The Asian cruise market is growing rapidly and in 2025, it surpassed all other regions with the highest growth at over 17%.
From Linza Wells
Malaysia is, by geography, a maritime nation. Apart from its northern land border with Thailand, the country is surrounded by water, with extensive coastlines along the Straits of Malacca, the South China Sea and the waters around Sabah and Sarawak.
Yet this geographical advantage remains underutilised as a driver of tourism and economic growth.
Modern cruise terminals, improved port facilities, better connections to airports and tourist destinations, and quality shore excursions would make Malaysia a more attractive and competitive stop on regional cruise itineraries.
Market pointers
At a recent cruise seminar in Singapore, several industry captains said the Asian cruise market is growing rapidly. In 2025, Asia recorded the highest regional growth, at more than 17%.
The Cruise Lines International Association estimated that cruise tourism generated about US$10 billion in economic impact across Southeast Asia in 2024, supporting hundreds of thousands of jobs.
Several Malaysian states are keen to attract more cruise calls, recognising the tourism boost that thousands of passengers arriving on a single sailing can bring.
Langkawi, for instance, was singled out by a cruise company executive, who shared plans for one of its vessels to call there every four days from Dec 31 through December 2027.
Another cruise line that regularly calls at Malaysian ports has introduced a new rotation covering Melaka, Port Dickson and Pangkor along the Straits of Malacca, as well as Tioman and Redang on the east coast, weather permitting.
Tourism officials and state governments need to recognise these emerging opportunities.
As cruise ships grow larger, a single call can bring up to 4,000 passengers.
Port Klang, Penang and Langkawi can accommodate cruise vessels at dedicated terminals. At other locations along the Straits of Malacca, ships have to anchor offshore and tender passengers ashore.
Tender operations are restrictive, weather-dependent and carry safety risks that cruise companies must bear themselves.
Marina Bay Cruise Centre
Over the past three decades, Singapore has progressively developed its cruise infrastructure while building the connectivity and tourism ecosystem needed to attract international cruise lines.
Today, Singapore is not merely a port of call. It is a major homeport, where cruise rotations begin and end.
The Marina Bay Cruise Centre, opened in 2012, was designed to handle the larger generation of modern cruise ships.
The strategy has worked. Singapore has become a centre for ship husbandry, including bunkering, water supply, food and beverage provisioning, crew changes, sign-offs, minor repairs and other services.
Singapore recorded more than two million cruise passengers in 2025, with around 375 cruise ship calls.
Major cruise lines continue to expand their Singapore deployment, with Disney Cruise Line the latest addition. It selected Singapore as the homeport for Disney Adventure under a five-year agreement with the Singapore Tourism Board.
Royal Caribbean and Princess Cruises have also expanded their Southeast Asian operations from Singapore, with each now basing a vessel there year-round rather than seasonally.
Fly-and-cruise model
Supported by Changi Airport’s extensive international connectivity, hotels, attractions, ground transport, and efficient passenger and baggage handling, Singapore’s cruise success did not happen by accident.
Its fly-and-cruise model works particularly well.
Passengers from around the world can fly into Singapore, stay for a few days, board their cruise, return to Singapore at the end of the itinerary and fly home. Similar models operate in Miami and Fort Lauderdale in the United States, and Barcelona and Southampton in Europe.
But Singapore’s success does not mean every Southeast Asian port needs to compete for homeport status. That is not how the cruise market works.
A successful cruise region needs both homeports and ports of call.
Itineraries become more attractive when they offer several destinations, often across different countries and within an overnight sailing, allowing passengers to maximise time ashore. The destinations also need to offer experiences that are distinctive from one another.
Where does Malaysia stand?
Port Klang, Penang and Langkawi are already regular ports of call. Melaka should also feature more prominently, given its unique historical and cultural attractions.
With the right infrastructure and better shoreside services, ports in Sarawak and Sabah could also become regular calls, potentially alongside Muara in Brunei.
The question is how Malaysia should invest in cruise terminals, turn suitable ports into viable calls, and define the role each could play in regional cruise rotations.
Sarawak and Sabah have distinctive tourism products. I’m told Langkawi was chosen not simply for its beaches, but for attractions such as its geopark, caves and eagle sanctuary.
Malaysia has a real opportunity to attract more ships on a regular basis.
The priority should therefore be developing cruise tourism products that encourage passengers to spend a full day ashore.
Cruise lines are constantly looking for attractive itineraries. A ship sailing from Singapore can visit several Malaysian destinations during the same voyage.
If Malaysia can also offer efficient ship berthing instead of just tender operations, attractive shore excursions, reliable ground transport, efficient passenger handling and tourism products worth leaving the ship for, its ports can capture a much larger share of cruise spending.
The economic benefits would extend well beyond the ports to tour operators, bus companies, cafes, restaurants, attractions, retailers, local suppliers and other tourism-related businesses. - FMT
Linza Wells is a company director and an avid FMT reader.
The views expressed are those of the writer and do not necessarily reflect those of MMKtT.
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