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Complete Marine Freight are global leaders in worldwide boat shipping . Whatever kind of boat transport service or yacht shipping you need, whether shipping a boat from USA to UK, transporting a tender from Scandinavia to the Med or if you need to transport a yacht from the Caribbean to Europe, make Complete Marien Freight your first port of call for international boat shipping .

Why Complete Marine Freight?

We are a global team offering an incredibly personal yacht transport service for those who are serious about sailing or selling yachts and boats.

At Complete Marine Freight we understand your needs whether shipping a superyacht or trucking a small motorboat, air freighting a mast, transporting spares or simply couriering documentation. Whether you require complete race team logistics or need to ship a newly manufactured yacht, we will find you the safest and most on time solution. We are always fast and transparent with information, working alongside you every step of the way.

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Effortless global shipping, your cargo, our expertise. trust peters & may for seamless worldwide logistics., our comprehensive services, from yacht and boat transport to freight forwarding and courier services, we've got all your shipping needs covered..

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Boat transportation solutions are the core of our business, shipping for private individuals, race teams and marine companies

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Specialist teams handle import and export shipments across all modes of transport: Air, road and sea

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Through specialist knowledge and experience we provide unique logistics solutions for commercial cargo of any weight or dimension

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As part of the Peters & May Group, Corporate Express Couriers provide a full international and domestic courier service

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Discover unparalleled expertise, security, and personalised service as we navigate the world of logistics for you. Partner with us and elevate your shipping experience.

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Wind Turbine from Denmark

24m mast to vietnam, shipping the world’s first floating eco-luxury suite, double minehunter consignment demonstrates peters & may’s heavy-lift capabilities, cape31uk class race fleet, historic yacht maiden’s voyage facilitated by bespoke global shipping, showcasing success.

Dive into our collection of case studies to discover the innovative solutions and expert logistics that drive our clients’ success stories.

Client Testimonials

Usually I don’t comment or rate a company, but for the team Peters & May I will make a exception. The loading and discharging has been done smoothly without stress. The communication and administrative parts which start a few months before loading has been very well managed and always pleasant. All mails/Infos were short, precise and uncomplicated. From my side I recommend this team and will trust them gain if I have to ship my boat! Best regards Ph. Sommer

I used Peters & May To Ship a boat I purchased from the USA to the UK and have to say that every stage of the process was perfect Sasha my contact in the UK was a great communicator as was Ashley in the USA I would highly recommend this company to anyone that wants great service and communication a job very well done

All handled extremely efficiently, with a helpful and friendly tone from start to finish. Very much appreciated. Thank you.

What a great team Peter’s & May are. They immediately stepped in after we were let down by another major shipping company. I cannot fault the shore side or ship side teams one bit. We look forward to working with them for our next shipping.

We have been very impressed with the service Peters & May provides. Fast deliveries and collections are very important to our customers’ needs and this is something that Peters & May consistently delivers – each and every week.

Peters & May’s professional staff are helpful and committed in helping us distribute our shipments on time. We would not hesitate in recommending them.

I work as a Yacht Broker and on behalf of my client arranged the delivery of a 60ft wooden schooner yacht built in 1882 from UK to South Africa, via road transport to Antwerp. It has been a challenging project but made a lot easier with Peters and May. The communication from Lindsey in the UK and the rest of the team has been excellent. I would have no hesitation to recommend their services. Great job.

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• Shipping costs

Are you looking to transport a yacht across international waters? Shipping a yacht can be a complicated process, and understanding the associated costs can be difficult. In this article, we will explore all the factors that influence international yacht shipping costs, from vessel size and route to insurance and customs. We'll also discuss the best ways to save money on yacht transportation, so you can be sure you're getting the best deal possible. So, if you're ready to get an estimate for your international yacht shipping needs, read on to learn more about what you should expect to pay. Shipping a yacht overseas can be a complicated process, with many different factors to consider. International yacht shipping costs can vary greatly, depending on the size of the vessel, the regulations involved, and the shipping method chosen.

Regulations and Requirements

Shipping Methods - There are several different shipping methods available for international yacht shipping. Flat rack shipping involves loading the vessel onto a container that is then loaded onto a freight ship. Container shipping involves loading the vessel into a container and then loading it onto a freight ship. Roll-on/roll-off shipping involves loading the vessel onto a barge that is towed by a tugboat.

Additional Fees

Finding a reliable yacht shipping company.

Here are some tips to help you find a reliable yacht shipping company. First, check the company's experience. Experienced yacht shipping companies will have a better understanding of the regulations and requirements involved in international yacht shipping. They will also be more familiar with the different routes and destinations and know which ones are best for your particular needs. Second, consider the company's reputation. Look for reviews online and talk to people who have used the company before.

Additional Fees & Costs for International Yacht Shipping

These costs include insurance premiums, port fees, customs fees, and any other costs associated with the transportation of the yacht. Insurance premiums are typically required for any international yacht shipping. The cost of the premium varies depending on the size of the yacht, the distance it is being shipped, and the value of the yacht. It is important to understand the insurance coverage required before proceeding with a shipment.

Port fees are also required for international yacht shipping. These fees are charged by the ports and vary based on the size and type of vessel being shipped. In addition to port fees, customs fees may be required in some countries. It is important to research these costs in advance to ensure that they are included in the overall shipping costs. It is also important to consider any other costs associated with international yacht shipping such as transportation costs, fuel costs, and storage costs.

Different Shipping Methods for Yachts

Flat rack shipping, container shipping, roll-on/roll-off (roro) shipping, regulations & requirements for international yacht shipping.

This document serves as proof that the yacht has been legally shipped from one port to another. The bill of lading should include information such as the yacht's name, the port of origin, the port of destination, and the estimated time of arrival. In addition to a bill of lading, customs clearance documents must also be provided in order for the yacht to pass through customs in the destination country. These documents typically include a valid passport, proof of ownership, and any other required documents for the specific country.

Additionally, it is important to check with both the country of origin and the country of destination regarding any additional documents that may be required. In some cases, a shipper may need to obtain an export license or permit in order to ship a yacht overseas. This process can be complicated and time-consuming, so it is important to research the specific laws and regulations for the country in question in order to ensure that all necessary documents and permits are in place before shipping a yacht. It is also important to consider the cost of international yacht shipping. Depending on the size and type of yacht being shipped, the cost can vary greatly. It is important to research different shipping companies and get quotes in order to compare costs and ensure that you are getting the best deal possible. When shipping a yacht overseas, it is important to familiarize yourself with all the regulations and requirements related to international yacht shipping.

Being aware of all necessary documentation, permits, and costs involved can help make sure your yacht's journey is safe and successful. International yacht shipping can be a complicated and costly process, but with the right knowledge and preparation, it doesn't have to be. Understanding the regulations and requirements for international yacht shipping is key, as well as researching the different shipping methods available. Additionally, potential customers should be aware of additional fees and costs associated with international yacht shipping. Ultimately, choosing a reliable yacht shipping company is essential to ensure a successful and cost-effective shipment.

When selecting an international yacht shipping company, customers should consider the company's experience, reputation, customer service, and pricing. It is also important to read reviews from other customers who have used the company's services in the past. By doing this research in advance, customers can make sure they are choosing the best company for their needs.

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Smooth sailing: a comprehensive guide to yacht shipping and essential details that should not be overlooked.

Are you dreaming of sailing the crystal-clear waters of the Mediterranean or exploring the exotic islands of the Caribbean on your own yacht? The allure of yachting is undeniable, but when it comes to transporting your prized possession to these dream destinations, the process can be intricate and requires careful consideration. In this guide, we’ll explore the essential steps and considerations when it comes to yacht shipping, ensuring your overseas journey is smooth from port to port.

Iron Out the Details

Your initial consultation serves as the linchpin in the entire process, allowing you to tap into the expertise of the Legend Yacht Transport team, providing helpful insight and years of expertise not available through many other yacht transportation services. Seasoned yacht owners and first-time shippers alike benefit from our personalized approach, ensuring that each aspect of the transport is meticulously considered and catered to individual needs. Our knowledge and insights extend beyond mere logistics; we provide invaluable guidance on the best shipping options, cost considerations, and how to safeguard your yacht during its overseas voyage. This initial consultation becomes the cornerstone of a successful shipping experience, fostering a collaborative relationship that sets the tone for a seamless and secure transition of your yacht to its final destination.

Apples to Apples Quotes

A critical aspect often overlooked is the careful comparison of quotes from various shipping companies. To ensure a fair assessment, it’s imperative not just to compare quotes but to ensure you’re evaluating apples to apples. Quotes may come with many nuances, including the type of yacht transport , so comprehending the breakdown of costs, the array of services provided, and anticipating any potential additional fees that might surface throughout the shipping process is extremely important. A transparent quote serves as the keystone in making an informed decision, shedding light on the intricacies that may impact your budget and aligning seamlessly with your specific requirements. Beyond the numbers, it is crucial to understand the quality of service each quote represents. By scrutinizing the details, you gain a comprehensive understanding of what each yacht shipping company offers, allowing you to make a choice that not only meets your budget but guarantees a smooth, worry-free transport of your cherished yacht.

Overseas Shipping Options: Charter vs Liner Yacht Transport

Two primary yacht shipping options demand careful consideration: charter yacht transport and liner yacht transport . The choice between the two significantly impacts the logistics and costs associated with shipping your yacht. Chartering entails reserving an entire vessel exclusively for your yacht, offering unparalleled flexibility in scheduling and routing. This option caters to those who prioritize a personalized and dedicated approach, ensuring that their yacht receives undivided attention throughout the journey. 

Alternatively, liner transport consolidates multiple yachts onto a single vessel, presenting a potential avenue for cost savings. While this may be a more economical option, it comes with the compromise of a shared shipping space and a more fixed schedule. Understanding the nuanced pros and cons of each alternative becomes paramount in making a decision that aligns seamlessly with your unique needs, budget, and preferences. Whether opting for the exclusivity of chartering or the efficiency of liner transport, a judicious evaluation ensures that your yacht’s journey across the seas is tailored precisely to your expectations.

Details Count

In our world of yacht shipping, precision emerges as the linchpin for a successful and seamless process. The importance of accurate measurements cannot be overstated, extending beyond the overall length of the vessel to include meticulous details such as davits, aerials, radar arches, and pulpits. Each protruding element plays a crucial role in determining the spatial requirements and potential challenges during transportation. 

