Africa PORTS & SHIPS maritime news 20 June 2026 - Africa Ports

Africa PORTS & SHIPS maritime news Here are the News Headlines: Beyond the Horizon: Durban’s Next Challenge: Becoming Southern Africa’s Transshipment Hub oo0oo OCEAN BREEZE & ONE RESILIENCE Hormuz reopening offers relief for shipping, but return to normality will take time Cabo Verde: Supporting port digitalisation Kenya launches Survival Training Centre at Bandari Academy Mozambique Railways faces disruption amid expansion drive When global trade becomes a weapon, how can African economies protect themselves? Only Three African Ports Make Global Top 100 in World Bank Container Port Rankings The US-Iran agreement: Hormuz to reopen? Tanzania and DRC to strengthen Lake Tanganyika shipping Mozambique signals rail reform Pushed to the limit: The crisis facing Africa’s long-distance truck drivers British forces seize Cameroon-flagged tanker carrying Russian oil Maputo Expands Capacity with Slab 9A Safaga Terminal trials signal new Red Sea gateway for Upper Egypt Dar es Salaam Port charts ambitious expansion to double throughput by 2030 Richards Bay coal line reopens after derailment disruption IMO statement on the attack on tanker MT Settebello AMSOL tug UMKHUSELI tows disabled car carrier SAN MARTIN into East London harbour Grindrod names Tracy Leah CEO of Logistics and Maritime Mozambique advances logistics modernisation with new tenders and Italian investment drive ITF and the Gulf War: 100 days in Kenya’s ports sharpen their competitive edge: Mombasa expands, Lamu proves its depth DEME secures €50m dredging contract to upgrade Tunisian ports U-turns and detours along the e-toll route Eskom secures anchor role in Richards Bay LNG terminal Hazardous and noxious cargo: IMO treaty to enter into force in 2027

By Terry Hutson · June 20, 2026 · 67 min read

Beyond the Horizon:Durban’s Next Challenge:Becoming Southern Africa’s Transshipment HubFor years South Africa’s port debate has focused almost entirely on one issue: efficiency. Can ships be worked faster? Can containers be moved more quickly? Can rail recover market share? Can congestion be reduced?These are important questions, and after several difficult years there are signs that progress is finally being made. Container volumes are recovering, vessel waiting times have improved compared with the worst periods of disruption, and Transnet’s recovery initiatives are beginning to show measurable results. Yet there is a larger strategic question that receives far less attention. Should it remain primarily a gateway port serving South Africa’s importers and exporters, or should it aspire to become the dominant transshipment hub for Southern and Eastern Africa?The distinction matters. A gateway port exists mainly to serve its own national economy. Cargo arrives for local consumption or departs from local industries and exporters. A transshipment hub performs a broader role. It becomes a regional distribution centre where cargo is transferred between vessels before continuing to destinations throughout a wider geographic area. Singapore built its global significance on this model. So did Colombo, Algeciras, Tangier Med and numerous other successful ports around the world. Durban already possesses many of the ingredients required to play such a role. It is located close to one of the world’s busiest east-west shipping routes. It handles more container traffic than any other port in sub-Saharan Africa. It has an extensive logistics ecosystem, established shipping services, deep maritime expertise and direct access to Southern Africa’s largest economy. Yet despite these advantages, Durban has never fully established itself as the unquestioned regional hub. Part of the reason is historical. Shipping lines have traditionally viewed Durban primarily as a destination port rather than as a transshipment centre. Cargo destined for neighbouring countries often moves through alternative gateways, while East African transshipment has increasingly gravitated toward ports further north. The competitive environment is also changing. Maputo continues to attract growing attention from shipping lines and cargo owners. Its proximity to Gauteng, Mpumalang and Limpopo gives it natural advantages for certain cargo flows, while ongoing investment continues to improve capacity and efficiency. Walvis Bay has positioned itself aggressively as a regional logistics gateway. The Namibian port may not match Durban’s cargo volumes, but it benefits from a clear strategic vision and strong institutional focus on becoming a regional hub. Further north, ports such as Mombasa and Dar es Salaam are expanding rapidly, while new investments across East Africa are creating additional options for shipping lines seeking regional transshipment opportunities. This raises an important question. One aspect that deserves serious discussion is the growing role of shipping lines in terminal ownership and operation. Globally, the traditional distinction between shipping line and terminal operator is becoming increasingly blurred. MSC has Terminal Investment Limited (TiL). Maersk has APM Terminals. CMA CGM has Terminal Link. COSCO has extensive terminal investments worldwide. These groups are not merely handling cargo. They are shaping shipping networks. When a shipping line has a stake in a terminal, it gains an additional incentive to direct cargo flows through that facility. Transshipment volumes can be concentrated, feeder services developed and network efficiencies enhanced. The impact can be significant. Walvis Bay’s growing profile has been aided by MSC’s presence through TiL. Shipping lines naturally seek the most efficient routing for their networks, but ownership interests can influence where transshipment activity develops. This raises a question that South Africa has rarely debated openly. Would Durban benefit from greater participation by global shipping lines in terminal operations?Some will argue yes. Private operators with international networks may attract additional services, encourage transshipment growth and bring global expertise to terminal management. Others will raise legitimate concerns. National infrastructure carries strategic importance. Policymakers may be reluctant to grant excessive influence over critical logistics assets to foreign operators, particularly where market concentration could become an issue. Both arguments deserve consideration. What cannot be ignored is that many of the world’s most successful transshipment hubs involve some form of close alignment between terminal operations and major shipping networks. Meanwhile, Durban’s own expansion plans remain crucial. The proposed development of the old airport site into a major logistics and port expansion area was once viewed as the city’s next maritime frontier. If realised, it could have significantly increased container capacity and created opportunities for larger-scale hub operations. Other more recent proposals see a significant container terminal development at the Point, while Pier 1 Container Terminal extending eastward toward Salisbury Island is yet another option. However, infrastructure alone will not guarantee success. Shipping lines will choose hubs based on reliability, cost, turnaround times and network efficiency. A port may possess world-class facilities, but if vessels experience uncertainty or delays, cargo will flow elsewhere. That reality may be Durban’s greatest challenge. The city has spent much of the past decade attempting to restore confidence among shipping lines and cargo owners. While progress is evident, confidence takes years to build and can be lost surprisingly quickly. The opportunity nevertheless remains substantial. Southern Africa lacks a dominant regional transshipment hub comparable to those seen in Asia, Europe or the Mediterranean. Durban arguably possesses the strongest combination of market size, geographic position, infrastructure and maritime expertise to fulfil that role. It requires a deliberate strategy aimed at attracting regional cargo flows, expanding feeder networks, improving reliability and positioning Durban as the preferred transfer point for the broader African region. That is not simply an operational objective. It is a national economic opportunity. Every container transshipped through Durban generates revenue, employment, maritime services activity and logistics investment. It strengthens shipping connectivity and enhances South Africa’s role within regional trade networks. The debate therefore should not be limited to how quickly Durban recovers. The more important question may be what Durban wants to become. The answer could shape the future of the region’s shipping industry for decades to come. News continues belowOCEAN BREEZE & ONE RESILIENCE –Adding colour to the port scene. Sallaum Lines’ OCEAN BREEZE Durban 8 June 2026 Picture by Trevor Jones. Click to enlargeONE RESILIENCE Durban 6 June 2026 Picture by Trevor Jones. Click to enlargeAdded 14 June 2026♦♦♦♦♦♦♦♦♦News continues belowHormuz reopening offers relief for shipping, but return to normality will take timeStrait of Hormuz: Map Ian Macky PAT 1. 2 domain freeTerry HutsonAfricaPorts & ShipsThe easing of tensions in the Strait of Hormuz has been welcomed by the global shipping industry and energy markets alike, but maritime experts caution that the reopening of one of the world’s most important shipping lanes will be a gradual process. With vessels still stranded, navigation channels requiring clearance and insurers maintaining a cautious stance, the recovery of normal shipping patterns is expected to take weeks rather than days. The announcement of an agreement aimed at restoring safe navigation through the Strait of Hormuz has provided a measure of relief to shipowners, charterers and energy markets following weeks of disruption in the strategically vital waterway. The Strait, which links the Persian Gulf with the Gulf of Oman and the Arabian Sea, handles approximately one-fifth of the world’s seaborne oil trade and a significant proportion of global liquefied natural gas exports. Any interruption to traffic through the narrow channel has and has had immediate consequences for global energy markets and international shipping. While news of the agreement prompted an immediate easing in oil prices and improved sentiment across financial markets, maritime industry observers are warning that a return to normal operations will not be instantaneous. The immediate challenge facing shipping authorities is the safe movement of vessels that remain trapped within the Persian Gulf or are waiting outside the region for conditions to stabilise. During the height of the crisis, many shipowners either delayed departures or instructed vessels to remain at anchor while security conditions were assessed. As a result, a substantial backlog of shipping has developed on both sides of the Strait. Industry analysts say the first priority will be to allow these vessels to transit safely before normal commercial scheduling can resume. Tankers carrying crude oil, petroleum products and liquefied natural gas are expected to receive priority attention, given the importance of restoring energy exports from Gulf producers. Although the agreement has reduced the immediate risk of military confrontation, safety concerns remain. Reports indicate that naval authorities will continue conducting survey and clearance operations in parts