on an ESTA (Electronic System for Travel Authorization) , which is the most basic way to visit the US as a tourist, if he then needs to join a ship that was in US waters he would have to leave the United States to then re-enter on his C-1/D visa. Luckily I am from Vermont, and so in normal non-COVID times we can do a short drive to the airport in Montreal for him to fly out of.

There is a section that could cause some confusion: “Crewmember (D) visas are nonimmigrant visas for persons working on board commercial sea vessels or international airlines in the United States, providing services required for normal operation and intending to depart the United States on the same vessel or any other vessel within 29 days.” ( from travel.state.gov website ) This could make you think there was some leeway with when you joined the vessel versus when you landed in the United States, but it also states in the Travel purposes not permitted section : “A foreign citizen whose layover in the United States is for a primary purpose other than to transit, for example to visit friends or sightsee”. My understanding of this is for instance if you work for an airline and you flew in but your next flight wasn’t for a few days you would be covered.

Getting Off the Ship In the US

I was watching a popular cruise YouTube channel the other day when a former crew member said that he (as a US citizen) would go ashore in US ports to buy things for crew members that weren’t allowed to disembark. It’s possible that the ship he was on might have had a poor history of people abandoning their passport and ship and entering the US illegally (this does happen, although I never saw it happen as much as he insinuated) and thus Customs and Border Patrol might have put increased restrictions on it. It’s also possible that he wasn’t familiar with the various additional paperwork and procedures that might limit someone’s ability to go ashore in US ports.

No, in this case I am not talking about the interstate, nor the very busy crew hallway. I am instead talking about a Crewman’s Landing Permit. For a non-US crew member this is a physical piece of paper that you get that you both need to be able to go ashore and have to have with you while ashore in US ports. You also can’t go ashore in US ports until you have it and Customs and Border Patrol people typically only issue it at one port each cruise (most often a home port) or in the case of cruises out of a place like Vancouver, likely in Juneau.

What does all that mean? Well, say you join a cruise ship in San Diego, the ship then sails out to Hawaii, four sea days out, four or five days on the islands, and then four or so days back. Before heading to San Diego it will likely stop in a place like Ensenada, Mexico because of The Jones Act .

When the ship arrives back in San Diego first thing in the morning all newly embarked crew will meet with a Customs and Border Control Agent. (This includes US citizens.) They will check your passports and various visas. If you aren’t from the United States then you will be issued an I-95 landing permit. At this point you are now legal to get off the ship to go ashore in the United States. Yay!

Yes, that means that if you aren’t from the United States and you join a ship in the US you will likely go one cruise where you cannot disembark and visit the US ports on that cruise. So, that above mentioned Hawaii cruise? Why yes, you would be on the ship, looking in the distance at the beaches thinking to yourself, “doesn’t that look nice”.

Doing Work-Like Things Ashore

There have been a few times while working onboard that my value as a US citizen was helpful. This isn’t a situation where there are any particular visas to get but rather simply interesting anecdotes.

The first and most notable was one year when the ship I was on visited Sitka, Alaska. In Sitka at the time there wasn’t a dock and we had to tender in. When you tender there needs to be people at the dock to tie the tenders off. This had previously been done by the longshoreman that work for the company; however, none of them were US citizens. While I don’t remember the exact specifics of why – something to do with the local unions in Sitka – the longshoreman for the company were no longer allowed to tie off the boats. The company could either use the local longshoreman or crew members that were legally allowed to work in the US. Enter me, full khakis, safety shoes, safety vest, and rain suit on several very rainy days acting as a longshoreman. Why yes, I got paid extra, and why yes, it was most definitely worth it.

Did you know that if the ship needs certain supplies ashore (that aren’t purchased through the usual means), that they will send a US crew member or Green Card holder ashore to get it? That’s because sometimes making purchases ashore is considered work and thus if someone not legal to work in the United States makes the purchase it could be against US labor and immigration laws. Read: doing work in the United States without the proper visa. Go figure.

It’s Not Just the United States

It is most certainly not just the United States that have various visa requirements and restrictions for crew members. However, as (during normal times) there is such a large cruise industry in the United States and so many crew members are affected by this I thought this would be a great one to shed light on. Also, maybe inform that YouTuber why some crew members can’t get off the ship every week in New York. Hopefully you’ve learned a bit about the basics of cruise ship crew visas for the US.

More questions about crew life, what to expect, and what you need? Take a look at our page all about what it’s like working on a cruise ship .

Join Our Mailing List!

A once a week email with the latest posts and exclusive updates. 

Similar Posts

Cruise Ship Crew Romance: Dating on a Cruise Ship

Romance at sea. Watching the sun set over the ocean. The band lightly playing in the background as you watch the sky turn from blue to gold and into stars and shimmering moonlight. It’s a formal night and you are both dressed up. You just came from dinner where you had escargot and lobster. You…

The Little Things All Add Up

I came back to the cabin today after going to Zumba and our room steward had been there to tidy the room. The sheets had been changed, our bed was made, we had fresh towels, the floor was vacuumed, there were fresh hand towels, wash clothes, and a new role of toilet paper. As I…

Falling in Love at Sea: “Happily Ever After”

In this week’s installment of Falling in Love at Sea we are going to talk about what happens next. The “Happily Ever After” and answer the age-old question, “do cruise ship couples ever get married?” If you missed the first couple of weeks we had Dating On A Cruise Ship, taking a look at what…

It’s Not All Fun and Games

There is a lot to be thankful for. I’m thankful that my family is healthy and that Stuart and I are in the same place during this craziness. I am thankful that we have food to eat and a roof over our heads. I am thankful that we’re able to pay our bills and are…

It’s So Empty…

The other day I was sitting with a couple people (socially distanced, of course), when Stuart’s boss looks around and goes, “Where is everyone?” He wasn’t meaning that other people were meant to join us, but rather than at some point our ship got really empty. We knew there were less and less people onboard….

Testing, Typhoons, and Tenders: Manila Update

Alright, alright. I promised an update this week, and an update it shall be. We are still at anchor off of Manila in the Philippines. There are still lots of ships here with more joining our ranks daily. According to www.cruisemapper.com there are currently 23 ships here with more on their way. The first few…

Leave a Reply Cancel reply

Why Do Most US Cruises Have to Stop in a Foreign Port?

By: Author Carrie Ann Karstunen

Posted on Published: July 1, 2020  - Last updated: February 1, 2022

Have you ever wanted to take a cruise that only visits ports in the United States? Unless you’re traveling with a small-ship cruise line, you’re likely out of luck. A nineteenth-century law (the PVSA) aimed at protecting US interests is the reason why.

The Passenger Vessel Services Act of 1886 (or PVSA) prohibits foreign-flagged ships from transporting passengers directly from one US port to another.

However (with only one exception) , all of the large cruise ships operating in US waters are flagged in other countries, even though several major cruise lines are based in the United States.

Although the Passenger Vessel Services Act was meant to protect and promote domestic shipbuilding, most cruise ships today are built overseas, usually in Italy, Finland, or Germany.

Because of the prevalence of foreign-flagged ships serving United States ports, most cruises from the United States have to make a stop in a foreign port on each sailing.

What is the Passenger Vessel Services Act (PVSA)?

The Passenger Vessel Services Act of 1886 is a piece of US legislation relating to cabotage. Cabotage is the transport of goods or passengers between two places in one country by a transport operator from a different country. 

Basically, the PVSA prohibits foreign ships over five tons from carrying passengers from one US port to another without stopping at a foreign port. The law applies to ships traveling in US coastal waters as well as rivers and lakes.

The PVSA, as it was originally written, stated that “No foreign vessels shall transport passengers between ports or places in the United States, either directly or by way of a foreign port, under a penalty of $200 for each passenger so transported and landed.”

That penalty has also increased to $798, which is assessed per passenger, not per ship. With many cruise ships transporting thousands of passengers, that could add up to a hefty bill!

US Customs and Border Protection interprets the PVSA, monitors violations of the law, and collects the fines.

Why was the Passenger Vessel Services Act signed into law?

As the complete title of the Passenger Vessel Services Act states, it was created as “an Act to abolish certain fees for official services to American vessels, and to amend the laws relating to shipping commissioners, seamen, and owners of vessels, and for other purposes.”

I can’t speak to the mysterious “other purposes” referenced in the above quote, but essentially the PVSA was signed into law during the Cleveland administration to protect and promote both domestic shipbuilding and the US transportation industry.

This piece of protectionist legislation was written to make sure that foreign companies weren’t able to take over passenger transportation in US waters. The law was supposed to protect jobs by ensuring that only US-owned companies operating US-flagged ships with US crew would be able to transport passengers around the US.

You can read the complete text of the PVSA, including all updates and addenda, on the U.S. Customs and Border Protection’s website .

Isn’t the law actually called the Jones Act?

You’ll often hear that foreign cruise ships traveling between US ports also have to visit a foreign port because of the Jones Act. However, this is inaccurate. Even some cruise lines cite the Jones Act as the reason why their ships need to stop in a foreign port. Nope! The Jones Act is an unrelated law affecting freight traffic.

The Merchant Marine Act of 1920, also known as the Jones Act, is a federal statute enacted to develop and support a merchant marine. It was considered necessary to bolster commercial activity, as well as to create a naval auxiliary in case of war or national emergency.

The Jones Act requires shipping of goods between US ports to be conducted by US-flagged ships.

If you’d like to read the complete text of the Jones Act (just as a warning, it’s 22 pages of legalese, if you print it out) you’ll see that it in no way pertains to cruise ship passengers or cruise ship itineraries.