Even the slightest deviation in the declared length can cascade into a series of complications. From logistical challenges in accommodating the yacht within the cargo hold to unforeseen delays at ports of call, inaccuracies in measurements have the potential to disrupt the entire shipping timeline. Moreover, discrepancies may result in unexpected charges, adding financial strain to an already complex process. 

Paying meticulous attention to these details isn’t just a recommendation; it is a prerequisite for a seamless and stress-free shipping experience. The precision in measurements ensures that the yacht fits snugly within the allocated space, minimizing the risk of damage during loading and unloading. It also allows for efficient planning of routes and port logistics, reducing the likelihood of delays. 

In essence, the devil truly lies in the details when it comes to yacht shipping. As the yacht owner or manager, you’ll work directly with the Legend Yacht Transport team and collaborate closely to ensure that every centimeter is accounted for, guaranteeing a journey across the seas that is not only secure but also punctual and devoid of unexpected financial burdens. Precision is not just a virtue; it’s the compass that guides the vessel safely to its destination.

Reputation is Everything

Before entrusting your yacht to the vastness of the open seas, a thorough examination of the history and credentials of prospective shipping companies is not just advisable but paramount.

If you’re in the process of sourcing multiple quotes from various yacht shipping companies, it’s important to scrutinize their reputation. A yacht transportation company with a solid track record is more likely to have built positive reviews and testimonials from satisfied clients over time, offering a glimpse into the quality of its services. Look for longevity in the industry, a tenure that signifies stability and adaptability to the ever-evolving dynamics of yacht shipping. 

Experience in the industry is a key metric in evaluating a shipping company’s capabilities. An established history often translates into a wealth of knowledge, a refined understanding of logistics, and a proven ability to navigate the myriad challenges that may arise during transportation. Yacht owners can take solace in the hands of a seasoned operator who has weathered the seas of the shipping industry. 

You Get What You Pay For

In the complex world of yacht shipping, cost is undeniably a pivotal factor that warrants careful consideration. However, a critical adage holds true: you get what you pay for. While the allure of a lower-priced quote may be enticing, it often conceals potential pitfalls that could compromise the overall quality of the shipping service. 

Opting for a cheaper quote may expose yacht owners to hidden fees that emerge as unwelcome surprises during the shipping process. These unforeseen costs can range from port charges and customs fees to unexpected expenses related to specialized handling or documentation. The initial savings can quickly dissipate when confronted with these hidden fees, negating the perceived cost advantage. 

Moreover, lower-cost quotes may indicate compromises in service quality. Yacht shipping involves intricate logistics and the need for specialized expertise to handle the unique challenges of transporting a vessel across oceans. Choosing a service solely based on cost may lead to a reduction in essential services, potentially jeopardizing the safety and condition of your yacht during transit. 

Yacht owners must prioritize overall value and reliability when selecting a shipping service. Investing in a reputable and experienced company might come with a higher initial cost, but it assures the safety, security, and efficiency of the shipping process. Reliability extends beyond the financial aspect and encompasses factors such as on-time delivery, adherence to safety standards, and transparent communication throughout the shipping journey.

Double Check Insurance Coverage

Navigating the intricacies of yacht shipping requires a keen understanding of insurance considerations, as assuming that your standard hull insurance covers all risks during transportation is a common misconception. To safeguard your valuable investment, it is important not to look beyond your insurance coverage and take proactive steps to mitigate potential risks. 

Hull insurance, designed for risks while the yacht is in operation, often falls short when it comes to covering perils associated with transportation. Therefore, yacht owners are strongly advised to verify their insurance coverage and explore additional coverage. At Legend Yacht Transport, we will help you navigate this often confusing topic. 

Thorough insurance coverage is not merely a precautionary measure; it is a lifeline that provides peace of mind throughout the entire shipping process. Knowing that your yacht is protected against unforeseen events instills confidence and allows you to focus on the exciting prospect of your vessel reaching its destination unscathed. By taking the time to understand, verify, and invest in comprehensive insurance coverage, yacht owners can navigate the seas of transportation with the assurance that their cherished possession is safeguarded against the unpredictable elements of the maritime journey.

Communication is key. Don’t hesitate to ask your Legend Yacht Transport team member any questions that may arise during the quote, preparation, or shipping process. Seek clarification on any concerns, understand the logistics involved, and stay informed throughout the process. A reliable shipping company will be transparent and willing to address your inquiries. 

In conclusion, yacht shipping is a meticulous process that demands careful planning and attention to detail. By following these guidelines and collaborating with a reputable shipping company like Legend Yacht Transport, you can ensure your yacht reaches its destination safely and in pristine condition, ready for your next adventure.

Trust Legend Yacht Transport

As a global leader in yacht shipping and transport, the team at Legend Yacht Transport has earned the trust of renowned yacht and boat manufacturers, owners, managers, captains, and racers. Legend Yacht Transport specializes in offering customized yacht and boat transportation services for a wide range of vessels, including sailing and racing yachts, motorboats, superyachts, and commercial vessels, on a global scale. 

Distinguished as pioneers in the logistics domain, our expertise lies exclusively in ocean transport for marine vessels and equipment. Our highly qualified staff possesses an in-depth understanding of the intricacies of yacht transport and boat delivery, making us industry leaders with a comprehensive grasp of the challenges and nuances inherent to these specialized services.

Contact us today for more information or to start your yacht shipping journey.

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The Dockwalk Guide to Yacht Transport

Louisa Beckett is the former editor of Motor Boating, ShowBoats International, and Southern Boating magazines, and a longtime contributor to Dockwalk. Over her career, she has written about a wide variety of vessels ranging from Sea-Doos to superyachts, and has had many adventures on the water, including riding in a U.S. Coast Guard “rollover” boat in heavy surf off Cape Disappointment, Washington.

Even now, in the third year of the pandemic, we’re seeing headlines about global supply chain disruptions caused by worker shortages and other factors related to COVID-19. In particular, the maritime shipping industry has been affected, with long lines of cargo ships frequently sitting idle as they wait to be unloaded in port.

“It’s a very difficult marketplace at the moment. The freight rates are higher than they’ve been in decades. Congestion in ports is at an all-time high, all these things are affecting our ability to get ships where they need to be on time, and space on ships is at a massive premium,” says Simon Judson, CEO of global logistics firm Peters & May , which organizes passage for yachts on board a wide variety of commercial cargo ships.

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Right from the start, the pandemic dramatically transformed the yacht transportation industry. In early 2020, the number of bookings by the usual clients, including owners and captains wanting to move their yachts to seasonal cruising grounds and sailing yacht owners and captains following the regatta circuit, fell off dramatically. At the same time, bookings increased from yacht owners who were unable to travel to their vessels and wanted to have them shipped home instead. Then, as COVID-related lockdowns and sheltering began to fuel the demand for new and brokerage boats, yacht manufacturers, dealers, and brokers around the world began to use yacht transport companies to ship boats to clients who couldn’t get to the vessels or send crew to pick them up. “I think COVID has changed everybody’s way of doing business,” says General Manager Laura Tempest of DYT , which owns and operates semi-submersible yacht-transport ships.

Port closures and travel restrictions also made it difficult for yacht transport companies to move their loadmasters into position around the world in order to supervise loading and unloading. In addition, “We have had a shortage of loadmasters at times when they came down with COVID,” said Uta Scarlata, who handles transatlantic and Caribbean sales for Sevenstar Yacht Transport , which operates its own fleet of 120 cargo vessels.

“Everything about the logistics of shipping a yacht from A to B is ten times harder,” Judson says, but he adds, “As we moved through the pandemic, we learned a little bit about how to adapt. Today we are using what we’ve learned to be better placed. That means making sure we’ve got the right people in the right places a lot further in advance [and] thinking about relocating our cradling and lifting equipment and everything we need to load the boats a lot further in advance.”

While internal logistics such as these typically are handled by a yacht transportation company behind the scenes without affecting its clients, industry experts agree that this year, yacht captains are going to have to act earlier than usual in order to secure transportation for their yachts.

If you do need to ship a yacht overseas, there are two basic means of transport: on the deck of a commercial ship or inside a semi-submersible vessel.

“It’s kind of going back to old days when if you didn’t book well in advance, you are not going to have a space…. People are done [with sheltering]. They are going to start using their yachts whether it be in the Med or in the Caribbean,” says Tempest. “We are seeing all of our repeat customers coming back, and the ones we met in the last year and a half that we didn’t know before are coming back.”

“Every ship that we’ve put on from the middle of last year has been fully booked probably a month before it comes to port. That was never the case before. We would always have some space a week before,” says Judson, who also predicts that demand for yacht transportation will increase in 2022 as owners return to pre-pandemic levels of cruising and racing. “If there’s a reason to book early, it would be to avoid disappointment in the fact that there may not be space,” he says. “To be safe, you should be thinking at least two months out.”

Cargo Ship vs. Semi-Submersible

There are a variety of reasons why an owner or captain would want to arrange to have a yacht transported from one location to another. It might be to change cruising grounds with the seasons, or to take the yacht to an event. Some yachts are able to make the voyage on their own bottom, but others must be shipped because they may be too small or have an insufficient fuel capacity to make the trip, their owner wants to avoid wear and tear on the vessel, or the yacht is booked for a charter in the new destination and the timing is just too tight.

Booking space on a cargo ship gives you the advantage of being able to transport a yacht pretty much anywhere around the globe where that vessel is scheduled to deliver freight.

If you do need to ship a yacht overseas, there are two basic means of transport: on the deck of a commercial ship or inside a semi-submersible vessel. Which method to pick depends on a variety of considerations, including the location where you want to ship the yacht, the flexibility of your schedule, whether or not you want to use the transit time to get work done on board, and the price.

In the most common scenario, the yacht is lifted by crane onto a commercial ship and secured in a custom-built cradle on its deck, where it shares space with other cargo for the duration of the passage. Since cargo ships typically make multiple stops and can experience delays in loading and unloading cargo, it’s important to have a flexible schedule. “Shipping is not an exact science. You can’t expect to ship on a certain day and unload on a certain day. You have to give yourself flexibility,” Judson says.

