The Conseil de Coordination Interportuaire Antilles-Guyane (CCIAG ) met on December 12, 2025 at Habitation Le PALM in Martinique. This annual meeting, provided for in the French Transport Code, has become a major lever for inter-territorial governance between Guadeloupe, Martinique and French Guiana.
Supported by the French State and the three Grands Ports Maritimes, the CCIAG aims to reinforce the coherence of port policies, support the economic resilience of the territories and ensure the long-term inclusion of the South-Caribbean axis in a dynamic of regional cooperation.
Collegial governance at the service of territories
“The CCIAG is more than a technical body: it’s a forum for strategic dialogue with representatives of the State, local authorities and ports,” emphasizes Bruno Mencé, Chairman of the Board of the Grand Port Maritime de la Martinique.
The CCIAG ensures that port policies are regularly aligned with national guidelines and local needs. Each year, the three ports pool their experience and define joint priorities: safety, connectivity, ecological transition and logistics competitiveness.
Jean-Pierre Chalus, Chairman of the Board of the Port of Guadeloupe, insists that this shared governance allows for concrete monitoring of progress and difficulties:
“Every year, we have an update on the orientations voted collectively, which enables us to point out our progress, our difficulties, and to continue on our way.”
He also emphasizes the growing mobilization of teams around environmental issues:
“There is a lot of enthusiasm from all the ports to invest in energy, ecological and other transitions, serving the sustainable development of our territories.”
Stéphane Tant, Chairman of the Board of the Grand Port Maritime de la Guyane, stresses the importance of this annual meeting:
“It’s a meeting that enables us to exchange views not only between ports, but also with elected representatives, the DGOM (Direction Générale des Outre-mer) and the DGITM (Direction Générale des Infrastructures, des Transports et de la Mer), on our common challenges, our development needs and our roadmap.
He emphasizes that the CCIAG is about more than just the port, it’s about economic development and regional connectivity.
A common roadmap and concrete actions
The 2025-2029 roadmap, defined collectively by all the players within the CCIAG, focuses on major areas such as decarbonization, port safety, innovation and adaptation to climate change. Bruno Mencé explains:
“We have to guarantee an identical level of safety and security in our three ports, corresponding to the needs of our customers and the territories.”
He also stresses the importance of regional cooperation with PMAC (Port Management Association of the Caribbean) to create a Caribbean economic observatory:
“It’s a truly Caribbean project that we’re working on with PMAC, i.e. with all Caribbean ports,” explains Bruno Mencé.
The aim is to gain a better understanding of how shipping lines work, and to identify ways of developing trade with neighboring islands.
Jean-Pierre Chalus points out that this roadmap makes it possible to deal with strategic subjects such as inter-territorial services:
“Regular service to French Guiana, Guadeloupe and Martinique is an important factor for our territories, for both economic and political players.”
He also emphasizes the role of technical meetings held throughout the year between port departments, to ensure continuous progress.
Among the concrete actions already undertaken, he cites the joint signing of a commitment with the IUCN (International Union for Conservation of Nature) on the management of invasive exotic species, reflecting the ports’ involvement in shared environmental issues.
Stéphane Tant, highlights the prospects for enhanced cooperation with the The Guianas, within the framework of a biannual conference between French Guiana, Guyana, Suriname and two Brazilian states (Amapá and Pará):
“We are leading a cooperation conference of the ports of The Guianas.”
This initiative complements the work of the CCIAG by extending regional connections to South America.
A shared vision: overcoming insularity
The CCIAG has a shared ambition that goes beyond mere coordination between ports. By bringing together port directors, government representatives, local authorities and the chairmen of supervisory boards, this body promotes a global approach to logistics and territorial development.
All participants agreed on one thing: port performance can no longer be thought of in isolation. It depends on broader governance, capable of connecting public policies, economic issues and environmental imperatives. This common framework will enable us to lay the foundations for more resilient, better integrated logistics, geared towards the Greater Caribbean as a whole.
In 2026, this dynamic will continue in French Guiana, at the next plenary session. An eagerly-awaited meeting to deepen this multi-stakeholder cooperation and consolidate the foundations of regional logistical sovereignty.
FAQ
The Conseil de Coordination Interportuaire Antilles-Guyane (CCIAG) is a body set up under the French Transport Code, bringing together the French government, local authorities and the three Grands Ports Maritimes of Guadeloupe, Martinique and French Guiana. Its aim is to coordinate port policies, reinforce regional logistics coherence and support regional economic development.
The 2025-2029 roadmap focuses on several priorities: decarbonizing port activities, safety and security, adapting to climate change, logistics innovation and strengthening regional connectivity, particularly with the Caribbean and the Guyana Plateau.
By promoting shared governance between ports, the French government and local authorities, the CCIAG enables us to move beyond a strictly insular approach. It contributes to structuring more resilient logistics, improving the regularity of maritime services, and placing the Antilles-Guyane territories in a broader regional cooperation dynamic.