of the Strait before unrestricted commercial traffic can be fully restored. Maritime security specialists note that shipping companies and insurers will require confidence that navigation routes are secure before returning to normal operating patterns. For shipowners, the issue is not simply whether hostilities have ceased but whether vessels can safely enter and leave the Gulf without undue risk. War-risk insurance premiums, which rose sharply during the crisis, are expected to decline gradually as confidence returns. However, insurers are unlikely to remove additional premiums immediately and will continue monitoring developments closely. The situation is expected to remain particularly fluid for tanker operators. The concentration of crude oil exports, refined petroleum products and LNG shipments moving through the Strait means that even a temporary disruption creates significant scheduling challenges for vessel operators, charterers and cargo owners. Energy markets have reacted more quickly than the shipping industry. Crude oil prices, which surged during the height of the crisis amid fears of a prolonged closure of the Strait, retreated sharply following the announcement of the agreement. Traders appear to have concluded that the worst-case scenario — a lengthy interruption to Gulf exports — is now less likely. Nevertheless, market analysts caution that physical supply chains take considerably longer to recover than financial markets. Even if vessels begin moving more freely through the Strait in coming days, export programmes, tanker schedules and refinery supply chains may require several weeks to return to normal. Some analysts believe Gulf export volumes could recover substantially during July, provided security conditions continue to improve and no further escalation occurs. The longer-term outlook will depend largely on the success of negotiations intended to convert the current agreement into a more durable settlement. Shipping companies are expected to continue applying enhanced risk assessments while monitoring both political and operational developments. For the maritime industry, the recent crisis has once again highlighted the vulnerability of global trade to disruptions at key chokepoints. It has also reinforced the importance of maintaining freedom of navigation through international waterways that serve as critical arteries for world commerce. For now, the mood across the shipping industry appears cautiously optimistic. The prospect of a prolonged closure of the Strait of Hormuz has receded, but the work of restoring normality has only just begun. Industry ReactionThe World Shipping Council (WSC) welcomed the agreement as a positive step toward restoring safety and stability in the region. In a statement issued on 18 June, WSC President and CEO Joe Kramek said the immediate priority must be ensuring the safe passage of seafarers and vessels still stranded in the area. Kramek called for close cooperation between governments, the International Maritime Organization (IMO) and industry stakeholders, supported by appropriate safety and security guarantees. He said coordinated risk assessments, mine-clearance operations and vessel traffic management measures should be prioritised as part of efforts to restore confidence and facilitate the safe reopening of the waterway. The WSC also reiterated the importance of freedom of navigation, stressing that vessels should be able to transit the Strait safely, securely and without tolls. According to the Council, ocean carriers will continue monitoring developments closely and will make operational decisions based on evolving risk assessments and the best information available. Added 19 June 2026♦♦♦♦♦♦♦♦♦News continues belowCabo Verde:Supporting port digitalisationPicture: www. imo. org IMO ©. Ckick image to enlargeEdited byPaul RidgwayAfricaPort & ShipsLondonIMO reported on 12 June that a four-day needs assessment mission was conducted in Cabo Verde from 8 June to support the future implementation of a Maritime Single Window (MSW) system in the Port of Mindelo. The Maritime Single Window is a centralised digital platform designed to streamline communication among a wide range of stakeholders and agencies involved in the arrival, stay and departure of ships. By enabling information to be submitted through a single interface, the system is expected to reduce the time and costs associated with port procedures for ship and cargo clearance. It has been mandatory for all IMO Member States since January 2024. The needs assessment mission was carried out by IMO consultants in close collaboration with the Maritime and Port Institute of Cabo Verde (IMP), the Port Administration, relevant Ministries and Public Agencies including customs and border agencies, Port Health Service, the Border Police and Immigration Service, as well as private-sector stakeholders such as shipping lines, agents, and terminal operators. Maritime and Port Administrations reviewed the findings and began discussions on the next steps forward. A roadmap for implementationA comprehensive mission report will be produced outlining a roadmap to support the design and deployment of the MSW in the port of Mindelo. The report will present key findings, analytical insights and practical recommendations, aligned with IMO principles and guidance, as well as the development of supporting digital tools. The report will support stakeholder mapping and provide recommendations on governance, coordination and capacity-building to facilitate the effective implementation of the MSW. IMO’s ITCPThis activity is delivered through IMO’s Integrated Technical Cooperation Programmeherein close collaboration with the Maritime and Port Institute of Cabo Verde(IMP). Added 19 June 2026♦♦♦♦♦♦♦♦♦News continues belowKenya launches Survival Training Centre at Bandari AcademyImage:AfricaPorts & Ships / AI illustrationEast Africa CorrespondentAfricaPorts & ShipsRaising Seafarer Safety Standards in MombasaKenya’s maritime sector is set to gain a new dimension of resilience with the establishment of a Maritime Survival Training Centre at the Bandari Maritime Academy (BMA) in Mombasa. The project, spearheaded by the Academy, marks a significant step in aligning the country’s seafarer training with international safety standards and strengthening its role as a regional hub for maritime education. The centre will provide specialised instruction in sea survival techniques, emergency response, and fire‑fighting drills, ensuring that Kenyan seafarers meet the rigorous requirements of the International Maritime Organization’s Standards of Training, Certification and Watchkeeping (STCW). The new training centre under construction in Mombasa harbour. Picture: Kenya News AgencyFacilities will include simulation environments, lifeboat and life raft handling equipment, and immersion suit training pools designed to replicate real‑world conditions at sea. Officials at BMA emphasise that the initiative is not only about compliance but about building confidence and competence among seafarers who face increasingly complex challenges in regional waters. With Mombasa serving as East Africa’s busiest port, the Academy’s enhanced training capacity is expected to benefit both domestic and international shipping lines, while also supporting Kenya’s ambition to expand its maritime workforce. The Survival Training Centre complements ongoing reforms at BMA aimed at modernising curricula and strengthening partnerships with global maritime institutions. By embedding survival training within its core programmes, Kenya is positioning itself as a leader in maritime safety and education across the Indian Ocean region. Added 18 June 2026♦♦♦♦♦♦♦♦♦News continues belowMozambique Railways faces disruption amid expansion driveThe bridge over the Umbeluzi river en-route between Maputo and Goba. Picture: CFM. Click image to enlargeAfricaPorts & ShipsThe Mozambique Ports and Railways Company (CFM) has announced a temporary suspension of services on the Goba Line between Maputo and the Eswatini border, interrupting both passenger and freight trains from 17 to 26 June. The closure forms part of a regional maintenance programme aimed at safeguarding railway infrastructure in southern Mozambique, particularly the line that connects the country with South Africa and Eswatini. At the same time, CFM confirmed that services on the Ressano Garcia Line — the country’s busiest rail link to South Africa — will also be affected, though passenger trains will continue to operate in limited capacity. The disruption is linked to preparations for the second phase of the line’s doubling project, scheduled to begin in July, which will expand capacity and modernise the Maputo Corridor. This €137. 8 million investment marks the next stage in strengthening Mozambique’s main logistics artery. The contractor is expected to be appointed by July, enabling construction to commence immediately. The first phase of the doubling project has already boosted rail capacity from 13 million to 24 million tonnes per year, underscoring the strategic role of railways in national competitiveness. Yet recent floods have exposed vulnerabilities, with the Limpopo Line to the Zimbabwe border — the country’s second most important railway — suspended for three months at the beginning of this year. Services have since resumed, but the interruption caused losses of €10. 3 million and disrupted 130 trains. CFM acknowledges that resilience must be built into future projects, stressing that modernisation must also address climate risks given the growing frequency of extreme weather. Despite these setbacks, railway traffic nearly doubled in the first quarter of 2026, reaching 151,400 passengers, while freight volumes rose 14. 9% year‑on‑year to 3. 6 million tonnes. Losses remain significant, however, with €40. 