What rules do cruise lines need to follow to avoid violating the Passenger Vessel Services Act?

Foreign-flagged ships only need to follow PVSA rules if the itinerary begins and ends at a US port. Cruises that begin or end in another country don’t have to abide by these regulations. This is because those itineraries aren’t essentially transporting passengers from one US port to another. They can visit more than one US port, as long as they begin or end in another country. I know, the PVSA can be incredibly confusing!

However, there are basically just two rules that cruise lines operating foreign-flagged ships in US waters need to follow.

1. A cruise itinerary must include a stop at a foreign port if it visits another US port during the voyage

Any foreign-flagged cruise itinerary that begins and ends in the US and visits more than one US port needs to visit a foreign port during the voyage. Since “cruises to nowhere” on foreign-registered ships were outlawed in 2016, this includes all cruises that begin and end in the US!

This is why Alaska cruises from Seattle make a short stop at Victoria, BC, and cruises between California ports and Hawai’i make a stop at Ensenada, Mexico.

2. A cruise itinerary must include a stop at a distant foreign port if it embarks at one US port and disembarks at a different US port

Closed-loop cruises, or itineraries that begin and end at the same port, can stop at any foreign port to satisfy the PVSA. But itineraries that begin in one US port and end in another, like a Panama Canal full transit from coast-to-coast, are required to make a stop at a distant cruise port.

This excludes any ports located in North America, with a few exceptions. So, ports in Canada, Mexico, Bermuda, Central American countries, and most West Indies islands are not distant foreign ports.

Often called the ABC islands, Aruba, Bonaire, and Curaçao are West Indies islands, but are considered distant foreign ports by US Customs and Border Protection.

Part of the Leeward Islands of the Netherlands Antilles, the ABC islands are geologically part of South America, unlike most Caribbean islands. However, so is the island nation of Trinidad and Tobago, which strangely is not considered a distant foreign port despite also being the southernmost island country in the Caribbean.

Cartagena, Columbia is another popular choice for cruise itineraries that need to stop at a distant foreign port. Due to its location on the Caribbean Sea, this South American port is a popular stop on Panama Canal cruises.

Exceptions to the PVSA rules

The PVSA doesn’t apply to cruise ports in the US territories of American Samoa, the Northern Mariana Islands, or the U.S. Virgin Islands.

It also doesn’t apply when transporting passengers between a port in Puerto Rico and another port in the US. After the passage of the Puerto Rico Passenger Ship Act in 1984, ships have also been exempt from the PVSA restriction on transporting passengers between ports in Puerto Rico.

What scenarios do cruise passengers need to watch out for to avoid a PVSA fine?

Cruise lines want to avoid hefty PVSA fines, so they carefully create itineraries that follow the law. Sometimes a cruise ship can’t dock at a foreign port because of bad weather, so the Captain is forced to violate the PVSA. US Customs and Border Protection may or may not waive the fine, depending on the situation.

This violation wouldn’t be the fault of the passengers, so the cruise line would be responsible for any assessed fines. But if you’re at fault for violating the PVSA, the cruise line will pass the fines along to you. Or they’ll just deny your itinerary if it would be a violation.

As a passenger, you usually won’t need to worry about a PVSA violation, unless you choose not to complete the entire itinerary on certain types of cruises. Or, if you try to book back-to-back cruises that would create an itinerary that’s in violation of the law. Here are some examples.

Disembarking at another US port on a closed-loop cruise

Closed-loop cruises from the US (itineraries that begin and end in the same port) require you stop at any foreign port. But if you visit a second US port and you choose to break the closed loop, that’s a violation of the PVSA. Here are some examples.

Let’s say you’re on a short cruise out of Los Angeles, stopping at California’s Catalina Island and Ensenada, Mexico before returning to LA. While on Catalina Island, you learn that an emergency situation has come up and you need to return home right away by helicopter.

Because you’ve been transported by a foreign-flagged ship to another US port without visiting a distant foreign port, it’s a violation of the PVSA.

Or, you leave from Miami on a Bahamas cruise that stops in Key West before returning to Miami. Although it sounds like a fun idea, you can’t disembark the ship a day early in Key West and skip returning to the original port.

The same rule applies here. Although you visited a foreign port in the Bahamas, it’s not considered a distant foreign port. Because you’d be disembarking at a different US port, this would be a violation of the PVSA.

Missing the beginning of a closed-loop cruise

Let’s say you’re booked on a closed-loop cruise from Boston that stops at Portland, ME as its first port-of-call. The cruise continues on to a few Canadian ports before returning to the US and finishing up in Boston.

However, your flight is delayed, and you can’t make it to Boston in time for embarkation. Can you just fly to Portland to catch up with the cruise ship?

This would be a violation of the PVSA because you’re not stopping at a distant foreign port. Since it wouldn’t be considered a closed-loop cruise for you, the cruise line would be fined if they let you on in Portland (then they’d pass the fine along to you).

What should you do if you find yourself in this situation? Hopefully you were smart and purchased travel insurance to cover your trip! But if you really want to meet up with your ship, reach out to the cruise line and let them know what happened before you book a new flight. They might allow you to join the cruise, but if they do they’ll almost certainly pass the PVSA fine along to you.

Or, you could meet the ship at its first Canadian stop. That itinerary would have you embarking at a port outside the US, so it wouldn’t trigger a violation.

Certain back-to-back cruises could create a violation

Even though back-to-back cruises are made up of separate sailings, US Customs and Border Protection sees them as a single itinerary for a passenger. Although cruise lines will usually prevent passengers from booking itineraries that violate the PVSA, it’s possible that one could slip through the cracks.

If the cruise line doesn’t notice the violation until after you’ve booked, you may be denied boarding.

An example of a back-to-back that would violate the PVSA:

You’re booked on a repositioning cruise from Miami to Québec City. You also want to book the next sailing on that same ship, a New England and Maritimes cruise that ends in New York. This would be a violation, because the same ship would be transporting you from Miami to New York without a stop at a distant foreign port.

What happens if a cruise line violates the Passenger Vessel Services Act?

Cruise lines want to avoid violating the PVSA. Fines for the thousands of passengers on a large ship can cost a cruise line millions of dollars! But sometimes rough weather conditions, an unexpected port closure, or other unforeseeable events make it impossible for a ship to stop at a planned foreign port.

The Captain is expected to make a reasonable effort to stop at a different foreign port if possible. If this proves to be impossible, US Customs and Border Patrol has the authority to waive or reduce penalties if the offense wasn’t willfully committed.

What ships are allowed to cruise between US ports without stopping at a foreign port?

US-flagged cruise ships embarking from ports in the United States are able to visit other US ports without stopping at a foreign port. But, the ship and crew must meet certain criteria to be registered in the United States.

For a ship to be flagged in the US, these restrictions need to be followed:

• A US company must own the ship
• The ship must have been built in the United States
• The crew must consist only of US citizens and permanent residents authorized to work in the US

Although many major cruise lines are headquartered in the US, if their ships are foreign-flagged, those ships need to follow the rules set out in the PVSA.

Pride of America

Norwegian Cruise Line’s Pride of America is the only large cruise ship in the world that sails only in Hawai’i. NCL operates year-round seven-day cruises that begin and end in the US state, not visiting any foreign locations. It’s allowed to do this because it’s a US-flagged ship.

Pride of America has a predominantly US crew, and the ship was partially built in the United States (construction was started in Mississippi, but completed in Germany). The US government granted a special exemption to allow the mostly German-built ship to have United States registry.

US-flagged small-ship cruises

There are several US cruise lines that operate small ships within the United States. Companies including American Cruise Lines, UnCruise Adventures , and Alaskan Dream Cruises all have US ships and crew. Their US-flagged ships are permitted to operate in US waters without having to visit a foreign port.

Controversy around the Passenger Vessel Services Act

The PVSA and its impact on the cruise industry has been a controversial topic for decades. In 1998, the topic was the subject of a hearing in the U.S. House of Representatives .

Those who wanted the PVSA to remain in place said that the law is essential to protect cruise lines operating US-flagged ships, especially those with small ships that sail domestic routes. Allowing foreign-flagged ships that aren’t required to pay US minimum wage could force those cruise lines out of business.

Advocates for repealing the law argued that the PVSA has led to a loss of ships, a loss of jobs for US crew and dock workers, and has dramatically increased the cost of domestic cruising for American citizens. Abolishing the PVSA would increase trade in the US cruise industry and help local economies.

In 2011, a bill was introduced in the House proposing to amend Title 46 of the US Code to allow the operation of foreign-flagged cruise ships to operate in United States waters without having to abide by the PVSA’s restrictions. The bill didn’t pass, but the PVSA still remains a controversial topic among politicians, the cruise industry, and cruise fans.

What do you think about the effect of the Passenger Vessel Services Act on cruising? Should the PVSA be abolished, left in place, or modified? Do you have any questions about the PVSA? Let me know in the comments below!

Liked this post? Pin it for later!

• Recent Posts

• Azamara Room Service – Everything You Need to Know - March 19, 2024
• Carnival Corporation Unveils New Solar Park at Amber Cove - March 8, 2024
• Royal Caribbean Anthem of the Seas Cruise Compass – 7 Days Bahamas + Perfect Day 2024 - March 7, 2024

Related posts:

Robert Ford

Wednesday 10th of March 2021

We absolutely hate the PVSA! We live in Southern California and love to travel to the Northwest and Alaska. But the PVSA has prevented us from connecting back-to-back cruises, like Seattle to Alaska with Seattle to Los Angeles. We love to stop in Vancouver BC, but the PVSA stops us from doing those back to back.