The arrival of Jean-Yves Aglaé and Moane Mangattale in Fort-de-France at 9:41 am on Sunday, November 23, marked one of the most eagerly awaited moments of the TRANSAT CAFÉ L’OR. Aboard their Class40 Martinique Horizon, the two Martinique sailors finished this 17ᵉ edition in 34ᵉ place, at the end of a long and steady crossing. Their objective was clear: to finish the race on time. They achieved this after almost a month of sailing.
A demanding event for the Class40s
The TRANSAT CAFÉ L’OR, contested over two legs, remains a complex race for Class40s. This year, 44 boats started and 37 finished the race, while 7 had to retire.
The course of the TRANSAT CAFÉ L’OR was marked by unstable weather conditions, sometimes favorable, sometimes restrictive, forcing skippers to review their strategies along the way.
Jean-Yves Aglaé and Moane Mangattale completed the entire course in 26 days, 10 hours and 52 seconds.
Their first stage lasted 4 days, 8 hours, 19 minutes and 42 seconds; the second, longer, 22 days, 1 hour, 41 minutes and 10 seconds.
Their progress was marked by periods when route choices didn’t offer the hoped-for results, but the crew maintained stable sailing, without major incident.
The two sailors summed it up simply: they had to keep moving forward, hold the boat and maintain their coherence despite their fatigue. “Some decisions were difficult, but we had to stay focused and keep going,” they explained on arrival.
A public mobilized from dawn
In Fort-de-France, the public began to gather at 7:30 a.m. on the pontoon of honor. Residents, families, sailing enthusiasts and curious onlookers awaited the arrival of Martinique Horizon, creating an attentive and supportive atmosphere. The presence of a Martinique crew in this transatlantic race aroused constant interest throughout the event, and the finish was seen as an important moment for many.
When the Class40 appeared around the bay, the applause began. As they crossed the line, they became continuous. Jean-Yves Aglaé and Moane Mangattale waved to the crowd, visibly tired but focused, before making their way to the pontoon. Both men confided that coming back to Martinique to finish such a race had a special meaning. “Arriving here, in front of our people, is a very special moment”, they declared.
Race conditions that tested their endurance
The TRANSAT CAFÉ L’OR was marked by areas of light winds, rapid weather variations and short nights. Phases without clear progress were among the most difficult moments mentioned by the two navigators. They explained that the most important thing was to maintain constant discipline: watch the equipment, adjust decisions quickly and conserve energy.
The boat arrived in good condition, a sign of careful management and strict respect for equipment. The 34ᵉ place reflects a race run with consistency and a desire to secure each leg rather than take unnecessary risks.
A contrasting edition according to trajectory
In this edition of the TRANSAT CAFÉ L’OR, the arrivals were very spread out. Class40 winners Guillaume Pirouelle and Cédric Chateau on Seafrigo – Sogestran crossed the line on November 17. Several boats arrived on the night of the 22nd, including that of Thomas Lurton and Sasha Vandenbrouck, at 2:22 am. A final Class40, Rêve à perte de vue – Qwanza, was still awaited to close the event.
In this context, the arrival of Martinique Horizon is part of a dynamic in which each crew had to deal with its own constraints: tactical choices, experience, state of equipment, accumulated fatigue. The two Martinique sailors sailed a steady race, in line with their project and their means.
Strong turnout for Martinique's sailing scene
The presence of Jean-Yves Aglaé and Moane Mangattale in the TRANSAT CAFÉ L’OR is a landmark for sailing in Martinique. Their participation in the TRANSAT CAFÉ L’OR reinforces the region’s visibility in a major ocean racing event. It shows that local sailors can take part in a long and technical transatlantic race.
This type of experience could serve as a basis for other local projects, notably around the preparation of young sailors or future crews from Martinique. The two skippers also stressed the importance of the support they received, which played a role throughout the race.
A race completed with rigor and consistency
Martinique Horizon’s arrival marks the end of a crossing that was conducted with seriousness, without excess or minimization. The boat crossed the line on time, in good overall condition, with a crew that remained focused despite the difficulties and fatigue.
Fort-de-France gave the two sailors a welcome commensurate with their commitment, confirming the interest of the Martinique public in this edition. With this finish, Jean-Yves Aglaé and Moane Mangattale have signed a solid participation, which could encourage other nautical initiatives in the region.
To find out more about TRANSAT CAFÉ L’OR, read our full analysis in the latest issue of our magazine.
FAQ
The TRANSAT CAFÉ L’OR is a double-handed transatlantic race, contested in two legs, which brings together several categories of yachts, including Class40s. It links Europe to Martinique, and is one of the major events on the ocean racing calendar.