1 million attributed to untransported cargo and damage to infrastructure. To counter these challenges, the government has committed to a €190 million investment plan through 2030. This includes completing the remaining 25 kilometres of the Ressano Garcia doubling, acquiring more than 30 new passenger coaches, 250 mineral wagons, and at least 15 mainline locomotives. The juxtaposition of short‑term service interruptions with long‑term expansion plans reflects Mozambique’s dual challenge: maintaining current operations while building a more robust, modern rail system capable of supporting regional trade and withstanding environmental shocks. Added 17 June 2026♦♦♦♦♦♦♦♦♦News continues belowWhen global trade becomes a weapon, how can African economies protect themselves?Map by Ian Macky PAT public domainAfricaPorts & ShipsJonathan Munemo,Salisbury University“Today, everyone recognises that trade is as much a security issue as an economic one. ”European Central Bank president Christine Lagarde made this comment in February 2026, while addressing theMunich Security Conference. Although she was speaking about Europe, her words matter profoundly for Africa. The continent’s 54 economies face a three-way tension that has no easy resolution. Firstly, they must stay integrated enough with the world economy to grow. Secondly, they must pull back enough to protect themselves economically against the deliberate weaponisation of external dependencies. Weaponised interdependence is the use of a country’s position within global economic and technological networks as a tool of political influence or coercion against other countries. And thirdly they must remain open enough to diversify beyond commodities – which account for more than60%of total merchandise exports in 45 African countries – if they are to build lasting prosperity and reduce their vulnerability to commodity price shocks. As an economist whostudiesAfrican trade and development, I don’t believe the answer to weaponised interdependence is retreating from the global economy. The real challenge for Africa is navigating this tension between interdependence, economic security, and diversification rather than simply choosing one objective and abandoning the rest. This will be one of the continent’s most important policy tests in the years ahead. How interdependence became a weaponTo see why this tension is so difficult to navigate, it helps to understand what has changed. When the world economy was governed by shared rules and norms from the 1990s to the 2010s, deeper economic integration had some benefits. Countries that plugged into global supply chains and attracted foreign capital grew faster. Interdependence was an asset. That is no longer the case. We have entered a new era that is being shaped by the deliberate use of chokepoints – economic and geographic areas that underpin the interdependent global economy – as instruments of coercion. In 2025, China imposed sweeping export controls onrare-earth elements, inflicting pain on importing countries deeply integrated with its mineral supply chains. The United States has repeatedly deployed thedollar and advanced semiconductor technologyas weapons against adversaries. The consequences can be sudden and severe. In early 2026, Iran disrupted tanker traffic through the Strait of Hormuz – the world’s most importantgeographic chokepoint, carrying roughly20%of global oil and liquefied natural gas on any given day, with noalternative routes. African countries, including Ethiopia, Kenya, Mozambique, South Africa, Tanzania and Uganda – each sourcingmore than half their petroleum importsfrom the Middle East – faced an immediate and unexpected surge in energy costs. Their fiscal positions were ill-equipped to absorb it. Fertilizer and food prices followed. Financial markets roiled and remittances from diaspora workers in the Gulf region to highly dependenteconomiessuch as the Comoros, Gambia, Lesotho and Liberia fell sharply. The timing was particularly painful. Africa had just achieved its fastest growth in a decade –4. 5% in 2025, according to the IMF. The World Bank has revised this down to projected regional growth of4. 1% in 2026. Today, the world that made integration so attractive is now vulnerable to deliberate weaponisation by external actors pursuing geopolitical objectives. The three-way tension, unpackedThe tempting response to weaponised interdependence is to reduce it. Yet history shows that retreating from economic integration can be costly. Theprotectionist wave of the 1930s– when countries raised trade barriers and turned inward – contributed to the collapse of global trade and deepened the Great Depression. Integration is not merely a risk. It is a source of the prosperity that makes resilience worth building in the first place. TheWorld Bankprojects that non-resource-rich African countries will have per capita incomes nearly 20% above their 2014 levels by 2026. Abandoning engagement to reduce vulnerability would mean sacrificing the growth needed for long term stability and economic security. Worse, if African countries attempt to reduce their vulnerability independently, their exits from shared global markets lower the value of these markets for those who remain. That encourages further exits, in a self-reinforcing spiral. This dynamic is already playing out in other countries. US “Buy American” policies have prompted the EU to advance similar “Buy European” measures. Economists call this the “fragmentation doom loop”. In addition, building alternative supply chains domestically is costly for exiting countries. Replacing established international production networks requires significant investment and can raise costs for businesses and consumers. TheIMFhas warned fragmentation would reduce incomes and everyone ends up worse off. Diversification and economic security also pull against each other. Economic diversification would involve shifting African economies away from commodity extraction towards a broader private sector, and spreading trade relationships across multiple partners. It is essential both for long-term prosperity and for reducing exposure to commodity price shocks. For example, Rwanda and Côte d’Ivoire, which diversified away from commodity dependence, are projected to have per capita incomes more than45% above their 2014levels by 2026. By contrast, Angola and the Republic of Congo, which remained heavily dependent on oil exports, are projected to have per capita incomes more than25% below their 2014levels. They have still not recovered a decade after oil prices collapsed. Natural resources alone generate around 62% of Africa’s GDP, according to theAfrican Development Bank. Moving beyond that concentration requires both diversification and deeper integration which provides access to foreign investment, technology transfer and larger markets. But deeper integration is precisely what creates the vulnerabilities that great powers have learned to exploit. The US-China rivalry and the Iran crisis have made this plain. The goal of diversification cannot be pursued without the openness that creates security risks. This is a genuine structural tension that policy must navigate. Strategies for managing the three-way tensionThe resolution of these tensions does not lie in choosing one objective and abandoning the others. Three strategies, pursued in combination, can advance all three goals at once. Pursue security collectively, not unilaterally. The African Continental Free Trade Area (AfCFTA)is the continent’s most important instrument for avoiding the fragmentation doom loop. An integrated continental market of 1. 4 billion people:creates the scale needed to attract diversified foreign investmentgives African countries the collective bargaining power to negotiate with great powers from a position of greater strengthenables the development of intra-African supply chains that reduce dependence on external actors, without sacrificing the gains of integration. In the current environment, the AfCFTA is no longer primarily a trade liberalisation project. It is a security strategy. Make partner diversification targeted. Not all trade relationships carry equal risk. The goal is to engage more strategically in the global economy by expanding trade and investment ties across a broader range of partners, particularly in sectors where multiple suppliers and markets exist. This reduces dependence on any single country and limits the ability of one partner to use economic ties as a source of leverage. Build indispensability in critical supply chains. The most durable form of economic security is not reducing dependence on others – it is ensuring that others depend on you. Africa holds genuine chokepoint positions in several minerals critical to clean energy technology. Here are some examples. The Democratic Republic of Congo accounts for roughly65%of global cobalt production. South Africa dominatesplatinum-group metals. Guinea holds the world’s largestbauxitereserves. Zambia is a majorcopper producerand Zimbabwe is one of the world’s largestlithiumproducers. The indispensability strategy means building on this: processing cobalt in the DRC rather than exporting raw ore, developing platinum beneficiation in South Africa, and building battery supply chain infrastructure around existing mineral wealth. Done well, this simultaneously advances diversification (moving up the value chain, away from raw commodity exports), strengthens security (creating dependencies that deter coercion), and deepens integration on Africa’s own terms. The Hormuz disruption of early 2026 was a warning. It demonstrated that the vulnerabilities created by decades of open integration are real, that external actors are willing to exploit them, and that the consequences for African economies can be swift and severe. But the answer is not withdrawal. Africa’s growth story has been built, in part, on engagement with the world economy. The task is to make that engagement more resilient. Jonathan Munemo, Professor of Economics,Salisbury UniversityThis article is republished fromThe Conversationunder a Creative Commons license. Read theoriginal article. Added 17 June 2026♦♦♦♦♦♦♦♦♦News continues belowOnly Three African Ports Make Global Top 100 in World Bank Container Port Rankings. AfricaPorts & ShipsDurban shows improvement but Africa continues to lag in container port performanceThe latest Container Port Performance Index (CPPI) published by the World Bank and S&P Global Market Intelligence has once again highlighted the performance gap between Africa’s container ports and those in other regions of the world. The 2025 index ranks 55 ports across Africa and the Indian Ocean islands among almost 500 container ports worldwide. Yet only three African ports achieved positions within the global top 100, while just five more featured in the next 100 places, underlining the continuing challenge faced by much of the continent in improving port productivity and vessel turnaround times. Of these only one each related to East or Southern African ports. Now in its sixth year, the CPPI remains the most comprehensive independent assessment of global container port performance, although its methodology continues to attract criticism from some port authorities and operators. Last year’s report drew a particularly sharp response from Transnet after South African ports occupied positions near the bottom of the global rankings. Despite the controversy, the index remains the only globally comparable measure of container port efficiency based on actual vessel performance data. The rankings are determined by the amount of time container vessels spend in port, measured from arrival to departure after completing cargo operations. The analysis is based on Automatic Identification System (AIS) data covering more than 175,000 vessel calls at nearly 500 ports worldwide. Using actual arrival and departure timestamps, adjusted for outliers and data gaps, the World Bank and S&P Global Market Intelligence calculate a weighted composite score that produces a global ranking from best to worst performing ports. Durban’s Recovery RecognisedAlthough Durban continues to rank among the lower-performing container ports globally, the 2025 report acknowledges a notable improvement in operational performance compared with previous years. The report attributes this progress to a combination of management reforms, equipment recovery programmes and operational improvements introduced at the port. According to the CPPI, vessel waiting times that had previously seen up to 20 container ships anchored outside Durban awaiting berths have effectively been eliminated. “Reduced waiting times from 20 vessels to zero compared to earlier peak-congestion years point to gradual operational stabilisation and the initial impacts of equipment recovery and management reforms,” the report states. The index also recorded a significant improvement in berth utilisation. The proportion of vessel time spent productively alongside a berth