On the other hand, booking space on a cargo ship gives you the advantage of being able to transport a yacht pretty much anywhere around the globe where that vessel is scheduled to deliver freight.

The other yacht-transport method, pioneered by Dockwise Yacht Transport (now DYT) in the 1980s, is “float on/float off.” DYT’s semi-submersible ships are partially submerged in the water; the yacht floats into it and is secured in a cradle on the deck by divers. Then, the water is drained from the hold. At the end of the voyage, the process is reversed and the yacht floats out.

“When the world woke up with a bang, the amount of consumer goods to be shipped outweighed the space available to ship them. That will take some time to stabilize,” he says.

DYT offers a limited number of routes designed to match typical yacht-shipping patterns, such as from the Mediterranean to Fort Lauderdale and the Caribbean and back. “What I think sets us apart from anyone else is that we have a set schedule — there is no deviation; there is no change. That is why charter yachts depend on us,” Tempest says.

When clients want to ship their yachts off the beaten path, DYT will refer them to its sister company, Sevenstar Yacht Transport, for bookings on board its cargo ships.

DYT recently launched a third ship, Yacht Servant , which was built in China and is scheduled to start transporting yachts in May. For a short window in 2022, DYT will have three semi-submersible vessels in operation, which should help to meet the rising demand for yacht transportation.

Riding Along

Before the pandemic, captains typically could send one or two crewmembers along with the yacht during either type of transportation, enabling them to use the passage as a mini yard period to get a variety of jobs done on board.

While most cargo ships do not permit riders to sleep in their yachts while in transit, before the pandemic, they often would assign them cabins in the ship and let them eat in the mess hall and recreate with the ship’s crew. However, when COVID-19 hit, most ship operators suspended this courtesy in order to reduce the risk of the disease spreading on board, which could lead to serious delays if the ship was forced to quarantine before unloading in a port.

“When things calm down, we will accept riders again,” Scarlata says. On DYT, “We still allow riders as it’s such a crucial part of the service that we offer,” Tempest says. In fact, the semi-submersible ships provide power to the yachts so that riders can sleep and work on board. At the height of the pandemic, however, the company limited the riders’ interaction with the ship’s crew. “They needed to provision their yacht for the duration of the voyage. They had to stay in the yacht and on the deck of the ship; they could not go into the ship’s superstructure.”

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One thing that has not changed in the yacht transportation industry is the need for owners and captains to ensure their vessel is properly insured for the passage. “Some people get caught out on this. They think their hull and machinery insurance will automatically cover them. They need to take out a separate marine cargo insurance policy,” Judson says.

Both Sevenstar and DYT include an all-risk insurance policy in the rate they quote for yacht transport. “Usually, one of the questions we get is, ‘Can we leave it out?’ It’s not optional,” Tempest says. “It covers everyone on board and eliminates the need for multiple underwriters.”

Price Increases

Captains booking transport for their yachts today are finding that insurance rates have gone up. “The whole insurance market has hardened over the last couple of years,” Judson says.

As for shipping, no matter what method you choose, you are bound to see a COVID-related price increase. “DYT rates have increased over the past six months. Many factors have attributed to this but certainly a large portion is a consequence of the global pandemic,” Tempest says.

“In the last ten years, freight rates have been very low…. Now the market has flipped a little bit,” Judson says. While there are a number of reasons behind this, the main one is the reduced amount of cargo space currently available.

As for shipping, no matter what method you choose, you are bound to see a COVID-related price increase. 

In early 2022, Judson reported that his company had seen rates for shipping yachts between the U.S. and the Caribbean go up 15 to 20 percent; transatlantic shipping rates had increased a 60 to 80 percent, and rates to and from the Far East had gone up 200 to as high as 300 percent. “Coming out of Asia, every ship is full to the gunwales and if you want some space, you have to pay through the nose for it,” he says.

“There are not as many people who are prepared to pay the increased freight rates we are seeing at the moment. There are a lot of people who are holding back…,” Judson continues. “Not everyone who ships a yacht is a multi-millionaire. We’ve got lots of clients who are dealers, brokers, and manufacturers who are moving their boats where they need to be to be sold as new boats…. I think the people and companies who are shipping their boats now are the ones who have more of a commercial need.”

This feature originally ran in the April 2022 issue of Dockwalk.

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M/V Yacht Express - DYT Yacht Transport

M/V Yacht Express

Meet the yacht express.

The launch of Yacht Express on January 19th, 2007, was a significant milestone in developing the yacht transport and delivery industry, and DYT (formerly known as Dockwise) was proud to be at the forefront of it.

Yacht Express is semi-submersible and offers our unique float-on/float-off loading method. It has an impressive length of 209 meters (685.7 ft) and a beam of 32.2 meters (106 ft). Your yacht is safely accommodated between spray covers in the docking bay, which measures 165 meters (541 ft) long and 31 meters (102 ft) wide. With a deck space of 5,115 square meters (55,060 ft), DYT can transport many yachts in one voyage.

This sophisticated yacht delivery vessel is designed to have a service speed of 18 knots, meaning that a trans-Atlantic voyage from the Mediterranean to Florida/Caribbean with this ultra-modern yacht carrier will be significantly reduced from 10 to 15 days! Owners can enjoy the advantage of extra onboard riders accompanying the yacht during the voyage and enjoy our state-of-the-art facilities.

The loading process involves the carrier taking on ballast water until the main deck is submerged to a critical depth that allows the yachts to sail aboard. When all the yachts are loaded, divers are dispatched to attach temporary supports to keep the boats elevated as the ballast is released. The ballast water is then pumped out, bringing the carrier back above the waterline. When the carrier deck is dry, the yachts are then welded to specially designed seaworthy fastenings to maintain them safely for transportation.

Yacht Express Specifications

• Length: 209 m. (685.7 ft)
• Deck Space: 5,115 sq. m. (55,060 ft)
• Gross Tonnage: 17951
• Net Tonnage: 5386
• Max Submerged Draft: 13.2 m
• Cruising Speed: 13 knots
• Port of Registry: Amsterdam, The Netherlands

Amenities for the ride-aboard crew:

• Conference room
• Atrium with lounge
• Swimming pool
• Fitness room
• Laundry facilities

Our Services

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Transport your boat usa to international, who said that shipping your boat internationally should be complicated.

Select Type of Boat: --- Motorboat on trailer Motorboat without trailer Sailboat on trailer Sailboat without trailer Yacht Catamaran Houseboat Pontoon boat Racing boat Jet-ski Inflatable boat Other (specify)

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Everything you want to learn about how to transport your boat overseas.

• including what options are available to you and different methods to explore. We can handle many types of boats available:
• ++ All-Purpose Fishing Boats, Bass Boats, Bowriders, Cabin Cruisers
• ++ Center Console, Cuddy Cabins, Deck Boats, Dinghies, Fish and Ski
• ++ Flat Boats, Houseboats, Inboard Ski/Wakeboard boats, Inflatable Boats
• ++ Jet Boats, Motor Yachts, Multi-Hull Power Boats, Performance Boats
• ++ Personal Watercrafts, Pontoon Boats, Sailboats, Sedan Bridge
• ++ Sport fishing Boats, Trawlers, Walkaround and others.

Inland Transport

We can pick up your boat from any location in the US: private home, marina, storage, auction, boat dealership, etc and deliver it to the closest warehouse or ocean port.

With Ro-Ro shipping your boat will be loaded into the belly of the ship. With Container or Flatrack service the boat will be packed at our warehouse first and then delivered to the port.

Ocean Freight

Depending on the final destination and the size of your boat it may be shipped via Roll-on Roll-off vessel or Container vessel. We have contracts with both types of vessel carriers.

We have been transporting boats and yachts from USA to Australia, New Zealand, Pacific Islands, Europe, Middle East, Asia, Africa, Central and South Americam, Caribbean Island countries.

International Boat Shipping, Overseas Yacht Shipping. Worldwide shipping, import and export for motorboats, boats and yachts. Overseas yacht and boat transport and delivery company. Shipping boats and yachts from anywhere in the USA. International yacht shipping, global boat shipping. International boat shipping yacht transport services.

Why Choose Us

1) experienced.

We have over 20 years of experience transporting boats and yachts of all sizes from the United States to countries worldwide

2) Licensed

Our company is licensed, bonded and insured giving you the ultimate security that the boat will be handled and delivered professionally

3) Affordable

We have volume contracts with multiple ro/ro and container vessel carriers which allows us to provide you with affordable rates

International Boat Transport

USA-to-Overseas Boats Transport Company. Fully Licensed & Insured. Get a Free Quote Now! Ship your boat or yacht overseas with an experienced boat shipping company.

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Flagship Boat Transport | Prepare Before Your Yacht Transport

Getting ready for your yacht transport.

The safety of everyone on the road and your yacht must be yacht transporters’ first consideration. The word Yacht is a term used to describe a large or oversize boat. When we hear the word “Yacht”, it brings to mind images of a very large boat.

Some are fit for a king, others are working vessels like sport fishers, and some are just for family fun. In our world of yacht transportation , the word generally describes a boat that is larger than 14 feet wide, 14 feet tall and is around or over 40,000 pounds in weight.

Our Yacht shipping specialists are very knowledgeable and have years of experience in the planning of moving oversize boats. We have transported boats all across the country and around the world. We have moved vessels of all sizes, shapes, makes and models. Some of the brands of boats we have moved are Carver, Mainship, SeaRay, Silverton, Nordic Tug, Ocean Alexander, Hunter, Catalina, Beneteau, Swan, and Oyster just to name a few.

Feel free to contact us with any questions you may have, or for a free quote on your upcoming Yacht Transportation needs.

Our Boat Relocation Specialists Handle All The Planning For You

We do not charge a fuel surcharge. We feel fuel surcharges are for companies that do not manage their trucks properly or know how to quote a boat relocation correctly.

There are times when a state will put additional restrictions on their permits. These are usually due to road construction and/or the time of year move is scheduled for. Because we are not aware of this ahead of time, they may not be included in your quote.  You will find a quick overview of the most common rules and regulations, listed by state, in the menu found on the right of this page.

Moving An Oversize Power Or Sailboat Requires Extra Planning and Compliance

When transporting sailboats and powerboats that are oversize, some of the regulations we have to comply with are greater than when moving a smaller vessel. We are always required to use pilot cars and pole cars when the vessel exceeds the state or city size regulations.