The Class40 Martinique Horizon, skippered by Jean-Yves Aglaé and Moane Mangattale, finished the TRANSAT CAFÉ L’OR in 34ᵉ place, with a total time of 26 days, 10 hours and 52 seconds. The two sailors achieved their main goal: finishing the race on time.
The arrival of Martinique Horizon drew large crowds of spectators at dawn. For many, seeing two Martinique sailors complete a transatlantic race of this level represents an important moment for local sailing and a landmark for the region’s nautical projects.
Every year in August, at the heart of the Anguilla Summer Festival, the Anguilla Poker Run brings the island to the rhythm of engines and music. More than just a nautical competition, this event symbolizes the passion of the people of Anguillais for the sea, unity and conviviality. Over the years, it has become a highlight of the summer season and a showcase for the local maritime heritage.
An original concept combining luck and sharing
The Anguilla Poker Run takes up the idea of the poker run popularized by bikers and yachtsmen: sail from one point to another, draw a card at each stop, and form the best possible hand.
In Anguilla, the spirit is different: speed doesn’t matter. Participants stop at each beach to take a break, share a meal, listen to music and chat. The randomness of the game mingles with human warmth, and each stopover becomes a party in its own right.
Year after year, the event attracts crews from Anguilla and neighboring islands such as Saint Kitts, Nevis, Antigua, Saint Martin, Saint Barthélemy, Tortola and Saint Thomas. The whole island rallies to welcome this day on the water, synonymous with friendship and shared passion.
Wendell "Bonty" Herbert, the face of the Anguilla Poker Run
Behind this adventure lies Wendell “Bonty” Herbert nicknamed Mr. Poker Run . Since 2016, he has led the organization of the event with the same energy and passion.
In an exclusive interview with Richès Karayib, he talks about the birth of the project:
“In 2016, a man was admiring my boat in Sandy Ground and said to me: why don’t you take part in the poker run in the Virgin Islands? I’d never heard of it.”
“I went home, watched the Leverick Bay Poker Run on YouTube, and I was bluffed. I thought, I can do something like that here.”
But in Anguilla, the concept has taken on a very special twist:
“Over there, they just collect the cards and leave. Here, I’ve changed the format: you draw your card, but you stay to celebrate, with contests and entertainment.”
The first edition brought together around thirty boats. Today, the event regularly attracts more than a hundred boats, proof of its growth and deep roots in local culture.
A history of resilience
Since its beginnings, Anguilla Poker Run has gone through many phases. Even during the pandemic, Wendell Herbert found a way to keep the tradition alive:
“During the COVID, when everything was closed, we were able to keep it, because we were at sea. We did it on the north coast, with no stopovers ashore.”
This determination illustrates the deep bond between the people of Anguilla and their marine environment.
Over time, the event has also spread throughout the region. Wendell Herbert launched a Poker Run in St. Kitts, in tribute to his parents who died at sea in 1994.
“I started in 2022, on Father’s Day.”
For him, this initiative is more than just a competition. It’s a way of honoring memory, creating links and passing on a legacy.
A highlight of the Anguilla Summer Festival
The Anguilla Summer Festival, also known as the Anguilla Summer Festivalis held every year between late July and mid-August. It’s the island’s biggest popular festival, featuring music, dance, boat races and cultural events. The Anguilla Poker Run takes pride of place, alongside traditional regattas, the Calypso Monarch and a parade of costumed troops.
The event usually takes place on the Saturday of the Festival devoted to nautical activities, often around August 9 or 10. The start takes place at Sandy Ground, the heart of Anguilla’s maritime life, where crews gather in the morning for the briefing and the first distribution of cards.
The route: a festive loop around the island
The circuit varies from one edition to the next, but follows the same spirit: sailing around the island, stopping off at several emblematic beaches. The most frequent stops are Crocus Bay (Da’Vida Beach Bar), Island Harbour, Rendezvous Bay and Meads Bay, sometimes with a fifth stop on Scrub Island when weather permits.
Each stop is an opportunity to enjoy a heavenly setting and a unique atmosphere. Local DJs provide the entertainment, while participants take time for refreshments and entertainment.
As Wendell Herbert sums it up: “Five stops, five beach parties.”
Safety and respect for the sea
Even if the day is all about fun, the organizers remind us each year of the strict rules: speed limits, respecting distances, zero waste, and compulsory safety equipment (life jackets, VHF radio, fire extinguishers). These measures are supervised in collaboration with the Royal Anguilla Police Force and local maritime authorities.
The event also has an educational dimension, raising awareness among young people and visitors alike of the importance of preserving the coastline and coral reefs, Anguilla’s true natural treasures.
A proud moment for the whole island
Today, the Anguilla Poker Run is much more than just a race. It’s a contemporary tradition that unites generations, attracts visitors and reinforces the sense of belonging to an island community united by the sea.
Each edition is a reminder of the extent to which Anguilla remains true to its identity: that of a proud island, open to other Caribbean territories, and deeply attached to its maritime heritage.
