Africa PORTS & SHIPS maritime news 18 July 2026 - Africa Ports

Africa PORTS & SHIPS maritime news Here are the News Headlines: South Africa’s Oil Storage: From secret mines to casual announcements SPECIAL FEATURE: A Century of Precision: 100 Years of the Voith Schneider Propeller Strait of Hormuz: Shipping under fire as hostilities escalate Beyond Hormuz – Can Gulf oil and gas find another way out? Part 3 Mozambique grants 25‑year concession for Dondo Logistics Park Durban’s port anchors South Africa’s automotive energy transition RFA and SAFLA sign Memorandum of Understanding Commitment to protecting vital shipping lanes Shipping Comes Under Fire as Gulf Conflict Escalates. Part 2 Strengthening submarine cable resilience: International Advisory Body report Dangote targets Lamu for East Africa’s largest oil refinery Strait of Hormuz remains open – but at a growing cost to global shipping. Part 1 Panorama: Containership DALI TNPA reports continued operational gains at Port of Cape Town Red Sea: Hope vs Caution as South Africa misses the boat either way SA Port Statistics for the month of June 2026 MSC expands automotive shipping with order for 12 new LNG dual-fuel car carriers Lobito Railway Corridor secures full $753M funding: A strategic push for critical minerals and regional connectivity Comoros: Roadmap for National Maritime Information Sharing Centre US-Iran hostilities intensify as Strait of Hormuz tanker traffic slows to a crawl Transnet Port Terminals moves against fraud and corruption Strait of Hormuz tensions escalate after tanker attacks as US threatens further military action IMO Secretary-General condemns new attacks on ships in the Strait of Hormuz Mozambique launches maritime and industrial security training centre in Pemba IMO announces full team of Regional Coordinators Maersk drops Port Elizabeth X4A (ASAS) call amid ongoing delays DP World reports major efficiency gains at Dar es Salaam concession terminal Panorama: Ships in our ports – Viking Yi Dun, unexpected visitor Call for urgent international efforts to secure safe release of captive seafarers – IMO S-G

By Terry Hutson · July 18, 2026 · 82 min read

News continues belowSouth Africa’s Oil Storage: From secret mines to casual announcementsSouth Africa’s oil storage story spans half a century of paranoia, politics, and pragmatism. The scale may have shrunk, but the intrigue hasn’t. Image: AI for AP&S. Click image to enlargeTerry HutsonAfricaPorts & ShipsSouth Africa last week authorised the storage of a two‑month supply of crude oil and refined products at Saldanha Bay, reviving the strategic reserve that has long been seen as the nation’s insurance policy against global shocks. The announcement was made with little fanfare, couched in routine policy language, and presented as a straightforward precaution in light of rising Middle East tensions. Yet the casual tone of last week’s decision stands in stark contrast to the cloak‑and‑dagger measures of fifty years ago, when Pretoria faced UN‑imposed sanctions and the OPEC embargo. In the 1970s, the South African government went to extraordinary lengths to secure energy independence — building the vast 45‑million‑barrel tank farm at Saldanha Bay, and, more secretly, pouring oil into abandoned mines near Ogies in Mpumalanga. The Ogies Underground ReserveThe Ogies project remains one of the most audacious episodes in South Africa’s energy history. Four disused coal mines, including Klippoortjie, were converted into subterranean reservoirs capable of holding 118 million barrels of crude oil — enough to keep the country supplied for a full year. Oil was literally pumped into mined‑out cavities, with surface turrets venting gas and a modest control room guarded by bulletproof glass. The site manager, Frikkie Cloete, earned the nickname ‘Shah of Ogies’ for presiding over what was then the world’s largest underground oil stockpile. The secrecy was absolute. For decades the reserves were treated as an urban legend, only confirmed after the country’s secrecy laws were lifted in the mid‑1990s. The Ogies mines symbolised the paranoia and ingenuity of a government under siege, determined to survive sanctions at any cost. At the other end of the pipeline, some of us can remember the tankers entering the Durban port at night under a coded name, often with a tarp draped over the ship’s official name. From Secrecy to ControversyBy contrast, today’s announcement of a two‑month reserve at Saldanha carries none of that drama. It is a policy measure, not a survival tactic. Yet the history of Saldanha itself is not without scandal. Several years ago, the oil stored there was sold off controversially at rock‑bottom prices, just as global markets were at their weakest. The sale, involving prominent politicians and former ministers, was widely criticised as a fire‑sale of national assets. Allegations of insider dealing and political favouritism swirled, leaving a lingering sense that South Africa’s strategic reserves had been squandered for short‑term gain. What became of the Ogies oil is less clear. Some reports suggest the underground reserves were gradually drawn down and abandoned, their maintenance costs and environmental risks outweighing their utility. Unlike Saldanha, the mine storage never re‑entered the public record after the 1990s disclosures. Perhaps someone with the knowledge of what happened to all that Ogies oil will tell the full story. Then and NowThe juxtaposition is striking. In the 1970s, Pretoria built a one‑year underground reserve in secret, fearing embargo and isolation. In 2026, the government casually announces a two‑month above‑ground reserve, framed as routine housekeeping. The difference reflects not only South Africa’s changed place in the world, but also the diminished sense of urgency in energy policy. Yet the ghosts of Ogies and the controversies of Saldanha remind us that oil storage in South Africa has never been a neutral matter. It has been a story of secrecy, survival, scandal, and now, perhaps, complacency. SASOLAlongside the debate over oil storage, it is worth recalling that South Africa has long relied on its coal‑to‑liquids programme at Sasol’s Secunda plant. Conceived during the sanctions era to reduce dependence on imported crude, the facility continues to produce a substantial share of the country’s fuel needs — between 30% and 35% of national demand for petrol, diesel and jet fuel. Sasol’s operations at Secunda and Natref not only cushion the economy against external supply shocks but also highlight the enduring legacy of apartheid‑era energy policy. What began as a survival strategy under embargo has become a permanent pillar of South Africa’s fuel mix, ensuring that even in times of global disruption, the country retains a measure of self‑sufficiency. Sidebar:Sasol’s Coal‑to‑Liquids LegacySouth Africa’s reliance on coal‑to‑liquids (CTL) technology is another legacy of the sanctions era. When crude imports were threatened in the 1970s, the then government poured resources into Sasol’s Secunda plant, developing Fischer–Tropsch processes to turn abundant coal into synthetic fuels. Today, Sasol’s CTL operations still supply about 30–35% of South Africa’s liquid fuel requirements, making them a critical pillar of national energy security. Petrol, diesel, and jet fuel from Secunda and Natref cushion the economy against external shocks, ensuring that even in times of global disruption the country retains a measure of self‑sufficiency. But the programme has not been without controversy. Sasol’s CTL fuels are carbon‑intensive, drawing criticism in the climate era, and the company has faced pressure to pivot toward gas‑to‑liquids and renewables. Yet the sheer scale of Secunda — the world’s largest single‑site emitter of CO₂ — underscores how deeply embedded coal‑derived fuels remain in South Africa’s energy mix. What began as a survival strategy under embargo has become a permanent fixture of the fuel landscape, linking today’s policy debates directly back to the ingenuity and desperation of the sanctions years. Added 16 July 2026♦♦♦♦♦♦♦♦♦News continues belowSPECIAL FEATURE:A Century of Precision: 100 Years of the Voith Schneider PropellerImage: VoithAfricaPorts & ShipsFor a century, the Voith Schneider Propeller (VSP) has remained one of the most distinctive and influential innovations in marine propulsion. Unlike conventional propellers that simply drive a vessel ahead or astern, the VSP combines propulsion and steering into a single integrated system, giving ships exceptional manoeuvrability that has made it the propulsion system of choice for harbour tugs, ferries and a wide range of specialist vessels. In South Africa, the technology is a familiar sight. Many of the powerful escort and harbour tugs that have worked or are still working in ports such as Durban, Cape Town, Richards Bay, Port Elizabeth, Ngqura and Saldanha Bay rely on Voith Schneider propulsion to perform the demanding task of handling some of the world’s largest container ships, tankers and bulk carriers safely within confined harbour limits. As the technology celebrates its centenary in 2026, it remains as relevant as ever, while continuing to evolve to meet the demands of cleaner and more efficient shipping. An invention ahead of its timeThe origins of the Voith Schneider Propeller date back to Austrian engineer Ernst Schneider (1894-1972), whose revolutionary concept was first successfully demonstrated during model testing in Vienna in 1926. The Voith Schneider PropellerRecognising the commercial potential of the invention, the German engineering company Voith quickly partnered in its development, transforming what was an innovative concept into a practical propulsion system suitable for commercial vessels. Only two years later, in 1928, the vessel Torqueo became the world’s first ship to be equipped with a Voith Schneider Propeller. One hundred years later, the fundamental operating principle remains largely unchanged — a remarkable testament to the originality of Schneider’s design. How it worksAt first glance, a Voith Schneider Propeller bears little resemblance to a conventional marine propeller. Instead of horizontal propeller blades rotating on a shaft, the VSP consists of several vertical blades mounted around a rotating circular disc beneath the hull. As the rotor turns, each blade continuously changes its angle of attack. This constant adjustment means the propeller can generate thrust in virtually any horizontal direction without changing rotational speed. The result is instantaneous 360-degree thrust control. For a tug master, this means the vessel can move sideways, diagonally, forwards or astern almost instantly, rotate on its own axis and change direction without hesitation. Unlike conventional propulsion systems, there is no delay while reversing engines or waiting for rudders to take effect. Why harbour tugs favour the VSPNowhere are these characteristics more valuable than in harbour towage. Many modern container ships now routinely measure up to 400 metres in length, while large LNG carriers, cruise ships and Cape-size bulk carriers demand extremely precise handling when entering or leaving port. Harbour tugs often have only seconds to react to changing wind, current or the movement of the assisted vessel. The ability to produce full thrust instantly in any direction allows VSP-equipped tugs to maintain continuous control during escort operations and docking manoeuvres. This precise handling has made the Voith Water Tractor one of the world’s best-known harbour tug designs. The system is equally valuable in escort towing, where rapid corrections may be required to prevent a ship from drifting off course during transit through narrow channels. The locally-built Durban tug Mkuze (before she was renamed Mkhuze) at her launch – note the Voith Schneider propulsion underneath the tug, just as she was being lowered into the waters of Durban Bay for the first time. 16July 2016. Picture: Terry HutsonMore than just tug propulsionAlthough best known for harbour tugs, the Voith Schneider Propeller has found applications across numerous specialised vessel types. Offshore support vessels use the system together with dynamic positioning technology to maintain exact station while servicing offshore oil and gas installations or constructing offshore wind farms. Double-ended ferries benefit from the ability to berth and depart quickly without turning around, reducing turnaround times while maintaining safe operation in strong winds and tidal currents. Research vessels appreciate the system’s low vibration and comparatively quiet underwater operation, while river cruise vessels and luxury yachts benefit from smoother manoeuvring and improved passenger comfort. The VSP’s ability to help reduce vessel roll motions through intelligent thrust control has further expanded its appeal for specialised applications. Continuous developmentWhile the underlying concept has changed little over the past century, the technology surrounding the propeller has evolved considerably. Voith has steadily refined blade geometry, hydrodynamic efficiency, control systems and integration with vessel hull design. Modern computational fluid dynamics, advanced simulation techniques and dedicated marine testing facilities now allow engineers to optimise the complete interaction between hull, propulsion system and operating profile before a vessel is even built. Rather than viewing propulsion as an isolated component, Voith increasingly treats the entire vessel as an integrated system, enabling improvements in efficiency, handling and operational performance. Enter the electric eraThe latest chapter in the VSP’s evolution is the electric Voith Schneider Propeller (eVSP). The system combines the familiar hydrodynamic characteristics of the traditional VSP with electric drive technology and intelligent digital control systems. This development aligns closely with the maritime industry’s drive to reduce emissions while improving operational efficiency. Electric propulsion is particularly attractive for offshore support vessels, which require extremely accurate positioning while seeking lower fuel consumption and reduced maintenance costs. By combining electric propulsion with the precise manoeuvrability of the VSP, operators can achieve both operational performance and environmental benefits. A technology built to lastFew marine technologies