Africa PORTS & SHIPS maritime news 3 July 2026 - Africa Ports

Africa PORTS & SHIPS maritime news Here are the News Headlines: Beyond the Horizon: Corridors to Prosperity? Panorama: Wood chip carrier leaving Durban PIL and Evergreen launch direct Asia–South Africa corridor with Ubuntu/SAF Service Sailors’ Society expands Africa and Middle East Conferences SeaBird’s Fulmar Explorer to begin West Africa seismic project BOURBON secures major subsea services contract offshore Ghana Geopolitical instability emerges as defining risk in global shipping, ICS report finds Cape Town Container Terminal expands fleet with hybrid straddle carriers Strait of Hormuz: Large scale evecuation operation to be carried out Kobé-Kobé: Africa’s next major deepwater port takes shape in Gabon Transnet Pipeline diesel theft costs man 7 years in jail SAFLA gains seat at SARS Customs Forums, strengthening industry voice Crane fire at Durban Harbour’s D berth contained, no injuries reported ExxonMobil backs Richards Bay LNG terminal as South Africa braces for gas transition Ramaphosa authorises out-of-country SANDF deployments Transnet advances rail reform with launch of rolling stock leasing initiative Folk Maritime launches Red Sea Express service linking four ports

By Terry Hutson · July 3, 2026 · 51 min read

♦♦ ♦♦ ♦ ♦♦ ♦♦News continues belowBeyond the Horizon:Corridors to Prosperity?Every few weeks another announcement is made celebrating a new African transport corridor. The Lobito Corridor. The Walvis Bay Corridors. The Northern Corridor through Mombasa. The Central Corridor via Dar es Salaam. The Maputo Corridor. Renewed efforts to improve the Durban-Gauteng Corridor. The Iron Ore Corridor to Saldanha. The Richards Bay Coal Line. The Manganese Corridor. One can go on… and on!Each is presented as another important step towards unlocking Africa’s economic potential. Governments, development banks and private investors rightly point to the enormous benefits of modern railways, efficient ports, improved roads and streamlined border crossings. Billions of dollars are being committed to projects that promise to reshape the continent’s logistics landscape. There is much to applaud. Africa desperately needs better infrastructure. It needs reliable railways, deeper ports, efficient customs procedures and transport systems capable of moving goods quickly and competitively. Without them there can be little hope of sustained economic growth. Yet amid all the excitement surrounding these new corridors, one question deserves far more attention than it receives. What exactly are these corridors carrying?For the most part, the answer remains much the same as it has been for generations. Copper. Cobalt. Manganese. Chrome. Iron ore. Coal. Bauxite. Lithium. Agricultural products. Timber. Other raw or lightly processed commodities. In other words, Africa is becoming increasingly efficient at exporting the raw materials that drive industrial development elsewhere in the world. That is not, in itself, a criticism. Mining remains the backbone of many African economies. Commodity exports generate foreign exchange, government revenue and employment. Every country has a comparative advantage, and natural resources are among Africa’s greatest assets. The problem lies elsewhere. As Africa becomes better at moving raw materials to its ports, has it become equally successful at moving manufactured African products between African countries?That question goes to the very heart of the African Continental Free Trade Area. When AfCFTA was launched, it was hailed as one of the most ambitious economic integration projects ever undertaken on the continent. The vision was compelling: a single African market of more than 1. 4 billion people, creating new opportunities for manufacturers, exporters and entrepreneurs while encouraging regional value chains that would keep more economic activity within Africa. It was never simply about reducing tariffs. Its real ambition was to change the way Africa trades. Instead of exporting copper concentrate to Asia before importing finished electrical products months later, Africa would increasingly refine, process, manufacture and trade those products within the continent itself. Instead of exporting cocoa beans while importing chocolate, exporting cotton while importing clothing, or exporting timber while importing furniture, African industries would progressively move further up the value chain. That was always the prize. Yet when one examines today’s cargo flows through many African ports, the trading pattern has changed far less than the infrastructure supporting it. Bulk carriers continue arriving to load ores and minerals. Container ships continue discharging machinery, electronics, chemicals, manufactured consumer goods and industrial equipment from Europe and Asia. The logistics may be improving. The trading model has not evolved nearly as quickly. South Africa provides an instructive example. For much of the twentieth century it developed one of the continent’s most diversified manufacturing sectors. Locomotives, rail wagons, heavy engineering equipment, machinery, chemicals, motor vehicles, steel products and countless consumer goods were manufactured domestically. Today South Africa remains Africa’s leading industrial economy, but manufacturing occupies a smaller place in the national economy than it once did. Competitive pressures, unreliable infrastructure, energy shortages and rising imports have all contributed to a long-term erosion of industrial capacity. That experience should give the rest of the continent pause for thought. If Africa’s most industrialised economy finds it difficult to maintain a broad manufacturing base, how much more difficult will it be for countries whose exports remain overwhelmingly dependent on raw commodities?This is where the debate surrounding transport corridors deserves to mature. Too often infrastructure is treated as an end in itself. A new railway becomes a success because trains are running. A port expansion is celebrated because berth productivity has improved. A corridor is declared complete because transit times have fallen. These are all worthwhile achievements. But infrastructure alone does not create industrialisation. A railway is simply a transport system. A port is simply a gateway. A highway is merely a route between markets. They create opportunity, but they do not determine what travels upon them. That depends upon economic policy, investment, education, energy security, industrial competitiveness and political leadership. In that respect, Africa does not have an AfCFTA problem. It has an execution problem. The agreement exists. Political commitment remains strong. Most governments recognise the enormous potential of increased intra-African trade. Yet too many of the practical building blocks remain incomplete. Border procedures remain slow. Customs systems are not always harmonised. Rail networks often fail to connect seamlessly across national boundaries. Energy supplies remain unreliable in many countries. Manufacturers continue to face high production costs, while regional supply chains remain fragmented. None