increased from approximately 52% in 2024 to around 76% in 2025, indicating a substantial reduction in anchorage delays and pre-berthing congestion. These gains were achieved before the award, in December 2025, of the 25-year concession to ICTSI to modernise and operate Durban Container Terminal Pier 2, now renamed Durban Gateway Terminal. Cape Town Still Impacted by WeatherThe report was less complimentary about Cape Town, where operational performance continued to be affected by weather-related disruptions and equipment reliability challenges. According to the CPPI authors, “persistent weather-related disruption, combined with equipment reliability issues, led to high variability in ship times in port despite periods of easing supply chain stress. ”The report noted that Transnet has introduced several initiatives aimed at mitigating weather-related delays, including a predictive wind model developed with the Council for Scientific and Industrial Research (CSIR), a helicopter pilot transfer service designed to improve vessel access during periods of heavy swell, and a digital cargo-planning platform intended to improve operational efficiency. Regional RankingsAmong ports in Southern and East Africa, Djibouti emerged as the highest-ranked performer, placing 53rd globally and comfortably within the world’s top 100 container ports. Somalia’s Port of Mogadishu achieved a strong showing at 127th position, while Tanzania’s Dar es Salaam ranked 255th. Mogadishu, which ranked 127th globally despite handling only a fraction of the container volumes processed by major Southern African ports. The Somali port, operated by Turkish concessionaire Albayrak since 2014, illustrates both the strengths and limitations of the CPPI methodology, which measures vessel turnaround efficiency rather than cargo throughput or strategic importance. The rankings for Southern and East African container ports were:Regional RankPortGlobal CPPI Ranking1Djibouti532Mogadishu1273Dar es Salaam2554Maputo2735Port Elizabeth3146Beira3157Lamu3458Nacala3569Walvis Bay37210Ngqura38011Luanda39012Mombasa39613Durban39814Cape Town400The results suggest that while some African ports are making progress, particularly through investment in equipment, operational reforms and digitalisation, the continent as a whole continues to face significant challenges in achieving the levels of productivity routinely seen in Asia, the Middle East and parts of Europe. For South Africa, the improvement recorded at Durban offers evidence that focused intervention can deliver measurable gains. The question now is whether those gains can be sustained and accelerated as new investment programmes and private-sector partnerships begin to take effect. North & West AfricaRankings for the ports of North and West Africa will be published during this week. Added 16 June 2026♦♦♦♦♦♦♦♦♦News continues belowThe US-Iran agreement:Hormuz to reopen?Arsenio Dominguez, IMO Secretary General. Picture: www. imo. org IMO ©Edited byPaul RidgwayAfricaPorts & ShipsLondonIMO Secretary-General welcomes agreementThe Secretary-General of the International Maritime Organization (IMO),Mr Arsenio Dominguezsays he welcomes with great satisfaction the peace agreement reached between the parties in the conflict affecting the Strait of Hormuz. This signals a crucial return to peace, dialogue, multilateralism and diplomacy, and in particular, an important step toward restoring safety in this vital maritime corridor for seafarers and ships, as well as safeguarding the fundamental principle of freedom of navigation. The Secretary-General expressed his deepest sympathies for all victims of the conflict, paying particular tribute to the innocent seafarers affected and to their families. Their courage and resilience in the face of prolonged uncertainty deserve the highest recognition, he said. The agreement also allows IMO to advance its plan to evacuate the thousands of seafarers stranded in the area. The Organization is working in close collaboration with Member States and partners to implement this plan safely and effectively. However, its implementation will require time to ensure that all necessary safety and security guarantees are in place. The IMO reaffirmed its commitment to maritime safety, the protection of seafarers, the freedom of navigation, and the continued free flow of global trade. International Chamber of Shipping reactsWhat follows is a statement from the International Chamber of Shipping following the announcement of a peace agreement between the US and Iran. Thomas Kazakos, ICS Secetary GeneralInternational Chamber of Shipping Secretary GeneralThomas Kazakoscommented: “This announcement comes as a relief to the 20,000 seafarers who have been caught in the middle of this war. Their safe departure from the region must be a top priority but will take time. “With around 500 ships needing to pass through the Strait to exit the area this will require coordination. The International Maritime Organization has a crucial role, working alongside industry and states in the region, to ensure this is done as safely and as quickly as possible. “The fundamental principle of freedom of navigation has been sidelined during the war, and many seafarers have regrettably been injured or lost their lives. “As we now hopefully move towards peace, we must see a permanent return to vessels being able to pass through the Strait of Hormuz unimpeded without paying a toll or other clearance mechanism. ”A footnoteFor information related to shipping and seafarers – Strait of Hormuz and the Middle East readers are invited to use the linkhereAdded 15 June 2026♦♦♦♦♦♦♦♦♦News continues belowTanzania and DRC to strengthen Lake Tanganyika shippingLake Tanganyika shipping agreement strengthens Tanzania–DRC trade links, June 2026. AI-generated for Africa Ports & Ships. Click image to enlargeAfricaPorts & ShipsTanzania and the Democratic Republic of Congo have agreed to enhance cargo and passenger shipping services on Lake Tanganyika, a development that promises to reshape trade and connectivity across East and Central Africa. The announcement, reported in The Citizen last week, underscores the strategic importance of the lake as a natural transport corridor linking the two countries. Lake Tanganyika, the world’s longest freshwater lake, has long served as a lifeline for communities along its shores. For eastern DRC in particular, where road infrastructure remains limited, the lake offers one of the most practical routes for moving goods and people. By committing to modernise shipping services, both governments are signalling their intent to reduce costs, improve reliability, and open new opportunities for regional commerce. The initiative is expected to benefit cargo flows between Kigoma in Tanzania and Kalemie in the DRC, where bulk commodities, minerals, and agricultural products can be moved more efficiently by water than by road. Passenger services are also set to improve, with safer and more reliable ferries reducing isolation for communities and strengthening cross‑border ties. Tanzania’s role is pivotal, with its lake ports managed by the Tanzania Ports Authority and the Tanzania Shipping Company. The country’s ongoing investment in the Standard Gauge Railway, which will eventually connect Dar es Salaam to Kigoma, adds further weight to the project. Once complete, cargo arriving at Tanzania’s ocean ports could be transferred directly onto trains bound for Kigoma, and from there onto vessels crossing Lake Tanganyika into the DRC. Lake steamer Liemba taken on Lake Tanganyika at Mpulungu in the then Northern Rhodesia (now Zambia). Image: Lawrence Green (1961) / Public Domain. Click image to enlargeFor Congo, the agreement offers a chance to integrate its eastern provinces more closely with regional markets. Improved lake transport could ease the movement of minerals from Katanga and North Kivu, while also supporting humanitarian access in areas where road travel is difficult. The wider regional impact is clear: by strengthening shipping on Lake Tanganyika, Tanzania and the DRC are reinforcing the Central Corridor, which links Tanzania’s ports with inland markets in Burundi, Rwanda, Zambia, and Congo. If paired with ongoing rail and port upgrades, the lake could once again become a central artery in East–Central African logistics. Challenges remain, not least the need to modernise ageing vessels such as the historic MV Liemba, and to ensure security along a border that has seen conflict in recent years. Yet the political will expressed in this agreement suggests that both countries see lake transport as a cornerstone of future growth. In the words of Tanzanian officials, Lake Tanganyika is not just a body of water separating nations — it is a shared highway of opportunity. Added 15 June 2026♦♦♦♦♦♦♦♦♦News continues belowMozambique signals rail reformAfricaPorts & ShipsMozambique’s Minister of Transport and Logistics, João Matlombe, announced last Friday that the government intends to open the country’s railway systems to private operators, a move designed to improve services and efficiency. The statement marks a significant policy shift, aligning Mozambique with reforms already underway in South Africa, where private operators are being granted access to the national rail network. At the same time it was announced that Mozambique railways (CFM) hauled 3. 6 million tonnes of cargo during the first quarter of 2026, a 14. 9% increase on the same period of the previous year. This was achieved despite the Limpopo line bwteen Maputo and the Zimbabwe border being disrupted by flood waters for almost the entire first quarter. Mozambique Railways shown in red – CIA map with additional data AP&SPassenger traffic on the railways network almost doubled in the first qquarter, totalling 151,400 passengers. For Mozambique, the implications of the announcement are far‑reaching. One immediate example is Grindrod, which has already secured approval to operate freight trains on the South African section of the line linking Johannesburg with Maputo. Under the new framework, Grindrod could in theory extend its services seamlessly across the border, running trains directly into the Matola coal and bulk terminal that the company manages within Maputo harbour. Such integration would strengthen the Maputo Corridor as a competitive logistics route for exporters and importers alike. Other private operators may also find opportunities to expand into Mozambique’s rail sector, particularly along the Beira line to Zimbabwe. This corridor has long been a vital artery for mineral exports and regional trade, and private participation could help modernise operations, reduce bottlenecks, and attract new investment. At the same time, Mozambique’s state‑owned rail company, CFM, is reported to be examining proposals for a new south‑north railway line running the length of the country. Currently, Mozambique’s railways are largely fragmented, with separate systems serving Maputo in the south, Beira in the centre, and Nacala in the north. A continuous line would knit these networks together, creating a unified backbone that could connect ports, industrial centres, and neighbouring countries more effectively. If realised, these reforms would not only enhance Mozambique’s role as a regional transit hub but also reshape the competitive landscape of Southern African logistics. By opening the rails to private operators while pursuing new