remain fundamentally relevant after a century. The Voith Schneider Propeller is one of those rare exceptions. Its combination of instant manoeuvrability, precise thrust control, reliability and operational flexibility has ensured its continued use despite dramatic changes in ship design over the past hundred years. As ports become busier, ships become larger and environmental requirements become more demanding, these characteristics remain just as valuable today as they were when Ernst Schneider first demonstrated his remarkable invention in 1926. For South African ports, where Voith-powered harbour tugs continue to perform the critical task of safely moving ever-larger vessels through increasingly congested waterways, the centenary is more than simply an engineering anniversary. It is recognition of a technology that has quietly become an essential part of everyday port operations. Whether driven by diesel-mechanical systems or the latest electric propulsion packages, the Voith Schneider Propeller appears well positioned to continue shaping harbour operations for many decades to come. Added 16 July 2026♦♦♦♦♦♦♦♦♦News continues belowStrait of Hormuz: Shipping under fire as hostilities escalateU. S. Navy ships on patrol near the Strait of Hormuz. Picture: U. S. CentcomAfricaPorts & ShipsThe Strait of Hormuz has entered its most dangerous phase in years, with merchant shipping caught in the crossfire of intensifying hostilities between Iran and the United States. Over the past week, a number of vessels have been attacked, disabled, or sunk, prompting renewed fears of disruption to global energy flows and raising the toll on seafarers. Political uncertainty and alternating U. S. actions have created a situation where owners and operators of the commercial ships trapped within and outside the Persian Gulf are left with little option but to remain at anchor awaiting a conclusion. On 14 July, the ageing bulk carrierLuni (IMO 9070711)broke apart and partially sank off Bandar Abbas. All 23 members of the crew were rescued. The 32‑year‑old vessel, flagged in St. Kitts and operated by a Turkish firm with Syrian ownership ties, had long been plagued by inspection deficiencies leading to uncertainty as to the cause behind the ship’s sinking. Witnesses reported the ship’s keel appeared to fail, leaving bow and stern protruding at steep angles while the midsection settled into shallow waters. Whether the collapse was the result of prior collision damage, structural weakness, or hostile strike remains unclear, though speculation has swirled around the possibility of a torpedo or Quicksink‑style attack. Two days earlier, Iran widened its campaign by striking the container shipGFS Galaxy (IMO 9401271), a 7,000‑TEU feeder vessel transiting eastbound through the strait. British monitors confirmed the ship was set ablaze and abandoned by its crew. The attack marked the first direct strike on container shipping in Hormuz since May, underscoring Tehran’s willingness to expand the war beyond tankers. Meanwhile, U. S. forces have reimposed a naval blockade. On 15 July, Central Command reported disabling the Curacao‑flagged tankerBelma IMO: 9289491)after it ignored repeated warnings en route to Kharg Island. A U. S. aircraft fired Hellfire missiles into the ship’s smokestack, halting its transit. CENTCOM confirmed two other vessels were redirected during the first 24 hours of enforcement. Iran has declared the strait closed to traffic and extended missile and drone attacks to Bahrain, Kuwait, Qatar, the UAE, and Jordan. Washington has escalated in turn, striking Iranian refineries and coastal defenses, with the latest raids overnight reaching into northern provinces near Tehran. The consequences are immediate. Brent crude futures have surged 12% since Friday, European natural gas prices have spiked nearly 70%, and U. S. gasoline futures are up 10%. Shipping companies are scrambling to reroute services, with some refusing U. S. ‑guided transits amid reports of mined lanes and GNSS interference. Crew safety has become a pressing concern, as expressed publicly by the IMO Secretary-General. India and the Philippines have barred deployment of their nationals to Hormuz transits after fatalities among Indian seafarers in recent attacks. UKMTO advisories now classify the risk level as ‘severe,’ citing mines, projectile strikes, and electronic interference. With more than 140 vessels still transiting the waterway in the past week, the Strait of Hormuz remains a vital artery for global trade — but one now shadowed by escalating conflict, rising energy costs, and mounting human toll. Added 16 July 2026♦♦♦♦♦♦♦♦♦News continues belowBeyond Hormuz –Can Gulf oil and gas find another way out? Part 3Ships caught up in the Persian Gulf, awaiting a safe reopening of the Strait of Hormuz. Picture: IMOAfricaPorts & ShipsAs tensions continue to simmer in and around the Strait of Hormuz, governments, oil companies and shipowners are confronting a question that has lingered for decades but has now become an urgent strategic concern: if the world’s most important maritime energy corridor becomes too dangerous — or even temporarily unusable — can Gulf oil and gas simply be exported by another route?The short answer is yes — but only to a limited extent. For more than forty years, Gulf states have recognised their dependence on the narrow waterway separating Iran from Oman. During periods of conflict, from the Iran-Iraq War of the 1980s to the tanker attacks of recent years and the present crisis, the vulnerability of the Strait has repeatedly prompted investment in alternative export infrastructure. Yet despite billions of dollars spent on pipelines, new ports and storage terminals, the Strait of Hormuz remains irreplaceable. Around one-fifth of the world’s traded oil and a substantial proportion of global liquefied natural gas (LNG) exports normally pass through the 39-kilometre-wide shipping lane, and no combination of existing alternatives can handle those volumes if the Strait were closed for any prolonged period. Saudi Arabia possesses the most significant alternative. Its East-West Pipeline carries crude oil from the giant oilfields of the Eastern Province across the kingdom to the Red Sea port of Yanbu. With a capacity approaching seven million barrels per day, the system enables Saudi Aramco to continue exporting substantial quantities of crude without entering the Gulf at all. The Red Sea route has consequently assumed renewed strategic importance during the current crisis. The United Arab Emirates has already demonstrated the value of diversification. Its existing Habshan-Fujairah pipeline transports Abu Dhabi crude directly to the Gulf of Oman, allowing tankers to load at Fujairah without transiting Hormuz. Fujairah has evolved into one of the world’s largest oil storage and bunkering centres, and Abu Dhabi is now accelerating construction of a second pipeline that will substantially increase export capacity beyond the Strait. Iraq has fewer options but is actively pursuing them. The long-standing Kirkuk-Ceyhan pipeline to Türkiye offers a Mediterranean outlet for northern Iraqi production, while Baghdad is again examining proposals for additional pipelines towards Jordan’s Red Sea port of Aqaba. Political instability, financing and regional security concerns, however, continue to complicate these ambitious projects. Iran itself has also sought to reduce its own vulnerability. The Goreh-Jask pipeline enables crude from southwestern oilfields to be exported through the Gulf of Oman at Jask, east of the Strait. Although operational, the system currently handles only limited volumes and falls well short of replacing Iran’s traditional Gulf export terminals. For several Gulf producers, however, geography leaves little room for manoeuvre. Kuwait, Qatar and Bahrain remain heavily dependent upon Hormuz. Qatar is particularly exposed because virtually all of its LNG exports originate from Ras Laffan, inside the Gulf. Unlike crude oil, LNG cannot readily be diverted into existing oil pipelines. Without access through Hormuz, much of Qatar’s gas exports would simply have nowhere to go. That distinction between oil and natural gas is increasingly important. While pipelines can redirect part of the region’s crude oil exports, natural gas presents a more complex challenge. Gas can be transported over long distances by pipeline, but it must be liquefied at specialised export terminals before being loaded aboard LNG carriers. Qatar’s massive liquefaction facilities at Ras Laffan lie inside the Gulf, meaning that any prolonged closure of the Strait would severely disrupt its LNG exports. Creating an alternative route would require new gas pipelines leading to entirely new liquefaction plants and export terminals outside the Gulf — an undertaking that would cost many billions of dollars and take years to complete. The current conflict is therefore accelerating plans that have been under discussion for years. Governments across the Gulf are reviewing proposals for new pipelines, additional Red Sea and Gulf of Oman export terminals, expanded storage facilities and integrated logistics corridors designed specifically to reduce reliance on Hormuz. Some projects that previously appeared commercially marginal are now attracting renewed political and financial support as energy security assumes greater importance than construction costs. The latest reports suggest that the UAE is also examining further expansion of its east coast port infrastructure at Fujairah, reflecting a wider strategy of reducing the country’s dependence on facilities located inside the Strait of Hormuz. Although aimed primarily at strengthening logistics and container operations, the project underlines how the present crisis is accelerating long-term investment in alternative maritime gateways. Nevertheless, industry analysts caution that even an extensive network of new pipelines would not eliminate Hormuz’s strategic importance. Pipeline capacity is finite, crude grades cannot always be substituted easily, export terminals have physical loading limits, and many projects would require years rather than months to complete. Even if every proposed bypass route were eventually built, significant volumes of Gulf oil — and almost all Gulf LNG — would still depend upon safe navigation through the Strait. The latest hostilities have once again underlined that reality. Rather than making the Strait of Hormuz obsolete, the crisis has reinforced its status as the world’s single most important maritime energy chokepoint. Alternative routes may lessen the impact of future disruptions, but none can yet replace the narrow waterway through which so much of the global economy continues to flow. For the shipping industry, energy markets and governments alike, that is perhaps the most significant lesson emerging from the present crisis. In addition, any major diversion of Gulf exports to Red Sea terminals would inevitably increase traffic through the Suez Canal or around the Cape of Good Hope. Added 15 July 2026♦♦♦♦♦♦♦♦♦News continues belowMozambique grants 25‑year concession for Dondo Logistics ParkAfricaPorts & ShipsMozambique has taken a decisive step in reshaping its logistics landscape with the award of a 25‑year concession for the Dondo Logistics Park, a major dry port development outside Beira. The project, valued at US$117 million, has been entrusted to a Chinese‑led consortium under a public‑private partnership with Caminhos‑de‑Ferro de Moçambique (CFM), the state railway operator. Terminal Logístico de DondoThe concession holder, Terminal Logístico de Dondo, S. A. , brings together Union Portlink Capital, Lda and Zhongmei Union, who will finance and deliver the project in close collaboration with CFM. Construction is expected to move swiftly, with the government projecting the facility will be operational within 15 months, positioning Dondo as a strategic extension of Beira Port’s capacity. For Mozambique, the Dondo Dry Port is more than just an infrastructure project. It is a calculated response to the mounting congestion at Beira, one of southern Africa’s congested gateways. Easing pressure on Beira portBy diverting and streamlining cargo flows, the new facility promises to ease pressure on the port, improve supply chain efficiency, and strengthen the Beira Corridor’s role in serving landlocked neighbours such as Zimbabwe, Zambia, and Malawi. Officials estimate that the concession will generate US$600 million in state revenue over its lifespan, through concession fees, corporate tax, road compensation, and dividends accruing to CFM. Beyond fiscal returns, the project is expected to stimulate economic growth in Sofala Province, creating jobs and opportunities for local businesses in the district of Dondo. Transport Minister João Matlombe hailed the 200-hectare development as “strategic for Sofala,” emphasising its dual role in relieving Beira Port congestion and driving provincial development. Speaking on behalf of the consortium, Hefeng Dong pledged to deliver “an excellent project,” expressing gratitude for the government’s support and confidence. CornerstoneThe Dondo Logistics Park thus emerges as a cornerstone in Mozambique’s broader national logistics strategy. By modernising transport corridors and embracing public‑private partnerships, the country is positioning itself as a competitive hub in the southern African trade chain. For Beira, where shipping delays are chronic, the project offers relief and renewal; for Mozambique, it signals ambition and foresight in the pursuit of regional integration and economic resilience. Dondo is 35 kilometres inland outside Beira, on the N5 road between Beira and Machipanda on the Zimbabwe border. Added 15 July 2026♦♦♦♦♦♦♦♦♦News continues belowDurban’s port anchors South Africa’s automotive energy transitionAI image for illustrative purposes AP&SAfricaPorts & ShipsSouth Africa’s automotive sector is entering a new phase of industrial transformation, with Durban at the centre of both logistics and investment. In June alone, 66,632 vehicles moved through the city’s port — nearly four times the combined totals of Port Elizabeth and East London — underscoring its dominance as the country’s automotive gateway. Against this backdrop, President Cyril Ramaphosa will officiate Toyota South Africa Motors’ R10. 