of these challenges can be solved by tariffs alone. That should not diminish the importance of today’s transport corridors. Quite the opposite. Without them there can be no competitive mining industry, no efficient agriculture, no successful manufacturing sector and no meaningful regional trade. The corridors are essential. But they should be viewed as the foundation, not the finished structure. Perhaps the measure of their success should not simply be how many millions of tonnes they carry each year, but what those tonnes actually consist of. If, ten years from now, the trains leaving the Copperbelt still carry little more than copper concentrate while the finished electrical equipment continues arriving from overseas, then Africa will have built world-class logistics without fundamentally changing its place in the global economy. That would represent a remarkable engineering achievement. But only a partial economic success. Ports too have always been measured by the cargo they handle. Perhaps the time has come to measure them also by the industries they help create. The true promise of Africa’s transport revolution lies not merely in helping the world gain easier access to Africa’s resources. It lies in helping Africans trade more with one another, manufacture more for one another, and create value that remains on the continent long after the ships have sailed. Perhaps that is the question every new corridor project should now be asked. Not simply, “Where does it lead?”But, “Where do we want it to take Africa?”Terry HutsonAfricaPorts & ShipsThese editorials are aimed at encouraging debate among yourselves or by sharing views – either on my Linkedin page or via emails to[email protected]Added 28 June 2026♦♦♦♦♦♦♦♦♦News continues belowMSC places multi-billion-dollar bet on LNG as shipping’s transition fuelGraphic: AP&STerry HutsonAfricaPorts & ShipsThe world’s largest container shipping line, Mediterranean Shipping Company (MSC), appears to have made one of its clearest strategic statements yet about the future of marine fuels. A series of major newbuilding orders for LNG dual-fuel containerships worth several billion US dollars suggests that MSC is increasingly placing its confidence in liquefied natural gas as the industry’s preferred transition fuel, reinforcing a direction first pioneered several years ago by French rival CMA CGM. The latest reported orders include up to 20 ultra-large LNG dual-fuel containerships of around 20,000 TEU, together with an expanding programme of approximately 11,500-TEU vessels. Should all options be exercised, the investment would rank among the largest container ship ordering programmes seen in recent years and further strengthen MSC’s already dominant position as the world’s largest container carrier, with a fleet now exceeding 1,000 ships. While the order itself is significant, it is what lies behind the decision that may prove even more important. A familiar MSC strategyThose who have followed MSC over the past two decades may recognise a familiar pattern. The company has rarely sought to become the first to embrace emerging technologies. Instead, it has generally preferred to observe how new regulations and technologies develop before committing itself on a very large scale. That philosophy was clearly demonstrated during the long-running debate surrounding exhaust gas cleaning systems, better known as scrubbers. In the years leading up to the International Maritime Organization’s 2020 global sulphur cap, opinion across the shipping industry was sharply divided. Many shipowners argued that scrubbers represented only a temporary solution and that investing millions of dollars in retrofitting existing vessels made little commercial sense. MSC took a different view. Rather than waiting for alternative fuels or propulsion technologies to mature, the Swiss-based carrier embarked on one of the industry’s largest scrubber retrofit programmes, sending a substantial portion of its fleet to shipyards for installation of the systems. The investment attracted criticism in some quarters, with scrubbers widely described as little more than a stop-gap measure designed to allow continued use of conventional high-sulphur fuel oil. Yet several years later, many of those same vessels remain in service with scrubber systems operating successfully, vindicating MSC’s decision to invest heavily in a technology that delivered immediate regulatory compliance while maintaining operational flexibility. LNG follows a similar pathA similar philosophy now appears to be emerging in relation to LNG. Rather than becoming an early pioneer, MSC appears to have waited until LNG propulsion technology, engine reliability and global bunkering infrastructure have reached a far greater level of maturity. Now, with the technology well established, the company appears to be investing at scale. If current ordering trends continue, MSC could eventually operate one of the world’s largest fleets of LNG-powered or LNG dual-fuel containerships. The approach reflects a characteristic MSC preference for adopting proven technology rather than becoming an early adopter of concepts that have yet to demonstrate long-term commercial viability. CMA CGM led the wayThe credit for pioneering LNG-powered ultra-large container ships belongs largely to France’s CMA CGM. In 2017, the company surprised much of the shipping industry by announcing an order for nine 23,000-TEU LNG-powered giants, at a time when many questioned whether LNG could become a practical marine fuel for vessels of that size. When CMA CGM Jacques Saadé (9839179) entered service in 2020, she became the world’s largest LNG-powered containership and demonstrated that LNG propulsion was commercially viable on the industry’s biggest vessels. Since then, CMA CGM has continued expanding its LNG fleet, while investing heavily in LNG bunkering capability and supporting infrastructure. Its willingness to embrace LNG at an early stage has undoubtedly accelerated wider industry acceptance. Graphic: AP&S AI generated Click image to enlargeChoosing today’s fuel, not tomorrow’sMSC’s latest investment should not necessarily be interpreted as a belief that LNG represents shipping’s final destination in the journey towards decarbonisation. Few industry observers believe LNG alone will satisfy the International Maritime Organization’s increasingly ambitious greenhouse gas reduction targets extending towards 2050. Instead, LNG is increasingly viewed as the most practical transition fuel currently available. Compared with conventional heavy fuel oil, LNG substantially reduces sulphur oxide emissions, particulate matter and nitrogen oxides, while also lowering carbon dioxide emissions. Just as importantly, LNG bunkering infrastructure has expanded rapidly across major global trade routes, allowing operators to fuel vessels without the operational uncertainties still associated with fuels such as green ammonia or hydrogen. Modern dual-fuel engines also provide an important degree of flexibility, allowing ships to operate on conventional fuels where necessary while remaining capable of using LNG whenever it is