The arrival of two Super Post-Panamax cranes on October 6, 2025 confirms Kingston Freeport Terminal Limited ‘s ambition to make Jamaica one of the most efficient logistics hubs in the region. Long-awaited, this delivery is the culmination of the US$50 million investment program launched in 2024 to modernize the terminal’s infrastructure and boost its competitiveness with the hemisphere’s major ports.
An industrial turning point for Jamaica
Since the signing of the concession in 2016 between the Jamaican State and the French group CMA CGM, Kingston Freeport Terminal Limited has led an in-depth transformation of the port. More than $450 million has been mobilized to dredge the channel to 14.5 meters, rehabilitate quays and modernize operating systems.
These investments have enabled Kingston to rank 81ᵉ worldwide in the
Lloyd’s List 2023
with annual traffic exceeding 2.3 million TEUs. This result, the fruit of an efficient public-private model, confirms the Jamaican port’s place among the Caribbean’s most efficient maritime infrastructures.
Equipment adapted to the giants of the seas
The two new Ship-to-Shore cranes delivered to Kingston Freeport Terminal Limited stand 52 metres high and have a reach of 60 metres, enough to handle up to 22 rows of containers. The Chinese-designed cranes are designed to operate Neopanamax vessels transiting the enlarged Panama Canal.
They join the four cranes already in service since 2017, bringing the total number of Super Post-Panamax at the terminal to six. Their arrival significantly increases handling capacity and reduces turnaround times for stopovers. Integrated differential GPS guidance and automated control systems enhance precision and safety, while reducing maintenance costs.
A decisive geographical position
Jamaica has a unique geographical advantage that Kingston Freeport Terminal Limited takes full advantage of. Located at the intersection of the North-South and East-West shipping lanes, the port is two days from the Panama Canal and a further two days from Miami. This configuration enables it to play a natural interface role between continents, and to become an essential transshipment point for inter-American trade.
Since 2016, freight volume handled in Kingston has increased by over 50%, illustrating the effectiveness of the expansion strategy and the growing confidence of international shipping lines.
The Westlands project: a strategic extension
The terminal’s expansion is accompanied by the launch of the Westlands project, led by Kingston Freeport Terminal Limited in partnership with the Port Authority of Jamaica. Worth $80 million, this project aims to extend the port’s surface area by 15 hectares and add 600,000 TEU of annual capacity.
This expansion, which includes an automated gate and a redesigned traffic system, will bring the terminal’s total capacity to 3.6 million TEUs. It will enable the terminal to accommodate more scheduled lines and improve the fluidity of land-based operations, a key asset for the Caribbean transit trade.
Ongoing technological modernization
Kingston Freeport Terminal Limited’s investment goes beyond heavy engineering. It includes a complete digital upgrade: deployment of a Nokia pLTE network for internal communications, updating of the Navis N4 system, and integration of high-precision differential geopositioning.
The aim is to optimize each stage of the logistics cycle: planning, handling, storage and shipping. These developments are in line with the CMA CGM Group’s strategy of achieving carbon neutrality by 2050, with priority given to reducing emissions and improving the energy efficiency of equipment.
Economic benefits and skills development
Kingston Freeport Terminal Limited’s impact extends far beyond the perimeter of the port. Since 2016, the company has created over 500 skilled jobs, bringing its workforce to around 1,400. Jamaican operators now benefit from international training and take part in exchange programs, notably at the Port of Lekki in Nigeria.
This increase in skills, combined with a preventive maintenance rate in excess of 97%, demonstrates the ongoing professionalization of our teams and the solidity of the technical model we have put in place.
The BioSPACE project, led by the Organization of Eastern Caribbean States (OECS) and its partners, aims to strengthen the sustainable management of natural resources, protect biodiversity and support island communities in the face of the impacts of climate change. Its actions focus on environmental data collection, ecosystem restoration and the development of sustainable livelihoods.
In the Eastern Caribbean, BioSPACE supports island territories in their transformation towards a more resilient model. Whether it’s farming, fishing, ecosystem restoration or bee-keeping, these initiatives strengthen livelihoods while preserving biodiversity.
These videos illustrate the concrete actions undertaken by BioSPACE in different parts of the region, giving a voice to communities and showing how they are becoming active players in the preservation of their environment.
Agriculture in Saint Vincent and the Grenadines
In Saint Vincent and the Grenadines, sustainable agriculture is at the heart of the initiatives supported by BioSPACE. This video shows how adapted farming practices boost food security and enable communities to better cope with climate change.
Fishing in Saint Vincent and the Grenadines
Artisanal fishing is essential to the people of Saint Vincent and the Grenadines. With the support of BioSPACE, sustainable management measures are helping to protect marine resources while ensuring stable incomes for local fishermen.