4 billion investment announcement this Thursday (16 July). The pledge anchors a wider package exceeding R20 billion in commitments to hybrid and electric vehicle production, component manufacturing, and supply chain localization. The investment wave is not confined to Toyota. The National Association of Automotive Component and Allied Manufacturers (NAACAM) has pledged R5. 8 billion, Chinese tyre brand Sailun R2 billion, and a Japanese automotive supplier R1. 2 billion in KwaZulu-Natal. Another Chinese automotive company has confirmed participation with an undisclosed amount. Together, these commitments signal a decisive shift toward energy transition in vehicle manufacturing. Recent developments highlight the breadth of foreign participation: Chery has taken over Nissan’s Rosslyn plant near Pretoria, Mahindra has upgraded its Durban Dube Trade Port facility to full assembly, and GWM is in talks with Mercedes-Benz to share East London’s manufacturing plant. Toyota itself has already established sizeable operations at the Dube Trade Port, reinforcing Durban’s dual role as both production hub and logistics powerhouse. Added 15 July 2026♦♦♦♦♦♦♦♦♦News continues belowRFA and SAFLA sign Memorandum of UnderstandingDave Logan, SAFLAGavin Kelly, RFAAfricaPorts & ShipsThe Road Freight Association (RFA) and the South African Freight and Logistics Association (SAFLA) have formalised a strategic partnership through the signing of a Memorandum of Understanding (MoU), creating a broader advocacy framework into the freight forwarding and logistics space. The agreement establishes a framework for structured collaboration across customs modernisation, border digitalisation, trade facilitation and capacity building, with the shared goal of reducing friction and costs throughout the supply chain. RFA CEO Gavin Kelly welcomed the partnership, calling it as a natural and timely alignment of purpose. “The road freight sector does not operate in isolation,” he said. “Every delay at a port of entry, every manual Other Government Agency (OGA) process, every compliance bottleneck has a direct bearing on road freight transporters in the supply chain. “By aligning formally with SAFLA, we extend our lobbying reach into the forwarding sector and give government a combined and unified signal on trade facilitation priorities rather than a series of fragmented requests and proposals from the industry. Kelly said multiple voices, speaking in concert, carry far greater weight than any one association speaking alone. This MoU allows the RFA to broaden its advocacy footprint in a meaningful and credible way, he pointed out. SAFLA Executive Officer Dave Logan expressed equal enthusiasm, emphasising the importance of addressing the practical needs of both SAFLA and RFA members, as well as the broader transport and logistics industries in South Africa through coordinated action. “Collaboration is a necessity in the freight industry. Our members operate at the interface of customs, border management, regulatory compliance and international trade, and they face challenges that no single association can resolve alone. Logan said that joining forces with the RFA creates a platform where the combined weight of SAFLA memberships can drive real, tangible improvements. “We are particularly encouraged by the momentum already building through SAFLA’s participation in the South African Revenue Service (SARS) Stakeholder Forums,” he said. “This MoU deepens those engagements by bringing road freight perspectives into our discussions with the country’s revenue services. He added that SAFLA is excited about this development and looks forward to working with the RFA. Shared Focus Areas and Practical PrioritiesThe MoU identifies several priority areas for joint action, including engagement with SARS, the digitalisation of OGA processes, Smart Border development, trade facilitation improvements, capacity building and process mapping. The two associations will also establish escalation mechanisms to address systemic challenges on behalf of their respective memberships. A particular emphasis has been placed on OGA digitalisation and customs streamlining, areas where inefficiencies continue to generate unnecessary compliance costs. Smoother OGA and SARS processes reduce the administrative burden on freight forwarders and clearing agents, and those savings filter directly down the supply chain to road freight operators and transporters. According to Kelly, speaking for the RFA, this connection is central to the partnership’s value proposition. The Memorandum will be reviewed annually by the Chief Executives of both associations, ensuring that the collaboration remains responsive to the evolving needs of the sector and to developments in South Africa’s customs and border management environment. Added 14 July 2026♦♦♦♦♦♦♦♦♦News continues belowCommitment to protecting vital shipping lanesThe Council condemned the attacks on civilian commercial ships in and around the Strait of Hormuz and called for the de-escalation of tensions in the region. Picture: www. imo. org IMO © Click image to enlargeEdited byPaul RidgwayAfricaPorts & ShipsLondonHighlights from IMO Council 137. 6-10 July 2026Meeting at IMO HQ in London from 6 to 10 July the Council concluded its 137th session by reaffirming the importance of preserving navigational rights and freedoms in accordance with international law. Right of transit passageIn a resolution adopted during the session, the Council stressed that the right of transit passage through straits used for international navigation should not be threatened, impeded, denied, hampered, impaired or suspended. In addition, the Council reiterated that any measures taken by coastal States to regulate traffic in vital shipping lanes should be done with accordance with IMO regulations under the International Convention on the Safety of Life at Sea (SOLAS). Picture: IMOStrait of HormuzWith regards to the ongoing challenges facing international shipping in and around the Strait of Hormuz, the Council condemned the attacks on civilian commercial ships and called for the de-escalation of tensions in the Middle East region. The Council stressed that any arrangement between the littoral States of the region shall guarantee the non-discriminatory and unimpeded right of transit passage of all ships, through the internationally recognised traffic separation scheme adopted by IMO in 1968. The Council reaffirmed that passage through the Strait should remain free of any tolls and charges, in accordance with international law, including the IMO Convention. It requested the Secretary-General to explore options that advance safe maritime traffic and to work with littoral States, other Member States and the industry to ensure a coordinated and sustainable return to unhindered navigation through the Strait. Cooperative mechanism for Straits of Malacca and SingaporeThe Council noted the information shared by Indonesia, Malaysia and Singapore on their experience in co-managing the Straits of Malacca and Singapore through a ‘Cooperative Mechanism’ that brings governments and industry together to share the burden. The Council invited interested Member States and other stakeholders to consider making financial or in-kind contributions to the mechanism’s two funds: the Aids to Navigation Fund and the IMO Straits of Malacca and Singapore Trust Fund to support the Co-operative Mechanism. Other key decisionsAnnual reportThe Council approved the Organization’s annual report for 2025: A copy may be found using the linkhere. IMSAS updateThe Council welcomed the successful completion of the first audit cycle of the IMO Member State Audit Scheme (IMSAS). Since the commencement of mandatory audits in February 2016, 168 audits of 165 Member States and three Associate Members had been conducted. Mozambique, Eritrea and YemenOf the five audits scheduled for 2026, three have been completed (Belarus, Haiti and Mozambique) with the remaining two (Eritrea and Yemen) progressing as planned. The Council encouraged audited Member States to authorise the Secretariat to release their audit reports to the public, including the audit final report, for full transparency. World Maritime Day and Parallel EventThe Council welcomed the offer by the Government of Qatar to host the World Maritime Day Parallel Event in 2028. This year’s World Maritime Day will be celebrated at the IMO HQ on 24 September, observing the theme: ‘From Policy to Practice: Powering Maritime Excellence. ’ The 2026 World Maritime Day Parallel Event would take place in Busan, the Republic of Korea on 26 and 27 October, then in the Philippines in 2027. Added 14 July 2026♦♦♦♦♦♦♦♦♦News continues belowThe Strait of Hormuz Crisis –Commercial Shipping Comes Under Fire as Gulf Conflict Escalates. Part 2Strait of Hormuz. Map: IanMacky PAT public domain 1. 2 Click map to enlargeAfricaPorts & ShipsSituation Report – 14 July 2026 Part 2The Strait of Hormuz crisis entered a dangerous new phase overnight as commercial shipping became a direct casualty of the escalating conflict between the United States and Iran. Reports of missile attacks on two very large crude carriers (VLCCs), coupled with a third consecutive night of reported US air strikes against Iranian targets and renewed Iranian missile attacks on American facilities across the Gulf region, have heightened fears that one of the world’s busiest maritime corridors is rapidly becoming an active conflict zone rather than simply a region of heightened risk. For the international shipping industry, the significance extends well beyond the military exchanges themselves. Every day, before the current conflict erupted, approximately one-fifth of the world’s internationally traded oil and a substantial proportion of global liquefied natural gas (LNG) exports transited the 39-kilometre-wide Strait of Hormuz, making it arguably the single most important maritime chokepoint in world trade. The latest escalation has brought that vulnerability sharply into focus. According to the United Arab Emirates Ministry of Defence, two Emirati-operated VLCCs, MOMBASA B (IMO 9739501) and AL BAHIYAH (IMO 9937799), were struck by Iranian cruise missiles while transiting the southern shipping lane of the Strait in Omani territorial waters. Both vessels sustained significant damage and fires broke out aboard each ship before being brought under control. The UAE said one Indian seafarer serving aboard MOMBASA B was killed in the attack, while eight other crew members were injured, including six Indian nationals and two Ukrainians. Four of the injured were reported to be in a serious condition. Abu Dhabi National Oil Company’s shipping subsidiary, ADNOC L&S, later confirmed that both tankers had suffered significant damage. For merchant mariners, the incident marks a deeply troubling milestone. Although commercial vessels have operated under increasing levels of risk since hostilities intensified earlier this year, the confirmed death of a seafarer illustrates how quickly merchant shipping can become caught between opposing military forces. It also serves as a reminder that civilian crews, whose task is simply to transport cargo between producing and consuming nations, often find themselves on the front line whenever conflict spreads into the world’s major sea lanes. The attacks occurred amid continuing military operations across the wider Gulf region. US Central Command reported a further series of strikes against Iranian military facilities, the third successive night of aerial operations as Washington sought to degrade Iran’s military capabilities and maintain freedom of navigation through the Strait. Iranian officials, meanwhile, accused the United States of expanding the conflict and responded with further attacks on American facilities elsewhere in the Gulf. As with many fast-moving conflicts, claims and counterclaims continue to emerge from both sides, and not all battlefield reports could immediately be independently verified. Nevertheless, there is little doubt that the operational environment for commercial shipping has deteriorated significantly during the past 72 hours. Adding further concern, the United Kingdom Maritime Trade Operations (UKMTO) organisation separately reported that the master of another tanker had advised that his vessel had been struck by an unidentified projectile approximately 40 nautical miles north-east of Qalhat, Oman. UKMTO said all crew members aboard that vessel were safe, although it was not immediately clear whether the incident was connected to the attacks reported by the UAE authorities. The incidents are likely to intensify concerns among shipowners, charterers and marine insurers already wrestling with sharply elevated operational risks in the Gulf. Although commercial traffic continues to move through the Strait under enhanced naval surveillance, operators are increasingly reviewing voyage plans, crew safety procedures and insurance arrangements. War-risk premiums, already under upward pressure since the conflict intensified, are expected to rise further if attacks against merchant shipping continue. At the same time, energy markets have responded with relative restraint. Oil prices moved higher following the latest attacks but stopped well short of the dramatic spikes witnessed during previous Middle East crises. Analysts said the comparatively measured reaction reflected continuing expectations that Gulf oil exports would continue, albeit under increasingly difficult conditions, while strategic petroleum reserves and alternative export routes could partially offset any prolonged disruption. One issue attracting particular international attention is President Donald Trump’s reported proposal that the United States assume operational control of security in the Strait of Hormuz while imposing a 20% charge on commercial traffic using the waterway. The proposal has already generated considerable legal and diplomatic debate. International maritime law has long recognised the Strait of Hormuz as an international strait through which vessels enjoy rights of transit passage. Maritime lawyers are therefore expected to scrutinise closely whether any individual nation could lawfully impose unilateral transit charges on international shipping without broader international agreement. The proposal has also drawn criticism from Tehran, which insists that the future of the Strait cannot be determined unilaterally by outside powers and has accused Washington of further