Friday 12th of March 2021

Hi Robert! I agree it's ridiculous that we can't do certain B2B cruises because of an old law put into place before the cruise industry existed. I hope the PVSA will be done away with for cruise travel - or at least ignored like so many other outdated laws.

Cameron C. Cook

Tuesday 9th of February 2021

I think an exception to the PVSA should be made now that Canada has banned all ships through 2021. This has effectively shut down cruises to, and from, Alaska, and the New England cruises that regularly make ports of call in Canada.

If not a permanent change, then a temporary until Canada relaxes it's Covid restrictions.

Wednesday 10th of February 2021

Hi Cameron, I agree completely. I think the PVSA makes zero sense for modern cruise travel! I hope it will change - even temporarily like you mentioned. Thanks for the comment!

Please wait while your request is being verified...

Are Most Cruise Ships Registered Under Foreign Flags?

The economic strain of the covid-19 pandemic prompted some to point fingers at companies perceived to be skirting the rules., david mikkelson, published march 23, 2020.

About this rating

Snopes is still fighting an “infodemic” of rumors and misinformation surrounding the COVID-19 pandemic, and you can help. Find out what we've learned and how to inoculate yourself against COVID-19 misinformation. Read the latest fact checks about the vaccines. Submit any questionable rumors and “advice” you encounter. Become a Founding Member to help us hire more fact-checkers. And, please, follow the CDC or WHO for guidance on protecting your community from the disease.

As the COVID-19 coronavirus disease pandemic of March 2020 threatened to shut down businesses across America for an extended period of time, the U.S. government faced the difficult task of deciding which industries should be provided economic assistance to keep them afloat for the duration. Public sentiment in some quarters was strongly against government bailouts for businesses such as airlines and cruise companies, on the grounds that over the last several years many of the major operators had spent billions of dollars in profits buying up their own stock rather than paying down their debts. In USA Today, John M. Griffin and James M. Griffin wrote:

Start with the airlines. Rather than using their profits from the past five years to pay off debts and save for a rainy day, the big four — American, United, Delta and Southwest — instead grew their combined liabilities to $166 billion, all while spending $39 billion on share repurchases. That number, which is only from the big four, is almost 80% of what they’re asking for now from U.S. taxpayers. Similarly, the three largest Cruise companies -- Carnival, Norwegian, and Royal Caribbean -- have liabilities of $47.5 billion and engaged in share repurchases of $8 billion. Had these companies paid down liabilities instead of using stock repurchases to bid up their stock prices, they would have been far better prepared to weather this emergency. Of course, higher share prices made their stock options more valuable. This allowed top airlines executives to pay themselves $666 million in compensation over the five-year period. The top cruise executives managed to haul in $448 million. Now, taxpayers are unwillingly being called upon to bail out their profligate behavior.

A widely circulated meme on social media offered another reason why cruise lines were supposedly unworthy of government bailouts -- because although they might be headquartered in the U.S., their ships were foreign-flagged in order to put them out of reach of U.S. law:

That nearly every major cruise line registers their ships somewhere outside the U.S. is hardly a disputable point. As a 2011 news report noted, only a single major cruise ship at the time was U.S.-flagged:

[O]nly one major cruise ship -- NCL America's Pride of America -- is registered in the United States, according to data from CyberCruises.com. Most of the big boats fly Bahamian flags, but other popular registries include Panama, Bermuda, Italy, Malta and the Netherlands. In fact, according to Cruise Lines International Association, 90% of commercial vessels calling on U.S. ports fly foreign flags.

The three cruise lines called out by name in the meme -- Disney, Celebrity, and Carnival -- do indeed engage in this practice. It's not difficult to verify that Disney cruise ships are registered in the Bahamas , Celebrity ships in Malta , and Carnival ships in Panama . Of course, the cruise industry and their critics offer differing reasons for why cruise ships are flagged in countries other than the U.S., with the former asserting that:

CLIA [Cruise Lines International Association] maintains there are reasons for such policies: "There are many factors that determine where a cruise ship -- or for that matter, any maritime vessel -- is flagged. Those determinations are made by individual cruise lines and other ship operators based on varying factors including the capabilities of the flag to deliver the services needed; representation and reputation of the flag in the international shipping community; the performance of the flag state, which dictates how a ship is prioritized by port states; the pool of seafarers able to meet the needs of the flag; and the flag's fees/charges and taxes," the association said by e-mail. This can be viewed as a robust free-market debate. Some maintain burdensome U.S. regulations have forced cruise operators to plant their flags elsewhere, while others say these corporations are seeking to attract American dollars while skirting American safety and consumer protection laws.

On the other hand, an academic paper by Caitlin E. Burke of the University of Florida about "Legal Issues Relevant to Cruise Ships" made no bones of observing that reflagging of ships had long been used as a means of avoiding U.S. federal taxes, labor and safety laws, environmental laws, lawsuits, criminal investigations, and other regulations:

Aside from the majority revenue generated by U.S. passengers, cruise lines are independent of the U.S. economy. Even though nearly 75 percent of passengers are U.S. citizens, “cruise line corporations and their ships are not traditionally American-owned or registered ...” (Tomlinson, 2007) Cruise line companies are not concerned about increasing minimum wage, rising insurance premiums, or higher corporate taxes. Cruise lines escape federal taxes and labor laws by registering their corporations and vessels in foreign countries [such as] Panama, Liberia, and the Bahamas. In fact, employees of cruise lines are often mistreated due to lackadaisical labor laws. Worst of all, employees will find little to no recourse pursuing litigation. Likewise, a U.S. citizen passenger faces the same predicament. A vessel’s country of registration is commonly referred to as the "flag of convenience" (FOC). Flagging a ship under a foreign flag for the convenience of the cruise line is nothing new, nor is it rare. The majority of cruise ships today are registered to Panama, Liberia, or the Bahamas. It is important to pay close attention as many vessels within the same fleet are often registered to different countries. Carnival Corporation, for example, has flagged their cruise vessel Celebration under Panama and Destiny under the Bahamas. Cruise lines often avoid drawing attention to the FOC of by using the term "headquartered in Miami, Florida." It is important to understand that while the majority of these cruise lines have their headquarters in Miami, they are not registered in the U.S. Thus, U.S. laws do not apply and passengers are at the mercy of maritime law.

That the practice of ship-reflagging is common and regular is undeniable. Whether cruise lines headquartered in the U.S. but operating ships registered in foreign countries "deserve" government bailouts in a time of pandemic is a subjective issue with no definitive answer, but certainly some critics have argued that they do not:

Even in a crisis, companies with prudent balance sheets will survive and in time, thrive. Despite what politicians might tell you, the airplanes and ships of imprudent companies are physical property that will not suddenly disappear. They will fly or sail again under the same or different name, but hopefully with cheaper prices, better service and different executives. Like a college student sleeping off a hangover, a crisis is a time to sober up by removing debt from the system. It’s not time for another drink.

McGee, Bill.   "What Every Cruiser Should Know Before They Book."     USA Today .   26 April 2011.

McGee, Bill.   "Why Are Cruise Ships Registered in Foreign Countries?"     USA Today .   11 December 2012.

van Doorn, Philip.   "Airlines and Boeing Want a Bailout — But Look How Much They’ve Spent on Stock Buybacks."     MarketWatch .   22 March 2020.

Griffin, John M. and James M. Griffin.   "Coronavirus Bailout for Airlines and Cruise lines Is Socialism for the Undeserving Rich."     USA Today .   20 March 2020.

Burke, Caitlin E.   "A Qualitative Study of Victimization and Legal Issues Relevant to Cruise Ships."     Accessed 23 March 2020.

By David Mikkelson

David Mikkelson founded the site now known as snopes.com back in 1994.

Winter is here! Check out the winter wonderlands at these 5 amazing winter destinations in Montana

• Plan Your Trip

Why Are Cruise Ships Registered In Other Countries

Published: January 4, 2024

by Rona Lowder

• Travel Essentials & Accessories

Introduction

When envisioning a luxurious cruise ship sailing through the seas, one might imagine it proudly flying the flag of its home country. However, the reality is often quite different. Many cruise ships are registered in countries that they don’t call home. This practice, known as “flags of convenience,” has become increasingly prevalent in the cruise industry. But why are cruise ships registered in other countries?

Historically, cruise ship registration has been tied to the maritime traditions of a vessel’s home country. The ship’s registered flag represents its nationality and is a symbol of its compliance with that country’s regulations. In the past, cruise ships were predominantly registered in countries like the United States or the United Kingdom, which had strong maritime traditions and industry regulations. However, over time, the cruise industry has seen a shift towards registering ships in other nations.

There are several reasons why cruise ship companies opt to register their vessels in foreign countries. One of the main advantages is the potential for cost savings. Registering a ship in a different country can lead to lower taxes, reduced regulations, and decreased operational costs. This enables cruise companies to maximize their profits and offer competitive pricing to passengers.

Additionally, registering in certain countries allows cruise ship operators to take advantage of more lenient labor laws. This includes lower minimum wage requirements, fewer worker protection regulations, and looser restrictions on working hours. Consequently, cruise companies can employ crew members from countries with lower labor costs and fewer labor rights, further reducing their expenditure.

Another crucial factor in choosing to register in a foreign country is the ease of regulatory compliance. Some countries have less stringent safety and environmental regulations compared to others. By registering ships in these countries, cruise companies can potentially avoid certain costly requirements and inspections, streamlining their operations without compromising passenger safety.