national infrastructure, Mozambique is signalling its intent to move from fragmented systems toward an integrated, modern network capable of meeting the demands of regional trade. Added 15 June 2026♦♦♦♦♦♦♦♦♦News continues belowPushed to the limit:The crisis facing Africa’s long-distance truck driversThe end of the long road – in Durban in this instance, where the sea passage begins after roads from the hinterland fraught with danger. Picture: Terry Hutson. Click image to enlargeEdited byPaul RidgwayAfricaPorts & ShipsLondonITF draws attentionEvery day tens of thousands of truck drivers keep East and West Africa moving, hauling food, fuel, medicine and goods across thousands of kilometres. For most drivers, their employment is marred by poverty wages, no contracts and a working life that chips away at their health and dignity. However the International Transport Workers’ Federation (ITF) and its African affiliates are fighting back. Before a single wheel turns, most long-distance truck drivers in Africa are already at a disadvantage. Widespread subcontracting – often through multiple layers of subcontracting – means that accountability for working conditions effectively disappears. Drivers frequently cannot identify who their legal employer is, let alone enforce rights against them. Rare formal contractsFormal employment contracts are the exception. Social protection including health, unemployment and disability insurance is largely absent, particularly for those working for smaller operators and informal contractors. CommentsIn the words of Flemming Overgaard, Chair of the ITF Road Transport Section: “What we are seeing across the region is a system deliberately designed to obscure responsibility. “Drivers are treated as disposable at the end of a very long supply chain. The multinationals at the top set the commercial terms that make decent pay and safe conditions impossible – and then point elsewhere when things go wrong. ”Mohammed Dauda Safiyanu, ITF Africa Regional Secretary, is direct about the human cost and added: “When a driver is injured, when he can’t work, when something goes wrong on the road, they have nothing. No safety net, no employer that takes any responsibility. The system has been allowed to function this way for too long, and workers are paying the price with their livelihoods and their lives. ”Exhausted, exposed and under pressurePressure on drivers to keep moving and to make up time lost at borders, weighbridges and checkpoints is relentless. Regulations on driving hours and mandatory rest periods exist in most countries. Enforcement is another matter. Chronic fatigue and sleep disorders are among the most serious occupational risks drivers face, and border delays that can stretch to days make it worse. Safiyanu concluded by saying: “A driver sits for 36, 48 hours waiting to cross (a border). They lose income. Then the pressure is on them to make that time back on the road, driving faster and sleeping less. They pay with their health, and sometimes with their life. ”The lack of adequate roadside infrastructure makes an already precarious job even more challenging with limited transport corridors, secure parking, rest facilities, and basic sanitation. Drivers are forced to sleep in their vehicles or by the roadside, with little protection from theft or violence. Without designated, safe places to stop, rest periods become irregular and unsafe. The fuel crisis currently gripping much of Africa, and the rest of the world, has compounded everything with rising prices and supply shortages. ITF Safe Rates Action WeekPicture: www. itfglobal. org ITF ©. As the ITF Safe Rates Action Week (29 June – 6 July) approaches, this year’s campaign turns its focus to drivers’ mental health including the psychological toll of chronic insecurity, exhausting hours, relentless economic pressure, and an accelerating fuel crisis that is trapping drivers in extended delays and squeezing earnings to breaking point. Information on the campaign is availablehere. The ugly sideAt Africa Ports & Ships we are aware that drivers coming into South Africa from the DRC, Zambia, Zimbabwe or Malawi are a regular presence in the country and in particular, Durban at the end of very long distance travel from as far as the DRC or Zambia with loads of copper sheeting or other commodities, destined for the port. It has been found that at the same time there is a strong and unforgiveable degree of xenophobia among some local people towards these ‘foreign’ drivers who have to face not only long distance travel, with all its dangers and risks, but also possible physical attacks once they reach South Africa soil. AU action?On a personal note maybe there is scope for these impediments to be taken up by the African Union (https://au. int/en/overview). One feels that if trucks were ships there would be more order. Added 14 June 2026♦♦♦♦♦♦♦♦♦News continues belowBritish forces seize Cameroon-flagged tanker carrying Russian oilAi-generated imagery of the boarding of Smyrtos by UK armed forces for Africa Ports & Ships. Click image to enlargeAfricaPorts & ShipsIn a dramatic night‑time operation in the English Channel, British forces boarded and seized the 244‑metre oil tanker Smyrtos (IMO 9389100), a vessel officially flying Cameroon’s flag but widely suspected of being part of Russia’s clandestine ‘shadow fleet. ’The 243-metre long, 42m wide tanker had sailed from Ust‑Luga, Russia, on 5 June, carrying crude oil in defiance of Western sanctions. Royal Marine Commandos, supported by Merlin, Wildcat, and Chinook helicopters, fast‑roped onto the deck under cover of darkness, while HMS Sutherland and HMS Ledbury provided naval support. RAF surveillance aircraft circled overhead, and National Crime Agency officers joined the operation to secure documentation and evidence. The mission lasted six hours and was ordered directly by Prime Minister Sir Keir Starmer, who later hailed it as a decisive blow against Russia’s sanction‑busting network. “This successful operation delivers yet another blow to Russia and reminds those fuelling Putin’s war in Ukraine that we will not let them hide,” Starmer declared. Newly appointed Defence Secretary Dan Jarvis echoed the sentiment, praising the professionalism of the forces involved and stressing that Russia’s shadow fleet is a critical source of funding for its war effort. The Smyrtos is now anchored off Portland, Dorset, where it will be monitored for environmental and safety concerns while its fate is decided. Officials note that the vessel had already been listed on the UK’s sanctions register since July last year, and its seizure represents the first time Britain has led such an interdiction. France and other NATO allies have previously intercepted similar vessels, but this marks a new level of UK involvement. The shadow fleet — estimated at more than 600 vessels worldwide — relies on false flags, opaque ownership structures, and ageing tankers to move Russian oil to markets in Asia and beyond. By targeting these ships in European waters, NATO allies aim to choke off the revenue streams that sustain Moscow’s war in Ukraine. For Britain, the seizure of Smyrtos demonstrates both its maritime interdiction capability and its determination to enforce sanctions rigorously. It also sends a clear signal: Russia’s shadow fleet, once operating with relative impunity, is now firmly in the crosshairs of Western enforcement. Sidebar:What is Russia’s Shadow Fleet?Russia’s ‘shadow fleet’ is a network of hundreds of mostly ageing oil tankers used to evade Western sanctions. Purpose:To transport Russian crude oil to markets in Asia, Africa, and the Middle East despite sanctions. Methods:False flags, opaque ownership, and risky ship‑to‑ship transfers at sea. Scale:Over 600 vessels targeted by EU, UK, and US sanctions. Risks:Environmental hazards from poorly maintained ships, and geopolitical tensions from interdictions. Impact:Provides billions in revenue to Moscow, sustaining its war in Ukraine. The seizure of the Smyrtos marks the UK’s first direct strike against this fleet, signalling a tougher stance on sanctions enforcement. Added 14 June 2026♦♦♦♦♦♦♦♦♦News continues belowMaputo Expands Capacity with Slab 9APort of Maputo Container Terminal. Picture: DP World. Click image to enlargeAfricaPorts & ShipsAt the Port of Maputo last week, Mozambique’s Minister of Transport formally commissioned a new mineral storage facility known as Slab 9A, a development that signals the port’s growing role in Southern Africa’s logistics chain. Built at a cost of nearly US$10 million, the facility adds more than a million tonnes of annual storage capacity, directly supporting the export of minerals and bulk commodities that flow through the Maputo Corridor. The commissioning was accompanied by a telling remark from Osório Lucas, CEO of the Maputo Port Development Company (MPDC): “For many years, the challenge was attracting cargo to the Port of Maputo. Today, the challenge is creating sufficient capacity to accommodate the cargo that wants to use the port. ”His words capture the transformation of Maputo from a marginal gateway into a port now straining to keep pace with demand. That demand is being driven largely by South African exporters, particularly those in Mpumalanga and Limpopo, who find Maputo a shorter and alternative haul than Durban. Minerals, steel, and agricultural products are increasingly routed through the port, while importers are beginning to see the advantages of reduced congestion and faster vessel turnaround. Maputo’s role as a regional hub is also reinforced by traffic from Eswatini and Zimbabwe, with rail and road links feeding into the port’s expanding facilities. The mineral slabs are only part of the story. DP World is investing US$164 million to expand the container terminal, more than doubling its annual capacity to 530,000 TEUs by 2027. This positions Maputo as a serious alternative for container traffic, though Durban remains the dominant hub. Indeed, while Maputo does receive direct calls from major liner carriers such as MSC, CMA CGM, Maersk, and Hapag-Lloyd, the scale and frequency of those services are still limited compared to Durban’s extensive schedules. For South African shippers, this raises a pertinent question: if Maputo is to fully realise its potential, should the mainline carriers expand their direct services to include it more prominently?For now, the port’s trajectory is clear. From struggling to attract cargo, Maputo has become a gateway where the challenge is no longer demand but capacity. With Slab 9A commissioned, Slab 9B already planned, and container expansion underway, the port is steadily reshaping Southern Africa’s export landscape. The next step may well be convincing the global liner networks that Maputo deserves a stronger place on their maps. Sidebar:Maputo’s Emerging Role for South African ExportersGateway AdvantageMaputo offers South African exporters — especially in Mpumalanga and Limpopo — a shorter, less congested route to global markets. Minerals & Bulk:New storage slabs boost capacity for coal, ferrochrome, and steel exports. Container Growth:DP World’s expansion will more than double throughput capacity by 2027. Regional Reach:Serves Gauteng, Mpumalanga, Limpopo, Eswatini and Zimbabwe via road and rail, strengthening corridor integration. Competitive Edge:Faster turnaround and reduced trucking distances compared to Durban. Maputo is