escalating regional tensions. For the Gulf states themselves, the latest attacks present an increasingly uncomfortable dilemma. The United Arab Emirates has now seen two of its largest crude carriers damaged. Saudi Arabia remains heavily dependent upon uninterrupted energy exports despite possessing alternative pipeline infrastructure. Qatar’s globally important LNG industry remains overwhelmingly reliant on the Strait, while Oman finds itself attempting to preserve its traditional role as a neutral regional actor even as violence edges closer to its territorial waters. For shipping companies, however, the immediate concern is more practical than political. Can merchant vessels continue transiting safely?For now, the answer appears to be yes — but with substantially increased risk. Naval forces remain active throughout the region, commercial traffic continues to flow, and no formal closure of the Strait has been declared. Yet the attacks on MOMBASA B and AL BAHIYAH demonstrate that even large commercial vessels navigating recognised international shipping lanes are no longer immune from the widening conflict. The events of the past 24 hours also underline an uncomfortable reality for the global economy. The Strait of Hormuz is not simply another shipping lane; it is the principal maritime artery through which a significant amount of the world’s energy supply continues to flow. Any sustained disruption would extend far beyond the Gulf, affecting freight markets, refining operations, supply chains and energy security across Europe, Asia and Africa. Editor’s Note:This article forms part of Africa Ports & Ships’ continuing analysis of developments affecting the Strait of Hormuz and their implications for international shipping, ports, logistics and energy markets. Added 14 July 2026♦♦♦♦♦♦♦♦♦News continues belowStrengthening submarine cable resilience:International Advisory Body reportEdited byPaul RidgwayAfricaPorts & ShipsLondonGlobal recommendations will help safeguard vital telecommunications infrastructureFrom Geneva on 10 July the International Advisory Body on Submarine Cable Resilience approved its final report, including explanations of recommendations to strengthen the resilience of submarine telecommunication cables — the critical infrastructure that carries more than 99% of data traffic worldwide. As we well know submarine telecommunication cables are the lifeline of the global digital economy, supporting international communication and finance among other key services. Disruptions to the cables from human activity and natural hazards can affect essential government and industry operations as well as individual access to education, healthcare and banking. High exposure to physical risksPicture: ITUKey challenges to submarine cable resilience highlighted in the report include high exposure to physical risks, increased time needed for repair, geographical concentration of infrastructure, and high dependence of many countries on a small number of cable systems — particularly small island developing states (SIDS), Least Developed Countries (LDCs) and other underserved regions. The report further develops Advisory Body recommendations agreed earlier this year across three key areas: timely deployment and repair; risk identification, monitoring and mitigation; and fostering connectivity and geographical diversity. Strengthening resilienceBy bringing together diverse expertise and perspectives from across the submarine cable ecosystem, the report provides a common reference to support international cooperation, inform policy development, and strengthen the resilience of one of the world’s most critical digital infrastructure systems. Priorities for actionJointly developed by governments, international organizations, industry and academia, the report reinforces several priorities for action including:• Strengthening coordination between governments and industry. • Streamlining regulatory and permitting processes. • Improving risk identification and monitoring. • Increasing route diversity and infrastructure redundancy. • Enhancing preparedness and response capabilities. • Addressing the needs of vulnerable regions. • Integrating climate and environmental considerations. CommentIn the words of ITU Secretary-General Doreen Bogdan-Martin: “The world relies on connectivity, and thanks to the International Advisory Body on Submarine Cable Resilience, we now have a practical roadmap to keep undersea networks reliable. “These reports reflect a shared commitment across governments, industry, international organisations, academia and other stakeholders to safeguard this critical infrastructure that serves us all. ”Sandra Maximiano, Chairwoman of Portugal’s ANACOM and Co-Chair of the International Advisory Body reflected: “Our task now is clear: to turn cooperation into lasting resilience for the infrastructure that keeps the world connected. Our legacy will be measured by the resilience the adopted recommendations help build into the world’s digital infrastructure for decades to come. ”Bosun Tijani, Minister of Communications, Innovation and Digital Economy of the Federal Republic of Nigeria and Co-Chair of the Advisory Body commented: “Submarine cables are the invisible infrastructure that powers our connected world, carrying the vast majority of global data traffic and underpinning everything from digital commerce and financial services to healthcare, education and government operations. ”The International Advisory Body on Submarine Cable Resilience was established in 2024 by the International Telecommunication Union (ITU) – the UN agency for digital technologies – and the International Cable Protection Committee (ICPC), the leading industry organisation promoting submarine cable protection. ITU Deputy Secretary-General Tomas Lamanauskas and ICPC Legal Advisor Kent Bressie served as the Advisory Body’s executive secretaries. Adoption of the reports marks the completion of the Advisory Body’s two-year work programme and leaves a legacy of combining international efforts to strengthen submarine cable resilience, including through summits in Abuja, Nigeria in 2025 and Porto, Portugal earlier this year. The full 190-page report with information on the work of the Advisory Body’s Working Groups is available using the linkhere. Added 14 July 2026♦♦♦♦♦♦♦♦♦News continues belowDangote targets Lamu for East Africa’s largest oil refineryPicture: AI generated for illustrative purposesAfricaPorts & ShipsKenya’s Lamu port could become home to one of Africa’s largest energy projects after Dangote Industries confirmed plans to build a 700,000-barrel-per-day oil refinery on the country’s northern coast. The proposed refinery, which would surpass the capacity of most existing refineries on the continent, is expected to take up to three years to complete and would be designed to supply refined petroleum products to Kenya and neighbouring East African countries. According to Dangote Industries, preliminary work is already underway at the selected site in Lamu, where soil investigations have commenced and engineering and design work has begun. The project will be financed through a combination of internally generated funds, bond issues and a planned initial public offering (IPO), although the company has not disclosed the total investment required. Company officials have indicated, however, that the cost is likely to be comparable to the group’s refinery project in Lagos, Nigeria, which ultimately exceeded US$20 billion. The announcement ends months of speculation over where Dangote would establish its first major refining complex outside Nigeria. Tanzania’s port city of Tanga had previously been considered, but the company has now confirmed Lamu as its preferred location, citing infrastructure, logistics and market considerations. For Kenya, the refinery would represent one of the country’s largest industrial investments and significantly strengthen Lamu’s position as a strategic energy and logistics hub on the East African coast. The development also provides a major boost to the Lamu Port-South Sudan-Ethiopia Transport (LAPSSET) Corridor, a project intended to transform northern Kenya into a gateway for regional trade serving Ethiopia, South Sudan and other landlocked countries. From a maritime perspective, the choice of Lamu is significant. Unlike many conventional refineries located close to major urban centres, Lamu offers a modern deep-water port capable of accommodating large crude carriers and refined product tankers, together with extensive land available for future industrial expansion. A refinery of this scale would generate substantial additional tanker traffic, including crude oil imports as well as exports of diesel, petrol, aviation fuel and other refined products destined for regional and international markets. The project also has the potential to reshape petroleum supply chains across East Africa. Much of the region currently depends on imported refined fuels arriving from overseas refineries. Local refining on this scale could reduce import dependence while strengthening regional energy security and lowering transport costs for neighbouring countries. For Dangote Industries, the investment forms part of a broader strategy to expand refining capacity across Africa following the successful commissioning of its flagship refinery near Lagos, which has become the continent’s largest refining complex. The Kenyan project comes at a time when global attention has focused increasingly on energy security and the resilience of fuel supply chains, particularly following heightened tensions affecting shipping through the Strait of Hormuz. While East Africa’s future refinery would not eliminate the region’s dependence on imported crude oil, it would significantly increase its capacity to refine petroleum locally, reducing reliance on imported finished products and strengthening the region’s role within Africa’s evolving energy landscape. If completed as planned, the refinery would rank among the most significant industrial developments undertaken in East Africa and further establish Lamu as one of the continent’s emerging strategic ports. Added 14 July 2026♦♦♦♦♦♦♦♦♦News continues belowStrait of Hormuz remains open –but at a growing cost to global shippingStrait of Hormuz. Map: IanMacky PAT public domain 1. 2 Click map to enlargeAfricaPorts & ShipsSituation Report – 13 July 2026 Part 1The Strait of Hormuz remains open to commercial shipping, but few in the maritime industry would describe the situation as anything approaching normal. Since our previous report, tensions between Iran and the United States have escalated further, with additional military exchanges, reported attacks involving commercial shipping, and renewed warnings over freedom of navigation through one of the world’s most strategically important waterways. For the global shipping industry, however, the central question is no longer whether the Strait is technically open. It is whether commercial operators can continue using the route safely, economically and with confidence. That distinction is becoming increasingly important. Despite repeated declarations by Iran that the Strait should be regarded as closed, merchant vessels continue to transit the narrow waterway under heightened security. Naval forces from several countries remain deployed to safeguard freedom of navigation, while merchant ships are operating under enhanced reporting procedures and close monitoring. Commercial shipping has therefore not stopped. It has, however, become significantly more complicated. A conflict that now directly affects merchant shippingWhile the military exchanges continue to dominate international headlines, the maritime consequences are becoming more significant with each passing day. The reported attack on a commercial vessel over the weekend demonstrated once again that merchant shipping is no longer merely passing close to a conflict zone. It has become one of the factors influencing the conflict itself. For shipowners, charterers and insurers, every incident changes the commercial calculation. Each missile launch, drone attack or interception prompts fresh assessments of operational risk, insurance exposure and voyage planning. Owners are weighing not only the physical safety of their vessels and crews, but also the financial implications of delays, diversions and substantially higher war-risk premiums. Even where ships continue to sail, they are doing so under conditions that would have been regarded as exceptional only a few months ago. Shipping continues — but confidence is erodingThe continued movement of tankers, container ships, LNG carriers and bulk vessels through the Strait should not be mistaken for a return to normal trading conditions. Many voyages now require additional security planning before departure. Ship operators are maintaining close contact with naval authorities, adjusting transit timings where possible, reviewing crew security procedures and monitoring developments almost continuously. Insurance underwriters are also reassessing risk on an almost daily basis. War-risk premiums have risen sharply since the crisis intensified, adding significant costs to voyages through the Gulf. Although freight markets have so far absorbed much of the increase, continued instability is expected to place further upward pressure on transport costs. The maritime industry has experienced similar conditions before, during both the Iran-Iraq “Tanker War” of the 1980s and more recently during attacks on commercial shipping in the Red Sea. History suggests that restoring confidence generally takes considerably longer than restoring physical access. Oil markets remain surprisingly resilientOne of the more surprising developments has been the relatively measured response of global oil markets. Although prices have reacted to each escalation, they have not experienced the sustained surge that many analysts anticipated when tensions first intensified. Part of the explanation lies in the expectation that Gulf producers will continue exporting wherever possible, supported by alternative pipeline infrastructure that allows some crude oil to bypass the Strait altogether. Strategic petroleum reserves held by major consuming nations also provide a measure of short-term resilience, while traders continue to assess whether the disruption will prove temporary or become prolonged. Nevertheless, energy