There is also the need to meet any curfews that are given to us, as far as when and where we can travel while transporting an oversize Yacht. These additional requirements are set by the states and cities that are issuing the permits, your yacht transportation company must be aware of this.

Over-height Yacht Transport

Some flybridges are removed due to excessive height and must be transported on the boat, on the transport trailer, and in some cases with a second truck and trailer. We hope this page has been helpful to you.

There is so much more to moving an oversize boat than just loading her up and hitting the road. We invite you to contact us directly with any questions or concerns you may have regarding your Yacht transportation service needs. We want to be your Yacht Transport Company and are always happy to help. Let us give you a free quote today!

International yacht shipping requires more time and knowledge of international shipping . Yachts must be properly prepped and height needs to be reduced in many cases. A yacht transport company needs to assist with all aspects of moving your yacht. A flexible shipping schedule will aid your yacht transport service in getting you the best price.

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How To Ship A Yacht and Average Costs Associated With Yacht Transport Services

Shipping a yacht can be a complex and costly endeavor, requiring careful planning and coordination. Whether you’re relocating your vessel to a new sailing destination or participating in international yacht races, understanding the process and associated costs of yacht transport services is crucial.  Here, you will learn a few steps involved in shipping a yacht and  we will also provide insights into the average costs you can expect to encounter during the process.

Choosing the Right Yacht Transport Method

The first step in shipping a yacht is determining the most suitable method of transport. There are two primary options available: yacht shipping via cargo ship or yacht delivery by a professional yacht transport company. Cargo ships are commonly used for long-distance transport, while yacht delivery services are preferred for shorter distances. Cargo ships offer secure and reliable transport but are generally slower and require adherence to shipping schedules. On the other hand, yacht delivery services provide more flexibility, allowing you to sail your yacht directly to the desired destination. Factors such as distance, time constraints, and budget will influence your decision.

Read also: 13 Must-Have Boat Accessories For Your Next Sailing Adventure

Preparing Your Yacht for Transport

Before shipping your yacht, thorough preparation is essential to ensure its safety and minimize potential damage. Here are a few tips for preparing your yacht for transport:

• Thorough Cleaning and Inspection 

Before shipping your yacht , conduct a comprehensive cleaning to remove dirt, debris, and marine growth. Inspect the vessel thoroughly, paying attention to the hull, engine, and other critical components. Document any existing issues or damages and take detailed photographs for insurance purposes.

• Securing Loose Items and Removing Personal Belongings 

To prevent damage and ensure a smooth transport, secure all loose items on board. This includes removing personal belongings, such as furniture, decorations, and equipment. Store them safely onshore or in designated storage areas to avoid shifting or potential loss during transport.

• Compliance with Transport Company Requirements

Consult with a professional yacht transport company such as A-1 Auto Transport to understand their specific requirements. They may provide guidelines on reducing the height of antennas, removing sails, and securing rigging. Take necessary precautions to protect fragile components, such as wrapping them securely or using protective covers. Disable or secure sensitive equipment to avoid damage from motion-induced vibrations. 

By following these preparation steps, you can ensure that your yacht is well-prepared for transport, reducing the chances of any mishaps during the shipping process.

Read also: Best yachts for transatlantic: our selection and advices for 2023

Understanding Average Yacht Transport Costs

The cost of shipping a yacht can vary significantly depending on several factors, including the distance, destination, vessel size, and transport method. On average, yacht transport via cargo ship can cost between $20 and $25 per nautical mile. For example, transporting a 40-foot yacht from Florida to the Mediterranean, covering approximately 4,500 nautical miles, would typically cost around $90,000 to $112,500. Yacht delivery services, which charge a daily rate or flat fee, can range from $1,000 to $3,000 per day, depending on the yacht’s size and crew requirements. Additional expenses may include fuel, insurance, permits, and customs fees. It’s important to request detailed quotes from multiple transport providers to compare prices and services.

Researching and Selecting a Yacht Transport Service

Choosing a reputable yacht transport service is crucial for a smooth and hassle-free shipping experience. Begin by researching different companies and their track records in the industry. Look for providers with experience in transporting yachts similar in size and type to yours. Check customer reviews, ask for references, and inquire about insurance coverage. It’s also essential to verify their licenses, certifications, and compliance with international shipping regulations. Engage in detailed discussions with potential transporters to clarify any concerns or specific requirements you may have. Ultimately, select a company that not only offers competitive pricing but also provides reliable communication, excellent customer service, and a proven track record of safe and efficient yacht transport.

Final Thoughts

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We provide services across the globe

Full-service, global yacht transport company comprised of a highly-trained team. Providing different routes and locations to the Caribbean, and routes to various locations in the Mediterranean. 

Yacht Transport

Worldwide weekly / monthly and on-time sailing schedules.

We offer safe, reliable, and hassle-free machinery transportation.

Personalized service with a highly experienced support team

OUR METHODS

Float on / float off.

lift on / lift off

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Do I Need Special Permits for Yacht Export?

Navigating Yacht Export Regulations Made Simple

Exploring the Benefits of Secure Sailboat Transport for Seattle’s Maritime Community

We can transport any year, make, model, shape or size boat.

At FMT, our highly-trained team is adept at using various yacht transport shipping methods. 

Our team of experienced marine industry professionals is dedicated to providing the best service at the best price.

We offer competitive boat transport costs by using our extensive contacts within the yacht shipping industry.

We work hand-in-hand with boat/yacht manufacturers, brokers, captains and private yacht owners to provide best custom designed yacht transport plan to fit any scenario or requirements.

Freight Calculator

FREIGHT CALCULATOR is only a quick price reference tool – click on the GET A QUOTE form at top of the page to get an official quote

In order to transport your boat safely, you have to measure Heigh, Beam (Width), Length, bow pulpits, swim platforms, outboard motor brackets, outboard motors.

Any loose items down below may damage your boat or be damaged, Remove any loose items on deck. Stow and secure all loose gear.  Remove anchors from the deck. Tape your hatches closed for transit.

Transport prices are generally based on the miles from origin to destination and the size and weight of the boat being transported. 

We are located in the US but we provide different routes and locations to the Caribbean, and routes to various locations in the Mediterranean.

TESTIMONIALS

Satisfied customer; miami, fl, customer since 2015, customer since 2016, as seen on....

Discover why our yacht transport services have garnered attention from leading publications and industry experts. We take pride in being recognized for our commitment to excellence, reliability, and unparalleled service. Explore the articles below to learn more about how FMT Yacht Transport is making waves in the yacht transport industry.

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At FMT Yacht Transport, we take great pride in being a trusted and reliable yacht transport company, dedicated to serving our valued clients with utmost professionalism and care. We are delighted Members of the most important yacht Brokers Associations in the industry.

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International Yacht Transport.

Your trans-atlantic experts..

Boat and Yacht Transport is proud to serve the international boating community. Whether you are shipping a vessel for personal use or participating in a sanctioned race event, we have the experience to get your vessel in and out of port and to its final destination as quickly as possible.

If you have questions regarding customs procedures, permits, container and cradle handling or any other detail, please feel free to give us a call. Translation services are available upon request.

• International yacht transport • Yacht racing transportation • Shipping boats by container or cargo ship • Trans-Atlantic yacht transport • Customs and port documentation

INTERNATIONAL BOAT AND YACHT SHIPPING: There are options available for different types of overseas shipping.

Ro/Ro (Roll-on / Roll-off): This requires your boat to be on its own trailer, or a trailer provided by the ship line. The cargo moves as one piece on a specialized trailer from port to port. Enclosed Container: Most liner vessels around the world today are full container vessels. If your boat fits the dimensions of a standard container (40' long, 7'8" wide and 7'10" high). These vessels are perfect for cargo that fits neatly into a standard 20'or 40' container. Flat Rack: This option is typically used for oversized boat. A cradle is built to support the vessel. A flat rack and strap is used to secure your boat to the vessel. We recommend shrink wrapping the boat to protect it from damage or debris getting into your boat during its international shipment. When shipping an oversized boat, we recommend that the manufacturer will disassemble certain parts from the boat such as engines in smaller boats, upper cockpits, Bimini tops, etc.

Submersion: Your boat is loaded and unloaded directly from the water.

Ship lines are on a first-come/first serve booking system and estimate the ship sail schedule and delivery. The timeframes given are estimations and not guaranteed schedules.

Call or email us today for more information on transporting your vessel internationally: 877-692-6281

Yacht Transport and Boat Transport Specialists!

Yacht Transport  

Boat and Yacht Transport specializes in Oversize Yacht Transport.

People often need to transport a yacht across our country and for international yacht shipping.   Boat and Yacht Transport specializes in yacht transport with an emphasis on oversized and yacht transport moves.

Our drivers have the knowledge and driving skills to safely transport your yacht.  They are an organized, experienced, and professional team of drivers, specializing in Yacht Transport.  Our permit office is well-versed in DOT regulations and requirements for nationwide Yacht Transport.

We believe it is our job to inform you of what is involved in getting your boat or yacht ready for overland transport as well as international yacht transporting.  We have prepared a list to help guide you through yacht transport preparation.  Please take the time to read this information on our yacht transport preparation guide .  Our quote will also include a copy of this information for your review and signature.

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Top Page > Press Release 2024 > Joint Study to Establish Standard Specifications and Designs for LCO2 Carriers in Japan Towards Large-Scale International Marine Transport of Liquefied CO2 by 2028

Joint Study to Establish Standard Specifications and Designs for LCO 2 Carriers in Japan Towards Large-Scale International Marine Transport of Liquefied CO 2 by 2028

August 27, 2024

Kawasaki Kisen Kaisha, Ltd. ("K" LINE) Mitsui O.S.K. Lines, Ltd. (MOL) Nippon Yusen Kabushiki Kaisha (NYK Line) Mitsubishi Shipbuilding Co., Ltd. Imabari Shipbuilding Co., Ltd. Japan Marine United Corporation (JMU) Nihon Shipyard Co., Ltd.

• ◆ "K" LINE, MOL, NYK Line, Mitsubishi Shipbuilding, Imabari Shipbuilding, JMU, and Nihon Shipyard have started a joint study to establish standard specifications and designs for liquefied CO 2 (LCO 2 ) carriers.
• ◆ In the future, they will also consider designing, developing, and building new fuel ships using decarbonization technologies like ammonia fuel.