shifting from a port that sought cargo to one that must now build capacity to handle it. Added 14 June 2026♦♦♦♦♦♦♦♦♦News continues belowSafaga Terminal trials signal new Red Sea gateway for Upper EgyptSafaga Terminal is more than a Red Sea port project. Read on. Picture: Africa Ports & Ships / ai generated for illustrative purposes only. Click image to enlargeAfricaPorts & ShipsAD Ports Group has launched trial operations at the Noatum Ports – Safaga Terminal, marking a milestone in Egypt’s Red Sea port development. The new multipurpose facility, developed under a 30‑year concession with the Red Sea Ports Authority, is the first internationally operated terminal serving Upper Egypt. Spanning more than 800,000 m² with a 1,000‑metre quay wall and modern handling equipment, the terminal is designed to process 450,000 TEUs annually, alongside millions of tonnes of bulk and general cargo. Trial operations began with the arrival of two vessels — UGR Al Samha carrying 5,000 vehicles from Singapore, the other, Sven Prosper, delivering 2,642 TEUs from King Abdullah Port. Egypt’s Minister of Transport, Lt. Gen. Kamel El Wazir, hailed the project as a gateway for Upper Egypt’s economic growth, supporting mining ventures in the Golden Triangle and strengthening regional trade corridors. AD Ports Group CEO Capt. Mohamed Juma Al Shamisi emphasised Egypt’s strategic role in the Group’s global network, noting that Safaga’s Red Sea location positions it as a vital link between Gulf markets, Europe, and East Africa. With full commissioning scheduled later this year, the Safaga Terminal is set to transform connectivity across Egypt’s hinterland, attract industrial investment, and reinforce the country’s standing as a regional logistics hub. Sidebar:Safaga’s Role in the Golden Triangle CorridorSafaga Terminal: Gateway to Upper EgyptThe new Noatum Ports – Safaga Terminal is more than a Red Sea port project. It anchors Egypt’s Golden Triangle Economic Zone, supporting mining and industrial ventures across Upper Egypt. By linking Safaga with inland corridors to Qena and Abu Tartour, the terminal strengthens connectivity between Gulf markets, Europe, and East Africa. Mining Support:Facilitates exports tied to phosphate and mineral projects. Industrial Growth:Attracts investment in warehousing, processing, and assembly. Regional Reach:Enhances trade flows across Northern, Central, and Southern Upper Egypt. Strategic Corridor:Integrates with Egypt’s wider logistics network, including KEZAD East Port Said and Mediterranean gateways. Added 14 June 2026♦♦♦♦♦♦♦♦♦News continues belowDar es Salaam Port charts ambitious expansion to double throughput by 2030Dar es Salaam Port Expansion — integrating rail, port, and shipping infrastructure to double throughput to 54. 6 million tonnes by 2030. Picture: Africa Ports & Ships / ai generated for illustrative purposes. Click image to enlarge Click image to enlargeAfricaPorts & ShipsDar es Salaam is stepping firmly into its role as East Africa’s second-largest maritime gateway, with the Tanzania Ports Authority setting a bold target: to nearly double cargo volumes from the 27. 7 million tonnes handled in 2024/25 to 54. 6 million tonnes by 2030/31. The port has already begun to show the momentum behind this ambition. Between July 2025 and April 2026, container traffic surged to 1,084,719 TEUs, a 25 per cent increase on the previous year, while transit cargo volumes rose in tandem, driven by demand from Zambia, the DRC, Malawi, Zimbabwe, Uganda, Rwanda, and Burundi. The expansion blueprint is as much about infrastructure as it is about integration. At the waterfront, Dar es Salaam is extending its berth capacity from 12 to 22, with two new 500‑metre berths already under construction at Malindi Wharf and another ten planned in future phases. A US$421 million deepening project has taken the entrance channel and berths down to 14. 5 metres, enabling larger vessels to call and positioning the port to compete with regional rivals. Private operators, including DP World and East Africa Gateway Terminal*, have taken over container operations, reporting sharp growth in volumes and efficiency. Yet the real transformation lies inland. The Standard Gauge Railway (SGR) now connects directly with the port, allowing containers to be loaded straight onto trains and dispatched toward the interior. This integration reduces truck congestion and extends Dar es Salaam’s reach toward Lake Tanganyika and Lake Victoria, opening corridors into the DRC, Burundi, Rwanda, and Uganda, though the GR doesn’t reach that far as yet. In parallel, the rehabilitation of the Cape-gauge (1067mm) TAZARA line promises to strengthen flows of copper and fuel from Zambia and the DRC, while new vessels on Lake Victoria are already carrying increased cargo volumes, a trend expected to accelerate once the SGR reaches Mwanza on the southern shore of Lake Victoria. Together, these developments are reshaping Dar es Salaam’s competitive position. Long overshadowed by Mombasa, the port is now positioning itself as an alternative Eastern Gateway, offering deeper berths, faster turnaround, and multimodal inland links that rival southern African ports like Durban, Beira, and Walvis Bay. For landlocked neighbours, the attraction is clear: a modernised port with direct rail access and expanding lake services, capable of handling rising volumes of containerised and bulk cargo. The narrative of Dar es Salaam’s expansion is therefore not just one of physical growth but of strategic repositioning. By marrying port infrastructure with rail rehabilitation and lake shipping revival, Tanzania is building a logistics ecosystem that could redefine regional trade flows. If the targets are met, Dar es Salaam will stand as a central hub in East Africa’s economic geography, carrying the weight of copper, fuel, and manufactured goods from the interior to the sea — and fulfilling its ambition to double throughput within the next five years. * Sidebar:Who’s Behind East Africa Gateway Terminal?East Africa Gateway Terminal (EAGT)operates Container Terminal 2 at Dar es Salaam Port, bringing international capital and expertise into Tanzania’s maritime sector. Adani Ports and Special Economic Zone (APSEZ)— India’s largest private port operator, with a global footprint spanning Asia, Africa, and the Middle East. APSEZ brings deep experience in container handling, logistics integration, and port modernization. East Harbour Terminals— partner investor in the venture, supporting the joint operation. DP World— widely recognised global operator, operating ContainerTerminal 1 at the port. Added 14 June 2026♦♦♦♦♦♦♦♦♦News continues below🚨Richards Bay coal line reopens after derailment disruptionPicture: TransnetAfricaPorts & ShipsTransnet Freight Rail (TFR) has restored operations on the Richards Bay coal export line following a derailment earlier this month that temporarily halted traffic to the Richards Bay Coal Terminal (RBCT). The incident occurred on 2 June 2026 between the Iswepe and Wildrand sections of the North Corridor, the sole rail artery linking Mpumalanga’s coalfields to RBCT. The derailment forced a suspension of coal shipments, raising concerns among exporters and traders who rely on the corridor’s throughput. TFR repair crews worked intensively to clear the line and replace damaged track infrastructure. Within days the line was reopened, allowing trains to resume deliveries to RBCT. Industry confirmation has acknowledged that the line is back in service. ⚓ Strategic ImportanceRBCT handles 90% of South Africa’s thermal coal exports, making the North Corridor a critical chokepoint in global seaborne coal supply. Any disruption compresses national export capacity almost entirely, underscoring the vulnerability of relying on a single corridor. In large sections the Richards Bay rail link consists of double track but some derailments have taken both sets pof tracks out of service. The swift repair highlights TFR’s prioritisation of coal exports, which remain a key foreign‑exchange earner. Market ContextSouth African high‑CV coal prices briefly rose to USD 121–122/t, their highest in over two years, as traders weighed the impact of the derailment. Exporters expect the short‑term disruption to have minimal effect on weekly freight volumes, but the incident reinforces concerns about infrastructure reliability. Added 13 June 2026♦♦♦♦♦♦♦♦♦News continues belowIMO statement on the attack on tanker MT SettebelloTo date, IMO has confirmed 43 attacks on international shipping since 28 February 2026 in and around the Strait of Hormuz. Picture: www. imo. org IMO ©. Click image to enlargeEdited byPaul RidgwayAfricaPorts & ShipsLondonIMO Secretary-General strongly condemns ship attack near the Strait of Hormuz, with three seafarers reported missing. On 10 June IMO reported that the Secretary-General has expressed deep concern and strong condemnation of the attack on the tanker MT Settebello, sailing under the flag of Palau, off the coast of Oman. The incident, which occurred near the Strait of Hormuz and is reported to have followed a projectile strike against the vessel, resulted in a fire on board and three seafarers reported missing. Secretary-General Arsenio Dominguez said: “I strongly condemn any act from any party that endangers the lives of seafarers and the safety of international shipping. This is simply unacceptable. My thoughts are with the families of the three missing seafarers and with all those awaiting news of the crew members. ”The Secretary-General recalled the conclusions of the IMO Council at its extraordinary session (19 March 2026), which underscored the need to protect seafarers, civilian shipping and the freedom of navigation at all times. He added: “All actions affecting international shipping must fully respect international law and the safety of life at sea. The protection of seafarers is a shared responsibility that must remain paramount. ”IMO is monitoring the situation closely and calls for a full and transparent investigation into the circumstances of the incident. Picture: www. imo. org IMO ©. Added 10 June 2026♦♦♦♦♦♦♦♦♦News continues belowAMSOL tug UMKHUSELI tows disabled car carrier SAN MARTIN into East London harbourAMSOL tug Umkhuseli tows disabled car carrier San Martin into East London, assisted by a harbour tug. Click image to enlargeAfricaPorts & ShipsThe Cyprus‑flagged vehicle carrierSAN MARTIN (IMO 9382097)was towed into the Port of East London on Tuesday morning, 9 June, by the South African AMSOL tugUMKHUSELI (IMO 9427055). It appears the car carrier suffered a major engine failure at sea – reports and AIS data confirmed the vessel’s navigational status as “towing astern” prior to arrival. The San Martin is now berthed at the West Bank on a quay not normally used for vehicle operations but suitable for repair work to be carried out without disrupting the nearby car terminal. Umkhuseli’s entry into port with the vehicle carrier on tow was assisted by one of the port’s modern harbour tugs. Car carriers are not unusual visitors to the East London port, which has one of the country’s three car terminals, adjacent to the large Mercedes Benz assembly plant . The towage of San Martin however marks an unusual operation in that the vessel was brought in under assistance rather than routine arrival. San Martin was voyaging from the Far East, having departed from the Chinese port of Ningbo on 11 May. Umkhuseli