markets remain highly sensitive. The Strait of Hormuz still carries roughly one-fifth of globally traded crude oil and a substantial proportion of the world’s liquefied natural gas exports. Any prolonged interruption would have consequences extending well beyond the Gulf itself. Alternative routes have limitsThe current crisis has renewed interest in infrastructure designed specifically to reduce dependence on the Strait. Saudi Arabia has invested heavily in its East-West pipeline, allowing crude oil to reach export terminals on the Red Sea without entering the Gulf. The United Arab Emirates also operates a pipeline linking Abu Dhabi with the port of Fujairah on the Gulf of Oman, enabling a significant proportion of its exports to avoid Hormuz entirely. Oman, meanwhile, exports directly through ports on the Arabian Sea. These alternatives provide important flexibility. They do not, however, possess sufficient capacity to replace all the oil and gas that normally moves through the Strait. Even if additional pipeline capacity were constructed, such projects require years rather than months to complete. For the foreseeable future, the Strait of Hormuz remains an indispensable component of global energy logistics. A maritime problem rather than simply an energy problemFor the shipping industry, the issue extends beyond the availability of oil. Even if replacement supplies can eventually be sourced from elsewhere — including West Africa, the Americas or future producers such as Namibia and Guyana — the maritime logistics become considerably more complex. Alternative cargoes often involve longer sea voyages, different tanker deployment patterns and higher transport costs. From a shipping perspective, replacing the logistics chain is considerably more difficult than replacing the commodity itself. That distinction is becoming increasingly apparent as the crisis develops. What to watchThe coming days are likely to provide greater clarity on whether recent events represent another temporary escalation or the beginning of a more prolonged period of instability. Particular attention will focus on whether further attacks occur against merchant vessels, how international naval forces respond, and whether additional shipping companies decide to modify their operations in the Gulf. The behaviour of insurance markets may also prove a useful indicator. Shipowners can often adapt more quickly than insurers, but sustained increases in war-risk premiums have historically been among the clearest signals that commercial confidence is weakening. Looking aheadFor now, commercial shipping continues to flow through the Strait of Hormuz. Yet each successful transit increasingly depends upon exceptional security measures, heightened military protection and careful commercial judgement. The Strait remains open. Whether it can continue functioning as one of the world’s most important maritime highways under present conditions is becoming a more difficult question with every passing day. Tomorrow inAfricaPorts & Ships:Can the world bypass the Strait of Hormuz?We examine the pipelines, ports and export routes that Gulf producers have developed to reduce their dependence on one of the world’s most vulnerable maritime chokepoints — and why, despite these investments, the world remains heavily reliant on the narrow waterway between Iran and Oman. Added 13 July 2026♦♦♦♦♦♦♦♦♦News continues belowPanorama:Containership DALIDALI Durban Gateway Terminal 204 12 July 2026 Picture by Jumaine Kruger Click image to enlargeDALI Durban Gateway Terminal 204 12 July 2026 Picture by Jumaine Kruger Click image to enlargeDALI Durban Gateway Terminal 204 12 July 2026 Picture by Jumaine Kruger Click image to enlargeAfricaPorts & ShipsThe Singapore-flagged container shipDALI (IMO 9697428)which arrived off Durban from Port Louis and the Far East on 7 July 2026 and is currently (Monday 13 July) at berth 204 at the Durban Gateway Terminal. Built in 2015 the 9971-TEU ship of 116,851 dwt, with a length of 300 metres and beam of 48m, became a household name from 26 March 2024 when she lost power momentarily and slammed into the Francis Scott Key Bridge in Baltimore, resulting in the collapse of several spans of the bridge and the death of six construction workers who were on the bridge at that time. Dali has since been repaired and has called in South Africa on several occasions arising from her current deployment. These pictures are by Jumaine KrugerAdded 13 July 2026♦♦♦♦♦♦♦♦♦News continues belowTNPA reports continued operational gains at Port of Cape TownA view across Duncan Dock at the Port of Cape Town. Picture: TNPA Click image to enlargeAfricaPorts & ShipsThe Transnet National Ports Authority (TNPA) says operational performance at the Port of Cape Town has continued to improve, with reductions in ship turnaround times, shorter anchorage delays and higher cargo throughput recorded across several cargo sectors during the past three financial years. The figures, released by TNPA as part of an operational update, have not been independently verified. While many shipping lines and cargo owners have acknowledged improvements at the port in recent months, some private-sector users continue to report operational challenges, particularly during periods of adverse weather. According to TNPA, average Ship Turnaround Time (STAT) at the Cape Town Container Terminal has steadily declined from 103 hours in the 2023/24 financial year to 83 hours in 2024/25 and 74 hours during 2025/26. The authority said the positive trend has continued into the current 2026/27 financial year, with year-to-date average turnaround time standing at 58 hours. TNPA also reported a significant reduction in vessel waiting times at anchorage. Average anchorage delays have fallen from 127 hours during the 2023/24 financial year to 79 hours in 2025/26. According to the authority, these improvements have resulted from higher terminal handling rates together with the elimination of marine-related delays, leading to greater operational reliability. Cargo throughput during the 2025/26 financial year showed mixed results across the various cargo sectors. Container traffic increased by 6. 5% compared with the previous financial year, with TNPA attributing the growth to record deep-sea import and export volumes. Liquid bulk cargo volumes rose by 10. 3%, driven largely by increased petroleum imports and stronger coastwise export activity. Dry bulk volumes, however, declined by 42. 8%. TNPA said favourable domestic grain harvests reduced the Western Cape’s dependence on imported grain, resulting in lower maize and barley import volumes. Breakbulk cargo recorded one of the strongest performances, increasing by 25. 5% year-on-year. The authority also highlighted continuing private-sector participation at the port, noting that nine of the eleven terminals are now privately operated. It said further requests for proposals are planned for both a multi-purpose terminal concession and a floating dock facility intended to expand Cape Town’s ship repair capability. Among infrastructure improvements, TNPA cited the permanent deployment of ten shore tension units at the Cape Town Container Terminal. According to the authority, these have reduced long-wave-related operational downtime by 92% compared with the 2023/24 financial year. Acting Port Manager Ophelia Shabane said the reported improvements reflected the impact of targeted operational interventions, infrastructure investment and closer collaboration with terminal operators and other industry stakeholders. “The Port of Cape Town continues to make measurable progress in improving operational performance and service delivery,” she said, adding that the authority remained focused on building a resilient, efficient and globally competitive port. TNPA said the reported improvements form part of Transnet’s Reinvent for Growth strategy, which aims to improve operational efficiency while supporting sustainable long-term growth across the national ports system. Added 13 July 2026♦♦♦♦♦♦♦♦♦News continues belowRed Sea:Hope vs Caution as South Africa misses the boat either wayThe 24,000-TEU capacity CMA CGM SAINT GERMAIN transits the Suez Canal for the first time. Picture: SCA. Click image to enlargeTerry HutsonAfricaPorts & ShipsWhile Maersk and Hapag-Lloyd have taken a measured first step with their Gemini Cooperation’s AE15/SE3 service toward resuming Red Sea/Suez Canal operations, French carrier CMA CGM has been more assertive, deploying several of its largest LNG-powered mega-containerships through the vital corridor in recent weeks. This highlights a divergence in carrier strategies amid ongoing regional security considerations. CMA CGM has successfully transited key ultra-large vessels, underscoring its willingness to leverage the shorter route for efficiency gains on select Asia-Europe services. Notable examples include:CMA CGM Vendôme (approx. 24,000 TEU capacity): Maiden Suez transit on 9 June 2026, northbound from France to Malaysia as part of the FAL 3 service. This marked the first southbound transit on that loop since January. CMA CGM Notre Dame (24,212 TEU, one of the world’s largest LNG-powered ships): Transited on or around 16 June 2026, southbound from Singapore to France on the FAL 3 service. The vessel measures 399. 9m in length with a 61. 3m beam and 16. 5m draft. CMA CGM Saint Germain (approx. 23,876 TEU, LNG-powered): Maiden transit around 3 July 2026, northbound from Morocco to Malaysia. These transits, supported by senior SCA pilots and escort tugs in the canal, demonstrate CMA CGM’s operational confidence in the corridor for high-capacity vessels. The carrier has in fact logged over 100 transits in early 2026 (January-May period cited in reports), contributing substantial cargo volume. CMA CGM Vendome making her recent maiden transit of the Suez Canal. Picture: SCABroader Industry ContextCMA CGM’s actions position it as a frontrunner among major lines in selective Red Sea returns, though the carrier has previously adjusted plans (e. g. , temporary reroutes of FAL1, FAL3, and MEX services back to the Cape in response to flare-ups). Its Ocean Alliance partners, including COSCO, have shown more caution. The alliance’s ‘Day 10’ network for Asia-Europe/Med services largely maintained Cape routing into April 2026, with Suez options noted but no firm widespread switch. COSCO has not prominently featured in recent mega-vessel Suez announcements alongside CMA CGM. Other carriers remain prudent:MSC continues case-by-case assessments and widespread Cape usage for east-west services. Evergreen and OOCL (also Ocean Alliance) align with the group’s conservative approach. Maersk and Hapag-Lloyd’s recent Gemini move is explicitly limited and reversible, emphasising naval assistance and ongoing monitoring. The Suez Canal Authority (SCA) has welcomed these high-profile transits, promoting the waterway’s readiness for the largest vessels and offering incentives like toll discounts in the past. However, the overall return remains gradual and fragmented due to persistent geopolitical risks, insurance considerations, and the need for sustained stability. Implications for Shippers and MarketsCMA CGM’s mega-ship deployments could offer competitive advantages on affected services through reduced transit times (potentially 10+ days shorter) and lower fuel costs, while Maersk/Hapag’s step may signal further normalisation if security holds. Shippers should anticipate hybrid routing strategies — Suez for select loops, Cape as backup — potentially stabilising but not fully normalising rates and schedules soon. This evolving landscape reflects carriers balancing efficiency gains against risk. Further announcements from COSCO, MSC, or expansions by CMA CGM and Gemini could accelerate recovery for the Suez Canal and global supply chains. Monitoring remains essential as conditions in the Red Sea continue to influence decisions. Effect on South African operationsDespite the tentative resumption of Suez/Red Sea routing by major carriers such as CMA CGM, Maersk, and Hapag-Lloyd, the shift has so far had limited observable impact on South African port operations and related maritime services at the southern tip of the continent. During the height of the diversions around the Cape of Good Hope, South African ports like Durban, Port Elizabeth/Ngqura and Cape Town anticipated gains in vessel traffic, bunkering demand, and associated revenues from refuelling, provisioning, and potential transshipment. However, much of the rerouted traffic has passed without significant stops, constrained by regulatory hurdles, tax uncertainties, and competition from other African bunkering hubs such as Walvis Bay in Namibia or Port Louis in Mauritius. Bunkering volumes in South Africa, for instance, had already faced pressure even amid the initial surge in Cape traffic, dropping in some periods due to licensing disputes and infrastructure limitations. With only selective services now returning via Suez — and the majority of east-west capacity likely to remain on hybrid or Cape routings for the foreseeable future — any reversal in port calls or fuel sales appears modest at best. Industry observers note no marked uptick or decline in revenues to date, suggesting South African maritime stakeholders continue to navigate a period of cautious optimism rather than transformative gains or losses from the evolving global routing dynamics. This underscores the challenges in converting geographic advantage into sustained economic benefits amid volatile security and operational decisions by international liners. Added 12 July 2026♦♦♦♦♦♦♦♦♦News continues belowSA Port Statistics for the month of June 2026Port of Richards Bay scene. Picture courtesy TNPA. Click image to enlargeTerry HutsonAfricaPorts & ShipsDurbanPort statistics for the month of June 2026, covering the eight commercial ports under the administration of Transnet National Ports Authority are now available. Overall figures for the eight South African ports covering the month of June 2026 portray a busy period for the South African ports, with total volumes in tonnes having increased by 1. 614 million tonnes compared with the same period of 2025. During June this year the local ports handled a total of 25. 292 million tons, compared with 23. 678mt for the previous year. Container volumes year-on-year also reflected an impressive increase of nearly 81,000 TEUs over 2025 – with 454. 