Historical Background of Cruise Ship Registration

The concept of cruise ship registration and the association with a particular flag dates back to the early days of maritime trade. Historically, ships were registered in their home countries, a practice that represented their nationality and ensured compliance with national regulations.

In the early 20th century, countries like the United States, the United Kingdom, and Germany dominated the cruise ship industry. Cruise ships from these nations would proudly fly their respective flags, reflecting their heritage. Being registered in these countries often meant adherence to strict safety and labor standards, ensuring a high level of passenger protection.

However, as the cruise industry expanded and globalization took hold, new opportunities emerged for shipowners to seek registration in foreign countries. This practice gained prominence in the mid-20th century, mainly driven by economic considerations.

Countries such as Panama , Liberia, and the Bahamas became popular destinations for cruise ship registration. These nations offered favorable tax structures, reduced regulations, and more flexible labor laws. Shipowners realized the potential for significant cost savings by registering their vessels under these so-called “flags of convenience.”

Panama, in particular, emerged as a leading flag of convenience for cruise ships. The Panama Ship Registry was established in 1917 and quickly gained popularity due to its favorable tax policies and streamlined registration process. Today, a significant number of cruise ships fly the Panamanian flag.

Another notable flag of convenience option is Liberia. The Liberian registry, established in 1948, offers similar advantages to shipowners, including lower taxes, minimal restrictions, and simplified procedures. Many well-known cruise lines have chosen to register their vessels under the Liberian flag.

The Bahamas is also a popular choice for cruise ship registration due to its tourist-friendly reputation and flexible regulations. The country’s attractive tax incentives and simplified registration process have made it an appealing option for cruise companies.

While the use of flags of convenience has brought certain benefits to cruise ship operators, it has also sparked debates regarding labor rights, safety standards, and accountability. Critics argue that registering ships in countries with lax regulations undermines the protection of workers and passengers, potentially compromising safety and the overall reputation of the cruise industry.

Advantages of Registering Cruise Ships in Other Countries

Registering cruise ships in other countries, often referred to as flags of convenience, offers several advantages for cruise ship operators. These advantages contribute to cost savings, regulatory flexibility, and operational efficiency. Here are some key benefits of this practice:

• Tax benefits: Registering a cruise ship in a foreign country with favorable tax policies can result in significant cost savings for operators. Countries like Panama, Liberia, and the Bahamas offer attractive tax incentives, allowing cruise lines to reduce their tax burden and allocate resources to other areas of their business.
• Lower operational costs: Flags of convenience often come with minimal regulations, allowing cruise companies to streamline their operations and reduce costs. For example, some countries have fewer crew certification requirements, which can save time and training expenses. Additionally, labor costs may be lower in these countries, enabling operators to employ crew members from regions with lower wage expectations.
• Flexible labor laws: Registering a cruise ship in a foreign country with lenient labor laws can provide advantages in terms of crew employment. These countries may have lower minimum wage requirements and fewer regulations related to working hours, creating cost savings for the operator. While this can be controversial due to potential exploitation concerns, it remains an attractive aspect for cruise ship companies.
• Simplified regulatory compliance: Some countries with flags of convenience have less stringent safety and environmental regulations compared to traditional maritime nations. This can reduce the regulatory burden for cruise operators and streamline compliance efforts. While it is paramount to ensure the safety of passengers and crew, operators may find it advantageous to operate under more relaxed regulatory frameworks.
• Operational flexibility: Flags of convenience can enable cruise ship companies to operate in international waters more efficiently. The registration process in these countries is often streamlined and responsive, allowing operators to quickly adapt to changing market conditions or seek new business opportunities. This flexibility can be vital in a dynamic and competitive industry.

It is important to note that while these advantages can benefit cruise ship operators, they can also give rise to concerns regarding labor rights, safety standards, and accountability. The trade-offs between cost savings and ethical considerations remain a subject of ongoing debate within the industry.

Flags of Convenience: Explaining the Phenomenon

Flags of convenience refer to the practice of registering ships in countries other than their home countries. In the context of cruise ships, this practice allows operators to fly the flag of a country that offers favorable regulatory, economic, and operational conditions. This phenomenon became prevalent in the shipping industry during the mid-20th century and has since gained significant attention.

One of the primary reasons behind the use of flags of convenience is cost-saving. By registering a cruise ship in a country with lower taxes and reduced regulations, operators can significantly decrease their financial burdens. Countries, such as Panama, Liberia, and the Bahamas, offer attractive tax incentives and favorable business environments, making them popular choices for cruise ship registration.

Another contributing factor to this phenomenon is the flexibility in labor laws. Countries with flags of convenience often have more relaxed labor requirements, including lower minimum wage thresholds and fewer worker protection regulations. This allows cruise operators to employ crew members from countries with lower labor costs, reducing their operational expenses.

The simplified regulatory framework is another allure of flags of convenience. Some countries with favorable ship registries have less stringent safety and environmental regulations compared to traditional maritime nations. While ensuring passenger safety is paramount, cruise operators may find it advantageous to operate under a regulatory regime that is more lenient and less restrictive.

Additionally, the registration process itself is often streamlined and efficient in countries that offer flags of convenience. This allows cruise operators to quickly obtain the necessary documentation and permits, enabling them to respond swiftly to market demands or changes in operational requirements.

However, the use of flags of convenience has sparked significant debates and controversies. Critics argue that this practice can compromise labor rights and create an environment where crew members may face exploitation or subpar working conditions. There are concerns about reduced safety standards and limited accountability when ships are registered in countries with weaker regulations.

Furthermore, flags of convenience can impact the visibility and reputation of the cruise industry as a whole. Passengers may have concerns about the safety and quality of a cruise ship registered under a flag of convenience, as it may be viewed as a way for operators to sidestep regulations and cut corners.

Overall, while the use of flags of convenience in the cruise industry has its advantages, it also raises important ethical and regulatory questions. Striking a balance between cost savings and the well-being of crew members, passenger safety, and regulatory compliance remains a significant challenge that requires ongoing scrutiny and discussion.

Economic and Legal Implications of Registering Cruise Ships Abroad

Registering cruise ships abroad, under flags of convenience, carries various economic and legal implications for both the cruise ship operators and the countries involved. While there are advantages to this practice, it also raises concerns and considerations that impact the industry and stakeholders. Here are the key economic and legal implications of registering cruise ships abroad:

Economic Implications:

• Cost-saving opportunities: Registering cruise ships in countries with relaxed regulations and favorable tax policies allows operators to significantly reduce costs. Lower taxes, minimal regulatory requirements, and reduced labor expenses can contribute to higher profit margins for cruise companies.
• Competitive pricing: By taking advantage of cost-saving opportunities, cruise operators can offer more competitive pricing to attract a larger customer base. Lower operational costs can translate into lower ticket prices, making cruising a more accessible vacation option for many travelers.
• Employment impacts: The use of flags of convenience can have both positive and negative impacts on employment. On one hand, it enables cruise operators to tap into a global labor market, employing crew members from countries with lower labor costs. On the other hand, concerns arise regarding fair wages, working conditions, and crew welfare.
• Economic contribution to host countries: While cruise ships may be registered abroad, they still contribute to the economies of their destination countries. These vessels bring in tourism revenue, stimulate local businesses, and create employment opportunities in port cities.

Legal Implications:

• Jurisdictional complexities: Registering cruise ships in foreign countries can lead to jurisdictional complexities and challenges when it comes to legal matters. In the event of accidents, crimes, or disputes onboard, determining the appropriate legal jurisdiction and applying relevant laws can be complex and time-consuming.
• Consumer protection: Flags of convenience may impact consumer protection measures and passengers’ rights. Different countries may have varying regulations and standards when it comes to safety, security, and passenger compensation. This can lead to inconsistencies in the level of protection for cruise ship passengers.
• Environmental regulations: Flags of convenience can result in environmental implications due to variations in environmental regulations across different countries. Some countries with flags of convenience may have less stringent environmental standards, which can impact the sustainability of the cruise industry.
• Enforcement challenges: Registering ships abroad can pose challenges for enforcement authorities tasked with ensuring compliance with international regulations. Coordinating inspections, flag state control, and maintaining consistent safety and environmental standards becomes more complex, potentially leading to gaps in oversight and enforcement.

Understanding and addressing these economic and legal implications are crucial for ensuring the sustainability and responsible growth of the cruise industry. Balancing cost-saving opportunities with ethical considerations, passenger protection, and environmental sustainability will require collaboration and ongoing dialogue between cruise operators, regulatory bodies, and industry stakeholders.

Controversies and Criticisms Surrounding Cruise Ship Registration

Cruise ship registration practices, particularly the use of flags of convenience, have attracted significant controversies and criticisms over the years. While this practice offers economic advantages for cruise operators, it also raises concerns regarding labor rights, safety standards, and accountability. Here are some of the key controversies and criticisms surrounding cruise ship registration:

• Labor Exploitation: One of the primary criticisms is the potential for labor exploitation. Flags of convenience allow cruise operators to employ crew members from countries with lower labor costs and fewer labor protections. Critics argue that this can lead to substandard working conditions, unfair wages, and overall exploitation of the crew.
• Safety and Security: Flags of convenience raise concerns about safety and security standards onboard cruise ships. Registering ships in countries with less stringent safety regulations may compromise passenger safety. There have been instances of accidents, fires, and other incidents where the enforcement of safety measures has been questionable.
• Regulatory Arbitrage: Critics argue that cruise operators use flags of convenience to engage in regulatory arbitrage, exploiting loopholes and lax regulations to avoid certain requirements and oversight. This can hinder effective regulation and oversight, potentially jeopardizing the overall safety and accountability of the industry.
• Impacted Communities: The use of flags of convenience can have mixed impacts on local communities. While cruise ships contribute to the local economy through tourism, they often operate in a manner that minimizes financial contributions to the communities they visit. Some argue that the economic benefits of cruise tourism are not fairly distributed, leaving local communities with minimal benefits and potential negative environmental and social impacts.
• Environmental Concerns: The environmental impact of cruise ships is a significant concern. Flags of convenience can be associated with weaker environmental regulations, resulting in pollution, improper waste disposal, and damage to marine ecosystems. This has led to criticisms regarding the sustainability practices and responsibility of cruise operators in protecting the environment.
• Public Perception: The use of flags of convenience and the controversies surrounding them have had an impact on public perception of the cruise industry. Some potential passengers might view ships registered under flags of convenience as an indication of lower safety standards or unfair labor practices. This can lead to reputational damage and loss of trust in the industry.

