Africa PORTS & SHIPS maritime news 25 June 2026 - Africa Ports

Africa PORTS & SHIPS maritime news Here are the News Headlines: Beyond the Horizon: Why the World Bank rankings matter more than their critics admit Panorama: Three recent Durban visitors SA Port Statistics for the month of May 2026 MSC denies reports of interest in Hapag-Lloyd stake Expanding opportunities for future seafarers- IMO’s NextWave initiative Grindrod appoints Raymond Ndlovu as Chairperson Happy Midwinter’s Day 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

By Terry Hutson · June 24, 2026 · 65 min read

News continues belowCape Town Container Terminal expands fleet with hybrid straddle carriersPicture: TransnetAfricaPorts & ShipsThe Cape Town Container Terminal (CTCT) has taken delivery of four new hybrid straddle carriers, a R96‑million investment forming part of Transnet Port Terminals’ (TPT) national equipment replacement programme aimed at restoring full operational capacity across its terminals. The new machines, which arrived fully assembled, is reported to represent the first deployment of hybrid straddle carrier technology in Southern Africa. Each unit combines diesel and electric power, and will require onboard computers to provide operators real‑time cargo tracking and handling instructions. Operator conversion training is under way ahead of the equipment’s handover to operations in July. Earle Peters, Managing Executive for the Cape Terminals, said the technology allows the diesel engine to charge onboard batteries, switching to electric mode once fully charged. “This reduces fuel consumption, lowers emissions and decreases noise levels while maintaining the performance required in a busy terminal environment,” he explained. The investment strengthens CTCT’s daily operations, giving teams greater flexibility in managing container movements and customer requirements. Traditionally a rubber‑tyred gantry crane (RTG) operation, the terminal is transitioning to a hybrid system using both straddles and RTGs to meet yard capacity and throughput demand. Despite weather‑related disruptions totalling more than 74 days over the past year, CTCT has improved productivity and annual volumes following the injection of new equipment. TPT has invested R9 billion over the past three years in new cargo‑handling equipment across its 15 terminals nationwide, including straddle carriers and empty container handlers for Cape Town and Port Elizabeth, RTGs for Durban Pier 1, reach stackers for multipurpose terminals, and haulers for Richards Bay. Added 24 June 2026♦♦♦♦♦♦♦♦♦News continues belowStrait of Hormuz:Large scale evecuation operation to be carried outPicture: www. imo. org IMO ©. Click to enlargeEdited byPaul RidgwayAfricaPorts & ShipsLondonFollowing the signing of the Memorandum of Understanding between the Islamic Republic of Iran and the United States, IMO Secretary-General Mr. Arsenio Dominguez issued this statement on 23 June:“After months of hardship and distress for thousands of innocent seafarers, and negative impact for the whole world, I welcome with deep satisfaction the peace agreement concluded between the United States and Iran, marking a decisive step towards restoring maritime security and bringing to an end the unacceptable attacks against civilian shipping. “I want to pay tribute to the fourteen innocent seafarers who tragically lost their lives during this conflict. Their dedication in service of global trade will not be forgotten. “We will begin the implementation of the evacuation plan for over 11,000 seafarers still stranded in the region. This large-scale operation will be carried out in close cooperation with Iran, Oman, all other coastal States in the region, the United States and the maritime industry. “We have secured the necessary safety guarantees and have thoroughly verified the conditions for safe navigation to support these operations. “We remain fully committed to ensuring the safety of seafarers and the continuity of global trade. ”A wealth of informationReaders are invited to see the full two-page Notice to Mariners issued by Oman (NAVAREA IX)here. To read the Operational FAQs surrounding the IMO Strait of Hormuz Evacuation Plan readers are invited to use the linkhere. For more updates, see theIMO briefing on Middle East. International Chamber of Shipping (ICS) adviceAt the same time as the IMO material was being promulgated an International Chamber of Shipping (ICS) spokesman commented:“The priority remains the safe evacuation of the 11,000 seafarers who have been stranded in the region since the end of February. “We have consistently said that this will require coordination between the International Maritime Organization (IMO), states in the region and crucially the industry. “The IMO evacuation plan is a welcome development to delivering this coordination and restoring freedom of navigation. It is vital this plan works in harmony, rather than conflicting, with existing mechanisms. “We will continue to work with the IMO and industry partners to ensure the safety and security of shipping seeking to exit the region. ”Added 24 June 2026♦♦♦♦♦♦♦♦♦News continues belowKobé-Kobé:Africa’s next major deepwater port takes shape in GabonThe iron ore site at Belinga in the north-east of Gabon, about 550 kilometres by a planned railway to the new port of Kobé-Kobé, south of Libreville. Picture: Fortescue Belinga. Click image to enlargeTerry HutsonAfricaPorts & ShipsConstruction has officially begun on what could become one of Africa’s most significant new port developments, with work now underway on the Kobé-Kobé deepwater port in Gabon. The project forms part of a vast integrated mining and logistics corridor designed to unlock the enormous Belinga iron ore deposits located in the country’s remote northeast and transport the ore to international markets via the Atlantic Ocean. Launched by Gabonese President Brice Clotaire Oligui Nguema earlier this month, the development