departed Cape Town on 31 May and was later tracked en route to East London with San Martin. Added 10 June 2026♦♦♦♦♦♦♦♦♦News continues belowGrindrod names Tracy Leah CEO of Logistics and MaritimeTracy LeahAfricaPorts & ShipsGrindrod has confirmed the appointment of Tracy Leah as Chief Executive Officer of its Logistics and Maritime segment, effective 1 June 2026. Leah joined Grindrod in 2013 and has since held a series of senior roles, including Chief Operating Officer from 2022. Her career within the group has been marked by steady progression and a strong record of delivery. The company described her promotion as a natural next step and expressed confidence in her leadership as the business enters a new phase of growth. Added 10 June 2026♦♦♦♦♦♦♦♦♦News continues belowMozambique advances logistics modernisation with new tenders and Italian investment driveFreight trains and trucks converge at a Mozambican logistics hub, symbolising the country’s drive to modernise its transport corridors through public‑private partnerships and international investment. Image: Africa PORTS & SHIPS / AI illustration Click image to enlargeAfricaPorts & ShipsMozambique has taken decisive steps to accelerate the modernisation of its transport and logistics sector, combining fresh government approvals with an international investment appeal. Meeting in its 16th Ordinary Session on Tuesday, 9 June, the Council of Ministers authorised the launch of international tenders for the concession of the Moatize Dry Port in Tete Province, as well as the one‑stop border posts at Calómuè and Zóbwè. These projects will be developed under Public‑Private Partnership (PPP) arrangements, a model increasingly favoured by the government to expand infrastructure capacity while sharing risk and expertise with private operators. The Moatize Dry Port is expected to transform cargo handling and storage in central Mozambique, strengthening the province’s role as a logistics hub. Meanwhile, the Calómuè and Zóbwè border posts will streamline cross‑border traffic and trade flows, reinforcing Mozambique’s position as a gateway for regional commerce. The Council also approved a PPP contract for the Integrated Road Transport Management and Monitoring System (SIGMTR), covering design, financing, operation, maintenance, and eventual transfer back to the state. Logistics corridor modernisationThe following day, Transport and Logistics Minister João Matlombe carried the message abroad, addressing the Mozambique–Italy Business Conference in Maputo. He invited Italian entrepreneurs to invest in the modernisation of Mozambique’s logistics corridors, highlighting the country’s strategic role in Southern Africa. “With more than 2,700 kilometres of coastline along the Indian Ocean and serving as a natural gateway for hinterland countries, Mozambique is a fundamental logistics hub for SADC,” Matlombe told delegates. He underscored the importance of continuous investment in the Maputo, Beira, and Nacala corridors — the backbone of regional connectivity — and pointed to opportunities in port expansion, railway rehabilitation, multimodal logistics platforms, cargo terminals, customs digitalisation, and smart supply chain solutions. Matlombe stressed that ongoing reforms are aimed at improving transparency, simplifying procedures, and attracting private capital. He concluded with a direct appeal to Italian firms, noting that their experience and know‑how could play a decisive role in building modern, efficient, and sustainable infrastructure aligned with international standards. Together, the government’s tender approvals and the minister’s investment drive signal Mozambique’s determination to position itself as a competitive logistics hub in Southern Africa, leveraging PPPs and international partnerships to unlock growth. Added 10 June 2026♦♦♦♦♦♦♦♦♦News continues belowITF and the Gulf War: 100 days inITF and the Gulf War: 100 days inPicture: www. itfglobal. org Click image to enlargeEdited byPaul RidgwayAfricaPorts & ShipsLondonOne hundred days have passed since the US and Israel launched Operation Epic Fury against Iran. One hundred days of a war that civilian transport workers did not start, cannot end and have paid for – with their lives, their health and their freedom. From day one, the ITF has unequivocally stated that transport workers are not combatants. They are civilian workers – seafarers, pilots, cabin crew, ground handlers, air traffic controllers, truck drivers, port workers – who keep the world moving. They have no stake in this conflict. They have no power to stop it. But they continue, day after day, to absorb its consequences. In the words of an ITF statement: “… We will not allow the world to look away from what is being done to them. ”A war that targets civilian workersThis moment at 100 days is marked by news that attacks on civilian transport workers have not stopped. In recent days, strikes on Kuwait International Airport and Bahrain International Airport have again claimed an innocent civilian life and put aviation workers in the line of fire. In the Persian Gulf, ships continue to be targeted. The most recent wave of attacks and seizures of civilian vessels near the Strait of Hormuz is not a departure from what has come before – it is the continuation of a pattern that has been playing out for one hundred days. Civilian workers are being deliberately placed in danger, and those responsible know exactly what they are doing. In the days and weeks that followed 28 February attacks on civilian shipping intensified. Ships were struck near the Strait of Hormuz and across the Persian Gulf. Vessels have been seized by Iran and the US. Seafarers have been killed and injured and in effect seafarers are being held hostage. Beyond the attacks transport workers across the region – including truck drivers carrying goods through conflict corridors, crossing closed borders, navigating disrupted routes – have faced the daily reality of a war economy: danger, impossible conditions, and in too many cases, no protection at all. The human costToday more than 20,000 seafarers remain stranded in the Persian Gulf. These seafarers are overwhelmingly from the Global South, far from their families, with no certainty about when they will see home again. In some cases, they are running low on fuel, water and food. They watch missiles and drones in the skies above them, they sleep, if they are able to, knowing they are in a warzone. Since the war began, the ITF has received over 2,500 requests for assistance from seafarers and their families and assisted more than 600 seafarers to get home. The ITF has pointed out that the Maritime Labour Convention (MLC) exists precisely to prevent this and full implementation is expected immediately, it is non-negotiable. Proposals for a humanitarian maritime corridor to restore flows through the Strait of Hormuz have attracted growing attention. The ITF understands the urgency, but any such corridor can only operate if there is a full, binding, verified guarantee from every party to this conflict that participating vessels and their crews will not be targeted. The ITF’s demands at 100 days inIn a statement of 9 June ITF indicated that its demands remain unchanged and included an immediate, permanent ceasefire and full de-escalation by all parties with full and unconditional protection of civilian transport workers and civilian infrastructure under international law as well as the immediate release of all detained seafarers and vessels. Added 10 June 2026♦♦♦♦♦♦♦♦♦News continues belowKenya’s ports sharpen their competitive edge:Mombasa expands, Lamu proves its depthHapag-Lloyd’s Baltimore Express at the Kenyan port of Lamu on 10 May 2026. Picture: KPA. Click image to enlargeTerry HutsonAfricaPorts & ShipsKenya Ports Authority (KPA) is pressing ahead with a major expansion at the Port of Mombasa, constructing Berth 19B — a 240‑metre quay with a 15‑metre draught alongside — to accommodate larger container vessels and add 300,000 TEUs of annual handling capacity. The project includes quay wall construction, dredging, and yard expansion, seamlessly integrated into existing terminal systems. Mombasa already demonstrates impressive operational efficiency:2. 1 million TEUs throughput in 202533. 5 gross moves per hourAverage turnaround of 2. 9 daysTotal cargo throughput:45. 45 million tonsThese figures position Mombasa as East Africa’s premier logistics hub, serving Kenya and its landlocked neighbours. Port of Mombasa 2nd Container Terminal. Picture: KPA. Click image to enlargeLamu’s milestone: MV Baltimore ExpressWhile Mombasa expands, the Port of Lamu has demonstrated its unique natural depth advantage. On 10 May 2026, the MV Baltimore Express — a 369‑metre vessel operated by Hapag‑Lloyd — became the largest ship ever to dock at any port in East Africa. With a quay length of 400 m per berth and a natural depth of 17. 5 m, Lamu accommodated the vessel without incident, handling dangerous cargo restows in compliance with IMO standards. The call surpassed the previous record set by the 335‑metre Nagoya Express in August 2025. KPA’s General Manager for Lamu, Capt. Abdulaziz Mzee, hailed the milestone as proof of the port’s ability to handle ultra‑large vessels. Since January, Lamu has handled over 120 vessels, with new cranes and tractors due to arrive later this year. Durban: scale without speedDurban remains sub-Saharan Africa’s busiest port by tonnage, recording 77. 55 million tons throughput in 2025 and 2. 732 m TEUs. Yet its productivity lags:Gross moves per hour:typically 18–20 moves per hourShip turnaround:4–5+ daysDepth:12. 8–14. 5 m, requiring constant dredgingDespite investments in cranes and yard equipment, Durban continues to rank among the lowest globally in the CPPI, highlighting structural inefficiencies. Graphic: AP&S Click to enlargePortAnnual Throughput (2025)Container Throughput (TEUs)Gross Moves per HourAvg. Ship TurnaroundDepthMombasa45. 45 mt2. 1 m TEUs (capacity rising to 3. 1 m with Berth 19B)33. 5 mph2. 9 days15 m (new berth)LamuEmerging hub~120 vessel calls in 2026 (no full TEU data yet)——17. 5 m natural depthDurban77. 55 mt2. 732 m TEUs~18-20 mph4–5+ days12. 8–14. 5 m (requires dredging)ConclusionKenya’s ports are sharpening their competitive edge. Mombasa’s expansion ensures rising volumes can be absorbed efficiently, while Lamu’s natural depth positions it as a future transshipment hub. In contrast, Durban’s slower productivity highlights the operational gap despite its larger scale. Together, Mombasa and Lamu present Kenya as a formidable maritime gateway, with performance metrics that increasingly rival, and in some respects surpass, sub-Saharan Africa’s traditional leader, Durban. Added 9 June 2026♦♦♦♦♦♦♦♦♦News continues belowDEME secures €50m dredging contract to upgrade Tunisian portsDEME dredger Meuse River. Picture: DEME. Click image to enlargeAfricaPorts & ShipsBelgian marine contractor DEME has signed a major dredging contract with Tunisia’s Office de la Marine Marchande et des Ports (OMMP) to improve access and safety at three of the country’s strategic gateways: Sousse, Menzel‑Bourguiba/Bizerte, and Radès/La Goulette. The €50 million project will be executed in two phases. First, DEME will construct containment dikes at Sousse and Menzel‑Bourguiba, ports located more than 200 kilometres apart — a logistical challenge requiring careful coordination and planning. The second phase will see extensive dredging works carried out at all three sites using a trailing suction hopper dredger (TSHD). DEME has designed tailored strategies for handling dredged material sustainably:• Sousse and Menzel‑Bourguiba:material reused for land reclamation. • Bizerte:a combined approach, with part reclaimed in Menzel‑Bourguiba and the remainder disposed of offshore. • Radès and La Goulette:all material pumped ashore to a designated area. The works are intended to enhance navigational safety, ensure compliance with international standards, and strengthen Tunisia’s maritime infrastructure. DEME said the contract reinforces its presence in North Africa and highlights its ability to deliver complex marine projects under demanding conditions. With a fleet among the most advanced in the industry and 150 years of experience, the group continues to position itself as a leader in offshore energy, dredging, and marine infrastructure. In 2025, DEME reported turnover of €4. 