440 TEUs handled in June 2026 compared with 373,644 TEUs in June 2025. The number of ships calling at the respective ports was similar year-on-year – 838 this year and 842 in 2025. However the gross tonnage of the ships this year was up on 2025 indicating a continuing increase in the average size of ships that call at the local ports. Full details are available in the charts below. The statistics we show here reflect port cargo throughputs, including liquid and dry bulk cargoes, auto and container volumes and ships berthed. Motor vehicles are measured in vehicle units being the equal of 1 tonne per unit. For reference, containers are counted in TEUs, with each TEU representing 13. 5 tonnes. Container weights (tonnes) are included in the overall statistics. Figures for the respective ports during June 2026 are:Total cargo handled by tonnes during June 2026, including containers by estimated weightPORTJune 2026 million tonnesRichards Bay7. 654Durban7. 361Saldanha Bay5. 439Cape Town1. 555Port Elizabeth1. 352Ngqura1. 728Mossel Bay0. 027East London0. 177Total all ports25. 292million tonnesCONTAINERS (measured by TEUs) during June 2026(TEUs include Deepsea, Coastal, Transship and empty containers all subject to being invoiced by NPA87PORTJune 2026 TEUsDurban259,784Cape Town86,324Port Elizabeth30,875Ngqura75,036East London2,439Richards Bay38Saldanha Bay40Total all ports454,460 TEUMOTOR VEHICLES RO-RO TRAFFIC (measured by Units- CEUs) during June 2026PORTJune 2026 CEUsDurban66,632Cape Town7Port Elizabeth14,029East London6,305Richards Bay6Total all ports86,979SHIP CALLS for June 2026PORTJune 2026 vesselsgross tonsDurban2449,797,953/td>Cape Town1995,020,272Richards Bay1315,499,250Port Elizabeth812,358,905Saldanha Bay543,495,728Ngqura633,359,593East London281. 002,388Mossel Bay3839,816Total ship calls83830,573,905— source TNPA, with adjustments regarding container weights byAfricaPorts & ShipsAdded 12 July 2026♦♦♦♦♦♦♦♦♦News continues belowMSC expands automotive shipping with order for 12 new LNG dual-fuel car carriersThe 6,700-vehicle PCTC Viking Destiny (IMO 9728863), one of the current fleet of GCC vessels. Picture: GCC. Click image to enlargeAfricaPorts & ShipsMediterranean Shipping Company (MSC) has taken another major step in its continuing diversification beyond container shipping by ordering a fleet of 12 new-generation Pure Car and Truck Carriers (PCTCs) from Chinese shipyards in a programme estimated to be worth well in excess of US$1. 2 billion. The vessels will join the fleet of GCC Global Car Carriers, the specialist automotive shipping company formerly known as Gram Car Carriers, which MSC acquired in 2024 as part of its strategy to build a significant presence in the global vehicle transport market. Following the acquisition, the company has been rebranded while retaining the well-established “GCC” initials. According to the latest fleet information, the order comprises eight vessels capable of carrying approximately 8,600 car equivalent units (CEU) together with four smaller vessels of around 7,000 CEU. All twelve ships will be powered by dual-fuel LNG propulsion, reflecting tightening environmental regulations and growing demand from vehicle manufacturers for lower-emission transport solutions. Industry sources place the value of each vessel at more than US$100 million, making the programme one of the largest recent investments in the specialised roll-on/roll-off shipping sector. Deliveries are expected between 2028 and 2030. The order marks MSC’s first major investment in purpose-built automotive newbuildings since entering the vehicle carrier market. Growing beyond containersAlthough MSC remains the world’s largest container shipping company with over a thousand container vessels, the Geneva-based group has steadily expanded into a wide range of logistics sectors over the past decade. Alongside its container fleet, MSC has become one of the world’s largest port terminal operators through Terminal Investment Limited (TiL), while also investing heavily in inland logistics, rail services, air cargo, healthcare logistics and cruise operations. The acquisition of Gram Car Carriers in 2024 signalled that automotive logistics had become another strategic growth area for the privately owned Aponte family group. GCC currently operates a fleet of around 20 specialised car carriers serving major automotive manufacturers worldwide, transporting passenger vehicles, SUVs, vans, trucks and high-and-heavy rolling cargo. Demand remains strongGlobal demand for specialised vehicle carriers has remained exceptionally robust in recent years as vehicle exports from China, South Korea and Japan continue to grow, while manufacturers increasingly seek modern vessels capable of meeting stricter environmental standards. The new LNG dual-fuel ships will provide substantially lower emissions than conventional fuel-oil-powered PCTCs and are expected to offer flexibility for future alternative fuels as shipping moves towards decarbonisation. For Chinese shipbuilders, the contract represents another significant success in what has become a booming market for large automotive carriers, with Chinese yards now holding a substantial share of the global orderbook for next-generation PCTCs. Strategic significanceThe investment underlines MSC’s determination to become a major player in every segment of global maritime logistics. While the company built its reputation as a container shipping giant, its latest investment demonstrates that it now sees dedicated automotive transport as another long-term growth business. With a modern fleet of LNG-powered car carriers entering service from 2028 onwards, GCC Global Car Carriers is expected to become an increasingly prominent competitor in the specialist vehicle shipping market. Added 12 July 2026♦♦♦♦♦♦♦♦♦News continues belowLobito Railway Corridor secures full $753M funding:A strategic push for critical minerals and regional connectivityIn December 2024, shortly before leaving office, President Joe Biden visited Lobito to lend official US support to the recently established Lobito Atlantic Railway (LAR). Picture: POTUS. Click image to enlargeAfricaPorts & ShipsIn a major milestone for Central African infrastructure, the Lobito Atlantic Railway has reached financial close on a $753 million financing package for the rehabilitation, upgrade, and long-term operation of the 1,300 km Lobito Corridor railway. The funding — comprising $553 million from the US International Development Finance Corporation (DFC) and $200 million from the Development Bank of Southern Africa (DBSA) — fully meets the immediate requirements for modernising the Cape-gauge line from the Port of Lobito in Angola to the DRC border. Ambitions and PurposesThe project, backed by the US, EU (via Global Gateway), African Development Bank (AfDB), and private partners like the Africa Finance Corporation (AFC) as lead developer, aims to transform the historic Benguela Railway into a high-capacity export corridor. Key goals include:Unlocking Critical Minerals: Faster, cheaper transport of copper, cobalt, and other metals from the DRC and Zambia’s Copperbelt to the Atlantic port of Lobito, supporting global clean energy supply chains while reducing reliance on longer or Chinese-influenced routes. Regional Economic Integration: Creating jobs, boosting local industries, agriculture, and trade along the corridor, with potential extensions into Zambia. Diversification and Resilience: Offering an efficient western alternative to existing eastern and southern routes, lowering logistics costs and carbon emissions compared to road or circuitous sea options. A concession held by a Trafigura-Mota-Engil-Vecturis joint venture underpins operations, with commitments for significant private investment. courtesy: European UnionGeopolitical Rivalry with TAZARAThe initiative carries clear — though often unstated — strategic undertones as a Western counterweight to Chinese influence in African infrastructure. China has long supported the TAZARA railway (Tanzania-Zambia), linking the Copperbelt to Dar es Salaam on the Indian Ocean, and is investing in its modernisation (including a reported $1. 4 billion+ revamp). Lobito positions the US/EU as key partners in securing reliable supplies of critical minerals for the green transition, while TAZARA reinforces Beijing’s Belt and Road ties and access to Asian markets. Analysts describe this as an intensifying ‘battle of the corridors,’ where both sides vie for dominance over Copperbelt exports. Success for Lobito could diversify routes and bargaining power for DRC/Zambia, potentially pressuring Chinese operators on costs and terms. Potential Impact on Copper Exports to DurbanFor South Africa, the upgraded Lobito line could divert a meaningful share of Copperbelt minerals away from southern routes that feed into Durban port for export or processing. Historically, some Zambian/DRC copper has moved south via road/rail to Durban; faster Atlantic access via Lobito may reduce this volume, affecting port revenues, handling fees, and related logistics in KwaZulu-Natal. However, the effect will likely be gradual, depending on capacity ramp-up, pricing competitiveness, and shipper preferences. Durban may retain advantages for certain South African or regional cargoes, but overall, Lobito strengthens Atlantic options and could erode Durban’s role as a default gateway for some Central African minerals. This development signals growing international competition for African resources and infrastructure influence, with tangible benefits for regional connectivity but also risks of fragmented development if corridors compete rather than complement each other. For maritime and mining stakeholders, it’s a story worth watching closely as upgrades progress and new traffic flows materialise. Added 12 July 2026♦♦♦♦♦♦♦♦♦News continues belowComoros:Roadmap for National Maritime Information Sharing CentreComoros and Mayotte. Map: Ian Macky PAT 1. 2 Public Domain Country MapsEdited byPaul RidgwayAfricaPorts & ShipsLondonA workshop to formulate a comprehensive roadmap for a National Maritime Information Sharing Centre (NMISC) took place from 30 June to 3 July in Comoros, marking an important step towards strengthening maritime security and enhancing regional maritime domain awareness. Broad participationDelegates*from key government ministries, national agencies and maritime stakeholders attended the workshop, which aimed to support national authorities in developing a practical, nationally owned roadmap to guide the NMISC towards achieving Initial Operating Capability (IOC). Comoros and Mayotte. Map: Ian Macky PAT copyright freeThis workshop also helped strengthen a unified, whole-of-government approach to maritime security. Studying current and priority arrangementsDiscussions focused on assessing existing institutional arrangements and current legal and operational frameworks, while identifying priority actions to address technical, legal and coordination gaps affecting information exchange. The NMISC will serve as a key operational mechanism for improving information sharing and coordination among national agencies responsible for maritime safety and security, law enforcement, customs, immigration and fisheries. EU-fundingNMISC forms part of the country’s broader efforts to strengthen its maritime security architecture and complements the work of the National Maritime Security Committee established under the EU-funded Port Security Project. Cooperation with Madagascar and SeychellesA key objective of the roadmap is to ensure that the NMISC will be fully integrated into the wider regional information-sharing network established under the Djibouti Code of Conduct and its Jeddah Amendment (DCoC/JA). Picture: www. imo. org IMO ©. This includes strengthening operational cooperation with the Regional Maritime Information Fusion Centre (RMIFC) in Madagascar and the Regional Coordination Operations Centre (RCOC) in Seychelles. The roadmap will guide future technical assistance and capacity-building activities, supporting Comoros in developing an effective national maritime information-sharing capability while contributing to collective maritime security across the Western Indian Ocean. The workshop was sponsored by the European Union under the Safe Seas for Africa project and was jointly facilitated by IMO and the Government of the Union of the Comoros. *Delegates attended from the National Maritime Affairs Agency (ANAM), National Center for State Action at Sea (CNAEM), National Agency for Civil Aviation and Meteorology (ANACM), CNSPS, GCC, National Fisheries Control and Surveillance Centre (CNCSP) and an International Liaison Officer at the Regional Maritime Information Fusion Centre (RMIFC) in Madagascar. Added 12 July 2026♦♦♦♦♦♦♦♦♦News continues belowUS-Iran hostilities intensify as Strait of Hormuz tanker traffic slows to a crawlPicture:www. imo. org IMO ©. Terry HutsonAfricaPorts & Ships9 July 2026: The fragile pause in hostilities between the United States and Iran appears to have ended, with renewed military strikes and retaliatory attacks once again placing the Strait of Hormuz at the centre of global concern. Fresh US air strikes against Iranian military targets on Thursday followed attacks earlier this week on three commercial vessels transiting the Strait, incidents Washington has blamed on Iran. Tehran has responded with attacks against US military installations elsewhere in the Gulf while warning that further retaliation remains possible. Although neither side has formally declared a wider war, the latest exchanges have significantly increased the risk to commercial shipping operating in one of the world’s busiest maritime corridors. Tanker traffic falls sharplyPerhaps the clearest indication of industry concern is the dramatic reduction in tanker movements through the Strait of Hormuz. According to vessel tracking data, only a handful of tankers completed the transit during the past day, compared with the steady flow normally expected through the waterway. Several shipowners have reportedly instructed masters to delay departures, while others have switched off Automatic Identification System (AIS) transmissions as a precaution against being tracked. Marine insurers have also reactedWar-risk underwriters are said to be reviewing cover for vessels entering the Gulf, while some have advised operators to postpone