extends far beyond the construction of a new port. The programme includes a new 550-kilometre railway linking the Belinga mining region in the north-east of the country with the coast, associated power infrastructure and industrial facilities, and is expected to require investment estimated at around US$10 billion. Picture: Presidential Communications, GabonAt the heart of the project is the Kobé-Kobé deepwater port, located approximately 70 kilometres south of Libreville. Designed as a four-berth mineral export terminal capable of accommodating large bulk carriers, the facility is expected eventually to support exports exceeding 100 million tonnes of iron ore annually. The port is being developed through a partnership between the Gabonese government and Africa Global Logistics (AGL), the MSC Group-owned logistics operator that already plays a major role in the country’s transport and port sectors. Financing support is being provided by Algest Investment Bank. The development is closely linked to the Belinga iron ore project, one of the world’s largest undeveloped high-grade iron ore deposits. The mining project is being advanced by Fortescue and its partners, with feasibility and development work continuing on the resource. While iron ore exports provide the principal justification for the investment, the Kobé-Kobé development is intended to become much more than a single-purpose mining terminal. Gabonese authorities envisage the port serving as a strategic industrial and logistics platform capable of handling a range of bulk, breakbulk and industrial cargoes as the country’s economy diversifies. Importantly, the new port is not expected to replace the existing port of Owendo. Instead, the two facilities are intended to serve complementary roles (similar to the relationship between Durban and Richards Bay), with Owendo remaining the country’s primary commercial and container gateway while Kobé-Kobé develops into a specialised deepwater export hub for mineral and industrial traffic. For Gabon, the project represents one of the most ambitious infrastructure investments in the country’s history. For Africa’s maritime sector, it is another example of the growing importance of integrated resource corridors linking inland mineral deposits to modern deepwater ports capable of serving global trade. Should the railway and port be completed according to current plans, Kobé-Kobé could emerge during the next decade as one of Africa’s largest dedicated mineral export gateways and a major new player in the continent’s bulk shipping landscape. Added 24 June 2026♦♦♦♦♦♦♦♦♦News continues belowTransnet Pipeline diesel theft costs man 7 years in jailPicture AI generated for illustrative purposes, Africa Ports & ShipsAfricaPorts & ShipsThe Nigel Magistrate’s Court has sentenced Sizwe Johannes Bhengu to seven years in prison for the theft of diesel belonging to Transnet Pipelines (TPL), marking a significant victory in the fight against fuel theft. The case dates back to 27 August 2022, when Bhengu, employed by a logistics company contracted to transport recovered diesel from a spill site in Mooi River, arrived at TPL’s Jameson Park Depot. Routine checks revealed discrepancies between the volume loaded and the volume delivered. Investigations later confirmed that 24,079 litres of diesel, valued at more than R544,000, had been unlawfully siphoned from the tanker before arrival. TPL’s security team intervened, leading to Bhengu’s arrest and the opening of a criminal case with the South African Police Service. The investigation was led by Captain Radebe of the Hawks, with support from TPL’s security division. The court found Bhengu guilty of theft, handed down a direct prison sentence, and declared him unfit to possess a firearm. He accepted the judgment without appeal. TPL Chief Executive Sibongiseni Khathi said the conviction “sends a strong message that the theft of fuel is a serious offence that will not go unpunished,” adding that the prosecution underscores Transnet’s commitment to safeguarding its assets and working with law enforcement to hold offenders accountable. Members of the public are urged to report suspicious activity along pipeline servitudes via the Tip‑Offs Anonymous Hotline: 0800 003 056. Added 24 June 2026♦♦♦♦♦♦♦♦♦News continues belowSAFLA gains seat at SARS Customs Forums, strengthening industry voiceDave Logan, SAFLA’s Executive OfficerAfricaPorts & ShipsThe South African Freight and Logistics Association (SAFLA) has secured formal representation on the South African Revenue Service (SARS) Customs Stakeholder Forums — a development hailed as a breakthrough for the country’s freight forwarding sector. Institutional access to policy and operationsSAFLA’s Executive Officer, Dave Logan, confirmed that the association will now participate in SARS’s structured, multi‑tiered engagement framework. This includes the National Stakeholder Forum, the National Operations Stakeholder Forum, Regional Stakeholder Engagements, and Key Industry Engagements. “These forums are the primary platform through which industry associations engage SARS on customs and excise matters,” Logan said. “Our members face daily challenges at the border. Having a formal seat means we can raise systemic issues constructively and contribute to a more efficient and transparent customs environment. ”Scope of engagementThe forums cover both strategic and operational concerns, ranging from regulatory alignment to branch‑level bottlenecks. Issues under discussion include registration, clearance, inspections, penalties, dispute resolution, and broader trade facilitation measures. Unlike advisory committees, the forums are designed to foster direct collaboration between SARS and the private sector. The aim is to protect South Africa’s economy, accelerate trade flows, and strengthen the country’s reputation as a reliable global trading partner. Escalation pathway for industry concernsProblems that cannot be resolved