available. The industry appears to be making its choicePerhaps the strongest indication that LNG has moved beyond the experimental stage lies not with MSC alone but across the wider container shipping sector. Industry analysts estimate that well over two-thirds of container ships currently on order are being specified with dual-fuel propulsion systems, reflecting a growing consensus that owners require flexibility while the long-term fuel landscape continues to evolve. Different operators have naturally adopted different strategies. Danish carrier Maersk has focused much of its investment on methanol-powered vessels, believing that green methanol could ultimately provide a pathway towards lower carbon shipping. CMA CGM placed its confidence in LNG several years ago and continues expanding that fleet. Now MSC appears to be following the same broad direction, albeit in its own distinctive manner — waiting until the technology had demonstrated both commercial and operational maturity before committing enormous capital. Confidence in the transitionWhether LNG ultimately proves to be the industry’s dominant transition fuel over the next two decades remains to be seen. Future advances in synthetic fuels, ammonia, hydrogen and other alternative energy sources may yet reshape shipping’s long-term decarbonisation pathway. For now, however, MSC’s latest investment sends a powerful signal. When the world’s largest container shipping company commits billions of dollars to LNG dual-fuel ships, it is doing more than expanding its fleet. It is expressing confidence that LNG will remain at the heart of commercial container shipping for many years to come. And, just as its controversial investment in scrubber technology ultimately proved commercially sound, MSC may once again have judged the industry’s next major transition with remarkable precision. Added 2 July 2026♦♦♦♦♦♦♦♦♦News continues belowEni advances plans for third FLNG project as Mozambique’s LNG ambitions continue to growPicture: AP&S Click image to enlargeAfricaPorts & ShipsMozambique’s offshore natural gas ambitions have taken another significant step forward with the consortium led by Italian energy major Eni inviting expressions of interest for what could become the country’s third floating liquefied natural gas (FLNG) production vessel. The invitation, issued by Mozambique Rovuma Venture (MRV), calls for contractors capable of undertaking the engineering, procurement, construction, installation and commissioning (EPCIC) of a large-scale floating LNG production facility for deployment in Area 4 of the Rovuma Basin, offshore Cabo Delgado province. The proposed unit is expected to have a nominal liquefaction capacity of up to six million tonnes per annum (mtpa), making it substantially larger than either of its predecessors and potentially the largest FLNG vessel ever constructed. Companies have been invited to demonstrate experience with comparable offshore developments and the sophisticated technologies required for operations in approximately 2,000 metres of water. If the project proceeds as expected, it will become the third floating LNG development within the Area 4 concession, following the successful Coral Sul FLNG now in operation and Coral Norte, which entered the construction phase following its Final Investment Decision last year. Building on Coral Sul’s successThe latest project represents much more than simply another gas development. When Coral Sul entered production in 2022 it became Africa’s first deepwater floating LNG production facility, demonstrating that Mozambique could successfully commercialise its enormous offshore gas resources without waiting for massive onshore liquefaction complexes to be completed. The vessel has since established a strong operational record while producing LNG from the Coral South field in Area 4. Confidence gained from Coral Sul’s performance led directly to the approval of the second FLNG vessel, Coral Norte, which is currently under construction. With an expected production capacity of approximately 3. 6 mtpa, Coral Norte will effectively double production from the Coral hub to around seven million tonnes annually once it enters service. The proposed third FLNG takes this strategy another significant step forward. Unlike Coral Sul and Coral Norte, which each produce around 3. 4 to 3. 6 mtpa, the latest concept envisages a much larger six million tonne facility, reflecting increasing confidence in both the gas resource and floating liquefaction technology. Picture: AP&S Click image to enlargeArea 4 emerges as one of the world’s premier gas provincesArea 4, situated within the offshore Rovuma Basin close to the Tanzanian maritime boundary, has developed into one of the world’s largest undeveloped natural gas provinces following a succession of giant discoveries made by Eni beginning in 2011. The concession contains the Coral field together with the much larger Mamba gas complex, providing sufficient reserves to support multiple LNG developments over several decades. Mozambique Rovuma Venture, led by Eni together with its international partners, manages the upstream development of these resources, while associated projects include both floating LNG facilities and the proposed Rovuma LNG onshore liquefaction complex. The development philosophy adopted for Area 4 has increasingly demonstrated the advantages of floating LNG technology. By positioning liquefaction directly above the offshore gas fields, production can commence earlier, avoiding many of the logistical and security challenges associated with constructing large onshore processing facilities. This staged approach has allowed Mozambique to begin generating LNG exports while larger and more capital-intensive developments continue to progress. Europe’s growing interestThe timing of the latest FLNG proposal is also significant in terms of global energy markets. Europe’s search for reliable long-term LNG supplies has intensified dramatically over the past several years as countries seek to diversify away from previous dependence on Russian pipeline gas. While Mozambique’s LNG will continue serving customers across both Europe and Asia, European buyers are increasingly viewing East African gas as an attractive component of future energy security because of its substantial reserves, competitive production costs and relatively short shipping distances compared with some Pacific suppliers. Eni itself has noted that Coral Norte and future Area 4 developments are intended to help satisfy growing LNG demand in both Europe and Asia, highlighting Mozambique’s emerging role as an important supplier to international markets. A growing LNG hubTaken together, Coral Sul, Coral Norte and the proposed third FLNG vessel would represent a remarkable transformation for Mozambique. The combined floating production capacity alone could exceed 13 million tonnes of LNG annually, before production from the planned Rovuma LNG onshore project is even considered. Should all of these developments proceed, Area 4 would rank among the world’s most important integrated offshore LNG production hubs, cementing Mozambique’s position as one of Africa’s leading gas exporters and an increasingly important contributor to global energy security. For Mozambique, the latest call for expressions of interest is therefore much more than another engineering tender. It signals growing confidence by international investors that the country’s offshore gas industry has moved beyond its pioneering phase and is entering a period of sustained expansion, with the Rovuma Basin steadily assuming its place among the world’s premier LNG-producing regions. Added 2 July 2026♦♦♦♦♦♦♦♦♦News continues belowFrom converted cargo ships to high-tech power stations: Karpowership unveils Sea Lion classIrem Sultan, which has operated from the port of Nacala, is one of the fleet of Karpowership floating power stations. Picture: Karadenizsosyal CC BY-SA 4. 