The controversies and criticisms surrounding cruise ship registration highlight the need for increased transparency, stronger regulations, and ethical practices within the industry. Striking a balance between cost-saving measures and the well-being of crew members, passenger safety, environmental sustainability, and community engagement is vital to address these concerns and ensure a responsible and accountable cruise industry.

Environmental Impact of Cruise Ship Registration Practices

The environmental impact of cruise ship operations is a growing concern, and cruise ship registration practices, including the use of flags of convenience, can have significant implications on the environment. While cruise ships offer a luxurious and enjoyable vacation experience, their operations can contribute to pollution, waste generation, and damage to marine ecosystems. Here are some key environmental impacts associated with cruise ship registration practices:

• Pollution: Cruise ships emit significant amounts of air pollutants, including sulfur oxides and nitrogen oxides, which contribute to air pollution and climate change. The use of flags of convenience may result in weaker or less strictly enforced environmental regulations, leading to higher emissions and the exacerbation of air quality issues in port cities and pristine coastal areas.
• Wastewater Discharge: Cruise ships generate large volumes of wastewater, including sewage and graywater. The discharge of untreated or inadequately treated wastewater can pollute marine environments, harming aquatic organisms and contributing to water degradation. Stricter regulations and enforcement are necessary to ensure proper treatment and responsible discharge practices.
• Ballast Water: Cruise ships, like other vessels, use ballast water to maintain stability. However, the discharge of ballast water, which can contain non-native species, poses a significant threat to marine ecosystems by introducing invasive species. International regulations, such as the Ballast Water Management Convention, aim to address this issue, but strong compliance and enforcement remain essential.
• Solid Waste: Cruise ships generate a substantial amount of solid waste, including packaging materials, food waste, and other disposable items. The responsible management and disposal of solid waste are crucial to prevent marine pollution and protect sensitive coastal areas and habitats.
• Energy Consumption: Cruise ships consume significant amounts of energy, primarily from fossil fuel sources. The carbon dioxide emissions resulting from this energy consumption contribute to climate change. Efforts to improve energy efficiency, transition to cleaner fuels, and invest in renewable energy technologies can help mitigate the environmental impact of cruise ship operations.
• Environmental Awareness: The environmental impact of cruise ships has garnered public attention, and there is growing awareness and demand for sustainable and responsible practices. Cruise companies are increasingly adopting environmentally friendly initiatives, including the use of advanced wastewater treatment systems, efficient waste management practices, and investments in clean technologies.

It is important for the cruise industry, regulatory bodies, and governments to collaborate in ensuring the implementation and enforcement of stringent environmental regulations. Stricter controls on emissions, improved waste management practices, and the promotion of sustainable technologies are necessary to minimize the environmental footprint of cruise ship operations. Additionally, raising public awareness and encouraging responsible tourism practices can contribute to a more sustainable and environmentally conscious cruise industry.

Future Outlook: Possible Changes in Cruise Ship Registration Policies

The use of flags of convenience in cruise ship registration has been a controversial practice, raising concerns about labor rights, safety standards, and environmental impact. As the cruise industry evolves and stakeholders increasingly prioritize sustainability and responsible practices, there is a growing possibility of changes in cruise ship registration policies. Here are some potential future developments in cruise ship registration:

• Tighter Regulation and Oversight: There may be an increase in international and regional regulations surrounding cruise ship registration to ensure higher standards of safety, labor rights, and environmental protection. Stricter enforcement and increased accountability for cruise operators may be put in place to mitigate the negative impacts associated with flags of convenience.
• Enhanced Environmental Policies: To address the environmental concerns related to cruise ship operations, regulatory bodies may implement more stringent environmental policies. This could include setting stricter emissions limits, enforcing ballast water management protocols, and encouraging the use of advanced waste management systems. Governments and organizations may also incentivize greener technologies and fuels, such as LNG or electric propulsion, to reduce the carbon footprint of the cruise industry.
• Transparency and Corporate Social Responsibility: Increasing public scrutiny and demand for transparency will likely lead to higher expectations for cruise operators to demonstrate their commitment to responsible practices. Cruise companies may proactively disclose information about their registration practices, labor conditions, environmental performance, and community engagement initiatives to enhance their corporate social responsibility efforts.
• Industry Collaboration: To address the growing concerns surrounding flags of convenience, industry associations, regulatory bodies, and cruise operators may collaborate to establish voluntary codes of conduct or industry-wide standards. This collaboration could focus on issues like fair labor practices, safety regulations, and environmental sustainability, aiming to promote responsible cruise ship operations and improve the overall reputation of the industry.
• Increased Public Awareness: As consumers become more conscious of the impacts of their choices, public awareness campaigns and educational initiatives may arise to inform passengers about the implications of cruise ship registration practices. This awareness could impact consumer decisions, encouraging them to support cruise lines that prioritize responsible registration practices and sustainable operations.

The future outlook for cruise ship registration policies is likely to be shaped by a combination of regulatory measures, industry initiatives, and changing consumer preferences. The cruise industry has the potential to adapt and implement changes that address the concerns associated with flags of convenience, fostering a more sustainable, accountable, and socially responsible cruise sector.

The practice of registering cruise ships in other countries, known as flags of convenience, has become a prevalent and controversial aspect of the cruise industry. While this practice offers advantages such as cost savings, regulatory flexibility, and operational efficiency, it also raises concerns and criticisms regarding labor rights, safety standards, and environmental impact.

The historical background of cruise ship registration demonstrates a shift from traditional maritime nations to countries with more favorable tax policies and relaxed regulations. Panama, Liberia, and the Bahamas have emerged as popular choices for cruise ship registration under flags of convenience.

Advantages of registering cruise ships abroad include tax benefits, lower operational costs, flexible labor laws, simplified regulatory compliance, and operational flexibility. However, these advantages must be weighed against the potential for labor exploitation, compromised safety and security, and environmental implications.

The controversies and criticisms surrounding cruise ship registration practices underscore the need for increased transparency, stronger regulations, and ethical practices within the industry. Striking a balance between cost-saving measures and the well-being of crew members, passenger safety, environmental sustainability, and community engagement is crucial.

The future outlook for cruise ship registration policies may see tighter regulation and oversight, enhanced environmental policies, increased transparency and corporate social responsibility, industry collaboration, and heightened public awareness. These changes aim to address the concerns and mitigate the negative impacts associated with flags of convenience.

A responsible and accountable cruise industry requires the concerted efforts of cruise operators, regulatory bodies, governments, and consumers. By promoting sustainable practices, prioritizing safety and labor rights, and safeguarding the environment, the cruise industry can evolve to meet the expectations of a socially and environmentally conscious world.

• Privacy Overview
• Strictly Necessary Cookies

This website uses cookies so that we can provide you with the best user experience possible. Cookie information is stored in your browser and performs functions such as recognising you when you return to our website and helping our team to understand which sections of the website you find most interesting and useful.

Strictly Necessary Cookie should be enabled at all times so that we can save your preferences for cookie settings.

If you disable this cookie, we will not be able to save your preferences. This means that every time you visit this website you will need to enable or disable cookies again.

Why are cruise ships registered in foreign countries?

Most American travelers have multiple options when it comes to securing their rights if something goes wrong with a trip. You can file complaints with consumer organizations and trade associations. Contact regulatory agencies and attorneys general. And even litigate through the court system (though the airline industry's "federal preemption" limits your rights via state and local judiciaries).

But when it comes to a cruise industry that does not fly American flags on its ships, addressing problems can be more daunting—and often unsatisfying.

Foreign flags, domestic problems

As I reported last year , only one major cruise ship—NCL America's Pride of America—is registered in the United States, according to data from CyberCruises.com. Most of the big boats fly Bahamian flags, but other popular registries include Panama, Bermuda, Italy, Malta and the Netherlands. In fact, according to Cruise Lines International Association, 90% of commercial vessels calling on U.S. ports fly foreign flags .

CLIA maintains there are reasons for such policies: "There are many factors that determine where a cruise ship—or for that matter, any maritime vessel—is flagged. Those determinations are made by individual cruise lines and other ship operators based on varying factors including the capabilities of the flag to deliver the services needed; representation and reputation of the flag in the international shipping community; the performance of the flag state, which dictates how a ship is prioritized by port states; the pool of seafarers able to meet the needs of the flag; and the flag's fees/charges and taxes," the association said by e-mail.

This can be viewed as a robust free-market debate. Some maintain burdensome U.S. regulations have forced cruise operators to plant their flags elsewhere, while others say these corporations are seeking to attract American dollars while skirting American safety and consumer protection laws.