"K" LINE (President: Yukikazu Myochin, Headquarters: Chiyoda-ku, Tokyo), MOL (President: Takeshi Hashimoto, Headquarters: Minato-ku, Tokyo), and NYK Line (President: Takaya Soga, Headquarters: Chiyoda-ku, Tokyo) have started a joint study with Mitsubishi Shipbuilding (President: Shin Ueda, Headquarters: Minato-ku, Tokyo), Imabari Shipbuilding (President: Yukito Higaki, Headquarters: Imabari City, Ehime), JMU (President: Nobuyuki Nada, Headquarters: Yokohama City, Kanagawa), and Nihon Shipyard (President: Kiyoshi Higaki, Headquarters: Chiyoda-ku, Tokyo), which is a joint venture between Imabari Shipbuilding and JMU, to establish standard specifications and designs for LCO 2 carriers.

As the demand for LCO 2 carriers is expected to grow in various CCS (Carbon dioxide Capture and Storage) projects that transport CO 2 collected in Japan to storage sites by sea, it is necessary to build and supply LCO 2 carriers stably within Japan to realize the CCS value chain and improve economic efficiency. Therefore, the seven companies have agreed to conduct a joint study to establish standard specifications and designs for LCO 2 carriers and to establish a construction supply chain.

This study will focus on LCO 2 carriers and aim to enable construction at other shipyards in Japan as well. Additionally, they plan to collaborate widely with industry stakeholders, including other shipyards that share the same awareness of the issues, to contribute to the further progress of a decarbonized society by developing low emission ships using decarbonization technologies (such as ammonia fuel).

• News Releases

Joint Study to Establish Standard Specifications and Designs for LCO2 Carriers in Japan Towards Large-Scale International Marine Transport of Liquefied CO2 by 2028

• Japanese page
• Press Release

Kawasaki Kisen Kaisha, Ltd. (“K” LINE) Mitsui O.S.K. Lines, Ltd. (MOL) Nippon Yusen Kabushiki Kaisha (NYK Line) Mitsubishi Shipbuilding Co., Ltd. Imabari Shipbuilding Co., Ltd. Japan Marine United Corporation (JMU) Nihon Shipyard Co., Ltd.

◆ “K” LINE, MOL, NYK Line, Mitsubishi Shipbuilding, Imabari Shipbuilding, JMU, and Nihon Shipyard have started a joint study to establish standard specifications and designs for liquefied CO2 (LCO2) carriers.

◆ in the future, they will also consider designing, developing, and building new fuel ships using decarbonization technologies like ammonia fuel..

“K” LINE (President: Yukikazu Myochin, Headquarters: Chiyoda-ku, Tokyo), MOL (President: Takeshi Hashimoto, Headquarters: Minato-ku, Tokyo), and NYK Line (President: Takaya Soga, Headquarters: Chiyoda-ku, Tokyo) have started a joint study with Mitsubishi Shipbuilding (President: Shin Ueda, Headquarters: Minato-ku, Tokyo), Imabari Shipbuilding (President: Yukito Higaki, Headquarters: Imabari City, Ehime), JMU (President: Nobuyuki Nada, Headquarters: Yokohama City, Kanagawa), and Nihon Shipyard (President: Kiyoshi Higaki, Headquarters: Chiyoda-ku, Tokyo), which is a joint venture between Imabari Shipbuilding and JMU, to establish standard specifications and designs for LCO 2 carriers. As the demand for LCO 2 carriers is expected to grow in various CCS (Carbon dioxide Capture and Storage) projects that transport CO 2 collected in Japan to storage sites by sea, it is necessary to build and supply LCO 2 carriers stably within Japan to realize the CCS value chain and improve economic efficiency. Therefore, the seven companies have agreed to conduct a joint study to establish standard specifications and designs for LCO 2 carriers and to establish a construction supply chain. This study will focus on LCO 2 carriers and aim to enable construction at other shipyards in Japan as well. Additionally, they plan to collaborate widely with industry stakeholders, including other shipyards that share the same awareness of the issues, to contribute to the further progress of a decarbonized society by developing low emission ships using decarbonization technologies (such as ammonia fuel). (End)

• News Releases 2024

The news on this website is as of the date announced and may change without notice.

MIA   >  Archive   >  Cliff   >  Trotsky 3

Trotsky: Fighting the rising Stalinist bureaucracy 1923-1927

3. german revolution of 1923.

The German Revolution and stirrings in Russia A short sketch of the German Revolution The policy of the KPD The collapse of the German Revolution

The German Revolution and stirrings in Russia

THE 1923 Opposition was not only the child of internal developments in Russia – the increasing estrangement of workers from the state and party leadership – but also of a very significant international event: the German revolution of autumn 1923.

Renewed hope of revolution rose in Germany. A victory for the German working class would have ended the isolation of the Russian working class and radically changed the whole international situation.

Excitement about the German revolution gripped people throughout Russia. Ruth Fischer described Moscow in September 1923.

It was plastered with slogans welcoming the German revolution. Banners and streamers were posted in the centre of the city with such slogans as ‘Russian Youth, Learn German – the German October is approaching’. Pictures of Clara Zetkin, Rosa Luxemburg and Karl Liebknecht were to be seen in every shop window. In all factories meetings were called to discuss ‘How can we help the German revolution?’ [1]

Such discussions were not mere formalities. The Russian workers were expected by the government to make genuine sacrifices for the German revolution. According to the records of the Communist International, ‘the Russian working class agreed to suspend the increase of their wages and to submit to reductions if it were necessary in the interests of the German revolution’. The workers were told that a defeat for the German proletariat would constitute a defeat for the Russian workers as well. Women were asked at public meetings to donate their wedding rings and other valuables for the German cause. The Trade Commissariat distributed circulars which stated that ‘the advance of the German revolution confronted the Trade Commissariat with new problems; the present routine of trading must be replaced by the establishment of two German reserves: gold and corn, for the benefit of the victorious German proletariat; and the agencies of this Commissariat in the individual Soviet republics were ordered to send a total of 60 million pud of grain towards Russia’s western frontiers. The Russian Communist Party, by order of its Politburo, drew up lists of members who spoke German in order to create a communist-trained reserve corps which could, at the appropriate moment, be transferred to Germany where it would assist the revolution. Special attention was paid to the mobilisation of the Komsomol organisations, whose members were told that they might have to risk their lives on behalf of the German proletariat and the cause of revolution. In October revolutionary slogans became current: ‘Workers’ Germany and our Workers’ and Peasants’ Union are the bulwark of peace and labour’. ‘German Steam Hammers and Soviet Bread will Conquer the World’. Soviet newspapers wrote that if the German workers were successful the new German government would join with Soviet Russia and thereby ‘unite in Europe the tremendous power of 200 million people, against which no war in Europe will be possible ... because no one will be able to face such a force.’ [2]  

A Short Sketch of the German Revolution

In 1923 a fierce class struggle broke out in Germany as a result of a serious crisis. The immediate cause was the occupation of the Ruhr by France on 11 January 1923 in retaliation for Germany falling behind with its reparations payments. Two days later the German government, led by the conservative Cuno, issued an appeal to the population of the Ruhr for ‘passive resistance’ and non-cooperation with the occupying authorities. The immediate result was an increase in German resistance, ranging from strikes to acts of sabotage. A crucial by-product of the French occupation and German resistance was an acceleration of the rate of inflation to astronomic proportions. The changes in the mark’s exchange rate with the dollar tell the story:

The result was the absolute pauperisation of the whole of the working population, ruin for the petty bourgeoisie, the rapid enrichment of the owners of capital, massive speculation and corruption; the closing of all safety valves. Never had a highly industrial society been in such deep economic, social and political turmoil.

The traditional reformist working class organisations were impotent in this situation. One writer, Evelyn Anderson, stated:

In those days ... the influence of the Social Democrats and the trade unions was waning. Although membership of the unions was larger than ever before, the inflation had robbed them of all funds with which to support their members, to finance strikes, or even to pay their officials. Moreover, normal Trade Union activity had become quite impossible in a situation in which nominal wages and salaries had lost all meaning. [4]

Pierre Broué, in his monumental history of the German revolution, Révolution en Allemagne (1917-1923) , writes:

The traditional trade union practice of Social Democracy was empty of all meaning, trade unionism was impotent, collective agreements derided. The workers left the trade unions and often directed their anger against them, blaming them for their passivity, sometimes for their complicity. The collapse of the trade union apparatus and Social Democracy was paralleled by that of the state. What became of notions of property, order and legality? How in such an abyss can one justify an attachment to parliamentary institutions, to the right to vote, to universal suffrage? Neither the police nor the army were free of sickness. A world was dying. [5]

From May onwards massive spontaneous strikes took place throughout the country. They were denounced by trade union leaders and opposed by the Social Democrats. The authority of the factory committees leading the struggle increased dramatically. Their national action committee began to represent an alternative workers’ leadership, a serious counter-balance to the trade union leaders.

On 16 June, in the name of the factory councils, its president, Grothe, addressed a solemn appeal to the workers, employees and intellectuals. Describing the catastrophe that was threatening German society, he reaffirmed that the working class could prevent it by getting rid of the capitalist system:

Only the struggle of all, only the class struggle, can bring you what you need, simply in order to assure your survival. The whole working people is in motion. In this flood that the trade unions today try to dam and sabotage, important tasks and initiatives fall to the factory councils.

He invited the factory councils to form local and regional organisations to give the working masses ‘objectives and leadership’ in the coming struggles. Committees for the control of prices and proletarian defence organisations – Proletarian Hundreds – were needed: with factory councils they would form the base for a workers’ government, which alone could produce a positive outcome to the crisis.

