Africa PORTS & SHIPS maritime news 21 July 2026 - Africa Ports
Africa PORTS & SHIPS maritime news Here are the News Headlines: Panorama: Durban tug Sepelong Beyond Hormuz: Africa’s moment of opportunity Part 5 CASP 2026: Mozambique charts a logistics and competitiveness agenda Lost at Sea: WSC’s 2026 report on container losses Kenya advances maritime security strategy 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
South 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 escalate Part 4U. 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♦♦♦♦♦♦♦♦♦