You can read a detailed analysis of this debate from Caitlin E. Burke of the University of Florida, in her paper " A Qualitative Study of Victimization and Legal Issues Relevant to Cruise Ships ." She notes the "flags of convenience" trend dates back to Prohibition: "Cruise lines have been circumventing U.S. statutes and regulations since as early as the 1920s." She also cites a legal journal report on ship registry practices: "By opting to re-flag in a new nation, a vessel owner becomes subject to the safety, labor and environmental codes of that nation. Thus, those nations whose open registries have become the most popular also tend to be those who possess the most lax labor, safety and environmental codes." Burke's summation is that "the legal rights and remedies of U.S. passengers are greatly inhibited."

This is a fact that even the Federal Maritime Commission acknowledges: "It is important to know that the Commission has no authority over: passenger line vessel operations, safety issues, amenities onboard vessels or fare levels."

Asserting your rights

That said, you still retain some basic consumer rights if you book through U.S.-based travel agencies or tour operators and/or use a U.S.-issued charge card. But be warned that you may not be completely satisfied with dispute resolution, particularly if it involves vouchers for a future sailing.

Linda Burbank, who writes this section's Traveler's Aide column, has often addressed readers' concerns about cruising. She warns travelers seeking redress that "with cruise lines, refunds are rare; a credit is more likely."

CLIA asserts that, "U.S. consumers have extensive legal remedies in the event they need to file a claim," but it notes that "for claims against cruise lines based in foreign nations and that offer cruises that do not stop at U.S. ports, foreign laws may apply and claims may be resolved abroad."

If you need more information before making a booking decision, or guidance on a consumer problem, here's a list of key resources that can provide assistance:

• The Better Business Bureau has reviewed many cruise lines and cruise travel agencies, and those records can be viewed online .
• The American Society of Travel Agents offers advice on filing and pursuing travel complaints , both during and after your trip. ASTA also offers specific tips on cruising with " How to Book and Board ."
• The Federal Maritime Commission has issued a Notice to Cruise Passengers that details the role of the FMC.
• The Centers for Disease Control and Prevention's Vessel Sanitation Program provides advice for travelers and inspection scores of cruise ships.
• The U.S. Coast Guard's Cruise Ship National Center of Expertise details all the relevant federal regulations. In addition, the USCG's Marine Safety Center provides oversight on ship safety "subject to U.S. laws."
• The Federal Trade Commission provides information on its investigations into cruise lines' trade practices .
• You also may want to consult the National Association of Cruise Oriented Agencies .
• The leading travel insurance companies can offer assistance as well. It's important to note if a cruise line you are considering booking is included on an insurance "black list," since this could indicate serious concerns about financial stability or even safety.
• Cruise Lines International Association provides historical perspective on the international maritime industry.
• For those pursuing justice for victims of crime onboard cruise ships, the International Cruise Victims Association provides a wealth of resources.
• British citizens have the added advantage of working through the U.K.-based Passenger Shipping Association , which provides dispute conciliation service, provided the cruise line in question is a PSA member, though many major lines are covered.
• Finally, always remember to purchase travel with a charge card, for protection under the Fair Credit Billing Act , since it states "federal law limits your responsibility for unauthorized charges to $50."

Let us know

Have you had difficulty in resolving a complaint against a cruise line? We'd like to hear about it at [email protected].

Bill McGee, a contributing editor to Consumer Reports and the former editor of Consumer Reports Travel Letter, is an FAA-licensed aircraft dispatcher who worked in airline operations and management for several years. Tell him what you think of his latest column by sending him an e-mail at USATODAY.com at [email protected] . Include your name, hometown and daytime phone number, and he may use your feedback in a future column .

• Election 2024
• Entertainment
• Newsletters
• Photography
• Personal Finance
• AP Investigations
• AP Buyline Personal Finance
• AP Buyline Shopping
• Press Releases
• Israel-Hamas War
• Russia-Ukraine War
• Global elections
• Asia Pacific
• Latin America
• Middle East
• Election Results
• Delegate Tracker
• AP & Elections
• Auto Racing
• 2024 Paris Olympic Games
• Movie reviews
• Book reviews
• Personal finance
• Financial Markets
• Business Highlights
• Financial wellness
• Artificial Intelligence
• Social Media

The shadow war between Iran and Israel has been exposed. What happens next?

Iran’s state TV released video it said showed the moment a missile and drone attack against Israel started late on Saturday.

Iran’s top military commanders on Sunday claimed the missile and drone attacks on Israel were more successful than expected and that the operation was over.

A cleric chants slogans during an anti-Israeli gathering in front of the British Embassy in Tehran, Iran, early Sunday, April 14, 2024. Iran launched its first direct military attack against Israel on Saturday. (AP Photo/Vahid Salemi)

• Copy Link copied

Follow AP’s live updates on Iran’s attack against Israel .

BEIRUT (AP) — Iran’s unprecedented attack on Israel early Sunday marked a change in approach for Tehran, which had relied on proxies across the Middle East since the start of the Israel-Hamas war in October. All eyes are now on whether Israel chooses to take further military action, while Washington seeks diplomatic measures instead to ease regional tensions.

Iran says the attack was in response to an airstrike widely blamed on Israel that destroyed what Iran says were consular offices in Syria and killed two generals with its paramilitary Revolutionary Guard earlier this month.

Israel said almost all the over 300 drones and missiles launched overnight by Iran were shot down by its anti-missile defense system , backed by the U.S. and Britain. The sole reported casualty was a wounded girl in southern Israel, and a missile struck an Israeli airbase, causing light damage.

Still, the chief of Iran’s Revolutionary Guard called the operation successful.

What to know

• Iran had been threatening to attack Israel after an airstrike earlier this month that was widely blamed on Israel destroyed Iran’s consulate in Syria.
• Iran has managed to strike a balance between retaliating publicly and avoiding provoking further Israeli military action leading to a much wider conflict.
• But Analysts say Iran sent a message that it would be willing to escalate in its shadow war with Israel.
• President Joe Biden convened the G7 on Sunday to coordinate a rebuke to Iran and to prevent a wider regional escalation.

Iran has managed to strike a balance between retaliating publicly for the strike in Damascus and avoiding provoking further Israeli military action at least initially, which could lead to a much wider conflict, said Mona Yacoubian, vice president of the Middle East and North Africa center at the U.S. Institute of Peace.

“Both (Iran and Israel) are able at this point to claim victory and step down off the precipice, particularly since there were no Israeli civilians killed,” Yacoubian said.

The world was still waiting, however, for the result of an Israeli War Cabinet meeting on Sunday. Israeli hard-liners have pushed for a response, but others have suggested restraint, saying Israel should focus on strengthening budding ties with Arab partners.

“We will build a regional coalition and collect the price from Iran, in the way and at the time that suits us,” said Benny Gantz, a member of the War Cabinet.

Analysts say Iran sent a message that it would be willing to escalate and change its rules of engagement in its shadow war with Israel.

“It’s a warning shot, saying that if Israel breaks the rules, there are consequences,” said Magnus Ranstorp, strategic adviser at the Swedish Defense University.

Iran’s attack has further stoked fears of the war in Gaza causing regional havoc.

But Iran maintains that it does not seek all-out war across the region. Foreign Minister Hossein Amirabdollahian said in a post on X, formerly Twitter, that Iran has “no intention of continuing defensive operations” at this point unless it is attacked.

Iran stressed that it targeted Israeli facilities involved in the Damascus attack, not civilians or “economic areas.”

After Israel began its offensive in Gaza against Hamas, Iran-backed groups were involved militarily while Tehran sat on the sidelines. Lebanon’s Hezbollah group fired rockets into northern Israel. Yemen’s Houthi rebels attacked Western ships on the Red Sea. An umbrella group of Iran-backed Iraqi militias attacked U.S. military positions in Iraq and Syria.

Now, Tehran is “willing to up the ante” without relying on proxies, said the director of the Carnegie Middle East Center, Maha Yahya.

Still, Iran only went so far.

“They gave enough warning that this was coming, and I think they knew that they (the drones and missiles) would be brought down before they reached Israeli territory,” Yahya said.

She also noted that the recent mounting pressure on Israel over its conduct in Gaza has now shifted to deescalating regional tensions instead.

Yacoubian says Washington has a critical role to play in avoiding further escalations.

Israel taking further military action does not seem popular among its allies including the United States, said Eldad Shavit, who heads the Israel-U.S. Research Program at Israeli think tank the Institute for National Security Studies.

White House national security spokesman John Kirby told NBC that President Joe Biden does not want an escalation in the regional conflict or a “wider war” with Iran, and is “working on the diplomatic side of this personally.”

Urgent meetings of the G7 — the informal gathering of industrialized countries that includes the United States, United Kingdom, and France — and the U.N. Security Council were being held Sunday.

G7 meeting participants in a statement unanimously condemned Iran’s attack, saying “we stand ready to take further measures now and in response to further destabilizing initiatives.”

Associated Press writers Josef Federman in Jerusalem, Abby Sewell in Beirut, Amir Vahdat in Tehran and Thomas Adamson in Paris contributed to this report.

I worked on cruises for 3 years. Here are 6 things I'd never do on board.

• I used to work on cruises. After many days at sea, there are things I'd never do on a cruise .
• I never wear my room key around my neck and try to avoid misnaming the ship.
• I never buy the drink package or pay for meal upgrades in the main dining room.

I've sailed around the world as a cruise-ship employee , and now I enjoy cruising as a passenger.

I love the salty sea air, waking up in a new country, and lazy days by the pool, but a week at sea could get more complicated this year with cruises predicted to be in high demand .