0 Wikipedia Commons. Click image to enlargeTerry HutsonAfricaPorts & ShipsThe world’s leading operator of floating power stations has embarked on the next chapter in the evolution of the powership concept, with construction beginning on an entirely new class of purpose-built vessels that promises greater efficiency, lower emissions and a new generation of rapid-deployment electricity generation. Turkish floating power specialist Karpowership has begun construction of the first of four new Sea Lion-class powerships, marking a significant technological milestone for a company that pioneered the concept of mobile floating power stations more than 15 years ago. Steel cutting has now taken place at the HSG Sungdong shipyard in South Korea, with deliveries of the four vessels scheduled between January and May 2028. Each Sea Lion-class vessel will be capable of producing approximately 300 MW of electricity, enough to supply hundreds of thousands of homes, while incorporating a new generation of combined-cycle gas turbine technology that promises substantially improved fuel efficiency compared with previous powership designs. A shipping innovation that created an entirely new industryFor the maritime industry, however, the significance extends well beyond another four vessels joining the fleet. The Sea Lion class represents the latest step in the remarkable evolution of a concept that began with the conversion of ordinary merchant ships into floating power stations and has grown into a global business supplying electricity to countries across Africa, Asia, the Middle East and Latin America. Picture: Karpowerships / HSG Sungdong shipyard. Click image to enlargeFrom converted cargo ships to purpose-built power stationsWhen Karpowership introduced its first floating power station in 2010, the idea was both simple and revolutionary. Instead of waiting years for a conventional land-based power station to be designed and built, the company converted an existing cargo ship into a fully operational generating plant capable of sailing to countries facing electricity shortages and connecting directly into their national grids. The pioneer was Karadeniz Powership Doğan Bey, a former cargo ship converted into a floating power station before entering service in Iraq in 2010. Several further merchant vessels — including bulk carriers and general cargo ships — were subsequently converted into powerships, demonstrating that electricity generation could become a mobile maritime service rather than a permanently fixed shore installation. As demand increased, however, Karpowership gradually moved away from ship conversions and towards purpose-built vessels designed from the keel up as floating power stations. Constructed through the company’s own Karmarine shipyard in Türkiye, these bespoke vessels allowed larger generating capacities, improved machinery layouts and greater operational flexibility. The new Sea Lion class continues that progression, combining purpose-built ship design with an entirely new generation of power plant technology. A major technological step forwardUnlike earlier Karpowership vessels, which primarily employ large medium-speed reciprocating diesel or dual-fuel engines similar to those found in commercial shipping, the Sea Lion class will utilise three combined-cycle gas turbines. Combined-cycle technology captures waste heat from the primary gas turbines to generate additional electricity through a secondary steam cycle, substantially increasing overall thermal efficiency while reducing fuel consumption and emissions. Modern combined-cycle plants are capable of achieving thermal efficiencies approaching 60%, compared with approximately 45–50% for conventional large reciprocating engine installations. The new vessels will measure approximately 136 metres in length with a relatively shallow 4. 5-metre draught, allowing deployment at a wide variety of ports and coastal terminals. Growing fleet reflects worldwide demandThe Sea Lion class becomes the newest member of Karpowership’s expanding family of floating power stations, each designed to meet different levels of electricity demand. Powership ClassTypical Generating CapacityGeneration TechnologyTypical DeploymentSeal Class34–40 MWMedium-speed diesel enginesSmall national grids, islands and remote regionsMermaid Class70–80 MWMedium-speed diesel enginesRegional electricity supplyShark Class110–240 MWLarge reciprocating engine power plantMedium-sized national gridsOrca Class≈200 MWDual-fuel reciprocating enginesFlexible utility generationKhan ClassUp to 470 MWLarge dual-fuel engine installationMajor national grid supportWhale ClassUp to 600 MWLarge reciprocating engine installationHigh-demand metropolitan supplySea Lion Class (2028)300 MWCombined-cycle gas turbines (CCGT)High-efficiency utility-scale generationCollectively, Karpowership now operates the world’s largest fleet of floating power stations, with around 45 vessels providing more than 8 GW of installed generating capacity. Strong African footprintAfrica has become one of Karpowership’s most important operating regions. The company’s longest-running African project is in Ghana, where floating power stations have supplied electricity since 2015. Among these is the Karadeniz Powership Osman Khan, one of the largest floating power stations ever constructed, producing around 470 MW. In Mozambique, the Karadeniz Powership İrem Sultan has operated from Nacala, supplying electricity both to Mozambique and, at various times, into neighbouring regional power markets. Karpowership has also undertaken projects elsewhere on the continent, including Senegal, Sierra Leone, Sudan, Guinea-Bissau, Guinea, Côte d’Ivoire and Gabon, reflecting the continuing demand for rapidly deployable electricity generation across Africa. The South African proposal that never happenedSouth Africans became familiar with Karpowership during the country’s prolonged electricity crisis, when the company proposed supplying emergency generating capacity under government’s Risk Mitigation Independent Power Producer Procurement Programme (RMIPPPP). The proposal envisaged deploying powerships at the ports of Richards Bay, Ngqura (Coega) and Saldanha Bay, providing more than 1,200 MW of additional generating capacity to the national grid. The project, however, became embroiled in environmental objections, legal