Strikes and demonstrations followed. Workers demonstrated at Bautzen on 2 June, at Dresden and at Leipzig on 7 June. On this date more than 100,000 miners and engineers were on strike in Upper Silesia under the leadership of an elected strike committee which included six communists out of a total of 26 members. On 11 June there broke out a historically unique strike of 100,000 agricultural workers in Silesia, soon followed by 10,000 Brandenburg day workers. On 11 June a merchant marine strike also began at Emden, Bremen and Lübeck, on the initiative of the Federation of Seamen, which belonged to the Communist-led Profintern, the red international of trade unions. In Berlin it was the engineering workers who took action. 153,000 of the total of 250,000 engineers were organised in trade unions. Workers’ pressure achieved a referendum in the union on strike action, the result of which was massive support. The union then organised a second referendum open to non-trade unionists. The majority in favour was even greater. Finally, workers at 60 enterprises called for the strike. Immediately the employers began to negotiate. On 10 July 150,000 engineers struck and the trade union leadership was overthrown in many factories. On the same day the management agreed to a rise in wages, from 9,800 marks for the second week of June to 12,000 for the first week of July. One clause of the agreement proposed to set up a parity commission to establish a price index that would serve as the basis for indemnity against inflation. At the demand of the employers this remained secret, to prevent the idea spreading. The results, however, were visible. The wages of the engineers after 10 June were 38 per cent higher than the figure demanded by the unions and rejected on 3 June. It was soon the turn of the building workers to strike, and then the woodworkers in the capital. Everywhere the communists were in the forefront in launching the strikes and also in the return to work, not only in trade union meetings where they were often in the majority, but in the ‘workers’ assemblies’ which they had forced the trade union leaders to call, and which were open to all. [6]

For the first time (and, as history was to show, the last) the Communist Party of Germany had the majority of the proletariat under its influence. According to one historian, ‘In the summer of 1923 the KPD undoubtedly had the majority of the German proletariat behind it.’ [7]

‘Bread riots became commonplace: in Berlin, Dresden, Frankfurt am Main, Mannheim, Cologne.’ The bourgeois state machine was under tremendous strain.

The disruption of economic life endangered the legal structure of the Weimar Republic. Civil servants lost their ties to the state; their salaries had no relation to their daily needs. They felt themselves in a boat without a rudder. Police and troops, in sympathy with the rioting populace, lost their combative spirit against the hunger demonstrations and closed their eyes to the sabotage groups and clandestine military formations mushrooming throughout the Reich. Hamburg was so tense that the police did not dare interfere with looting of foodstuffs by the hungry masses. In August large demonstrations of dockworkers in the Hamburg harbour led to rioting. ‘Parts of the police’, [a leading Hamburg communist] wrote, ‘are regarded as unreliable; they sympathise with the working class’. [8]

On 8 August things came to a head. Chancellor Cuno justified his policies to the Reichstag in a lengthy speech. The debate went on until the next day. The Reichstag was then besieged by workers’ delegations which it refused to receive. The debate ended on 10 August with a vote of confidence for the government, the Social Democrats abstaining and the Communists voting against. The Communist Wilhelm Könen addressed the workers from parliament, calling for ‘the mass movement of the workers to go over the head of parliament and form a workers’ revolutionary government’. The strike movement gained momentum. The tram workers in Berlin went on strike. A short while later it was the turn of the printers, who followed the call of the communist cell, and whose strike included the 8,000 workers at the national mint. The production of notes stopped. In a few hours the government would not even have money at its disposal. The workers in big enterprises followed the movement, led by those in Siemens and Borsig. Workers from eleven striking Berlin enterprises took up communist demands for the resignation of Cuno and for the formation of a workers’ government. Urban transport was at a complete standstill, gas and electricity cut off. In Hamburg all building work ground to a halt, and there were workers’ demonstrations at Krefeld and Aachen: the police intervened and there were some deaths. The midday editions of the newspapers announced that the Reichsbank was going to close due to lack of notes. [9]

On 11 August a hastily summoned conference of the Berlin factory councils proclaimed a general strike in the city, and urged the working class throughout the country to join the strike. The proclamation was carried by a special edition of the communist paper Die Rote Fahne , but the entire issue was promptly confiscated by the authorities, who invoked a one-day-old government decree ‘for the protection of public order.’

Despite this, the Communists succeeded in eliciting a strong response from several groups of workers in the city. Moreover, sporadic wildcat strikes erupted on this and subsequent days in various parts of the country.

Evelyn Anderson, in her book, Hammer or Anvil , described the situation.

The Cuno strike was entirely spontaneous and as such it was a unique action in the history of the German labour movement. Shop stewards and local workers’ representatives took the initiative and led the movement. The parties began to realise what was happening only after this movement of the masses had created an accomplished fact. All this had important consequences. The movement exhausted and spent itself once it had achieved the maximum that spontaneous and unguided action of this kind could possibly achieve, i.e., the resignation of the government. To exploit this success for more positive and constructive would have been the task of the political working-class parties.

Regrettably, however, ‘None of the existing parties was up to this task.’ [10]  

The policy of the KPD

All the objective conditions for the revolution were in place: a general crisis of society, loss of confidence among the ruling class that they could go on in the old way, a rebellion of the proletariat against the old conditions. As regards the subjective factors: the Communist Party was a mass party and its influence over the working class was overwhelming. To understand the outcome of events, we need to look at its policies.

During the first seven months of 1923, between the start of the occupation of the Ruhr by French troops and the collapse of the Cuno government, the policy of the KPD lacked cohesion and clear direction and the leaders were deeply pessimistic. Thus on 17 March, at an international conference in Frankfurt, Brandler, Chairman of the KPD, said:

While we experienced then [in 1918] a rising revolutionary tide on account of the Russian revolution, we face today a receding tide because of the seizure of power by the bourgeoisie, and now our primary task is to rally the proletariat. [11]

Throughout 1923 the KPD leadership lacked independence and was totally subservient to the orders of the Comintern in Moscow. This was the catastrophic result of the Märzaktion in 1921 (an ultra-left adventure that failed), since when Brandler, Thalheimer, Walcher and Ernest Meyer, had become, in Broué’s description,

‘rightists’, systematically, obstinately, prudent, armed with precautions against any tendency towards putschism and even the simple leftist reflex. Convinced by the leaders of the International of the grave fault they had committed, they lost confidence in their capacity to think and often surrendered their own point of view entirely in order to agree with the Bolsheviks who, at least, had known how to win. [12]

In contrast with Brandler’s pessimism regarding the immediate prospect of revolution, the bourgeois press was convinced that the revolution was imminent! On 26 July Kreuz-Zeitung declared: ‘We are now without doubt, who can fail to see this after what we have seen before our very eyes, on the eve of a new revolution.’ Germanía the next day reported: ‘Trust in the Reich government is seriously shaken ... Discontent has reached a dangerous degree. The fury is general. The air is charged with electricity. Any spark and it would explode ... We have the state of mind of 9 November’ [13] , i.e., the day the Kaiser was deposed.

Every paper in Germany was using the expression ‘ Novemberstimmung’ (the mood of November) with the exception of the Communist press.

Still the rising wave of industrial strikes, plus the rise of the extreme right, including the Nazis in Bavaria, stirred the KPD leadership into action. Early in July it decided to organise an Anti-Fascist Day with three demonstrations in the large cities on Sunday 29 July. This should have been the beginning of a general offensive against the Right.

But then on 23 July the Prussian government prohibited all demonstrations on the day fixed. Brandler telegraphed Moscow for advice. The leadership of the Russian party, with the exception of Radek, was away from Moscow on holiday. Radek telegraphed the most distant parts of Russia for the individual opinion of the leaders who in fact had very little knowledge of the situation in Germany. Zinoviev and Bukharin were for offensive tactics, but Radek knew that they had taken the same position during the Märzaktion and had burned their fingers. Trotsky was honest enough to admit that he did not have a clear idea of the situation on the ground in Germany and therefore was not ready to express an opinion. Stalin – this was one of the first times anyone had bothered to ask his advice about international questions­ – expressed strong disbelief in the chances of a German revolution.

On 26 July a telegram was sent from the Praesidium of the Comintern to the Zentrale of the KPD: ‘The praesidium of the Comintern advises the abandonment of street demonstrations on 29 July ... We fear a trap’. [14]

The KPD called off the demonstrations, except for Saxony, Thuringia and Wurtenburg where the demonstrations had not been banned. Thus the vacillation of the KPD leadership and the Comintern was laid bare.

On 23 August an extraordinary meeting of the Politburo was summoned, attended also by Radek, Piatakov, Shmidt and Tsiuriupa. Radek, who throughout the year had been in Berlin as the representative of the Executive Committee of the Comintern, reported on the situation. Trotsky argued that the revolution was maturing very quickly and in weeks the decisive battles would take place. Zinoviev rejected such optimism, and thought it safer to reckon in months rather than weeks. Stalin was more cautious still. He saw no revolution in Germany now or in the autumn: it might come in the spring, but even that was dubious. In a letter to Zinoviev and Bukharin, Stalin explained his views:

Should the Communists at the present stage try to seize power without the Social Democrats? Are they sufficiently ripe for that? That, in my opinion, is the question. When we seized power, we had in Russia such resources in reserve as (a) the promise of peace; (b) the slogan – the land to the peasants; (c) the support of the great majority of the working class; and (d) the sympathy of the peasantry. At the moment the German Communists have nothing of the kind. They have of course a Soviet country as neighbour, which we did not have; but what can we offer them? ... Should the government in Germany topple over now, in a manner of speaking, and the Communists were to seize hold of it, they would end up in a crash. That, in the ‘best’ case. While at worst, they would be smashed to smithereens and thrown away back. The whole point is not that Brandler wants to ‘educate the masses’ but that the bourgeoisie plus the Right Wing Social Democrats is bound to turn such lessons – the demonstration – into a general battle (at present all the odds are on their side) and exterminate them [the German Communists]. Of course the Fascists are not asleep; but it is to our advantage to let them attack first: that will rally the entire working class around the Communists. [15] [1*]

Whatever the differences between the Russian leaders, they did not deny the possibility of a revolution in Germany, however unclear they were about the timing. Brandler, however, had grave doubts about the insurrectionary perspectives.

