Business
Iran conflict, oil prices threaten to dent cruise line profits
The Carnival Miracle cruise ship is anchored in the Pacific Ocean near Kailua Bay during a 15-day cruise, in Kailua-Kona, Hawaii, on Jan. 14, 2024.
Kevin Carter | Getty Images
The global cruise industry is reporting record demand and renewed consumer enthusiasm, but the leaders helming the world’s largest cruise companies say the sector is also facing some of the most complex challenges it has seen in decades.
“We are not an alternative vacation anymore. We are a vacation,” Carnival Corporation CEO Josh Weinstein said during a keynote panel Tuesday at Seatrade Global, a cruise industry conference.
As demand rises, passengers are getting younger; one-third of cruise travelers are now under 40, according to the 2026 State of the Cruise Industry report released by Cruise Lines International Association (CLIA). One-third of trips are multi-generational, often families traveling together. And nearly a third of cruisers take vacations by ship multiple times a year, according to the report.
The cruise industry hosted 37 million passengers worldwide last year and anticipates reaching 42 million annually by 2029, CLIA found.
“That mainstream demand sets us up very well for volatility,” Weinstein said.
A resilient business in an uncertain world
At least six cruise ships remain stranded in the Persian Gulf by the impasse at the Strait of Hormuz. One of them is the MSC Euribia.
Though roughly 1,500 passengers were safely evacuated amid Dubai airport shutdowns and missile warnings after the U.S. and Israel launched an attack on Iran in late February, there are still some crew on board to maintain the vessel.
“Obviously, we live day by day. The situation is very fluid,” said MSC Cruises Executive Chairman Pierfrancesco Vago during the Seatrade Global keynote.
Already the shutdown of marine traffic in the Strait has disrupted itineraries in the Middle East and southern Europe. Threats of blockades, mines on the sea floor and on-and-off-again negotiations are keeping cruise executives guessing about when they can move their ships.
“Morning is one thing, lunchtime is another, dinner is another again,” Vago said of the numerous and often conflicting announcements from government leaders. “We need to stay cool and actually be ready to move out as soon as the possibility and opportunity comes back.”
Despite these challenges, cruise executives argue the industry has never been better positioned to absorb shocks.
“Every crisis we’ve faced — financial, geopolitical or health-related — we adapted,” Carnival’s Weinstein said. “There’s no reason to believe it will be different this time.”
Fuel costs, sustainability and the push to use less
Fuel price volatility has once again put energy strategy front and center for the cruise industry, particularly for Carnival, which does not hedge fuel prices.
“Nobody asks us about hedging when prices are low,” Weinstein said. “But our strategy has been consistent: use less fuel.”
The cruise industry aims to have net zero emissions by 2050, but CEOs agree that they can’t achieve that goal solely by conserving fuel.
Industry leaders see biofuels, green methanol and synthetic liquid natural gas (produced by combining captured carbon with hydrogen) as the most promising solutions to meet their fuel needs.

Royal Caribbean Group CEO Jason Liberty said cruise lines are already investing hundreds of millions of dollars annually in technology and energy innovation, but availability of alternative fuels remains the bottleneck.
“It’s not about what we want to use,” Liberty said. “It’s about what’s scalable and available.”
“We’re going to have heavy competition with other sectors for those fuels as well. There’s no guarantee we get them,” added Bud Darr, president and CEO of Cruise Lines International Association.
Tailwinds for growth
Even as the industry navigates choppy seas, cruise companies are looking for their next avenues for growth.
Technological advances in artificial intelligence are being used to reduce food waste, plot routes and itineraries and increase efficiency. Cruise line executives say the most important application is to reduce friction in the guest experience.
“A more flexible work environment has been a big demand driver for us,” Liberty said. Most Royal Caribbean ships now host a Starlink connection for fast internet aboard.
Private destinations, the exclusive ports or islands owned or controlled by a cruise line, continue to be a priority for investment. Royal Caribbean, for instance, currently has three private destinations on its itineraries but will have eight by 2028.
It’s developing a major land-based hub in Puerto Williams, Chile, to reduce or eliminate the amount of time passengers to Antarctica have to spend transiting the punishing seas of the Drake Passage.