Restoration of the Woburn mangrove (Grenada)
The restoration of mangroves in Woburn, Grenada, illustrates the importance of coastal ecosystems in the fight against erosion and climate change. Thanks to the BioSPACE project , these vital areas are regaining their protective role and becoming areas of restored biodiversity.
Beekeeping at Produce Delight (Saint Kitts and Nevis)
In Saint Kitts and Nevis, beekeeping is supported by BioSPACE as a sustainable economic alternative. It adds value to honey production, diversifies livelihoods and protects pollinators, essential players in biodiversity and local agriculture.
Through these examples, the BioSPACE project is demonstrating its central role in the resilience of Caribbean communities and the preservation of island ecosystems.
To find out more about the project and discover other Caribbean initiatives, read Richès Karayib magazine #2 – The Caribbean’s Maritime Attractiveness
Sargassum, long considered a scourge of the Caribbean, is now at the heart of an innovative project in Saint Vincent and the Grenadines. The archipelago is embarking on a pilot initiative to transform this brown seaweed into agricultural and economic resources. This approach illustrates the small islands’ determination to move from an environmental constraint to a sustainable development strategy, by focusing on the blue economy.
A phenomenon that's shaking up the Caribbean
Since 2011, the massive proliferation of sargassum has become a major problem in the region. This brown algae, mainly from the species Sargassum natans and S. fluitans, forms huge floating rafts every year, drifting from West Africa to the Caribbean coast and the Gulf of Mexico. In 2018, more than a million tons covered Mexican beaches, marking a turning point in regional awareness of this phenomenon.
The consequences are far-reaching: disruption to tourism, damage to fishing equipment, obstruction of harbours and a threat to public health. As they decompose, they release hydrogen sulfide, a toxic gas that can cause respiratory problems. For island states, managing this scourge represents considerable costs, making a value-added approach essential.
An international pilot project
Against this backdrop, Saint Vincent and the Grenadines has become the setting for an ambitious experiment. British company Seafields Solutions Ltd has teamed up with local company Private Refuse and Garbage Disposal (PRGD) to implement a pilot sargassum recovery project, scheduled to run from September 2025 to April 2026.
With funding of $15 million, this initiative is part of the “Unleashing the Blue Economy in the Caribbean” (UBEC) program, supported by the Organization of Eastern Caribbean States (OECS) and the World Bank. It combines advanced maritime technologies, supplied by Seafields, with PRGD’s operational know-how in the field.
The system includes specialized vessels, floating barriers and offshore storage areas to manage seaweed flows. Once harvested, they are processed locally, creating a value chain of direct benefit to the island’s economy.
From biochar to biostimulants: promising agricultural outlets
The central aim of this project is to convert sargassum into high value-added products, useful for sustainable agriculture. There are two main thrusts:
- 💡Biochar, obtained from the carbonization of algae, improves soil structure, increases its water retention capacity and promotes plant growth. Agricultural yields observed with biochar sometimes exceed those obtained with chemical fertilizers, reaching over 4 tonnes per hectare.
- 💡Biostimulants, extracted from algae, boost crop resistance to climatic stress and improve nutrient absorption. They also reduce the use of nitrogen fertilizers by almost 30%, contributing to more environmentally-friendly agriculture.
Economic and social benefits
The implementation of this pilot project has a direct impact on local communities. By creating jobs in harvesting, transporting, processing and marketing by-products, sargassum recovery generates new sources of income. It also reduces the costs associated with clean-up operations, which are often very burdensome for public finances.
As Seafields CEO John Auckland explains:
“This partnership demonstrates how sargassum, once seen as a costly burden, can become a valuable, job-creating resource.”
The aim is also to perpetuate this industry through the creation of a joint venture, Seafields SVG, which could become a model for other Caribbean territories facing the same challenge.
A growing regional dynamic
Saint Vincent and the Grenadines is not an isolated case. Across the Caribbean, entrepreneurs and institutions are exploring the valorization of sargassum. In January 2025, the Inter-American Development Bank (IDB) and its IDB Lab innovation laboratory launched the Sargassum Innovation Quest, designed to support the most promising projects.
In Barbados, entrepreneur Joshua Forte has been transforming sargassum into organic compost through his company Red Diamond Compost since 2014. In Guadeloupe, SUEZ is working on the production of organic fertilizers and the decontamination of chlordecone-contaminated soil. In the Dominican Republic, SOS Carbon is working with Origin by Ocean to develop fertilizers and animal feed. In Mexico, C-Combinator is exploring the production of ecological leather and biostimulants.
This regional effervescence shows that the Caribbean is gradually moving towards an integrated blue economy, where sargassum is no longer perceived solely as a threat.
An opportunity for the Caribbean
The pilot project launched in Saint Vincent and the Grenadines illustrates a change in approach to environmental crises. Rather than endure the massive arrival of sargassum, the archipelago has chosen to transform it into a lever for growth. This strategy is fully in line with the objectives of the blue economy, which aims to make sustainable use of marine resources while protecting ecosystems.