challenges and procurement disputes. Following a succession of court rulings and regulatory setbacks, the proposal ultimately failed to proceed. Importantly, the legal challenges related to environmental authorisations and aspects of the procurement process rather than to the technical viability of powership technology itself. Had the project gone ahead, South Africa would have become one of Karpowership’s largest African markets. Looking aheadAlthough many countries are investing heavily in renewable energy, demand remains strong for rapidly deployable dispatchable generation capable of supporting national grids during periods of shortage, economic expansion or infrastructure failure. The Sea Lion programme suggests Karpowership sees continued long-term opportunities for floating generation while recognising the need to improve efficiency and reduce emissions. From humble beginnings as converted cargo ships, powerships have evolved into sophisticated, purpose-built engineering platforms. The arrival of the Sea Lion class marks another important chapter in that evolution — and indicates that floating power generation is likely to remain an important component of the global energy mix for years to come. BOX:What is a Powership?A powership is a fully equipped floating power station installed aboard a specially converted or purpose-built vessel. Instead of constructing a conventional land-based generating plant, the complete electricity-generating facility is housed aboard ship. Once alongside a suitable berth or mooring, the vessel connects to the national electricity grid using high-voltage shore cables and can begin supplying electricity within weeks, provided the necessary grid infrastructure is in place. Depending on the installation, powerships can operate on liquefied natural gas (LNG), pipeline natural gas, heavy fuel oil (HFO) or dual-fuel systems. Some installations also employ floating LNG storage and regasification units to supply fuel offshore. Their principal advantage is speed. Whereas a conventional power station can take several years to design and build, a powership can provide temporary or medium-term generating capacity almost immediately, making it particularly attractive to countries facing electricity shortages, natural disasters or rapidly growing demand. When the contract ends, the vessel simply disconnects and sails to its next assignment, making floating power stations one of the most flexible forms of utility-scale electricity generation currently available. Added 1 July 2026♦♦♦♦♦♦♦♦♦News continues belowA day when South Africa held its breath…Gavin KellyCEORoad Freight AssociationStatement by RFA on events of 30 June 2026It’s midway through the day after 30 June 2026. The dust has settled, and it’s time to take a look at what the day held for South Africa in general – and the road freight and logistics sector, in particular. 30 June will definitely rank as one of those days when everyone was focussed on citizens across various cities and towns protesting the problem of illegal (undocumented) foreigners and the effect these have on their daily lives. It must be clearly stated upfront – that the fear of a repetition of the July 2021 fiasco was foremost in the minds of most businesses – especially the road freight logistics sector who were worried about staff, drivers, trucks, warehouses and stock. The experience of July 2021 is still keenly felt. Whilst the average citizen struggled with decisions around travel, going to work or even how the roads to local shops would be affected, logistics companies were shoring up defences, manoeuvring security and disaster response teams and making hard business decisions on whether to continue operating, or not. During the day, protestors showed that South Africans can voice (display) their unhappiness / displeasure with circumstances without resorting to violence, property destruction, personal attacks or senseless acts of brutality. However, in several places in Gauteng and KZN, protesters (or opportunistic criminals) started looting shops and businesses owned by foreigners. This was both tragic and uncalled for. What is somewhat of concern, is that the organisers stated that these protests would occur every Thursday until their demands had been met (by government). That is of concern as this can only lead to a heightened risk of violence should the “demands / expectations” not be met. The Road Freight Association (RFA) commends the various structures, organisations and entities that combined to ensure that there were peaceful protests, with the rights of protest equally protected alongside the right to continue with everyday life and the activities related to that. South African Police Services (SAPS), various security firms, community forums and organisations and the organisers of the various marches and protests all played a role in ensuring peace and stability. The Association notes that, as opposed to the July 2021 episode, there was far more planning, coordination and cooperation between various sectors of society to ensure a far better response – and thereby, control. We must recognise that. Applaud that. Reinforce that. The country does not need to descend into another fractured hell-hole that would further destroy our reputation as the Rainbow Nation, as well as chase away any future investment and growth prospects. Today (and in the days to come) – the inevitable “counting the cost” exercise will begin. We have a good idea of the bill that the taxpayer had to “foot” for the SAPS presence. Based on what transpired over the day and night – probably good money well spent. In the road freight and logistics sector, extra security was laid on, more surveillance teams and more shifts. Some transporters had doubled their vehicle applications before today – and may do the same for a day or two after to “catch up” on trips that may not have happened today. Not necessarily an extra cost here – but perhaps more overtime than normal on the days before and after. The important point is: we have not seen burning trucks, destroyed warehouses, local retailers being looted and general wanton looting and destruction. That figure related to destruction, rebuilding, repair and replacement will be almost non-existent. Almost. Those who chose to hold their vehicles in depots or along safe places en route (there were many of our neighbouring country transporters who chose that route) – their large vehicles cost around R4,500 a day (when you add all the fixed and operational costs into the mix over a period of a year). Smaller classes of vehicles are less. Perhaps, if you add the full cost of all the extra security, extra shifts, extended warehousing and control, delayed trips (especially from ports or across borders), paid days for employees told to stay at home (just in case) – the sector may have incurred a hundred million rand, or so. The real questions remain: will the problem of undocumented foreigners be resolved? Will the relevant laws relating to immigration, labour and employer duties be applied – continuously, transparently and across all sectors and employers? Is this really about