voyages until the security situation becomes clearer. The attacks on three vessels earlier this week have reinforced concerns that commercial shipping is again becoming a target in the confrontation. For container lines, tanker operators and dry bulk carriers alike, uncertainty over transit schedules is now becoming almost as significant as the physical threat itself. Oil markets remain volatileOil prices initially climbed sharply after news of the renewed US strikes, reflecting fears that supplies through the Strait of Hormuz could once again be disrupted. Brent crude briefly approached US$79 per barrel while West Texas Intermediate also rose strongly in overnight trading. However, by later in the trading session both benchmarks had surrendered much of those gains, with Brent easing back to around US$77 per barrel as traders concluded that a complete closure of the Strait remains unlikely. Market analysts say traders are now pricing in a prolonged period of elevated risk rather than an immediate loss of global oil supplies. Approximately one-fifth of the world’s internationally traded crude oil normally passes through the Strait of Hormuz, making any interruption to shipping a matter of global economic significance. Shipping industry adopts cautious stanceThe maritime industry is now entering what many operators describe as a “wait-and-see” phase. Rather than abandoning Gulf calls altogether, many companies are reassessing voyage timing, crew safety procedures and insurance costs before committing vessels to the region. Freight rates for tankers are already showing signs of firming as owners demand higher compensation for operating in what insurers now classify as a severely elevated risk area. The LNG sector is also watching developments closely after one gas carrier damaged in this week’s attacks remained disabled off Oman, although no injuries or pollution have been reported. Wider economic implicationsGlobal equity markets recovered some ground during Thursday’s trading despite the deteriorating security situation, suggesting investors remain hopeful that the conflict can still be contained. Nevertheless, economists warn that any sustained disruption to shipping through Hormuz would almost certainly feed through into higher fuel prices, increased shipping costs, higher insurance premiums and renewed inflationary pressure worldwide. For Africa, the implications extend beyond higher energy costs. Countries dependent on imported petroleum products could face increased fuel bills, while shipping services linking Europe, the Gulf, India and East and Southern Africa may experience schedule disruptions if operators continue to delay or reroute vessels. Situation remains fluidMilitary activity around the Gulf remains intense, and maritime security agencies continue to advise vessels operating in the region to maintain maximum vigilance. While the Strait of Hormuz remains open to navigation, today’s events demonstrate how rapidly conditions can deteriorate, with commercial shipping once again finding itself on the front line of geopolitical confrontation. Added 9 July 2026♦♦♦♦♦♦♦♦♦News continues belowTransnet Port Terminals moves against fraud and corruptionCape Town port scene. Picture: Transnet National Ports Authority. Click to enlargeAfricaPorts & ShipsTransnet Port Terminals (TPT) has taken decisive action against fraud and corruption within its operations, securing the blacklisting of seven companies found to have engaged in serious misconduct. The move, approved by the National Treasury, follows forensic investigations conducted with the support of the Special Investigations Unit (SIU). The investigations uncovered irregular practices including financial mismanagement, bribery, kickback schemes, collusion, theft of company assets, and the submission of false information. The seven companies will now be barred from conducting business with TPT, Transnet, and other public entities for the next ten years under Treasury’s restricted suppliers list. TPT Chief Executive Jabu Mdaki underscored the company’s stance on governance, stating: “Unlawful conduct will not be tolerated under any circumstances. We remain committed to integrity, transparency, and accountability in all aspects of our business. ”In addition to supplier restrictions, disciplinary proceedings have been instituted against employees implicated in collusion with the blacklisted companies. Mdaki emphasised that safeguarding the integrity of TPT’s operations is essential to its role in enabling South Africa’s global competitiveness through maritime logistics. “TPT has a mammoth task of enabling South Africa through our specialisation in maritime logistics where the country trades with over 100 markets in the world. As a team, we are united in understanding that we exist to serve and there’s no room for anyone who does not share in that mission,” Mdaki said. The company is also working with relevant authorities to recover misappropriated funds. This latest action forms part of a broader crackdown across Transnet divisions. Earlier this week, Transnet Rail Infrastructure Manager (TRIM) suspended four employees over similar allegations, while restrictions against implicated suppliers are being advanced. Durng this year nine employees were suspended for collusion with suppliers; six have since left the company following disciplinary measures, with proceedings against the remainder ongoing. Transnet has urged members of the public to report suspected fraud or irregularities through its whistleblowing channels:Toll-free: 0800 003 056Email:[email protected]SMS: 063 786 7403Added 9 July 2026♦♦♦♦♦♦♦♦♦News continues belowStrait of Hormuz tensions escalate after tanker attacks as US threatens further military actionPicture: www. imo. org IMO ©. Click image to enlargeTerry HutsonAfricaPorts & Ships8 July 2026: The security situation in and around the Strait of Hormuz deteriorated sharply on Wednesday following Iranian attacks on three commercial tankers, a large-scale US military response against Iranian targets, and warnings from Washington that further strikes could follow within hours. The renewed confrontation has heightened fears of a wider regional conflict and renewed disruption to one of the world’s most strategically important maritime trade routes. Three Tankers AttackedThe latest escalation began after three commercial tankers transiting the Strait of Hormuz were struck by projectiles in what Western governments have attributed to Iranian forces. The vessels reportedly included crude oil and LNG carriers operating in one of the world’s busiest energy shipping corridors. The attacks immediately prompted fresh security warnings for merchant shipping throughout the Gulf, with several vessels either delaying departure or reversing course before entering the Strait. According to ship-tracking data, at least four oil and gas tankers have already turned back rather than risk transiting the increasingly dangerous waterway, while other vessels are reported to be waiting outside the Gulf pending further security assessments. US Launches Major Retaliatory StrikesIn response, the United States launched what officials described as a substantial military operation against more than 80 Iranian targets. According to US Central Command, the strikes targeted air-defence systems, coastal radar installations, anti-ship missile batteries, command-and-control facilities and numerous fast attack craft operated by Iran’s Revolutionary Guard Corps. Washington said the operation was intended to degrade Iran’s ability to threaten international shipping through the Strait of Hormuz and to impose “heavy costs” for attacks on commercial vessels. At the same time, the United States revoked the sanctions waiver that had recently allowed limited Iranian oil exports, signalling a further tightening of economic pressure on Tehran. Iran RespondsIran has condemned the US strikes as an act of aggression and has vowed retaliation. Iranian officials say missile and drone attacks have since been launched against US military facilities in Bahrain and Kuwait, while maintaining that Iran will continue defending what it regards as its security interests in the Gulf. The exchange of strikes has effectively shattered hopes that last month’s interim understanding between Washington and Tehran would lead to a lasting reduction in tensions. Trump Warns More Strikes May FollowUS President Donald Trump declared on Wednesday that the interim agreement with Iran was effectively “over” and warned that additional American military action could take place later tonight (Wednesday) if Iran continues its attacks. Speaking while attending international NATO-related meetings in Ankara, Trump said the United States would respond forcefully to any further threats against international shipping or US interests in the region. Shipping Industry on AlertThe Strait of Hormuz remains one of the world’s most critical maritime chokepoints, carrying roughly one-fifth of global seaborne crude oil exports together with significant volumes of liquefied natural gas. The latest attacks are expected to increase war-risk insurance premiums further and may lead more operators to delay sailings or reroute vessels where possible. Maritime security agencies continue to advise merchant ships to maintain the highest level of vigilance, minimise time spent in high-risk areas, and remain in close communication with naval authorities operating in the region. Situation Remains Highly FluidAt the time of writing, there have been no confirmed reports of additional attacks on commercial shipping following the US air strikes, although military activity across the Gulf region remains intense. Shipping companies, charterers, insurers and naval forces are closely monitoring developments as concerns grow that further exchanges between Iran and the United States could place additional commercial vessels at risk. With Washington indicating that more military action remains a possibility, and Tehran promising further retaliation if attacked again, the coming hours are likely to prove critical for both regional security and international maritime trade. Added 8 July 2026♦♦♦♦♦♦♦♦♦News continues belowIMO Secretary-General condemns new attacks on ships in the Strait of HormuzIMO Secretary-General Arsenio Dominguez has called for maximum restraint and de-escalation. Picture: www. imo. org IMO ©. Click image to enlargeEdited byPaul RidgwayAfricaPorts & ShipsLondonOn Wednesday 8 July IMO Secretary-General Arsenio Dominguez issued the following statement:“I regret that once again I am compelled to speak out following attacks on commercial ships and innocent seafarers, due to geopolitical circumstances beyond their control. “I condemn the attacks over the past two days against several ships transiting the Strait of Hormuz. “These reckless attacks have again placed innocent seafarers in grave danger. No seafarer should have to risk their life simply for doing their job. “As long as the safety and security of crews cannot be assured, I urge flag States, shipowners, ship operators and all relevant authorities to avoid exposing seafarers to unnecessary danger by transiting the Strait. “The situation in the region remains volatile. These attacks further intensify the fear, uncertainty and psychological strain already being endured by the nearly 6,000 seafarers who remain stranded on board vessels unable to depart the Persian Gulf safely. “I call on all States concerned to exercise maximum restraint, de-escalate the situation without delay, and facilitate the safe departure of the ships still trapped in the Gulf since the crisis began. ”The Secretary-General concluded by saying the safety of seafarers must remain our foremost priority. Added 8 July 2026♦♦♦♦♦♦♦♦♦News continues belowMozambique launches maritime and industrial security training centre in PembaPort of Pemba, Cabo Delgado province, northern Mozambique. Picture: Terry Hutson Click image to enlargeAfricaPorts & ShipsThe foundation stone has been laid for a new maritime and industrial security training centre in northern Mozambique, a project designed to position Pemba as a regional hub for energy‑sector skills and safety services. The centre, located in Metula, will have the capacity to train around 1,300 young Mozambicans each month. Backed by an investment exceeding $1. 