And the luxury segment, though a small percentage of the overall industry, is growing rapidly. Customers are increasingly interested in exploring health, wellness and longevity — and those trends are showing up in their vacation habits, too.
Smaller ships and river cruising accommodate specialized interests in eco-tourism, off-the-beaten path (not yet discovered by social media influencers) locales and culinary or artistic aficionados.
Social-media driven demand in tourism has also sparked backlash from some destinations, overwhelmed by the crowds. The cruise industry is working with destinations on what it calls managed, predictable tourism.
Vago said MSC worked with Dubrovnik, Croatia, for example, to coordinate the flow of visitors to the medieval town, which wants the tourism spending but without destruction of quality of life for residents.
“Many of these coastal communities actually appreciate that. We plan in advance. We create itineraries three years in advance,” Vago said.
“The strength of this industry is its ability to evolve without losing its soul,” Liberty said. “That soul is hospitality.”
Leadership change and fresh perspective
At Norwegian Cruise Line Holdings, the challenge for new CEO John Chidsey is righting the ship.
In his first earnings call, just days after taking the helm, Chidsey acknowledged the company had committed numerous missteps.
Margins are under pressure. Shares have been volatile. Critics have questioned a push to expand cruise itineraries in the Caribbean before Norwegian’s private island was fully completed.
Earlier this year, Elliott Investment Management took an activist stake in Norwegian, which may have provided impetus for the board to make a leadership change.
Chidsey told CNBC Elliott’s goals align with his own and that he intends to create a culture of accountability and urgency where teams are working together rather than separated into silos.

The Seatrade conference was a cruise industry debut for Chidsey, formerly the CEO of Subway, Burger King and Avis.
When asked what a “sandwich guy knows about cruising,” Chidsey didn’t miss a beat, insisting he’s a “turnaround guy not a sandwich guy.”
“I knew nothing about fast food when I went there. I think having a fresh set of eyes is really what Norwegian needs. And it’s all about execution,” he said.
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With combined experience of covering technology companies on Wall Street and working in Silicon Valley, and serving as an outside adviser to several seed-round startups, Gary Alexander has exposure to many of the themes shaping the industry today. He has been a regular contributor on Seeking Alpha since 2017. He has been quoted in many web publications and his articles are syndicated to company pages in popular trading apps like Robinhood.
Analyst’s Disclosure: I/we have a beneficial long position in the shares of DLTR either through stock ownership, options, or other derivatives. I wrote this article myself, and it expresses my own opinions. I am not receiving compensation for it (other than from Seeking Alpha). I have no business relationship with any company whose stock is mentioned in this article.
Seeking Alpha’s Disclosure: Past performance is no guarantee of future results. No recommendation or advice is being given as to whether any investment is suitable for a particular investor. Any views or opinions expressed above may not reflect those of Seeking Alpha as a whole. Seeking Alpha is not a licensed securities dealer, broker or US investment adviser or investment bank. Our analysts are third party authors that include both professional investors and individual investors who may not be licensed or certified by any institute or regulatory body.
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Why Procurement Automation Is Really About Rules
That pitch still exists, but it no longer captures the most interesting change in the category. The real shift is that procurement platforms are increasingly being used not just to digitize transactions, but to turn management rules into something people have to follow. Deloitte’s 2025 Global Chief Procurement Officer Survey describes procurement as being at a turning point, while a 2025 Harvard Business Review article, based on research with Digital Procurement World, says companies have ambitious plans to digitize procurement rapidly, especially through AI. Put simply, procurement software is being asked to do more than speed up routine tasks. It is being asked to support management discipline.
That change matters because many companies do not really struggle with a lack of procurement activity. They struggle with a lack of consistency. One team adds suppliers one way, another routes approvals differently, and a third keeps critical exceptions in private messages. By the time leadership wants better reporting, it discovers that the problem is not the dashboard. The problem is that the underlying rules were never clear enough to produce clean data in the first place. Deloitte’s survey makes a related point in a broader way: better enterprise performance is linked not to technology alone but to the combination of technology and talent capabilities, and humans still need to remain “in the loop” if digital investment is going to work. That is a useful reminder because it cuts against the fantasy that software can settle governance questions on its own.