Many years later he told Isaac Deutscher:

I did not oppose the preparations for the uprising of 1923. I simply did not view the situation as acutely revolutionary yet, reckoning rather with a further sharpening. But in this affair I considered Trotsky, Zinoviev and other Russians to be more competent. [16]

In a meeting between the German leaders and the Politburo of the Russian party, Trotsky argued that the situation was so ripe for revolution that a date had to be fixed for the insurrection – as had been done in Russia on the eve of the October revolution. Elaborating on his views in an article published in Pravda on 23 September (and reprinted as a special issue of the central journal of the Comintern Internationale Press-Korrespondenz ), entitled Is it Possible to Fix a Definite Schedule for a Counter-revolution or a Revolution? Trotsky wrote:

Obviously, it is not possible to create artificially a political situation favourable for a ... coup, much less to bring it off at a fixed date. But when the basic elements of such a situation are at hand, then the leading party does ... choose beforehand a favourable moment, and synchronises accordingly its political, organisational and technical forces, and – if it has not miscalculated – deals the victorious blow.

... let us take our own October revolution as an example ... From the moment when the Bolsheviks were in the majority of the Petrograd, and afterwards in the Moscow Soviet, our party was faced with the question – not of the struggle for power in general, but of preparing for the seizure of power according to a definite plan, and at a fixed date. The chosen day, as is well known, was the day upon which the All-Russian Congress of the Soviets was to convene. [17]

Brandler objected to the idea of a fixed date for the insurrection. (Trotsky had suggested the anniversary of the Russian revolution, 7 November), but he was sufficiently persuaded by Trotsky’s appeal to suggest that Trotsky be sent to Germany to prepare the uprising. The idea enthused Trotsky, but the Troika would have none of it. The thought that Trotsky could go to Germany and return triumphant, thus dwarfing them as the acknowledged leader of both the Russian and German revolutions, terrified them, so they vetoed it.

It is interesting to speculate what the impact would have been on the history of Germany and the history of the world if Trotsky had gone to Germany!  

The Collapse of the German Revolution

One issue raised during 1923 was that of German Communists joining coalition governments with Social Democrats in Saxony and Thuringia. It was presented in terms of using this action as the springboard for the revolution. Among other advantages it was hoped that the participation of Communists in the state governments would allow them to lay hands on stocks of arms. On 1 October a telegram signed by Zinoviev on behalf the Executive Committee of the Communist International was despatched to the Zentrale of the KPD:

Since we estimate the situation to be such that the decisive moment will arrive not later than in four-five-six weeks, we think it necessary to occupy at once every position which can be of immediate use [for our purposes]. On the basis of the [present] situation we must approach the question of our entry into the Saxon government in practical terms. We must enter [the Saxon government] on the condition that the Zeigner people are actually willing to defend Saxony against Bavaria and the Fascists. 50,000 to 60,000 workers have to be immediately armed; ignore General Müller. [2*] The same in Thuringia.

According to Brandler, he opposed the sending of Communists into the governments of Saxony and Thuringia, but to no avail.

I strongly objected to the attempt to hasten the revolutionary crisis by including communists in the Saxon and Thuringian governments – allegedly in order to procure weapons. I knew, and I said so in Moscow, that the police in Saxony and Thuringia did not have any stores of weapons. Even single sub-machine guns had to be ordered from the Reichswehr’s arsenal near Berlin. The workers had already seized the local arsenals twice, once during the Kapp putsch, and again in part in 1921. I declared further that the entry of the communists into the government would not breathe new life into the mass actions but rather weaken them: for now the masses would expect the government to do what they could only do for themselves.

In answer to that Zinoviev thundered, banged his fist on the table and so on.

Outvoted, Brandler declared that he would submit to the decisions of the Comintern. This is how he explains his motives:

I told myself that these people had made three revolutions. To me their decisions seemed nonsensical. However, not I but they were considered seasoned revolutionaries who had achieved victory. They had made three revolutions and I was just about to try to make one. Well, I had to follow their instructions. During my return journey from Moscow to Berlin I bought a newspaper at the railway station in Warsaw. From this newspaper I learnt that I had become a Minister in the Saxon government. What a situation! Things were being done behind my back and I knew nothing. All this meant to put me before a fait accompli . [18]

On 10 October the Communists entered the government of Saxony and on the 11th, the government of Thuringia. Trotsky was as strong as any in advocating that the KPD join the coalition governments in Saxony and Thuringia. In a speech on 20 October on the events in Germany he said:

... The Social Democratic Party in Saxony, under the pressure of this proletariat, is the most left-wing section of the German Social Democratic Party as a whole. We put forward the slogan of the united front, and the Social Democratic workers, especially in Saxony, demanded it be realised. Under their pressure, their leaders, those Left-wing Social Democrats most of whom are articles of very dubious quality, found themselves obliged, nevertheless, to enter into a united front, a bloc, for the purpose of forming coalition governments in Saxony and Thuringia. We joined these governments as a minority: our people have two ministries (one of them is in charge of the affairs of the Council of Ministers), and the others are the majority. But the very fact of the formation of a coalition government in Saxony meant a mortal blow for German Social Democracy. [19]

The entry of Communists into a coalition government dominated by Social Democrats did not help the German revolution. Calling for common action, a united front with Social Democrats is one thing. Entering into a coalition with them where they dominate, is a different matter. Remember Lenin’s stand during the Kornilov coup of 27-30 August 1917. Although Lenin called for common action with the Kerensky government against Kornilov he was very much against supporting the Kerensky government. In a letter to the Central Committee of the Bolsheviks of 30 August 1917 he stated:

Even now we must not support the Kerensky government. This is unprincipled. We may be asked: aren’t we going to fight against Kornilov? Of course we must! But this is not the same thing; there is a dividing line here.

We shall fight, we are fighting against Kornilov, just as Kerensky’s troops do, but we do not support Kerensky. On the contrary, we expose his weakness. There is the difference. It is rather a subtle difference, but it is highly essential and must not be forgotten. [20]

The Communists who entered the coalition governments in Saxony and Thuringia found themselves trapped by the Social Democrats, taking responsibility without power over the capitalist state machine. Instead of the governments arming the workers, they disarmed them ideologically and politically confused them.

The German government reacted strongly to the entry of Communists into the state governments of Saxony and Thuringia. On 20 October it sent an ultimatum to dissolve the ‘Proletarian Hundreds’ – the armed workers’ militias in Saxony – and when this was refused, the order was given for the Reichswehr to march. The limited number of soldiers already in Saxony plastered the streets with the text of a letter from General Müller, the Reich’s special commissar in Saxony, to the Prime Minister of Saxony, E. Zeigner. Müller, this said, had been ordered to deploy military units so as ‘to restore constitutional and orderly conditions in Saxony’. E.H. Carr writes: ‘The Reichswehr had done what Brandler had shrunk from doing. It had fixed the date on which the Communists must either act or confess their impotence.’ [21]

All over Germany the Communist organisations were put on alert and awaited the signal for the rising. Brandler spent Sunday, 21 October, in a conference of workers’ organisations in Chemnitz aimed at organising resistance to General Müller.

Brandler insisted that now was the time for the workers of Saxony to call for assistance from the rest of Germany. Otherwise they would be destroyed. The only salvation lay in the immediate call for a national general strike of solidarity. He called on the Social Democrats to drop their vain hope of a peaceful settlement with Berlin. Only an immediate, unanimous vote for the general strike could save the situation.

Brandler seems to have expected the Social Democratic leaders to agree enthusiastically. Instead he was greeted with stunned silence.

Then the Social Democratic minister Graupe took the floor. The present conference, he said, could not by itself decide the response of the workers of Saxony to the army’s threats. The defence of Saxony was the task of the ‘Government of Republican and Proletarian Defence’ and the Social Democratic-Communist majority in the state parliament. It would be quite wrong for the present conference to usurp the power of such official bodies. If a motion was put to do so, the whole Social Democratic delegation would walk out. Brandler had got himself – and the German revolution – into an impossible position. He had expected the Left Social Democrats to agree to a project that they well knew meant civil war ... [22]

The decision was taken there and then by the KPD Zentrale to abandon the general strike – and with it the German revolution.

Emissaries were dispatched to the different parts of Germany with orders to call off the rising. By a tragic blunder the message did not reach Hamburg, and so there a few hundred Communists took up arms and fought desperately against police and troops for 48 hours. The Zeigner government abandoned office without raising a finger to defend itself. The German revolution ended in a debacle. Trotsky drew the lesson from the debacle of the German revolution in The New Course with these words:

If the Communist Party had abruptly changed the pace of its work and had profited by the five or six months that history accorded it for direct political, organisational, technical preparation for the seizure of power, the outcome of the events could have been quite different from the one we witnessed in November ... The proletariat should have seen a revolutionary party at work, marching to the conquest of power.

But the German party continued, at bottom, its propaganda policy of yesterday, even if on a larger scale. [23]

Trotsky developed the argument further in an essay written in September 1924, The Lessons of October . (See Chapter Four of the present volume).

Zinoviev looked for a scapegoat for the debacle, and found it in Brandler: he removed him from the leadership of the KPD. Trotsky, who had criticised Brandler’s conduct consistently, nevertheless objected in principle to Moscow instituting a guillotine for foreign Communist leaders. He wrote some time after the event:

In this case, as in others, I fought against the inadmissible system which only seeks to maintain the infallibility of the central leadership by periodic removals of national leaderships, subjecting the latter to savage persecutions and even expulsions from the party. [24]

If the excitement of the German revolution had gripped the mass of the workers of Russia, its defeat had a shattering impact. Quite rightly Trotsky could write a few years later:

The smashing of the German revolution was a most severe blow to our workers, weighed down upon them, put off their hopes for a change in their destinies until a more distant future. It intensified a narrow concern with local job issues, increased atomisation and passivity, and allowed a regurgitation of chauvinism, Black Hundredism, etc., to occur. And in response to this (although not only to this, to be sure) there came down from on high the theory of socialism in one country. [25]

Looking back, the failure of the German Revolution in 1923 can be seen to have been a turning point in world history. It was probably the best single opportunity to seize power presented to any working class and any Communist Party after October 1917. The loss of this opportunity brought to an end the European-wide revolutionary wave that followed the Russian revolution and the First World War. It thus simultaneously consigned Russia to a period of isolation, reinforced the tendency to bureaucratic degeneration, permitted international capitalism to restabilise itself and paved the way for the triumph of fascism ten years later.

Victory for the German working class would have been an enormous, perhaps decisive, step on the road to international socialism. Defeat signified, if not inevitably, then in all likelihood, the postponement of the world revolution for a whole historical period.