bilaterally between businesses and SARS will now have a structured escalation route via SAFLA’s participation. This ensures the collective voice of freight forwarders and logistics operators is heard in shaping customs policy and practice. Logan described the development as “a defining moment for SAFLA and, more importantly, for every business operating within South Africa’s freight and logistics sector. ”Alignment with national trade prioritiesSAFLA’s involvement aligns with the broader mandate of SARS’s stakeholder framework, which emphasises professional standards, harmonised trade practices, and the removal of barriers to commerce. The association has encouraged members and stakeholders to channel customs‑related concerns through SAFLA for representation at the appropriate forum level. SARS Customs Stakeholder Forums – Four Levels of EngagementForum LevelFocus AreaNational Stakeholder ForumBroad regulatory and strategic customs policyNational Operations Stakeholder ForumOperational standards, compliance processes, national coordinationRegional Stakeholder EngagementsDay‑to‑day challenges at branch and regional levelKey Industry EngagementsSector‑specific issues, systemic bottlenecks, dispute resolution“Securing representation at the SARS Customs Stakeholder Forums is a defining moment for SAFLA and, more importantly, for every business operating within South Africa’s freight and logistics sector. ”— Dave Logan, SAFLA Executive OfficerAdded 24 June 2026♦♦♦♦♦♦♦♦♦News continues belowCrane fire at Durban Harbour’s D berth contained, no injuries reportedAfricaPorts & ShipsA mobile crane caught fire at Durban Harbour’s D Berth in the Point precinct on the evening of Monday 22 June 2026, briefly disrupting operations. A screengrab from social media showing the fire, filmed by David CrouchFlames were visible from surrounding areas, especially the Point area, with several videos shared on social media. Transnet confirmed the incident, stating that operations were suspended for about an hour while emergency crews and a tugboat responded. The affected mobile crane was in front of the container ship MSC HINA at the time and in order to be of use the attending tug was forced to spray water from its cannon across the wide deck of the ship. No injuries have been reported, nor was the cause of the fire immediately apparent, though a leaking or severed fuel line may have been the reason. The potential loss of the crane even for a short period could affect cargo working at the Point Terminal, which operates either with ship’s own gear or the terminal’s two mobile cranes. Added 23 June 2026♦♦♦♦♦♦♦♦♦News continues belowExxonMobil backs Richards Bay LNG terminal as South Africa braces for gas transitionRichards Bay LNG GatewayExxonMobil supply deal anchors South Africa’s first LNG import terminal, with a floating storage vessel as the pivotal Phase 1 asset. Picture for illustrative purposes only. AI by Africa Ports & Ships Click image to enlargeAfricaPorts & ShipsRichards Bay is set to become the focal point of South Africa’s energy transition with the planned Zululand Energy Terminal (ZET), the country’s first LNG import facility. The project, valued at around $1 billion, has gained new momentum following ExxonMobil’s agreement to supply LNG, a move that secures international credibility and strengthens the case for final investment approval. At the heart of the development is a Floating Storage Unit (FSRU) — a vessel permanently moored at the port. This ship will receive LNG cargoes from international suppliers and store them in cryogenic tanks. The liquid cargo will be converted back into gas through a landside regasification system. From there, the gas will be fed into Transnet’s pipeline network and distributed to customers ranging from Eskom’s planned 3,000 MW gas-to-power station at Richards Bay to heavy industries in the surrounding Industrial Development Zone. A second phase envisions onshore tanks and expanded capacity, ensuring Richards Bay evolves into a regional hub for LNG distribution. The timing is critical. South Africa faces a looming ‘gas cliff’ as supplies from Mozambique’s Pande-Temane fields decline by 2030. Without new sources, industries and power producers risk losing access to a vital fuel. LNG is seen as a bridge energy source — cleaner than coal, flexible enough to support renewable integration, and essential for stabilising the national grid. Currently, South Africa’s use of LNG is limited, with small-scale imports serving niche industrial needs. The Richards Bay terminal will mark the country’s first large-scale entry into the global LNG market, opening the door to wider adoption in power generation, manufacturing, and even regional exports to neighbours such as Zimbabwe and Botswana. For Eskom, the project is pivotal. The utility’s gas-to-power ambitions hinge on reliable supply, and ExxonMobil’s involvement provides assurance that fuel will be available when the plant comes online. For industry, LNG offers a competitive alternative to coal and diesel, supporting smelters, chemical plants, and manufacturing operations in Richards Bay and beyond. The terminal also aligns with South Africa’s Just Energy Transition, providing lower-carbon baseload power while renewables scale up. Challenges remain. Financing must be secured, regulatory approvals finalised, and infrastructure expanded to handle distribution. LNG pricing is another concern, as imported gas is more expensive than domestic coal. Yet the strategic benefits — energy security, industrial growth, and regional leadership — outweigh the risks. With ExxonMobil’s supply commitment, the Zululand Energy Terminal has moved from concept to credible reality. Richards Bay is poised to become the gateway for LNG into Southern Africa, anchoring the country’s energy future and ensuring that when the gas cliff arrives, South Africa will not be left in the dark. Zululand Energy Terminal (ZET)AspectDetailsLocationPort of Richards Bay, KwaZulu‑NatalDevelopersRoyal Vopak Terminal Durban, Transnet Pipelines, Reatile GroupEstimated Cost≈ $1 billion (≈ R15 billion)Phase 1Floating Storage Unit (FSU) – 170,000 m³, 3 mtpa capacityPhase 2Onshore tank + expanded capacity to 4. 