This is where Precoro becomes worth closer examination. External coverage places the company in a fairly specific part of the market. In Forbes Advisor’s 2024 review of supply chain management software, Precoro was identified as the option “best for approval workflow,” with the review highlighting threshold-based approvals, mobile authorization and strong report customization. The same review also noted limits: inventory features needed work, and users reported weak invoice integration. Capterra’s 2025 procurement shortlist places Precoro alongside products such as Procurify, Tipalti and SAP S/4HANA Cloud, giving it an overall score of 79 out of 100, a ratings score of 50 out of 50 and entry-level pricing from $499 a month. Taken together, those sources suggest that Precoro is not best understood as a giant all-purpose enterprise suite. It is better understood as a platform focused on centralized purchasing control, with its strongest identity sitting around approvals, structure and workflow discipline.
That positioning is important because approval logic is often where procurement automation becomes real. Many companies can live with messy intake for a surprisingly long time. The strain appears when they start growing, add layers of management, spread spending across more teams and need faster decisions without losing control. Precoro’s approval workflow documentation is revealing here. It does not begin with efficiency language. It begins with three steps: decide what rules should affect approvals, configure the steps and assign the people responsible. It lists departments, projects, locations and thresholds as common variables, and it includes direct-manager approval and over-budget approval as explicit workflow options. That does not prove that Precoro is unique. But it does show that the product is built around a practical view of procurement: if the rules are unclear, the system will not magically make them clear.
The same pattern appears in how the product treats forms and fields. Precoro’s documentation says companies can create custom forms for purchase orders, purchase requisitions, invoices, expenses, service orders and suppliers. Fields can be made mandatory, tied to approval logic and linked through dependencies so that one choice controls what appears next. There is also an important restriction: if a custom document field is involved in approval, it cannot simply be hidden through dependencies. That sounds like a detail only an implementer would care about, but it says something larger about the product’s logic. A field is not just a box on a screen. It can determine what information is required, who is accountable for entering it and whether a document can keep moving. In that sense, procurement automation starts to look less like digitized administration and more like process rules made visible.
Supplier control tells a similar story. In its July 2024 product updates, Precoro introduced supplier approval dependencies tied to custom supplier fields. In its multi-entity documentation, the company explains that suppliers can be assigned to legal entities, custom-field options can depend on legal entities and tax lists can be filtered automatically based on the legal entity chosen in a document. A separate legal-entity guide adds that all legal entities inside Precoro use the same currency, processes and approval flows. None of this is made for headline features. But it is exactly the kind of detail that matters once a company has more than one entity, more than one approval layer or more than one tax context to manage. At that point, procurement is no longer just about getting a request approved. It becomes a question of who can buy, from whom, under which entity and according to which internal logic.
Even the company’s vacation coverage feature says something about how it approaches workflow. Precoro’s Vacation Mode lets users assign backup approvers and substitute users so that approvals and document handling continue during absences. The distinction matters: a backup approver can approve or reject documents, while a substitute user is there to manage documents in statuses such as Matching, Pending and In Revision. It is a small feature, but it reflects an important operational truth. Many workflow systems seem disciplined until a key manager is away and the queue stops moving. A product that makes room for exception handling is often a product that has been shaped by real process friction rather than by a neat diagram of the “normal” path.
This is also where the limits of Precoro help define the company more clearly. Forbes Advisor did not present it as a deep inventory tool, and Capterra places it in a crowded market of procurement and spend software rather than among the largest enterprise platforms. That is not necessarily a weakness. For many mid-sized companies, the bigger problem is not replacing an entire supply chain stack. It is stopping approvals, supplier setup, entity-level controls and reporting inputs from drifting apart as the business gets more complex. In that context, a platform with a clearer main focus may be more useful than one that tries to do everything. External reviews suggest that Precoro’s main strength lies in approval logic and structured purchasing control, and the product documentation broadly supports that reading.
The broader lesson is that procurement automation is becoming a test of management quality as much as software quality. HBR’s reporting suggests companies want to move quickly, especially with AI in view. Deloitte’s survey suggests that digital investment pays off best when paired with the skills and decision discipline needed to use it properly. Against that backdrop, Precoro is interesting not because it promises a dramatic reinvention of procurement, but because it reflects a more practical reality in this category. The software can route decisions, enforce fields, assign substitutes and structure approvals. What it cannot do is decide what the rules should be. That still belongs to management. The companies that benefit most from procurement automation are likely to be the ones that understand that difference early.