While fighting a little harder to secure a prime seat on the pool deck, you may as well also avoid some rookie mistakes.

Here are six things I'd never do on a cruise after working on them for three years.

Pay for upgrades in the main dining room

Typically, main dining room meals are included in the cost of a cruise. But in recent years, it's become common for cruise lines to charge guests extra if they want to upgrade to "supplementary" items like lobster or certain steaks.

I know $12 may not seem like much for a steak or lobster tail at dinner, but the cost of the cruise is supposed to include your food.

So, even though I enjoy lobster, I stick with the items without the upcharges.

Buy the drink package

I enjoy a piña colada by the pool or a Manhattan while listening to a jazz set after dinner. Even so, it doesn't make sense for me to pay in advance for 12 to 15 cocktails a day.

I've done the math on typical unlimited drink packages , and the cost simply isn't worth it for me.

This is especially true with a port-heavy itinerary. If I've gone ashore to explore all day, that means I'm not sidled up to the bar slurping down alcoholic slushies.

Related stories

I prefer to buy as I go and take advantage of happy hour and other drink specials that are available on certain cruise lines. I also check the beverage policy in advance and bring on my own wine, if allowed.

Touch shared contact surfaces with my fingers

Fellow guests will never see me touching the elevator buttons with my fingertips. Knuckles and elbows do the trick.

Some cruise lines are better than others at wiping down commonly touched surfaces, but I don't take any chances. I avoid touching things others frequently touch, and I wash my hands frequently.

This strategy has worked for me, as I have never contracted norovirus, even when it was running rampant on a ship I was on. It's quite contagious and can linger on your fingertips even after using hand sanitizer . I'd definitely rather be safe than sorry.

Wear my room key around my neck

I never walk around the ship with my room key around my neck, and I especially never do this when on land.

There are two reasons for this. First, I see many passengers using the room keys dangling from their necks to flaunt their cruise loyalty status . It just looks pretentious.

The sophisticated cruisers with the highest status, with the most days at sea, never show off their fancy room keys.

That's because they know the more important reason — safety. In port, that room key bouncing off your chest looks like an invitation to be robbed. It screams, "I have money! Come and take it from me."

Misname the ship

English is a funny language that has its quirks. Naming conventions make that even more complicated.

Ships have proper names, and so do not require a definite article. For example, "Tomorrow I am embarking on Discovery Princess," or "I enjoyed scenic cruising on MS Westerdam."

If you want to look like a savvy sailor, learn to drop the "the!"

Plan my port-day itinerary so tight that I may not make it back to the ship on time

Oh, the recurring nightmares I've had about not making it back to the ship on time during a port day.

I've never missed a sail away, but I have cut it too close at times and have had to run down a pier or two. Just recently, as a passenger, my taxi driver got lost returning our group to the port at night.

When I realized how late we were going to be, I forked over $8 per minute to be connected with the ship. I pleaded with them to wait for us. It was a sprint through the port to get back on and we received quite a scolding from the first officer.

That time, we got lucky. In the future, I'll be giving myself more time than I think I need to make it back.

Watch: Why it costs $1 million a day to run one of the world's biggest cruise ships

• Main content

‘True Promise’: Why and how did Iran launch a historic attack on Israel?

Iran has just launched the largest ever drone strike in the world, and the biggest missile attack in its history.

Tehran, Iran – Iran’s use of hundreds of drones and missiles to directly target Israel overnight on Sunday in retaliation for an Israeli strike on the Iranian consulate in Damascus set some major political and military precedents.

It was the single largest drone attack ever carried out by any country, and it was the first time Iran directly attacked Israel after almost a half-century of being archenemies .

Keep reading

Iran warns israel, us of ‘severe response’ in case of retaliation, jordan, lebanon, iraq reopen airspace closed over iran’s attacks on israel, iran’s irgc seizes ‘israeli-linked’ ship near strait of hormuz, iran’s khamenei blasts israel, west for ‘bloody’ gaza war in eid speech.

Here’s a look at what political, military and economic considerations Tehran might have factored in while deciding on the attack that has amplified fears of a larger regional war and that could also affect the direction of Israel’s war on Gaza.

The politics

The Islamic Revolutionary Guard Corps (IRGC) dubbed the operation “True Promise” to show that top leaders in Tehran, including Supreme Leader Ayatollah Ali Khamenei, intend to make good on their vows of “punishment” for attacks by Israel and others.

The attack was in response to the April 1 Israeli strike on the Iranian consulate in Damascus that killed seven IRGC members, including two generals in charge of leading operations in Syria and Lebanon, along with six other people.

It was mainly aimed at strengthening Iran’s deterrence, which critics said had been compromised after increasingly confrontational policies and military strikes by the United States and its allies across the region, especially following the January 2020 assassination of top general Qassem Soleimani in Iraq.

Iranian officials also appeared to have exercised a degree of “strategic patience” after the late December assassination of another top IRGC commander in Syria, Razi Mousavi, in an Israeli air raid amid the fallout of the war on Gaza.

Inaction, lower-grade strikes, or being content with military action through the “axis of resistance” of aligned groups across the region would in this vein be viewed as too costly for Iran both locally and abroad.

That is true even as Tehran recognises that Israel and the embattled government of Prime Minister Benjamin Netanyahu may see benefits in escalating tensions across the region and forcing the US military into taking more action against Iran.

On the other hand, the unprecedented Iranian attacks may have briefly shifted the world’s attention from the deaths of tens of thousands of women and children in the Gaza Strip, but they could translate into soft power gains for Iran in the Muslim world in the long run, when compared with other regional powers.

Saudi Arabia has not ruled out normalising relations with Israel despite the carnage in Gaza, and Turkey only started limiting some exports to Israel earlier this week after the Israeli government refused to allow it to airdrop aid over the besieged enclave, where infants are dying of starvation. Both Saudi Arabia and Turkey have, however, been deeply — and vocally — critical of Israel’s war on Gaza.

Iran would also have plausible arguments at the United Nations Security Council since attacks on diplomatic missions signal a violation of the Vienna Convention, and since Article 51 of the UN Charter enshrines the “inherent right” of self-defence, something Israel has been heavily leaning on since the start of the Gaza war.

A list of military firsts for Iran

There is no official confirmation from Iran about exactly how many drones or ballistic and cruise missiles it used to attack Israel, but the Israeli military said more than 300 were launched.

Iranian drones have been making international headlines for the past few years, especially following Russia’s invasion of Ukraine more than two years ago. Ukrainian officials say the Iranian-designed Shahed drones of the Russian military continue to rain down over their territory .

Shahed-136 kamikaze drones that carry a relatively small warhead weighing some 50kg (110 pounds) were used in the attack on Israel, Iranian state television said on Sunday.

Telegram channels affiliated with the IRGC said the Shahed-238, which is powered by a turbojet rather than the propeller on the 136 model, was also used in the attack. The 238 model sacrifices some manoeuvrability for significantly higher speeds that are believed to reach as high as 600kmph (372mph).

Iran has long been known to possess the largest and most varied missile arsenal in the Middle East, but this was by far the largest test of its capabilities.

State television said the Emad long-range ballistic missile and the Paveh cruise missile were used to attack Israel.

In February, in large-scale military exercises that included simulating an attack on the Palmachim airbase in Israel , the IRGC used Emad missiles and launched the Dezful ballistic missile from a warship.

Iran also possesses Fattah, a hypersonic ballistic missile that could theoretically arrive in Israel in as little as seven minutes, along with a cruise missile variant of the same family. There was no indication the missiles were used in the early Sunday attacks.

Either way, in multilayered attacks over several hours, Iran has just managed to conduct its largest-ever drone and missile strikes that covered some of their longest distances in a real military operation.

“The operation achieved a level of success that exceeded our expectations,” said IRGC commander-in-chief Hossein Salami, adding that the projectiles only targeted military sites, including the Nevatim airbase in the Negev desert that was allegedly used to launch the Israeli strikes on the Iranian consulate in Syria.

What are the economic effects?

The effect of the historic attacks on the already-troubled Iranian economy was likely lower than the weight of political and military dimensions on the list of considerations for Iranian leaders as they planned the offensive in almost two weeks since the consulate attack.

But as expected, there was an immediate reaction in local markets, with foreign currencies climbing amid rising anxieties over prospects of the conflict further sliding into a regional war.

The rial, Iran’s falling national currency , dropped to a new all-time low of about 670,000 per US dollar on Sunday before regaining some ground.

The semiofficial Tasnim news website reported on Sunday that very few currency and gold deals are taking place in Tehran and other markets as an atmosphere of caution is dominant.

The Tehran prosecutor’s office announced on Sunday that it opened a case against an unnamed journalist and the Jahan-e Sanat newspaper they worked for due to “disturbing the society’s psychological security and disturbing the economic atmosphere of the country”.

Middle East latest: 'Unknown airstrike' on Iraqi military base; Iranian minister downplays Israeli attack

Injuries and "material losses" have been reported after a large explosion at a military base in Iraq. Meanwhile, Iran's foreign minister dismissed the apparent Israeli attack as ineffective in an interview with Sky News' US partner NBC News.

Saturday 20 April 2024 10:54, UK

• Israel-Hamas war

Please use Chrome browser for a more accessible video player

• Airstrike on Iraqi base from 'unknown source'
• Iraqi security force claims explosion was result of attack
• Iranian minister compares 'drones' in attack to 'children's toys'
• What we know so far about Israel's apparent attack on Iran
• Iran has 'no plan for immediate retaliation'
• Analysis:  This strike has escalation written all over it
• Analysis: Iran isn't biggest threat to the coalition right now
• Live reporting by Narbeh Minassian

 We reported last night London's Met Police apologised twice after an officer was recorded preventing a Jewish man from crossing a road by a pro-Palestinian march because he is "openly Jewish".