5 mtpaAnchor CustomerEskom – 3,000 MW gas‑to‑power plant at Richards BayOther CustomersRichards Bay IDZ industries (chemicals, smelting, manufacturing); regional exports to Zimbabwe, Zambia, BotswanaSupply PartnerExxonMobil – LNG supply agreementTimelineFID expected 2027–2028; Phase 1 operations targeted for 2030Strategic RoleBridge fuel for power generation, industrial growth, regional LNG hub⚓ Zululand Energy Terminal – Floating Storage Unit `Phase 1 of the Zululand Energy Terminal hinges on a floating storage vessel at Richards Bay — South Africa’s first LNG gateway, bridging the country’s energy transition until permanent onshore tanks are built. FeatureDetailsPhase 1 AssetFloating Storage Unit (FSU) permanently moored at Richards BayCapacity~170,000 m³ LNG storageFunctionReceives LNG cargoes, stores cryogenic liquid, interfaces with onshore regasificationSend‑out Rate~400 mmscfd (≈ 3 mtpa)Maritime RoleSouth Africa’s first LNG gateway, enabling imports before shore‑based tanks are builtPhase 2 TransitionAddition of 220,000 m³ onshore tank; FSU may be replaced or retained as backupStrategic ImportanceProvides immediate import capacity, reduces upfront cost, accelerates commissioningAdded 23 June 2026♦♦♦♦♦♦♦♦♦News continues belowRamaphosa authorises out-of-country SANDF deploymentsSAS Adam Kok III at sea outside the port of Durban where the navy’s MMIPV’s are stationed. Picture: Clinton Wyness. Click image to enlargeDefenceWebThree letters from President Cyril Ramaphosa in his capacity as Commander-in-Chief of the SA National Defence Force (SANDF) to National Assembly (NA) Speaker Thoko Didiza put the stamp of approval on specific utilisation of defence assets and personnel in Mozambique, the Democratic Republic of Congo (DRC), and Mozambique Channel. In one instance, a letter notifies Parliament of an extension to the maritime security deployment Operation Copper, while a second confirms military assistance to then flood-stricken Mozambique for four months starting in January this year. The third Presidency missive authorises the “phased and timely withdrawal” of SANDF equipment and troops still in the Democratic Republic of Congo. DRCThe central African extension to wrap up Operation Thiba (South Africa’s contribution to the now defunct Southern African Development Community Mission in the Democratic Republic of Congo – SAMIDRC) sees 25 SANDF personnel, not named but probably from Department of Defence (DoD) Logistics Division elements, taking charge of returning South African military equipment firstly by land to Tanzania and then by sea to Durban before a final leg to home units and/or formations. This follows the mid-March 2025 termination of the SAMIDRC mandate after the fall of Goma to M23 rebels last January. Mindful that the mandate of the SADC Mission in the DRC was terminated, “the purpose of this employment is for the SANDF to successfully and safely repatriate RSA personnel and equipment from DRC to RSA via Tanzania. The withdrawal will be conducted for a period of six months, from 16 December 2025 to 30 June 2026,” at a cost of R37. 7 million, Ramaphosa’s letter read. The SANDF is, meanwhile, withdrawing its contribution to the United Nations mission in the DRC (MONUSCO). In a letter to Didiza dated 13 February, Ramaphosa extended the MONUSCO deployment for six months to complete the withdrawal, with 450 SANDF members remaining in the DRC for this purpose. To manage the “phased withdrawal”, Ramaphosa authorised the employment from 1 February 2026 until 31 July 2026 at an estimated cost of R883,124,104. Typically, compensation of employees (CoE) accounts for the majority of expenses and is paid to SANDF members anyway regardless of where they are deployed. During his Armed Forces Day address on 21 February, Ramaphosa said that the government is closing defence funding gaps, improving efficiencies and ensuring operational ambitions are matched by resources. Part of this reprioritisation process is drawing down South Africa’s participation as a troop-contributing nation to MONUSCO. SA Navy MMIPVs SAS King Shaka Zulu and SAS Adam Kok III taking part in Exercise Red Lion 2025. Picture: SA Navy. Click image to enlargeOperation CopperThe extension of Operation Cropper, South Africa’s commitment to the Southern African Development Community Maritime Security Strategy (SADC MSS) for a further 12 months, was dated 11 June – over two months post its 31 March mandate expiry date. The maritime security deployment is for 200 SANDF personnel from 1 April 2026 to 31 March 2027. Given its mandate is patrolling to counter piracy and “other illicit maritime activities” the extension should see an SA Navy (SAN) platform on station in the Mozambique Channel. Depending on which platforms are selected and for how long, the crew component for a Valour Class frigate numbers 120 including air and support crew for a Super Lynx maritime helicopter. If a Warrior Class MMIPV (multi-mission inshore patrol vessel) is given the nod, its crew should not exceed 50. Shore-based personnel will support the ship/s adjudged operationally able to cope with deployment demands. Cost-wise, the extension of Operation Copper is given as R33,992,978. According to Timothy Walker, Senior Researcher, Transnational Threats and Organised Crime, at the Institute for Security Studies (ISS), the SANDF has been conducting Operation Copper in the northern Mozambique Channel since 2011 after the hijacking of the Mozambican fishing vessel Vega 5 in late 2010. The incident seemed to suggest that the southward expansion of Somali piracy into the Mozambique Channel from 2008 to 2010 was unavoidable. For over a decade, there has been no sustained piracy threat in the