8 million, it is scheduled to open in 2028. The facility will deliver internationally recognised OPITO BOSIET certification — a mandatory requirement for offshore oil and gas workers — alongside a suite of specialist courses in maritime safety, firefighting at sea, safety process management, first aid, and emergency response. Training programmes will run for up to four months. Strategic ImportanceMinister of Mineral Resources and Energy, Estêvão Pale, who presided over the launch, emphasised that the initiative reflects Mozambique’s determination to build domestic capacity for the oil and gas industry. “Investing in the training of our youth is essential to meet the growing demand for skilled labour in the energy sector,” he said, noting that the centre will reduce reliance on overseas training facilities. The project is a partnership between state oil company ENH and Concord Safety. Officials say it represents a decisive step toward strengthening national technical skills and enhancing Mozambican human capital. Regional AmbitionsBeyond serving local industry, the centre is expected to consolidate Cabo Delgado’s role as a regional hub for specialised services across Southern and Eastern Africa. By offering internationally benchmarked training, Mozambique aims to attract energy companies seeking reliable safety and compliance programmes for their workforce. Governor Pale underscored that the centre’s establishment will not only support Mozambique’s LNG and offshore projects but also create opportunities for young people in Cabo Delgado, a province that has faced significant socio‑economic challenges in recent years. Added 8 July 2026♦♦♦♦♦♦♦♦♦News continues belowIMO announces full team of Regional CoordinatorsRegional Presence Offices serve seven regions including: the Caribbean; East Asia; Eastern and Southern Africa; Middle East and North Africa; Pacific Islands; West and Central Africa (Anglophone); West and Central Africa (Francophone). Picture: www. imo. org IMO ©. Edited byPaul RidgwayAfricaPorts & ShipsLondonSeven regional coordinators will serve as ‘the face of IMO’ in the fieldOn 6 July the IMO announced the full team of Regional Coordinators who will lead its seven Regional Presence Offices (RPOs), providing targeted technical support to Member States across the globe. Regional Presence Offices ensure that IMO support responds directly to the needs and priorities of countries in different regions, while aligning with wider strategic goals of the organization. This includes tailored support for Least Developed Countries (LDCs) and Small Island Developing States (SIDS). As part of a major update to IMO’s approach to technical cooperation, Regional Coordinators will now oversee and coordinate IMO activities in their respective regions, across 11 thematic areas ranging from marine environment and ocean governance to maritime safety and security. IMO Secretary-General Mr. Arsenio Dominguez welcomed the team, stating: “Regional Presence Offices are no longer simply outposts of the Organization; they are the face of IMO in the field and the bridge between our global priorities and the realities of our Member States. ”Putting policy to practiceGathering altogether for the first time in London from 15 to 16 June, Regional Coordinators exchanged experiences, strengthened their network, and explored ways to boost regional engagement and capacity-building. They discussed implementation of thematic programmes under the IMO’s Technical Cooperation Programme 2026–2027, including in: maritime safety; maritime security; marine environment; climate action; facilitation and trade; law and governance; gender equality; education and training; compliance under IMO’s Member State Audit Scheme (IMSAS); outreach and partnerships for technical cooperation; and regional presence. The workshop highlighted new digital tools, such as the Technical Cooperation Portal and Dashboard, created to improve transparency and responsiveness in the delivery of IMO support. Leveraging regional and maritime expertiseAs experts in their fields with deep knowledge of the specific maritime challenges and opportunities in their regions, the seven Regional Coordinators include the newly appointed leads for Regional Presence Offices for the Pacific, East Asia and the Caribbean, alongside the coordinators for both Francophone and Anglophone West and Central; the Middle East and North Africa; and Eastern and Southern Africa. Africa and the Middle EastFor the waters in which Africa Ports & Ships generally reports these coordinators are:Regional Coordinator for Eastern and South Africa (based in Nairobi, Kenya):Captain Dave Muli is a Master Mariner and maritime transport specialist who manages IMO’s regional presence and technical cooperation programmes across 23 countries in Eastern and Southern Africa. Regional Coordinator for West and Central Africa Anglophone (based in Accra, Ghana):Captain Dallas Eric Laryea is a Master Mariner and maritime affairs expert with extensive seafaring, surveying and maritime education experience across West and Central Africa. Regional Coordinator for West and Central Africa Francophone (based in Abidjan, Côte d’Ivoire):Eru Amem Takem is an international maritime lawyer who coordinates maritime development initiatives across 15 Gulf of Guinea Member States. Regional Coordinator for the Middle East and North Africa (based in Cairo, Egypt):Eng. Refaat Armanios is a marine engineer and maritime safety specialist with extensive experience in flag State administration, IMO auditing and maritime regulatory oversight. The Regional Coordinators will work closely with thematic leads and technical officers at IMO headquarters to ensure regional ownership and coordination, while linking to global frameworks. More informationTo learn more about Technical Cooperation delivered by IMO readers are invited to use the linkhereAdded 8 July 2026♦♦♦♦♦♦♦♦♦News continues belowMaersk drops Port Elizabeth X4A (ASAS) call amid ongoing delaysPort Elizabeth Container Terminal. Picture: Transnet. Click image to enlargeAfricaPorts & ShipsMaersk has announced the immediate removal of the Port Elizabeth (PLZ) call from its X4A (ASAS) service, citing persistent operational challenges at the Port Elizabeth Container Terminal. The company said prolonged berth delays and recurring weather disruptions have undermined schedule reliability in recent months. Despite efforts to introduce additional buffers, Maersk noted that the situation continued to cause last‑minute omissions and uncertainty for customers. “Rather than facing recurring last‑minute omissions and the uncertainty they create, this network adjustment enables us to support improved schedule reliability across the service for your cargo,” the company stated. X4A (ASAS) serviceThe X4A (ASAS) service previously included Port Elizabeth as its only South African port call on Maersk’s Asia–East Coast South America loop. This offers weekly sailings between major Asian ports — including Shanghai, Ningbo, Hong Kong, Yantian, and Singapore — and key South American gateways such as Santos, Itapoa, Paranaguá, Buenos Aires, and Montevideo. With the removal of the Port Elizabeth stop, the service no longer calls at any South African ports en route. Customer Impact and Routing AlternativesExport cargo from Port Elizabeth will be redirected via alternative Maersk services and transshipment solutions, subject to capacity and operational requirements. Customers with existing bookings affected by the change will be contacted directly with updated routing and shipment details. Maersk’s commercial and customer experience teams will work with shippers to identify suitable transport solutions tailored to supply chain needs. The adjustment takes effect immediately, with Maersk emphasising its commitment to maintaining reliable and consistent service across its global network. Added 8 July 2026♦♦♦♦♦♦♦♦♦News continues belowDP World reports major efficiency gains at Dar es Salaam concession terminalDP World’s concession terminal at the port of Dar es Salaam. Picture: DP World. Click image to enlargeAfricaPorts & ShipsDP World says it has achieved significant improvements in cargo handling efficiency at the section of the Port of Dar es Salaam that it operates, with vehicle discharge times reduced by more than 90% since taking over the terminal under concession in April 2024. The Dubai-based ports operator, which manages part of Tanzania’s principal port under a 30-year concession agreement with the Tanzania Ports Authority, says its investment programme and operational changes are beginning to deliver measurable improvements in vessel turnaround and cargo handling. A key element of the transformation has been the introduction of modern Pure Car and Truck Carrier (PCTC) operations for vehicle imports, replacing traditional general cargo handling methods. According to DP World, the change has enabled much faster and safer discharge of vehicles while reducing logistics costs. The company says discharge times for comparable vehicle cargoes have fallen from more than 300 hours to less than 28 hours — a reduction of over 90%. Earlier this year the terminal also handled its largest vessel to date when the 240-metre roll-on/roll-off vehicle carrier Ramhan (IMO 9668960) called at Dar es Salaam. The vessel, capable of carrying up to 7,790 car equivalent units (CEUs), discharged 779 CEUs, consisting mainly of heavy commercial vehicles, in just over 27 hours. Martin Jacob, DP World’s Chief Executive Officer for Tanzania, said the operational improvements have increased capacity, reduced vessel turnaround times and strengthened Dar es Salaam’s role as an East African trade gateway. DP World-operated container terminal at the port of Dar es Salaam. The port has two container terminals in operation. Picture: DP World. DP World Africa CEO and Managing Director Mohammed Akoojee said the company’s continuing investment reflects its long-term commitment to improving African trade infrastructure through its partnership with the Tanzania Ports Authority. The company says it now employs more than 2,900 Tanzanians at the concession terminal, with ongoing investment in internationally recognised operational, safety and emergency response training to support future growth. While the reported improvements apply specifically to the DP World-operated concession terminal, they form part of broader efforts to enhance the Port of Dar es Salaam’s competitiveness as one of East Africa’s principal maritime gateways. Although this latest announcement focuses on vehicle imports, DP World’s concession covers a multi-purpose terminal handling a wide range of conventional cargoes, including breakbulk, project cargo, steel products, timber, machinery and other general cargo. Container traffic continues to be handled separately at Dar es Salaam’s dedicated container terminal. Added 8 July 2026♦♦♦♦♦♦♦♦♦News continues belowPanorama:Ships in our ports – Viking Yi Dun, unexpected visitorViking Yi Dun at the Nelson Mandela Cruise Terminal in Durban. Picture by Trevor JonesAfricaPorts & ShipsA somewhat unexpected visitor to the South African coast this week is the cruise shipVIKING YI DUN (IMO 9725433). On Tuesday, 7 July she arrived in Durban from an overnight cruise out of Richards Bay, berthing at the Nelson Mandela Cruise Terminal at Durban’s Point. Originally named Viking Sun, the vessel also called at Mombasa before arriving in Richards Bay on Monday. She is now en route to Europe, where she will undertake summer Mediterranean cruises catering exclusively to Mandarin-speaking passengers on fly-cruise holiday packages. Her scheduled homeports include Venice, Rome (Civitavecchia), Barcelona, Athens (Piraeus), and Istanbul. Built in 2017 by Fincantieri at Ancona, Italy, the ship was launched as Viking Sun for Viking Ocean Cruises. In 2021 she was transferred to a joint venture with China Merchants and renamed Zhao Shang Yi Dun, operating domestic cruises for the Chinese market. In March 2026 she was reflagged to Norway and renamed Viking Yi Dun, marking her redeployment to Europe. The vessel measures 228 metres in length with a beam of 29 metres, and has a gross tonnage of 47,842. She accommodates around 930 passengers in 465 all-veranda staterooms, supported by a crew of approximately 465. Her interiors reflect Viking’s Scandinavian design ethos, with multiple dining venues, a Nordic spa, and understated luxury throughout. Yi Dun’s repositioning voyage from East Africa to Europe has already included calls at Mombasa, Richards Bay, and Durban. She sailed from Durban shortly after 19:00 bound for East London where the ship will dock at 10:00 on Wednesday 8 July. While the remainder of her onward itinerary has not been formally published, repositioning cruises from South Africa typically include Port Elizabeth, Cape Town, Walvis Bay in Namibia, and the Canary Islands before entering the Mediterranean. With her arrival in Durban, Viking Yi Dun added a distinctive note to the coming cruise season — a vessel built for the global luxury market, now tailored to Mandarin-speaking guests, and a reminder of the growing diversity in cruise tourism along Africa’s eastern seaboard. Added 7 July 2026♦♦♦♦♦♦♦♦♦News continues belowCall for urgent international efforts to secure safe release of captive seafarers – IMO S-GOver the past three months alone, IMO has recorded 24 attempted and actual incidents of piracy and armed robbery against ships in the Red Sea and the Gulf of Aden region. Picture: www. imo. org IMO ©. Click image to enlargeEdited byPaul RidgwayAfricaPorts & ShipsLondonOn 6 July IMO Secretary-General Arsenio Dominguez appealed for urgent international efforts to secure the safe release of 44 seafarers held captive in Somali waters by pirates and armed robbers. These seafarers are being held aboard three detained vessels: the MT Honour 25, Eureka and Sward, which were hijacked in separate incidents between April and May off the coast of Somalia and in the Gulf of Aden. Secretary-General Dominguez highlighted the dire humanitarian situation facing the crews, who are running critically low on food and water while living under the constant threat of violence. “These incidents are a stark reminder that the threat posed by piracy and armed robbery to seafarers has not receded and continues to warrant vigilance and support for coordinated action,” he said. “I ask for your support in securing their safe release. ”At the time he was addressing the IMO Council as it met in London this week, from 6-10 July. Secretary-General Dominguez reaffirmed his commitment to working alongside flag States, coastal States, regional bodies and industry to secure the seafarers’ release and end their ordeal. He urged shipowners and operators to take all necessary precautions to protect crews, including implementing the Best Management Practices for Maritime Security and conducting thorough risk assessments before transiting the region. Tackling rising maritime security threatsThe incidents have highlighted worsening trends in global maritime security, particularly for piracy and armed robbery in the Red Sea and the Gulf of Aden. Over the past three months alone, IMO has recorded 24 attempted and actual incidents of piracy and armed robbery against ships in the region, involving increasingly dangerous weapons and escalating violence against innocent seafarers. Globally, reported incidents of piracy and armed robbery at sea increased by 17% between 2024 and 2025, rising from 146 incidents to 171. IMO continues to monitor the situation closely and support regional anti-piracy efforts through the Djibouti Code of Conduct and its Jeddah Amendment, which brings together 22 coastal and island States across the Western Indian Ocean and Gulf of Aden to strengthen maritime security cooperation, and capacity-building initiatives such as the Red Sea Project. About the IMO CouncilThe Council is currently meeting for its 137th session at IMO HQ in London. It is the executive organ of IMO and is responsible, under the Assembly, for supervising the work of the Organization. The Council comprises 40 Member States, elected by the Assembly for two-year term. Its agenda includes a standing item on the protection of vital shipping lanes, under which Members discuss collective action on regional maritime security, anti-piracy operations, and safe-passage frameworks across strategic global chokepoints. Added 7 July 2026♦♦♦♦♦♦♦♦♦

Source: africaports.co.za