2 billion and EBITDA of €931 million, supported by a workforce of 6,000 professionals worldwide. Added 9 June 2026♦♦♦♦♦♦♦♦♦News continues belowU-turns and detours along the e-toll routeAfricaPorts & ShipsBy Gavin KellyCEO: Road Freight AssociationThe Road Freight Association (RFA) notes the decision by Cabinet to “finally close the historical e-toll debt” which involves both the “close-out” of historical debt and the “resolution of all outstanding litigation matters”. The Minister of Transport has “welcomed the Cabinet decision”. Strange, didn’t the Department of Transport push this from the very beginning – a “ringfenced toll revenue collection system to fund the vital routes in and around Gauteng”? Remember when this was referred to as the ‘Gauteng Freeway Improvement Programme (GFIP)’?Recently, the Minister of Transport noted that “widespread tolling may become necessary to maintain South Africa’s road network” as SANRAL is given responsibility of (read that as “saddled with”) over 13,000km of roads due to the inability of provincial and local authorities to maintain, develop or repair the existing network of roads?More toll roads rely on the ‘user-pay principle’ – and we have just seen how well that worked with e-tolls. Further, “road-users who lawfully paid e-tolls while the system was legally in force will not be refunded”. That means those who refused to pay performed illegal acts. No punishment for them – but punishment for those who comply. A lesson is to be learned here – and it’s not the type of lesson any government should be teaching the very citizens it counts to keep it afloat through taxes and levies. The questions that could arise from any logically thinking taxpayer (or any other form of ‘service levy’) are: why should I pay (as others don’t and there is no deterrent) and what is the next levy / tax that we as citizens should “just oppose and refuse to pay”?It is very sad that, despite promises from the Gauteng Premier that there would be reimbursement (swiftly followed by a retraction), Gauteng citizens are still going to pay off the Gauteng e-Toll portion of the ‘debt’ as agreed to by the self-same Premier. That means: those who abided by the law and paid e-tolls will inevitably “pay a second time” through other levies and taxes. The Association was very clear at the outset of e-tolls: that it would support the system subject to the government ensuring that all who used the tolled routes would pay, and that those who did not, would be properly delt with. Turns out – that was another empty promise. Our members abided by the law. Many citizens abided by the law. The Association proposed alternatives before the very first e-toll gantry began operating, but these fell on deaf ears. Are the u-turns and detours seen over the last number of years an indication of what will happen in the future regarding road development and maintenance, rail and port operations and the greater logistics network? One hopes not. At least the uncertainty of looming legal action has been dealt a death-blow. A great ‘victory’ for those who opposed e-tolls? Perhaps a sobering moment regarding the transient nature of government policy built on the foundation of popularist notions. Now for the halt of anything of an AARTO nature. Added 9 June 2026♦♦♦♦♦♦♦♦♦News continues belowEskom secures anchor role in Richards Bay LNG terminalPort of Richards Bay Liquid Bulk Terminal with the coal terminal beyond. The gas-to-power project however will be built at the nearby Richards Bay Industrial Development Zone. Picture: TransnetAfricaPorts & ShipsEskom has signed a landmark Heads of Agreement with Zululand Energy Terminal (ZET), paving the way for South Africa’s largest gas‑to‑power project at Richards Bay. The deal establishes Eskom as the ‘foundation customer’ for the proposed LNG import, storage, and regasification facility, underpinning the utility’s planned 3,000 MW gas‑to‑power programme. ZET — a joint venture between Royal Vopak’s Durban terminal, Reatile Group, and Transnet Pipelines — was awarded a concession by Transnet National Ports Authority to develop and operate the terminal. Backed by the Ministry of Electricity and Energy, the Ministry of Transport, and Transnet, the project is designated a Strategic Integrated Project under the Infrastructure Development Act and aligns with the Integrated Resource Plan (IRP) 2025. The Richards Bay facility will import liquefied natural gas, regasify it, and supply Eskom’s new 3,000 MW power plant in the Richards Bay Industrial Development Zone. Designed as a mid‑merit plant with a 25‑year lifecycle, the project will provide flexible, dispatchable generation capacity to complement renewable energy, stabilise the grid, and reduce reliance on diesel. Eskom Group Chief Executive Dan Marokane said the agreement was “a critical enabler” for the utility’s gas programme:“Gas is being used as a bridge fuel to support the transition to a low‑carbon energy system. These plants complement intermittent renewable sources like solar and wind, ensuring reliable 24/7 power while clean energy technologies are being developed and introduced onto the grid. ”ZET Director Oliver Naidu described the signing as a milestone:“Eskom’s participation demonstrates growing confidence in LNG as an enabler of energy security, grid stability and industrial growth. This agreement strengthens the commercial foundation of the terminal as we progress towards financial close and delivery of South Africa’s first LNG import terminal. ”The IRP 2025 calls for 6,000 MW of gas capacity by 2030, split between Eskom and the Gas IPP programme. The Richards Bay project directly addresses three imperatives: securing energy supply while reducing coal dependence, stabilising the grid and cutting diesel use, and mitigating the looming ‘gas cliff’ by ensuring fuel availability for power generation and industrialisation. With private sector participation, international capital, and long‑term off‑take arrangements, the Richards Bay gas‑to‑power project is positioned as a cornerstone of South Africa’s energy transition — strengthening security of supply while enabling economic growth in KwaZulu‑Natal and beyond. Added 8 June 2026♦♦♦♦♦♦♦♦♦News continues belowHazardous and noxious cargo:IMO treaty to enter into force in 2027Aerial view LNG Tanker ship with contrail in the ocean sea. Picture: www. imo. org IMO © Click image to enlargeEdited byPaul RidgwayAfricaPort & ShipsLondonThe International Convention on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances by Sea (2010 HNS Convention) is set to enter into force on 29 November 2027, marking a milestone for shipping’s global liability and compensation regime as increasing volumes of chemicals and alternative fuels are transported by sea. The conditions for the treaty’s entry into force were met on 29 May 2026, paving the way for the 2010 HNS Convention (the 1996 Convention as amended by the 2010 Protocol) to enter into force eighteen months later. In the words of IMO Secretary-General Arsenio Dominguez: “The fulfilment of the conditions for the entry into force of the HNS Protocol is a long-awaited milestone…This treaty will ensure that those affected by hazardous cargo incidents involving ships can access fair and timely compensation, while providing legal certainty for industry and governments. ”Conditions for entry into force metUnder article 21(1), the 2010 HNS Protocol will enter into force eighteen months after the following requirements have been satisfied:• At least twelve States*to express their consent to be bound, including four States each with not less than two million units of gross tonnage. • The receipt, by the IMO Secretary-General, of information confirming that contributing cargo in those States amounted to at least 40 million tonnes in the preceding calendar year. There are currently twelve contracting States to the 2010 HNS Protocol, following ratifications by Belgium, Germany, the Kingdom of the Netherlands and Sweden in April 2026. Nine of these States have more than two million units of gross tonnage. Reports on contributing cargo submitted by contracting States in accordance with article 20 of the Protocol confirm that the required aggregate quantity of contributing cargo – more than 40 million tonnes – was achieved for the 2025 reporting year. What the treaty coversThe 2010 HNS Convention complements existing IMO liability and compensation regimes addressing oil pollution and hazardous shipwrecks, extending similar protection to damage involving other hazardous and noxious substances. The Convention covers loss of life, personal injury, property damage, economic loss, clean-up costs and environmental damage arising from incidents involving more than 2,000 hazardous substances carried by sea, including chemicals, oils, acids, fertilisers, alcohols, LNG and LPG. Under the regime:• Shipowners are subject to strict liability for damage and are required to maintain State-certified insurance or other financial security. • Additional compensation is available through the HNS Fund, financed by contributions from receivers of HNS cargo in Contracting States. It is estimated that approximately 65,000 ships will require HNS certificates of insurance or other financial security. HNS FundThe 2010 HNS Convention is the last piece in the puzzle needed to ensure that those who have suffered damage have access to a comprehensive and international liability and compensation regime. The 2010 HNS Convention applies the ‘polluter pays’ principle by ensuring that the shipping and HNS industries provide compensation for those who suffer loss or damage resulting from an HNS incident. An HNS Fund will be established to provide compensation once the shipowner’s liability is exhausted. The Fund will be financed through contributions paid post-incident by receivers of HNS cargo in contracting States. Total compensation available under the Convention is capped at 250 million Special Drawing Rights (SDR) of the International Monetary Fund (approximately US$ 360 million at current exchange rates) per incident. *Contracting States, includes South AfricaThe 12 contracting States to the HNS Convention, as at 29 May 2026, are: Belgium, Canada, Denmark, Estonia, France, Germany, the Kingdom of the Netherlands, Norway, Slovakia, South Africa, Sweden and Türkiye. For more information the HNS Convention readers are invited to use the linkherehere:Added 8 June 2026

Source: africaports.co.za