undocumented foreigners – or is something else the real problem and this is just another of the “symptoms” and a vehicle to express discontent? Will the SAPS be able to continue doing the (magnificent) job it did on 30 June, everyday, everywhere, every time?We are thankful for the mostly peaceful manner in which the protest was done. Hopefully those that can affect change (for the better) have heard. God Bless Afrika. God Bless Her people. Without Trucks, South Africa (and Afrika) StopsAdded 1 July 2026♦♦♦♦♦♦♦♦♦News continues belowPublic input sought: Review of Transnet’s Petroleum Pipeline tariff structurePicture AI for AP&SAfricaPorts & ShipsThe National Energy Regulator of South Africa (NERSA) has invited stakeholders and members of the public to submit written comments on the second consultation paper for the Review of the Rolled-in Tariff Approach used in determining Transnet SOC Limited’s tariffs for its Petroleum Pipelines System. This second consultation document has been enhanced to incorporate feedback from key stakeholders, together with further evidence gathering and preliminary analysis. NERSA has initiated this review of the rolled-in tariff methodology to assess its continued appropriateness and effectiveness. The review forms part of NERSA’s commitment to periodically evaluate its regulatory frameworks in response to significant changes in the petroleum industry. It aims to determine whether the current approach remains effective in promoting equitable outcomes, cost-reflective tariffs, and efficient use of infrastructure, while taking into account emerging stakeholder concerns, infrastructure developments, and evolving market conditions. Requests for confidential treatment of information contained in the comments must be made in accordance with Rule 4 of the Petroleum Pipelines Act Rules, 2019. The discussion document is available on the NERSA website athttp://www. nersa. org. zaunder ‘Petroleum Pipelines/Consultation>Notices’. Written comments must be sent to the Head of Department: Petroleum Pipelines Tariffs at: PO Box 40343, Arcadia, Pretoria 0007, or email[email protected]– closing date for comments is 5 August 2026Added 1 July 2026♦♦♦♦♦♦♦♦♦News continues belowGlobal driver shortage signals growing strain on long-haul freight systems, including Africa’s road corridorsPicture: IRUAfricaPorts & ShipsA deepening global shortage of professional truck drivers is emerging as a structural constraint on road freight capacity, with growing relevance for African logistics corridors that depend heavily on long-haul trucking. The latest report from the International Road Transport Union (IRU) estimates that around 2. 9 million driver positions remain unfilled across 18 markets, representing about 11% of the global workforce. In Europe alone, the shortage stands at approximately 502,000 drivers, with operators increasingly unable to meet contract demand. The IRU warns that the issue is no longer cyclical, but structural — driven by ageing workforces, limited recruitment pipelines, and declining attractiveness of long-distance driving to younger workers. Figure 1. Click to enlargeGrowing relevance for Southern African trade routesWhile the report is global, its implications are particularly significant for Southern Africa’s road freight system, where trucking remains the dominant mode of cargo movement between ports and inland markets. Key corridors such as Durban–Gauteng, the Maputo Corridor, and routes linking South Africa and Namibia with Zimbabwe, Zambia, the DRC, Botswana and Mozambique rely heavily on long-haul trucking capacity. These routes are already under pressure from border delays, infrastructure constraints, and security risks, all of which make driver recruitment and retention more difficult. Corridors linking inland destinations with East African ports face similar pressures. Industry operators across the various regions have previously highlighted shortages of experienced cross-border drivers, particularly for long-distance and hazardous cargo movements. Structural labour pressuresThe IRU report notes that in many markets freight demand is growing faster than the available driver pool. It also highlights demographic pressure, with large numbers of experienced drivers expected to retire within the next five years. In Europe, around 660,500 drivers are expected to leave the profession by 2030, while similar ageing trends are visible in other developed logistics markets. Figure 4. Click to enlargeWomen remain heavily under-represented, accounting for just 4% of truck drivers in Europe, while younger entrants continue to decline across most regions. Beyond pay: changing job expectationsA key finding of the report is that higher wages alone are no longer sufficient to attract or retain drivers. Increasingly, factors such as predictable schedules, secure parking, time at home, vehicle quality and working conditions are becoming decisive. This shift is particularly relevant to long-haul trucking in Africa, where extended trip cycles, cross-border delays and limited roadside infrastructure already place additional strain on driver welfare. Industry response remains fragmentedOperators are responding through improved scheduling, training initiatives and recruitment partnerships. However, the IRU warns that isolated company-level action will not resolve the shortage. It calls instead for coordinated action between industry and government to strengthen recruitment pipelines and improve the attractiveness of professional driving as a career. OutlookFor African logistics corridors — already constrained by infrastructure bottlenecks and border inefficiencies — the tightening global driver market adds another layer of operational pressure. As trade volumes continue to grow across the continent, the availability of skilled long-haul drivers is likely to become an increasingly important factor shaping the reliability and cost of overland freight movements. Download the IRU reporthere. Added 30 June 2026♦♦♦♦♦♦♦♦♦News continues belowPort Sudan signals recovery with return of transshipment container operationsPort Sudan. Picture: Organization for World Peace. Click image to enlargeAfricaPorts & ShipsPort Sudan is showing further signs of recovery as a regional maritime gateway following the resumption of transshipment container operations, with the recent arrival of the container ship Transmar Legacy underlining renewed confidence in Sudan’s principal seaport. The Panama-flagged 204-metre, 30,580-dwt Transmar Legacy (IMO 9357121) is among the largest container vessels to call at Port Sudan in recent years and reflects the port’s efforts to rebuild its position as an important logistics hub on the western shores of the Red Sea. The vessel’s call follows the recent announcement by the Sudan Sea Ports Corporation that transshipment cargo handling has officially resumed after an extended suspension. The first vessel to handle transshipment containers under the restored service was the container ship Euphoria (IMO 9235828), marking an important milestone in the port’s gradual recovery. For the shipping industry, the significance extends well beyond the