area. And for at least the past four years, the navy has lacked the capacity to execute Operation Copper meaningfully. This suggests the mission has been sustained for political reasons rather than its ability to prevent piracy, Walker wrote. In 2011 and 2012, the country’s navy maintained near-continuous patrols. All its major available naval assets have been on station there at least once. These ships carried elements from the newly launched Maritime Reaction Squadron and ship-riders from Mozambique to take captured pirates into custody. This presence was supported by South African Air Force assets. Despite heightened piracy threats, Operation Copper yielded few direct engagements. Only a single 2012 incident saw the Drakensberg support Spanish and Tanzanian vessels intercept a pirate ship. Tanzania’s exit from the trilateral arrangement that year eroded the deployment’s intended regional character, which was never restored, Walker noted. “From 2013, Operation Copper gradually lost intensity and capacity as South Africa relied more on offshore patrol vessels or intermittent deployments since its major combatants, the frigates and Drakensberg, had become unavailable. With the shift from continuous to periodic patrols, no ship has been on station since 2022 due to vessels needing repairs and maintenance. ”Operation Copper has provided the SA Navy with valuable time at sea, helped improve maritime security in the region, and signalled that South Africa would not leave maritime security to external powers, but according to Walker, these gains have been uneven and costly. Deployments were often limited by unavailable platforms and by instances in which vessels broke down en route or were not deployable due to maintenance backlogs. “Rather than expanding into a genuinely collective regional effort, the operation remains narrow and dependent on South Africa. Even so, it continues to be justified in regional terms…Operation Copper risks appearing as a national deployment under the SADC name, but largely detached from – and not demonstrably advancing – the region’s maritime security strategy. Such a shift demands transparency around what the operation has delivered, including published outcomes assessments, clearer accounting of resource allocation, and a rigorous evaluation of impact. “Otherwise, Operation Copper risks remaining a paper deployment increasingly decoupled from its original rationale and threat profile, and sustained less by necessity than by institutional continuity and unresolved political logic,” Walker concluded. Flood reliefWhen South Africa’s eastern neighbour Mozambique was again struck by floods in January, Ramaphosa authorised “employment” of 100 SANDF personnel to provide humanitarian assistance. The assistance, as per The Presidency, in line with “the urgent and exceptional nature” of the call for help from Mozambique, was in terms of Operation Climate Change and saw 100 SANDF personnel on the ground in the central and southern parts of Mozambique from 18 January to 18 April. Ramaphosa’s Operation Climate Change letter is dated 12 June. He extended “sincere apologies for the delayed submission of this correspondence” and sought Parliamentary understanding “in light of the emergency circumstances under which the deployment was effected. ”The flood relief operation cost approximately R39 million. While not mentioned in Ramaphosa’s letter, the single Oryx and three A109 helicopters deployed to Mozambique rescued more than 700 people and delivered several tons of food aid as well as hundreds of litres of fuel. Almost 300 Mozambicans were killed and nearly 900,000 affected by flooding early this year. Written by Defenceweb and republished with permission. The original article can be foundhereAdded 23 June 2026♦♦♦♦♦♦♦♦♦News continues belowTransnet advances rail reform with launch of rolling stock leasing initiativeModern class 44 diesel-electric locomotives of Transnet Freight Rail, at Koedoespoort, 2015. Picture: Col André Kritzinger via Wikipedia CC BY-SA 3. 0Terry HutsonAfricaPorts & ShipsTransnet has taken another step in South Africa’s rail reform programme by inviting final proposals from two shortlisted bidders to establish a new rolling stock leasing company, commonly referred to as ‘LeaseCo’. The move follows a qualification process that began in April 2025 and attracted interest from 14 applicants. The new company is intended to address one of the major barriers facing the country’s rail sector — the shortage of locomotives and wagons available to freight operators. Under South Africa’s rail reform strategy, Transnet’s rail network is gradually being opened to third-party train operating companies (TOCs), allowing private operators to run trains on the national rail system. However, many prospective operators lack access to suitable rolling stock, while acquiring locomotives and wagons requires substantial capital investment and long lead times. LeaseCo is intended to bridge this gap by purchasing, refurbishing, managing and leasing rolling stock to operators in both South Africa and neighbouring countries. The objective is to create a commercially sustainable pool of locomotives and wagons that can be rented by operators as required, rather than forcing each operator to invest in its own fleet. The proposed structure would see Transnet contribute a ring-fenced fleet of existing rolling stock assets as equity in the business. The company would also draw on technical support and maintenance capabilities from Transnet Engineering. A private-sector majority partner would provide investment capital, management expertise and operational capability to rehabilitate and expand the fleet. According to Transnet, the initiative is intended to improve the utilisation of rail assets, lower barriers to entry for new train operators and stimulate greater competition within the freight rail sector. Group Chief Executive Michelle Phillips said there is significant demand