By leveraging technology, innovation and regional cooperation, Saint Vincent and the Grenadines is paving the way for a new way of looking at the future of sargassum in the Caribbean.
Jamaica occupies a unique position on the international maritime scene as the host state of the International Seabed Authority (ISA). Created as part of the United Nations Convention on the Law of the Sea (UNCLOS) this specialized organization regulates the exploration and exploitation of mineral resources on the high seas. on the high seas.
This role, although not directly exploitative for Jamaica, reinforces its diplomatic influence and its place in the major discussions on sustainable ocean governance. As Mr. Olivier Guyonvarch, Ambassador of France to Jamaica and Permanent Representative to the ISA, this institution represents a key element in the balance between economic development and protection of marine ecosystems.
The International Seabed Authority : A global mission
Created in 1996 under the United Nations Convention on the Law of the Sea (UNCLOS), the ISA is a specialized international organization that regulates mineral resources located beyond national jurisdictions, in what is known as the “high seas”. Today, the International Seabed Authority oversees 31 exploration contracts awarded to 25 countries. Jamaica sponsors one of these contracts, with a British company exploring a specific area. of polymetallic nodules in the Pacific.
One of the main missions of the International Seabed Authority is to finalize a mining code: a regulatory framework that will define the rules and conditions for the future exploitation of these resources. This code must ensure that any exploitation is carried out with the utmost respect for marine ecosystems, while allowing for an equitable sharing of benefits, particularly with developing countries.
Jamaica: A strategic role as host state
As host state, Jamaica plays an essential role in hosting this international organization, which nevertheless operates independently of its location. The choice of Kingston as IAMF headquarters in 1996 represented a diplomatic victory for Jamaica, reinforcing its image as a key player in international maritime governance.
However, the Caribbean region has no polymetallic nodules, which are mainly located in the Pacific. Despite this, the presence of the International Seabed Authority in Jamaica brings a certain prestige and underlines the country’s commitment to environmental preservation and sustainable development, crucial issues for the entire Caribbean region.
Environmental challenges and technological ambitions
One of the biggest challenges currently facing the ISA is the adoption of the Mining Code. This complex process involves negotiations between the 36 members of the ISA Council, representing diverse national interests.
The aim is to put in place a framework that ensures fair and sustainable exploitation of resources, while protecting marine ecosystems.
Olivier Guyonvarch also stressed the crucial importance of environmental safeguards in this context. As global demand for polymetallic nodules and other critical minerals increases to meet the needs of renewable energy technologies, the International Seabed Authority will have to ensure that the rules and measures adopted are strictly adhered to. Its role thus becomes fundamental in guaranteeing the delicate balance between economic development and the preservation of marine ecosystems.
The ISA represents a collective effort to meet global environmental challenges and regulate the sustainable use of marine resources.
Although the International Seabed Authority’s operations extend beyond the borders of the Caribbean, its presence in Jamaica symbolizes the interconnectedness of nations when it comes to maritime issues. As the International Seabed Authority moves closer to adopting its mining code, the world will be watching closely as it strives to reconcile resource exploitation with ocean preservation. For Jamaica and the Caribbean, the International Seabed Authority represents both a symbol of international cooperation and a call for sustainable ocean governance.
There are voices that cross generations, carried by the wind, the sea and memory. Patrick Lamon, president of the Yole Net 2000 association in Le Marin, is one of them. He didn’t learn the yole, he was born into it. Just as one inherits a name, a language, a collective narrative. His story doesn’t begin on the waves, but in a line of sailors where every gesture, every sail hoisted, tells of a past rooted in wood and salt.
A name from afar, between gum tree and skittle pin
For the Lamon family, the sea is as much a tradition as a way of life. The grandfather used to set sail in a gum tree, carved from a tree trunk. Father Didier Lamon made history by becoming the first winner of the official Tour de la Martinique in 1985. As for Patrick Lamon, he watches silently, like an attentive child, before climbing aboard once the fishing is done.
“We’d take the skiff and set sail. That’s how it was.”
The yole was not born for racing, but for survival. It’s the result of an adaptation: when the gum tree became too unstable, sailors rethought its shape. This transformation gave rise to the yole martiniquaise, a hybrid craft, both rounded and flat, designed to take on the sea with agility and finesse.
Memories are anchored in the hull
Patrick Lamon talks about the evolution of the yole as a link between past and future. He remembers sails made of flour sacks, gumboats equipped with two sails, and the first improvised races.
“There were seven yoles with the békés, even before 1985.”
Then came composite materials, carbon sails and racing techniques. But what he remembers most of all is the resourcefulness of the sailors, their ability to turn this traditional craft into a heritage emblem. In 2022,UNESCO recognized the Yole of Martinique as part of humanity’s intangible cultural heritage.