arrival of a single ship. Despite more than three years of conflict in Sudan, Port Sudan has remained the country’s principal maritime gateway and a vital lifeline for imports, exports and humanitarian cargo. While the conflict has disrupted trade and affected investor confidence, the port has continued to operate and has assumed an even greater strategic role as Sudan’s main commercial seaport. The restoration of transshipment operations suggests that terminal facilities and port services have reached a level of operational stability that is once again attracting regional liner services. It also reflects the Sea Ports Corporation’s determination to restore Port Sudan’s standing as a Red Sea transshipment gateway capable of serving cargo moving between Africa, the Middle East and international markets. For shipping lines and cargo owners, renewed transshipment services offer the prospect of improved connectivity, greater routing flexibility and the gradual return of regional cargo flows that had been disrupted by the conflict. Port authorities have indicated that they are pursuing measures to attract additional shipping lines and increase transit cargo volumes, with the objective of rebuilding Port Sudan’s competitiveness within the Red Sea region. Although much work remains before traffic returns to pre-conflict levels, the resumption of transshipment operations and the arrival of larger container vessels provide encouraging indications that commercial confidence in the port is beginning to recover. For a port that has featured more frequently in headlines because of conflict than commerce in recent years, the return of regular transshipment activity represents a welcome reminder that maritime trade continues to play a vital role in Sudan’s economic future and in maintaining regional supply chains across the Red Sea. Added 30 June 2026♦♦♦♦♦♦♦♦♦News continues belowONE launches new Mediterranean Africa container serviceONE Resilience Durban Picture by Jumaine Kruger. Click image to enlargeAfricaPorts & ShipsOcean Network Express (ONE) has announced the launch of a new Mediterranean Africa Express (MAX) container service, providing a dedicated link between West Africa and the carrier’s Mediterranean hub network. The new weekly service is intended to strengthen shipping connections between West African ports and major international trade lanes, offering improved access to markets across Asia, Europe, the Americas and the Indian Subcontinent. The MAX service will operate on the following rotation:Algeciras – Tangier – Dakar – Tema – Lekki (Lagos) – Abidjan – AlgecirasThrough transshipment at the Mediterranean hub ports of Algeciras and Tangier, customers will have access to ONE’s wider global network, including services serving the Far East, Northern Europe, the Indian Subcontinent, North and South America, and other Mediterranean destinations. According to ONE, the new service has been introduced in response to growing demand for dependable shipping links between West Africa and international markets, as regional trade volumes expand and supply chains become increasingly diversified. The carrier says the service is designed to provide more reliable schedules, greater routing flexibility and improved connectivity for importers and exporters throughout the region. The inaugural sailing is scheduled to arrive at Algeciras on 7 July 2026, with the service operating on a weekly basis thereafter. Commenting on the launch, Mr. Hosaka, Managing Director of ONE (Europe), said the company remained committed to expanding its presence in Africa. “We are committed to investment and growth in Africa. The MAX service is a vital addition to our network, strengthening the links between West Africa and key global trade routes while providing our customers with seamless access to ONE’s extensive international network. ”The introduction of MAX further expands ONE’s African service portfolio and reflects the increasing strategic importance of West African container trades as regional economies continue to develop and international shipping lines invest in improved network coverage. Added 30 June 2026♦♦♦♦♦♦♦♦♦News continues belowTraxtion Imports KiwiRail Diesels for Transnet CorridorsTerry HutsonAfricaPorts & ShipsTraxtion has begun shipping the first batch of eight diesel‑electric locomotives acquired from KiwiRail in New Zealand, part of a landmark R3. 4 billion (approx €173 million) investment programme that will see 46 units, valued at R1. 8 billion or approx €91 million) brought to South Africa. The eight locomotives were loaded onboard the heavylift vessel Eemslift Dafne (IMO 9671448) which departed Lyttelton Harbour on 27 June for Tanjung Pelepas and is expected to arrive in Durban later in July. The Traxtion fleet is destined for refurbishment and deployment on Transnet’s 3ft 6in (Cape gauge) network, strengthening private freight services on key national corridors. Locomotive 5016 being loaded into Eemslift Dafne, Lyttelton 25 June 2026. Picture: Alan Calvert. Click image to enlargeThe 46 Cape gauge locomotives acquired from Kiwirail consist of 42 U26C type and 4 C30‑8MMI type units and are believed to be the largest private rail rolling‑stock investment in South Africa to date. Delivery will be made in four separate tranches commencing with the eight locomotives now on the water on board the Eemslift Dafne. It is understood the locomotives will be rebuilt at Traxtion’s Rail Services Hub in Rosslyn, with new engines and control systems, improving reliability and reducing fuel consumption. Traxtion already operates in 10 African countries. The new fleet will strengthen its ability to provide cost‑effective private freight services across southern Africa. Locomotive 5016 being loaded into Eemslift Dafne, Lyttelton 25 June 2026. Picture: Alan Calvert. Click image to enlargeTraxtion’s new fleet could cover around 5% of the national capacity gap, easing pressure on road transport. Together with other participants in the programme, Traxtion’s move marks a turning point in South Africa’s rail sector, introducing competition and efficiency to a system previously dominated since 1910 by Transnet in its various guises. Added 29 June 2026♦♦♦♦♦♦♦♦♦News continues belowSouth African logistics sector braces for potential disruption as industry activates contingency plansPicture: AI for A&S. Click image to enlargeTerry HutsonAfricaPorts & ShipsWith South Africa entering Tuesday, 30 June, amid heightened tensions surrounding planned anti-illegal immigration demonstrations, much of the country’s logistics and supply chain sector has already moved into contingency mode. Although government has repeatedly stated that 30 June should proceed as a normal working day and has assured the public that law enforcement agencies are prepared to maintain order, businesses across several sectors have spent the past few days reviewing operational plans in anticipation of possible localised disruption. The greatest concern is not widespread damage to infrastructure, but rather interruptions to the movement of freight resulting from demonstrations, temporary road closures, increased police activity