for freight rail services that cannot currently be met because of limited rolling stock availability. She described LeaseCo as a mechanism for attracting private investment into the rail sector while improving the reliability and availability of freight transport. Transnet says it has already begun discussions with newly licensed train operating companies to assess their fleet requirements and has secured commitments from five operators that intend making use of the leasing company’s services. Demand is expected to increase further as the Transnet Rail Infrastructure Manager (TRIM) allocates additional train paths on the network to private operators. The success of the venture will be closely watched by the logistics industry. While opening access to rail infrastructure has been a major focus of government policy, the availability of locomotives and wagons has emerged as an equally important constraint. Without sufficient rolling stock, newly licensed operators are unable to fully utilise network access opportunities, limiting the pace of rail sector reform. If successfully implemented, LeaseCo could become one of the most important enabling mechanisms in South Africa’s rail modernisation programme, helping to increase freight volumes on rail, reduce pressure on road networks, improve supply chain efficiency and attract new private-sector participation into the industry. One issue that will be closely watched by prospective operators is the quality of the rolling stock transferred into LeaseCo. South Africa’s rail sector has long memories, and past debates over the allocation of assets following rail restructuring continue to influence perceptions. For the new leasing company to succeed, operators will need confidence that the locomotives and wagons made available are not merely surplus assets, but reliable and commercially viable equipment capable of supporting modern freight operations. In this regard, transparency around fleet condition, refurbishment programmes and governance arrangements may prove just as important as the capital invested in the venture itself. Added 22 June 2026♦♦♦♦♦♦♦♦♦News continues belowJohn Denholm appointed chairman of ICSJohn Denholm, new chairman of the ICSAfricaPorts & ShipsThe Board of the International Chamber of Shipping (ICS) has unanimously elected John Denholm CBE as Chairman at its Annual General Meeting held at Palazzo Valentini, Rome. Denholm, Executive Chairman of J. & J. Denholm and Denholm Energy Services, succeeds Emanuele Grimaldi, who concludes four years of leadership during a period of major challenges for global shipping. ICS Secretary General Thomas A. Kazakos welcomed the appointment, noting Denholm’s extensive industry experience and paying tribute to Grimaldi’s significant contribution to the organisation and the wider maritime community. Added 22 June 2026♦♦♦♦♦♦♦♦♦News continues belowFolk Maritime launches Red Sea Express service linking four portsFolk Maritime’s Red Sea Express service connects Jeddah, Yanbu, Sokhna, and Aqaba — a new corridor strengthening regional trade and Saudi Arabia’s logistics ambitions. source AI for AP&SAfricaPorts & ShipsFolk Maritime has unveiled a new regional shipping service designed to strengthen trade flows across the Red Sea, connecting four key ports in Saudi Arabia, Egypt, and Jordan. The Red Sea Express (RSX) service, introduced in June 2026, marks a significant step in Saudi Arabia’s drive to position itself as a global logistics hub. The service links Jeddah Islamic Port and King Fahd Industrial Port at Yanbu with Ain Sokhna in Egypt and Aqaba in Jordan, using vessels of around 1,100 TEU capacity. By offering direct sailings between these gateways, Folk Maritime aims to reduce waiting times, cut transportation costs, and provide exporters and importers with faster, more reliable access to regional markets. The initiative is supported by the Saudi Ports Authority (Mawani) and SABIC, reflecting Riyadh’s broader strategy to diversify its economy and expand non‑oil exports. For Yanbu, the service offers a dedicated outlet for petrochemical and industrial cargo, while Jeddah consolidates its role as the Kingdom’s primary Red Sea hub. Ain Sokhna strengthens Egypt’s eastern Mediterranean trade corridor, and Aqaba positions itself as a northern gateway for Jordanian and regional distribution. Beyond operational efficiency, the RSX service carries strategic weight. It enhances supply chain resilience by reducing reliance on congested transshipment hubs, while also reinforcing Saudi Arabia’s ambition to become a pivotal connector between Europe, Africa, and Asia. For shippers, the service promises shorter transit times and more predictable schedules — critical advantages in today’s competitive logistics environment. Yet challenges remain. The Red Sea has been exposed to geopolitical risks, with shipping lanes affected by regional instability and conflict. At the same time, RSX’s modest vessel size means it will compete primarily in the feeder and regional trade segment, rather than long‑haul global routes. Success will depend on reliability, cost competitiveness, and the ability to attract consistent cargo flows. Still, the launch of RSX signals a ‘Red Sea renaissance in regional’ shipping. By linking Jeddah, Yanbu, Sokhna, and Aqaba, Folk Maritime is not only opening new corridors for trade but also reinforcing the Red Sea’s role as a vital artery in global commerce. For Saudi Arabia, Egypt, and Jordan alike, the service represents a tangible step toward greater integration, efficiency, and resilience in maritime logistics. Added 22 June 2026♦♦♦♦♦♦♦♦♦News continues belowAntarctica:Bellingshausen Sea – Sea ice cover reducingPicture: European Union, Copernicus Marine Service Data EU© Click image to enlargeEdited byPaul RidgwayAfricaPorts & ShipsLondonMidwinter’s Day in AntarcticaAntarctic sea ice plays an important role in the polar climate system, influencing not only Southern Ocean ecosystems