Presiding, yes. But above all to pass on
Becoming president of Yole Net 2000 was never a personal goal. “It’s not about the title. It’s because I was born into it. I have the knowledge.” What drives him is transmission. To young people, the curious, adults in search of the sea and meaning. Although initiation sometimes begins at the age of 6 in schools, the association prefers to welcome young people from the age of 15 or 16, when maturity allows a better understanding. Reading the sea, understanding the wind, choosing the right sail: these are all part of an applied science.
“Today, we teach them the compass rose. It used to be different.”
A boat as a school of life
For Patrick Lamon, the yole is much more than a sport. It’s a school of rigor, solidarity and responsibility.
“It’s like a company. If just one yachtsman doesn’t play along, we drift.”
Here, the individual disappears in favor of the collective. You have to listen to the sea, follow the helmsman’s orders and be one with the team. Learning is open to all. The only prerequisite: not to be afraid.
A volunteer passion, a future to build
Yachtsmen sail for passion. It’s all about volunteering. Rewards are rare, sometimes symbolic: a trip, a tribute, discreet recognition.
But Patrick Lamon dreams bigger. He wants the practice of the Yole to become a real profession.
Patrick Lamon imagines a future in which certified instructors train new generations, within a structured, recognized and remunerated framework.
“One day, I’d like it to be taught, officially recognized, paid for.”
He’s thinking about bilingual training, welcoming tourists and opening up to international markets. He’s also thinking about entrepreneurs:
“Look at a skiff. Coordination, strategy, quick reaction: it’s a model.”
A Caribbean dream beyond borders
The yole has already plied the waters of Guadeloupe, Trinidad and Saint Kitts.
“In Trinidad, we brought in seven boats. In Guadeloupe, we sailed.”
His dream: to see Yole weave bridges between islands, uniting Caribbean peoples around this craft that speaks a universal language. A way of uniting know-how and memories, to the rhythm of shared winds.
The yole is all this... and more
A sport, of course. But also a school of life, a tool for transmission, a mirror of society. The art of sailing, literally and figuratively. When the clouds gather, the wind picks up and the sea gets rough, Patrick Lamon stays the course. He chooses the right sail, the right team. And he holds on. Just as you hold on to what you love.
Watch the exclusive video interview
Félix Mérine grew up close to the water, in a house facing the sea. Even as a child, the yole (boat) was part of his daily life, without imagining that this traditional craft would become his lifelong companion. But it was much later, after the storms of life, that Félix Mérine came to understand the power of this craft. The yole didn’t just teach him how to sail, it gave him a path, a course, a reason to act. Today, this helmsman-turned-entrepreneur is dedicated to passing on what the sea has given him.
A child of the sea, forged by the waves
Félix Mérine grew up a stone’s throw from the sea, in Robert, in a house where water was part of everyday life. At a very young age, he discovered the world of the yole alongside his uncles. He didn’t immediately climb aboard – at first, he observed, learned and listened. He built small yoles on the street, helped wash the sails, and unknowingly took part in the life of the yole. This is where it all begins: in the repeated gestures, the exchanged glances, the silent respect for elders.
Adrift but not lost
At 16, Félix Mérine left school. “I didn’t listen to my mother,” he says bluntly. He entered a troubled period. Military service in Lyon had a profound effect on him. Discipline, respect, responsibility: he discovered strict rules that he applied without question.
8,000 kilometers away, his mother’s advice finally made sense.
On his return, his uncles took him back on a yole. This time, he took to it for good.
Yole as a discipline, sport as a springboard
In 1987, he founded his association and imposed strict rules: regular training, zero alcohol, team spirit and respect for each other. It took time, but the results followed. The Yole became more than a sport: it became a school.
” The Yole saved my life,” says Félix Mérine.
What he learns on the water, he applies to his business. Today, he runs a transport company active in the Caribbean, with over 60 employees. What was passed on to him, he in turn passes on. “What my elders passed on to me, I have a duty to pass on in my turn,” he says.
Passing on to build tomorrow
Now retired from competitions, Félix Mérine devotes his time to passing on his skills. He supervises young people at risk, shares his experience and is in charge of a rehabilitation project through the Yole for prison inmates. For him, every effort counts, and can change everything. “Nothing is lost,” he says gravely, “even when everything seems to be.” What he has received from his elders has been decisive, and he knows that a well-supported young person can also find his way.
Félix Mérine’s story is that of a man who found in the sea a framework, a meaning, a strength. Today, he acts so that others can, in turn, move forward. Because sometimes, all it takes is a reference point, a listening ear, or a boat – to get things moving again.
Strong quote:
95% of what I have today, the yole gave it to me.