1*. This letter is not included in Stalin’s Works . The last sentence of the letter is a portent of the future Stalinist tactics regarding the Nazis on the eve of Hitler’s victory.

2*. General Müller was the newly appointed commander of the Reichwehr for Saxony.

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1. R. Fischer, Stalin and German Communism , London 1948, p.312.

2. W.D. Angress, Stillborn Revolution: the Communist Bid for Power in Germany, 1921-23 , Princeton 1963, pp.396-7.

3. Ibid. , pp.285, 350.

4. E. Anderson, Hammer or Anvil , London 1945, p.91.

5. P. Broué, Révolution en Allegmagne 1917-1923 , Paris 1971, p.679.

6. Ibid. , pp.698-700.

7. A. Rosenberg, A History of the German Republic , London 1936, p.194.

8. Fischer, pp.291-2.

9. Broué, p.710.

10. Anderson, pp.92-3.

11. Angress, p.302.

12. Broué, p.554.

13. Ibid. , p.706.

14. Carr, The Interregnum , p.187.

15. Trotsky, Stalin , pp.368-9.

16. I. Deutscher, Record of a Discussion with Heinrich Brandler , New Left Review , September-October 1977, p.76.

17. Trotsky, The First Five Years of the Communist International , New York 1953, Vol.2, pp.347, 349-50.

18. Deutscher, Op. cit. , pp.51-2, 76.

19. Trotsky, How the Revolution Armed , London 1981, Vol.5, pp.202-3.

20. Lenin, Works , Vol.25, pp.285-6.

21. Carr, The Interregnum , p.221.

22. C. Harman, The Lost Revolution, Germany 1918 to 1923 , London 1982, p.289.

23. Trotsky, Challenge (1923-25) , p.95.

24. Trotsky, The Third International After Lenin , New York 1936, p.95.

25. Trotsky, Challenge (1928-29) , p.259.

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Last updated on 5 August 2009

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Minister of Transport announces appointments and reappointments in the transportation sector

From: Transport Canada

News release

Today, the Minister of Transport, Pablo Rodriguez, announced the following appointments and reappointments in the transportation sector.

August 28, 2024      Ottawa, Ontario                  Transport Canada

Atlantic Pilotage Authority

The Atlantic Pilotage Authority is a Crown corporation responsible for establishing, operating, maintaining and managing, in the interest of navigation safety, an effective marine pilotage service in and around the Atlantic provinces, including Chaleur Bay, Quebec.

• John Patrick McCann (Dartmouth, Nova Scotia) has been appointed as Chairperson for a term ending on May 2, 2029.

Belledune Port Authority

The Belledune Port Authority is a federally incorporated, autonomous, non-share corporation that operate at arm’s length from the federal government. It acts as a landlord by leasing port operations to private companies. The port aims to leverage commerce to drive prosperity in Northern New Brunswick.

• Lucien Sonier (Caraquet, New Brunswick) has been reappointed as board member for a term ending on June 14, 2026.
• Iris Auclair-Bernard (Heron Bay, New Brunswick) has been reappointed as a board member for a term ending on May 2, 2027.
• Joseph Lorio Roy (Moncton, New Brunswick) has been reappointed as board member for a term ending on June 4, 2027.

Buffalo and Fort Erie Public Bridge Authority

The Buffalo and Fort Erie Public Bridge Authority is a binational, shared governance organization that owns and operates the Peace Bridge, connecting Fort Erie, Ontario, and Buffalo, New York. The Bridge Authority’s mandate is to provide a safe, efficient, environmentally sensitive, and cost-effective conduit of trade and travellers between Canada and the United States.

• Llewellyn James Holloway (St. Catharines, Ontario) has been reappointed as a Canadian board member for a term ending on June 2, 2028.

Canadian Air Transport Security Authority

The Canadian Air Transport Security Authority (CATSA) is a Crown corporation mandated with protecting the public through effective and efficient screening of air travellers and their baggage.

• Sharon Ruth Duggan (Bay Bulls, Newfoundland and Labrador) has been reappointed as a board member for a term ending on June 4, 2028.

Laurentian Pilotage Authority

The Laurentian Pilotage Authority is a Crown corporation responsible for establishing, operating, maintaining and administering marine pilotage and related services in the waters of the Laurentian region, in particular the St. Lawrence River and the Saguenay River.

• Georges Farrah (Les Îles-de-la-Madeleine, Quebec) has been appointed as a board member for a term ending on June 20, 2028.
• Jean Aubry-Morin (South Glengarry, Ontario) has been appointed as a board member for a term ending on June 20, 2028.

Montreal Port Authority

The Montreal Port Authority is a federally incorporated, autonomous, non-share corporation that operate at arm’s length from the federal government. It builds and maintains facilities that it leases to private stevedoring companies. It aims to make the port of Montreal as competitive as possible, and from this perspective provides first-rate facilities to sea and land carriers, to terminal operators and to shippers.

• Hélène Lauzon (Montréal, Quebec) has been reappointed as a board member for a term ending on May 8, 2025.
• Nathalie Pilon (Montréal, Quebec) has been reappointed as a board member for a term ending on May 8, 2026.
• Johanne M. Lépine (Montréal, Quebec) has been reappointed as a board member for a term ending on May 8, 2026.
• John Edward Parisella (Montréal, Quebec) has been reappointed as a board member for a term ending on May 8, 2026.

Ottawa Macdonald-Cartier International Airport Authority

The Ottawa Macdonald-Cartier International Airport Authority is a leader in providing safe, sustainable, and affordable air transport services to its customers and the communities served by the airport. It is also a driving force for economic growth in the national capital region.

• Bonnie Boretsky (Ottawa, Ontario) has been reappointed as a board member for a term ending at the 2027 Annual General Meeting of members.
• Sylvain Laporte (Chelsea, Quebec) has been appointed as a board member for a term ending at the 2026 Annual General Meeting of members.

Prince Rupert Port Authority

The Prince Rupert Port Authority oversees one of North America's fastest growing and most efficient trade gateways, strategically located on British Columbia's northern coast. It plays a pivotal role in connecting global markets through its state-of-the-art facilities and commitment to sustainable growth.

• Roderick Graham (Calgary, Alberta) has been appointed as a board member for a term ending on June 16, 2027.

The Federal Bridge Corporation Limited

The Federal Bridge Corporation Limited is a Crown corporation responsible for safely and efficiently managing and operating international bridges and associated structures in Sault Ste. Marie, Point Edward, Lansdowne (Thousand Islands) and Cornwall, Ontario.

• Marie-Jacqueline Saint-Fleur (Montréal, Quebec) has been reappointed as a board member for a term ending on June 4, 2028.
• Andrew Travis Seymour (Cornwall, Ontario) has been reappointed as a board member for a term ending on June 4, 2028.
• Rakesh Shreewastav (Toronto, Ontario) has been reappointed as a board member for a term ending on June 4, 2028.

Transportation Appeal Tribunal of Canada

The Transportation Appeal Tribunal of Canada conducts reviews and appeal hearings on administrative and enforcement decisions taken by the Minister of Transport and the Canadian Transportation Agency at the request of those affected by these decisions.

• K. M. Tracy Medve (Kelowna, British Columbia) has been appointed as a part-time member for a term ending on May 23, 2028.
•  Franco Pietracupa (Dollard-des-Ormeaux, Quebec) has been appointed as a part-time member for a term ending on May 23, 2028.
• Steven Donald Gerard Neatt (Québec, Quebec) has been appointed as a part-time member for a term ending on May 23, 2028.
• Martine Patricia Guay (Longueuil, Quebec) has been appointed as a part-time member for a term ending on May 23, 2029.

VIA Rail Canada Inc.

VIA Rail Canada Inc. operates the national passenger rail services on behalf of the Government of Canada. It offers a safe, efficient and environmentally friendly passenger rail service to regional and remote communities.

• Filipe Dinis (Ottawa, Ontario) has been appointed as a board member for a term ending on May 23, 2028.
• Catherine Kloepfer (Winnipeg, Manitoba) has been appointed as a board member for a term ending on May 23, 2028.
• H. Glenn Rainbird (Belleville, Ontario) has been reappointed as a board member for a term ending on June 16, 2027.
• Jonathan Scott (Bradford West Gwillimbury) has been appointed as a board member for a term ending on July 18, 2028

The appointees come from diverse backgrounds with experience in several fields. They are active members in their communities and bring a wide array of knowledge and expertise to their respective organizations.

“I wish these highly qualified Canadians every success in these roles. The transportation sector impacts businesses, passengers, and tourists, and these important appointments will ensure that these organizations continue to fulfill their mandate and serve Canadians across the country.” The Honourable Pablo Rodriguez Minister of Transport 

Quick facts

The Minister of Transport is responsible for one of the largest appointments portfolios in the Government of Canada with 56 portfolio organizations, which include: 

9 Crown corporations;  

4 administrative tribunal/agencies;  

21 Airport Authorities;  

17 Canada Port Authorities; and  

5 other shared governance organizations.  

Associated links

• Governor in Council appointments - Canada.ca
• Orders In Council - Jean Aubry-Morin
• Orders In Council - Filipe Dinis
• Orders In Council - Sharon Ruth Duggan
• Orders In Council - Georges Farrah
• Orders In Council - Roderick Graham
• Orders In Council - Martine Patricia Guay
• Orders In Council - Llewellyn James Holloway
• Orders In Council - Catherine Kloepfer
• Orders In Council - Hélène Lauzon
• Orders In Council - Johanne M. Lépine
• Orders In Council - John Patrick McCann
• Orders In Council - Steven Donald Gerard Neatt
• Orders In Council - John Edward Parisella
• Orders In Council - Franco Pietracupa
• Orders In Council - Nathalie Pilon
• Orders In Council - H. Glenn Rainbird
• Orders In Council - Joseph Lorio Roy
• Orders In Council - Marie-Jacqueline Saint-Fleur
• Orders In Council - Andrew Travis Seymour
• Orders In Council - Jonathan Scott
• Orders In Council - Rakesh Shreewastav
• Orders In Council - Lucien Sonier
• Orders In Council - K. M. Tracy Medve

Laurent de Casanove Press secretary Office of the Honourable Pablo Rodriguez Minister of Transport, Ottawa [email protected]

Media relations Transport Canada, Ottawa [email protected] 613-993-0055

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