Video showed the police officer telling him: "You are quite openly Jewish, this is a pro-Palestinian march, I'm not accusing you of anything but I'm worried about the reaction to your presence."

The officer also warned he could arrest Gideon Falter, who is the chief executive of the Campaign Against Antisemitism and was wearing a kippah skull cap.

The home secretary, James Cleverly, has now written to the Met and Mayor of London regarding the incident last Saturday.

While the contents of the letter remain private, a Home Office spokesperson said: "We welcome the Met Police's apology, and recognise the complexities of policing fast-moving public protests, but simply being Jewish - or of any other race or religion - should never be seen as provocative.

"Anyone of any religion should be free to go about their lives and feel safe doing so."

Hamas has condemned what it described as a strike on Kalsu military base in Iraq.

"We consider it an assault and violation of Iraq's sovereignty and security," the militants said in a statement.

"We also hold the administration of US President Biden responsible for the escalation in the region."

One member of Iraq's Popular Mobilisation Forces was killed in the blast, which the pro-Iran group says was the result of an attack.

Security sources had earlier told Reuters news agency an air strike caused the explosion.

Hamas said the incident is an "embodiment" of Israel's "barbarism".

"We renew our affirmation that the region will not witness stability or peace except by ending the Zionist occupation of our occupied Palestinian and Arab lands," the statement adds.

There is no confirmation of Israeli involvement.

Iraq's Popular Mobilisation Forces has said the explosion at its Kalsu base was the result of an attack.

It's not yet clear who the group may believe was behind the alleged attack.

The US has already denied any role in the incident.

Details remain unclear around the explosion at the Iraqi military base, which houses a group sponsored by Iran.

The blast at the Kalsu base, which killed one member of Iraq's Popular Mobilisation Forces, is under investigation.

Speaking from Tel Aviv, Sky's international correspondent Alex Rossi noted it is "interesting" the US has already denied any responsibility.

The blast comes one day on from an attack on Iran - widely believed to be from Israel.

"I think what it really speaks to is the fact that although the direct confrontation that we've seen in this phase between Iran and Israel may be over, there are still significant tensions in the region," Rossi said.

"In terms of that direct confrontation, I think the indications we're getting from both sides is that they don't want this to escalate anymore and that's reflected in the language that they are using."

There are still "significant flashpoints", he added, with daily exchanges of fire between Israel and Hezbollah and the ongoing offensive in Gaza.

But it is unclear if the incident in Iraq is related to a so-called shadow war between Iran and Israel.

Gaza's Hamas-run health ministry reports 34,049 Palestinians have been killed by Israel since 7 October, with 76,901 wounded.

The new figures come as the health ministry claims 37 Palestinians have been killed and 68 injured in the past 24 hours.

The ministry does not distinguish between civilians and fighters in its reports, but says most of those killed are women and children.

The Israel Defence Forces has said it "attacked targets" overnight in the Beit Hanoun area in northern Gaza.

In a post on X, the IDF claims it initiated the attack after a "launch" crossed from Beit Hanoun towards the city of Sderot in southern Israel.

That attack, it says, was intercepted.

Over the past day, the IDF says its air force has attacked "dozens" of targets, including "armed terrorists, military infrastructures and military buildings".

One member of Iraq's Popular Mobilisation Forces has been killed and eight wounded during the overnight explosion at its Kalsu base, according to a military statement.

As we reported earlier (see 7.32am post), the cause of the blast at the facility is still unconfirmed, although sources have claimed it came from an unknown airstrike.

The military says there were no drones or fighter jets detected in the air space around the area before or during the blast.

A committee has been formed to investigate what happened.

In a world-first interview, a senior Hezbollah figure has told us violence will not stop until the war in Gaza ends.

Ibrahim Moussawi, a Hezbollah spokesperson, also warned Israel "will see results" if they continue provoking Iran.

And he said the responsibility for ending the war lies with the West.

"In order to reach an agreement, they have to stop the aggressor," he said.

"They have to stop Netanyahu and this bunch of idiots who are in the occupied Palestine to stop their genocidal war."

Hezbollah warns against provoking Iran

He added they do not want to see a "comprehensive confrontation" but "if it is imposed, they see and we will see the kind of results that will unfold".

He also played down the strikes against Iran yesterday, claiming he has "never heard of such a thing" and he had "heard it in the news".

"My understanding is that the Israelis, up till now, they want to save their face," he said.

For the full story, read the article below...

Iran's foreign minister has questioned if Israel was behind Friday's attack on the country.

Iran said its air defences destroyed three drones and reported no damage or casualties - though Sky's military analyst Michael Clarke said Israel almost certainly used ballistic missiles, rather than drones.

Speaking to our US partner network NBC News, Hossein Amir-Abdollahian claimed drones took off from within Iran and only flew a few hundred metres before being shot down.

The foreign minister added they were "more like toys that our children play with" than a serious threat, as he sought to play down the threat.

Israel hasn't commented but is widely believed to be behind the strike targeting an airbase and nuclear site near Isfahan.

"It has not been proved to us that there is a connection between these and Israel," Mr Amir-Abdollahian added.

Read the full story here...

A blast at an Iraqi military base came from an airstrike from an unknown source, two security sources have told Reuters news agency.

Injuries and "material losses" have been reported after the explosion at the Kalsu facility in the city of Babylon, which is about 30 miles (50km) south of the capital Baghdad.

A US official said it wasn't caused by American military operations.

The base is used by Iraq's Popular Mobilization Forces (PMF), an umbrella group of dozens of armed groups, and is home to its chief of staff.

One PMF fighter was killed and six were wounded, according to sources at the nearby hospital in Hilla.

Video appears to show explosion

The group did not confirm any deaths in its initial statement, adding: "An explosion occurred at the headquarters of the Popular Mobilization Forces at the Kalsu military base in the al Mashrou district on the highway, north of Babil Governorate.

"An investigation team immediately arrived at the scene, and the explosion caused material losses and injuries. 

"We will provide you with the details once the preliminary investigation is completed."

Factions within the PMF took part in rocket and drone attacks on US forces in Iraq in the early months of Israel's Gaza offensive.

However, the group stopped the attacks in early February.

Be the first to get Breaking News

Install the Sky News app for free

Advertisement

U.S. Intercepts Dozens of Iranian Drones and Missiles Aimed at Israel

Britain’s defense secretary said British jets were prepared to intercept Iranian attacks. France and Germany expressed support.

• Share full article

By Gaya Gupta and Emma Bubola

• April 13, 2024

The U.S. military said that it had shot down dozens of the drones and missiles that Iran fired at Israel on Saturday, a strong demonstration that despite recent criticism of Israel’s conduct of the war in Gaza, Washington was firmly committed to protecting a key ally from Iran, a mutual adversary.

President Biden said that the United States had “helped Israel take down nearly all of the incoming drones and missiles,” in part thanks to aircraft and military ships the Pentagon had moved to the region in the past week.

While Mr. Biden has grown increasingly vocal in his frustration with Israel’s military offensive in Gaza — calling its bombardment there “indiscriminate” and saying that Israel has not done enough to protect Palestinian civilians — he has maintained that when it comes to Iran, the United States’ commitment to Israel is “ironclad.”

“We will support Israel and help defend Israel,” he said, “and Iran will not succeed.”

The United States has consistently affirmed Israel’s right to defend itself, and it has also directly intervened militarily against attacks from Iran’s proxy forces, including the Houthi militia based in Yemen .

This year, the U.S. military carried out strikes against Iranian forces and allied militias in Syria and Iraq in response to a drone attack in Jordan that killed three American soldiers. And in 2020, the United States killed a top Iranian commander , Maj. Gen. Qassim Suleimani, with a drone strike at Baghdad International Airport in Iraq.

Prime Minister Rishi Sunak confirmed that Britain had helped defend Israel against the Iranian attack, saying that Britain’s air force had shot down “a number of Iranian attack drones” and would now work with allies to de-escalate tensions. “What we now need is for calm heads to prevail,” Mr. Sunak told the BBC on Sunday.

Rear Adm. Daniel Hagari, Israel’s chief military spokesman, said that Israel had intercepted most of the 200 drones, cruise missiles and ballistic missiles launched by Iran with “some assistance” from its allies. “Over the past six months, we have been operating in close coordination with our partners,” he said, adding, “This partnership has always been robust, but last night it was exceptionally evident.”

France’s president, Emmanuel Macron, also condemned Iran’s attack and affirmed support for Israel, writing in a post on X that France was committed “to the security of Israel, our partners, and regional stability.”

Chancellor Olaf Scholz of Germany, a country that last week had to defend itself against accusations that its arms sales to Israel were abetting genocide in Gaza , called Iran’s attacks “unjustifiable and highly irresponsible.”

“Germany stands by Israel and we will discuss the situation with our allies,” he said in a statement on social media.

The cabinet of Jordan, a staunch critic of Israel’s war effort in Gaza, said on Sunday that its military had shot down aircraft and missiles that entered its airspace during the Iranian attack.

Eric Schmitt , Patrick Kingsley and Farnaz Fassihi contributed reporting.

Gaya Gupta is a reporter covering breaking news and a member of the 2023-24 Times Fellowship class , a program for journalists early in their careers. More about Gaya Gupta

Emma Bubola is a Times reporter based in London, covering news across Europe and around the world. More about Emma Bubola