What makes Precoro worth in-depth coverage, then, is not simply that it is another tool in a crowded market. It is that the company offers a useful lens on where procurement software is heading. The category is moving away from the old promise of “less paperwork” and toward a more practical task: turning internal policy into repeatable behavior across teams, entities and exceptions. External reviewers seem to recognize one part of that in Precoro’s approval strengths. The company’s own documentation fills in the rest by showing how much of the product is built around rule-setting, dependencies and continuity in roles and approvals. Looked at that way, Precoro is less a story about automation replacing judgment than about software exposing how much judgment needed to be defined clearly all along.
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Rachel Reeves has pledged to slash electricity bills by up to a quarter for more than 10,000 British manufacturers, in a move Whitehall hopes will shore up the country’s battered industrial base and blunt criticism that ministers have been slow to tackle the highest energy costs in the developed world.
Speaking from Washington, where she is attending the spring meetings of the International Monetary Fund, the Chancellor confirmed on Thursday that the British Industrial Competitiveness Scheme (BICS) will be widened by 40 per cent, bringing an additional 3,000 firms under its umbrella. The scheme, first trailed in last year’s Modern Industrial Strategy, will exempt qualifying businesses from the indirect costs of three legacy green levies: the Renewables Obligation, Feed-in Tariffs and the Capacity Market.
Treasury officials put the value of the relief at roughly £35 to £40 per megawatt hour, or up to £600 million a year once the scheme takes effect in April 2027. Crucially, ministers insist that neither households nor businesses outside the scheme will see their bills rise as a consequence, with the cost being met through a mixture of changes within the energy system and Exchequer funding. Full details are to be set out in next year’s Budget.
In a concession to firms that have been lobbying hard for immediate relief, the Chancellor has also agreed to a one-off backdated payment in 2027, replicating the support manufacturers would have received had BICS been operational from April 2026. Exemptions on the Renewables Obligation and Feed-in Tariff levies will kick in from April 2027, with Capacity Market exemptions following that October.
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Ms Reeves said the measure was part of the Government’s broader push to deliver “stability, keeping costs down, and boosting competitiveness” at a time when the Middle East crisis is once again rattling global energy markets. “This Government has the right plan for the economy: backing British industry, cutting electricity costs, and building a stronger, more resilient future,” she said, adding that the announcement would help manufacturers “compete, win and create good jobs across the country”.
The Business Secretary, Peter Kyle, framed the move as a response to the number one complaint he hears on factory visits. “When global instability puts businesses under pressure we’ll always do what’s needed to support them,” he said. “By extending the reach of BICS by 40 per cent, we’re acting decisively to tackle the number one issue that businesses face head-on.”
Business lobbies offered a qualified welcome. Rain Newton-Smith, chief executive of the CBI, said the Chancellor had shown she was “listening to firms grappling with volatility in global energy markets”, though she stressed that BICS should be viewed as “an important step” rather than “job done”. Lasting reform, she argued, would require stripping policy costs from electricity bills altogether, scaling up energy efficiency support and accelerating the rollout of renewables.
Mike Hawes, chief executive of the Society of Motor Manufacturers and Traders, described the final design of BICS as “a major win” for the car industry, saying it sent “a clear and immediate signal that we are open for business and a prime destination for investment”. Shevaun Haviland, director general of the British Chambers of Commerce, welcomed the backdating in particular, which the BCC had lobbied for.
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Thursday’s announcement follows the £420 million boost delivered on 1 April through the British Industry Supercharger, which lifted the discount on electricity network charges for around 500 of the most energy-intensive firms from 60 to 90 per cent. Together with BICS, ministers argue the two schemes represent the most significant intervention in industrial energy pricing in a generation.
A second consultation on the regulatory changes needed to bring the scheme to life closes on 14 May, with legislation expected on the statute book by the autumn. A full review of BICS is pencilled in for 2030. The full list of eligible SIC and HS codes is due to be published on gov.uk later today.
Whether the package is enough to arrest the slow erosion of Britain’s industrial base, or whether, as Make UK fears, it simply arrives too late for firms already on the brink, will now become the defining question of the Chancellor’s industrial policy in the run-up to the Budget.
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