but also global ocean circulation. For this reason, sea ice conditions are closely monitored to better understand their impact. Recent media coverage has reported a deficit of around 650,000 km² in winter sea ice extent in the Bellingshausen Sea, which is located along Antarctica’s western coast, vis-à-vis the reference level for this time of year. This data visualisation, based on Copernicus Marine Service data for 10 June 2026, shows sea ice thickness around Antarctica, with the red line marking the 1981-2010 median ice edge, indicating the extent typically expected at this time of year. The deviation from the June median reference extent is particularly evident in the Bellingshausen Sea, where sea ice extent is visibly reduced compared with the climatological median. Copernicus Marine Service data supports the continuous monitoring of sea ice extent, thickness, and variability, informing climate assessments, maritime navigation, and polar environmental management. Added 22 June 2026♦♦♦♦♦♦♦♦♦News continues belowSA Port Statistics for the month of May 2026South Africa’s river port, East London, looking east. Picture: Transnet. Click image to enlargeTerry HutsonAfricaPorts & ShipsDurbanPort statistics for the month ofMay 2026, covering the eight commercial ports under the administration of Transnet National Ports Authority are now available. Overall figures for the eight South African ports covering the month of May 2026 pretty much match the overall figures for May 2025- 22. 243 million tonnes of cargo this May compared with 22. 316 mt last year. Container volumes year-on-year were also very similar with 342,363 TEUs handled this May compared with 346,480 in May 2025. During May this year a total of 800 ships called at South African ports (27,385,582 gross tons) compared with 817 vessels (25,568,698-gt) in May 2025. Again much of a muchness except for the gross tonnage. The statistics we show here reflect port cargo throughputs, including liquid and dry bulk cargoes, auto and container volumes and ships berthed. Motor vehicles are measured in vehicle units being the equal of 1 tonne per unit. For reference, containers are counted in TEUs, with each TEU representing 13. 5 tonnes. Container weights (tonnes) are included in the overall statistics. Figures for the respective ports during May 2026 are:Total cargo handled by tonnes during May 2026, including containers by estimated weightPORTMay 2026 million tonnesRichards Bay7. 010Durban7. 055`Saldanha Bay4. 381Cape Town1. 351Port Elizabeth0. 970Ngqura1. 309Mossel Bay0. 001East London0. 136Total all ports22. 243million tonnesCONTAINERS (measured by TEUs) during May 2026(TEUs include Deepsea, Coastal, Transship and empty containers all subject to being invoiced by NPAPORTMay 2026 TEUsDurban218,253Cape Town66,320Port Elizabeth7,744Ngqura48,854East London2,203Richards Bay33Saldanha Bay37Total all ports342,363 TEUMOTOR VEHICLES RO-RO TRAFFIC (measured by Units- CEUs) during May 2026PORTMay 2026 CEUsDurban50,488Cape Town4Port Elizabeth8,630East London3,178Richards Bay0Total all ports62,300 CEUsSHIP CALLS for May 2026PORTMay 2026 vesselsgross tonsDurban2319,183,796/td>Cape Town2394,952,131Richards Bay1285,212,308Port Elizabeth712,150,884Saldanha Bay442,445,057Ngqura452,715,601East London29891,875Mossel Bay1327,642Total ship calls80027,385,582— source TNPA, with adjustments regarding container weights byAfricaPorts & ShipsAdded 21 June 2026♦♦♦♦♦♦♦♦♦News continues belowMSC denies reports of interest in Hapag-Lloyd stakeMSC Sophie VII arriving in Durban on 9 May 2026. Picture: Trevor Jones. Click image to enlargeTerry HutsonAfricaPorts & ShipsSwiss container shipping giant MSC has dismissed reports suggesting it is exploring the acquisition of a stake in German liner company Hapag-Lloyd, following speculation that briefly stirred interest across the global shipping industry. The reports originated in the German business publication Manager Magazin, which claimed that MSC founder and chairman Gianluigi Aponte had examined the possibility of acquiring an interest in Hapag-Lloyd and had allegedly held discussions with key shareholders. However, MSC moved swiftly to reject the suggestion, stating that the report was “not true”. Hapag-Lloyd declined to comment on the speculation, a position that has done little to dampen industry interest in what would represent one of the most significant ownership developments in container shipping should such a transaction ever materialise. Although MSC’s denial appears unequivocal, the report has nevertheless attracted attention because of the strategic implications that any link-up between the world’s largest container carrier and one of its principal competitors would have for the liner shipping sector. MSC currently operates the largest container fleet in the world and has pursued an aggressive growth strategy in recent years, both through vessel acquisitions and investments in terminal infrastructure. Following the end of the long-running 2M alliance with Maersk, MSC has increasingly focused on operating independently while expanding its global network footprint. Hapag-Lloyd, meanwhile, remains a key partner of Maersk in the Gemini Cooperation, the operational network that commenced earlier this year and is intended to provide high schedule reliability and network efficiency across major east-west trade lanes. Any significant MSC shareholding in Hapag-Lloyd would inevitably raise questions about the future dynamics of that partnership, as well as broader concerns regarding market concentration within the container shipping industry. Industry observers note that any such move would face considerable hurdles. Hapag-Lloyd’s shareholding structure is dominated by long-term strategic investors, including German logistics billionaire Klaus-Michael Kühne and Chilean shipping group Compañía Sud Americana de Vapores (CSAV), both of whom hold substantial interests in the company. In addition, any attempt