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The port of Jarry Guadeloupe has taken a major strategic step forward with the arrival of three new-generation XL gantry cranes. Delivered on June 30, 2025 aboard the vessel CY Interocean II, this equipment symbolizes much more than a simple technological leap: it marks the territory’s concrete entry into a logic of performance, logistical sovereignty and energy transition, at a time when global maritime flows are becoming increasingly complex, tense and geopolitically sensitive.
A spectacular and highly strategic manoeuvre
The convoy set sail from Cobh, Ireland, on June 15. Fifteen days later, a massive and impressive silhouette appeared on the horizon of the Grand Port Maritime, attracting the attention of professionals and citizens alike. On the deck of the CY Interocean II, three blue Liebherr gantry cranes, welded to the hull, ready to be unloaded in a high-precision logistical operation.
This maneuver, programmed without interrupting the flow of goods, demonstrates a technical mastery rare in the French West Indies. For port stakeholders, this operation marks a decisive step in the transformation of the port of Jarry Guadeloupe, considered to be the economic lung of the archipelago.
A technical upgrade to meet the challenges of maritime traffic
Manufactured by the German Liebherr group, these gantry cranes have a reach of 30 meters and can lift up to 75 tons in twin-lift mode, i.e. two heavy containers simultaneously. This level of performance meets a necessity: the constant evolution of maritime traffic, with ships that are ever longer, taller, heavier, and often more respectful of environmental standards. For the port of Jarry Guadeloupe, this move upmarket means it can absorb the expected increase in tonnage, while reducing ship handling times.
Handling rates will be optimized, logistics lead times reduced, and operational capacities enhanced. This is a concrete turning point, awaited for several years by freight operators and carriers, but also by companies dependent on the fluidity of supplies.
A measurable impact on the local economy and logistics organization
This acquisition represents an investment of 40 million euros, partly financed by the Guadeloupe Region via ERDF funds to the tune of 7.2 million. It is one of the most structuring logistics projects of the decade. The port of Jarry Guadeloupe, which already generates 2,300 direct jobs and 7.7% of local wealth, is seeing its infrastructure strengthened to support local industries. It’s not just about quays and cranes: it’s about a global reconfiguration of flows, storage, transit times, the cold chain and customs security.
It also means upgrading the skills of our teams, with technical training for materials handlers, outlets for young people in logistics, and opportunities for local subcontractors. Behind the figures, hundreds of career paths can be triggered or consolidated.
Food sovereignty and economic resilience: a vital challenge
The Port of Jarry Guadeloupe handles almost 99% of the goods consumed in the region. This includes foodstuffs, building materials, medicines, fuel and capital goods. In other words, even a temporary interruption in port activity would have a direct impact on the daily lives of Guadeloupeans.
Boosting capacity, facilitating stopovers and improving infrastructure reliability means guaranteeing real logistical sovereignty in the face of climatic hazards, health crises or geopolitical tensions. The current modernization program is in line with this rationale: to protect the region through the robustness of its infrastructures, and to avoid excessive dependence on external logistics platforms.
An ecological transition based on action, not rhetoric
The three gantry cranes delivered at the end of June are also part of a drive to gradually decarbonize shipping. Designed to accommodate new-generation ships with lower CO₂ emissions, they are part of the Port of Jarry Guadeloupe ‘s alignment with the National Port Strategy 2021-2050 and the Multiannual Energy Program. The objective is clear: to move away from coal by 2026, promote the arrival of alternative fuels (biomass, biofuels) for EDF, and integrate shore-side electrical connection solutions.
In addition to gantry cranes, bulk silos, storage areas and energy flows are being reorganized to move towards a sustainable port model. In a global context of transition, Guadeloupe does not intend to remain on the quayside.
Setting course for the Caribbean: regional ambitions and a transshipment hub
The modernization of the port of Jarry Guadeloupe is not just a local emergency. It is also part of a regional repositioning strategy. With these new capacities, the Port of Jarry Guadeloupe aims to once again become a major player in transshipment in the Caribbean, capturing part of the traffic between North and South, between Latin America, the Lesser Antilles and the United States. According to internal projections, container traffic is expected to grow by +9% between now and 2028.
But to achieve these objectives, it’s not enough to have equipment. We also need to offer fast, reliable and competitive ports of call. The three XL gantry cranes, by significantly reducing call times, could be a decisive lever in winning the confidence of the zone’s major shipowners and logistics operators.
A logistics turn around to meet the challenges of tomorrow
This modernization project is neither a simple infrastructure refresh nor a mere announcement. It reflects a political, economic and environmental commitment to making the port of Jarry Guadeloupe fit for the 21st century. It’s a strategic choice with a strong territorial impact: for families, who will see their supplies secured; for young people, who will gain access to new technical trades; for companies, who will be able to rely on a high-performance logistics chain.
It’s also a message to the Caribbean: Guadeloupe is investing, innovating and intends to play its full part in the regional maritime economy, not just as a recipient of containers, but as a logistics player in its own right.