by MSC to acquire a meaningful stake in Hapag-Lloyd would likely attract close scrutiny from competition regulators in Europe and other jurisdictions, given the importance of both carriers in global container trades. The speculation also comes at a time when Hapag-Lloyd is pursuing its own strategic growth agenda. Earlier this year the company announced plans to acquire Israeli carrier ZIM Integrated Shipping Services in a transaction designed to strengthen its position in key international markets. For African shippers and port operators, any future change in ownership structures among the major global carriers would be closely watched. MSC, Hapag-Lloyd and Maersk all maintain extensive service networks serving African ports, including Durban, Cape Town, Ngqura, Mombasa, Lagos and other key regional gateways. For now, however, there is no evidence that MSC is pursuing a stake in Hapag-Lloyd, and the company’s direct denial leaves the reported discussions firmly in the realm of market speculation. Nevertheless, the episode serves as a reminder of the continuing strategic importance of consolidation, alliances and ownership structures in shaping the future direction of the container shipping industry. Added 21 June 2026♦♦♦♦♦♦♦♦♦News continues belowExpanding opportunities for future seafarers- IMO’s NextWave initiativePicture: www. imo. org IMO © Click mage to enlargeEdited byPaul RidgwayAfricaPort & ShipsLondonOn 12 June it was reported from HQ in London that the IMO is advancing the following phase of its NextWave Seafarers initiative, expanding opportunities for aspiring seafarers from developing countries to gain the sea-time experience required to enter the maritime profession. Saudi Arabian involvement; access to onboard trainingLaunched as a pilot partnership between IMO, the Kingdom of Saudi Arabia and Bahri, Saudi Arabia’s national shipping line, this initiative is to address a longstanding barrier facing many maritime graduates: access to onboard training. Whilecadetsmay complete their academic and certification requirements, many are unable to secure the sea-time needed to qualify as professional seafarers. The pilot demonstrated that this gap can be addressed through coordinated action between governments, industry and international organisations. Candidates from LLDCs, SIDS and LDCsWith renewed support from the Kingdom of Saudi Arabia, NextWave Phase 2 (2026–2027) will move from proof of concept to scale. The next phase aims to provide training opportunities for more than thirty cadets, while broadening eligibility to include candidates from developing countries including landlocked developing countries (LLDCs) alongside Small Island Developing States (SIDS) and Least Developed Countries (LDCs). Establishing offers of training berthsA key objective is to engage at least five shipping companies in offering training berths, creating a wider and more sustainable network of industry partners. Gender equality remains a central priority. The programme has set a target of 50% female participation and will undertake a dedicated study to identify and address barriers faced by women seeking careers at sea. An alumni network will also be established to foster mentorship and professional development among former participants. Towards a global cooperative frameworkAlongside the expansion of training placements, IMO is developing a global cooperative mechanism to support the long-term growth of the initiative. Findings from an independent evaluation of the pilot, together with studies on barriers to entry, will inform a framework designed to help governments, shipping companies and other stakeholders contribute to this cooperative mechanism under a common set of standards. The framework is expected to be presented at a global workshop hosted by IMO in 2026 with a view to attract additional shipping companies and IMO Member Governments to join this global initiative under the IMO umbrella. By connecting untapped talent with real opportunities at sea, this global movement catalysed by IMO seeks to strengthen the global maritime workforce while opening new pathways to employment, skills development and economic opportunity for developing countries in particular LLDCs, SIDS and LDCs. Added 21 June 2026♦♦♦♦♦♦♦♦♦News continues belowGrindrod appoints Raymond Ndlovu as ChairpersonAfricaPorts & ShipsRaymond NdlovuGrindrod has announced the appointment of Raymond Ndlovu as its new independent non‑executive Chairperson. Ndlovu, who has served on the Grindrod Board for several years, brings extensive experience in business and governance. His calm, considered leadership style and integrity have earned him wide respect across the organisation. The company said his appointment comes as Grindrod advances its growth strategy to deliver integrated, efficient and cost‑effective logistics solutions to customers. Added 21 June 2026♦♦♦♦♦♦♦♦♦News continues belowHappy Midwinter’s Daywritten byPaul RidgwayAfricaPorts & ShipsLondonToday, 21 June marks the shortest day of the year in Antarctica [and across the rest of the Southern Hemisphere] and British Antarctic Survey (BAS) will be celebrating the tradition of Midwinter’s Day. Happy Midwinter DayWith 24 hours of darkness across some of the continent and the landscape locked in frozen silence, this day is the halfway point of the long Antarctic winter, a symbolic turning point as the days slowly begin to stretch back toward light. The tradition is thought to date back to 1902, when Robert Falcon Scott and his expedition team braved their first Antarctic winter. To boost morale in the harsh conditions, they transformed Midwinter’s Day into a moment of joy, complete with decorations, gifts, and a feast. That first celebration set the tone for what would become a lasting tradition for teams working through the Antarctic winter, also known as ‘winterers. ’Added 21 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♦♦♦♦♦♦♦♦♦

Source: africaports.co.za