or employees being unable to reach workplaces. Road freight operators are expected to bear the greatest operational risk, particularly those serving the major transport corridors linking Durban, Gauteng and possibly the Eastern Cape. Any disruption along these routes could have a knock-on effect throughout national supply chains, affecting everything from container movements to retail distribution and manufacturing. Earlier on Monday, Road Freight Association Chief Executive Gavin Kelly advised operators, where possible, to complete deliveries ahead of Tuesday’s planned demonstrations and confirmed that member companies were monitoring developments on an hourly basis as part of their contingency planning. Those preparations have now largely been completed, with operators expected to rely on real-time route monitoring and operational flexibility throughout Tuesday. International shipping lines have also begun implementing precautionary measures. In a customer advisory issued on Monday, Maersk confirmed that it had activated business continuity measures “to ensure business continuity while ensuring the safety of our people, assets and our customers’ business. ”The advisory said that Johannesburg (Grindrod Logistics Denver), Cape Town and Durban Counters will be closed during Tuesday, 30 June 2026 with normal business operations re-commencing on Wednesday, 1 July 2026. “For urgent documentation, release requests, or operational queries, our Customer Experience Team remains available through the usual digital channels,” the advisory stated. The advisory added that restricted depot operations will be in place during Tuesday 30 June, subject to ongoing monitoring and real-time risk assessments. “However, no depots will be available for collections or drop-offs in Johannesburg, and only one depot will be available in the Durban area. ”The advisory illustrates that global logistics providers were preparing for operational uncertainty even though no widespread disruption had yet materialised. The ports themselves, including Durban, are expected to remain operational unless local security conditions deteriorate significantly. However, port efficiency depends heavily on the uninterrupted movement of trucks, terminal staff, customs brokers, warehouse personnel and supporting transport services. Any disruption to these links could slow cargo movements without directly affecting port infrastructure. Warehousing, distribution centres, customs clearing agents and freight forwarding companies are similarly expected to experience varying levels of operational pressure should demonstrations affect employee travel or road access. Some retailers, wholesalers and independent businesses have already indicated that they intend closing for the day as a precaution, reducing freight demand in some sectors while potentially creating additional delivery pressure later in the week. KwaZulu-Natal remains the province attracting the closest attention because of the strategic importance of the Port of Durban and its extensive road freight network. Gauteng’s concentration of warehousing and distribution facilities also represents a critical component of the national supply chain, while parts of the Eastern Cape and Western Cape are expected to maintain heightened security measures and business continuity plans. Business organisations have also urged calm while recognising the importance of maintaining lawful operations. Business Unity South Africa and Business Leadership South Africa said in a joint statement that concerns surrounding immigration should be addressed through lawful processes and stressed the importance of respecting the rule of law while maintaining business continuity and protecting economic activity. At the time of writing there was no indication that South Africa’s logistics network faced widespread shutdown. Rather, industry preparedness reflects a precautionary response to an uncertain operating environment. Shipping lines, freight forwarders, road freight operators, retailers and exporters have all implemented contingency measures ranging from revised transport schedules and route planning to service adjustments and enhanced security arrangements. How Tuesday unfolds will depend largely on whether demonstrations remain peaceful and whether the country’s principal freight corridors continue operating without significant interruption. For the logistics industry, the day is likely to be characterised not by systemic failure but by heightened operational vigilance, with companies monitoring developments closely and responding rapidly to events as they unfold. Added 29 June 2026♦♦♦♦♦♦♦♦♦News continues belowMisdeclared Cargo Fires: WSC Calls for EnforcementAI for AP&SAfricaPorts & ShipsMisdeclared and undeclared dangerous goods continue to pose a serious and preventable threat to global shipping, with new data underscoring the scale of the risk. According to Allianz’s Safety & Shipping Review 2026, a container ship fire is recorded on average every 17 days, with misdeclared cargo identified as a major contributor. Fires on vehicle carriers are also highlighted, occurring every 37 days, with electric vehicles adding new dimensions to the challenge. Joe Kramek, President and CEO of the World Shipping Council (WSC), warned that the issue goes far beyond paperwork. “Misdeclared and undeclared dangerous goods are a known and preventable threat to seafarers, ships, cargo and the marine environment,” Kramek said. “This is not a paperwork issue. It is a life‑and‑death safety issue. ”While most shippers comply with international rules, Kramek stressed that a minority of irresponsible actors are cutting corners, hiding risks, and endangering lives — undermining those who follow the regulations. To counter this, WSC has rolled out its Cargo Safety Program, an AI‑enabled screening tool that flags high‑risk shipments before loading. One recent case involved cargo declared as ‘hand tools’ that was revealed to be lithium‑ion battery‑powered equipment — a fire hazard if improperly handled. Thousands of such incidents have already been prevented through the programme. WSC is also leading efforts at the International Maritime Organization to strengthen fire safety standards for vehicle carriers, including measures for the safe transport of electric vehicles. “Industry will do its part, but it cannot solve this challenge alone,” Kramek concluded. “Governments and regulators must enforce the international rules already in place to protect seafarers, ships, cargo and the global supply chain. ”Added 29 June 2026♦♦♦♦♦♦♦♦♦News continues belowPanorama:Wood chip carrier leaving DurbanForest Venus Durban Picture: Keith Betts. Click image to enlargeForest Venus Durban Picture: Keith Betts. Click image to enlargeMSC Nigeria Durban Picture Benny Janse van Rensburg. Click image to enlargeVessel ParticularsShip NameIMO No. Gross Tonnage (GT)Deadweight (DWT)Year BuiltCapacity / RoleOwner / OperatorForest Venus947793349,54958,7662009Woodchip CarrierHisamoto Kisen Co. Ltd (Japan)Flag: Marshall IslandsMSC Nigeria997454179,103101,456–106,7822025Container Ship (~8,500–9,000 TEU class)(MSC)Flag: LiberiaAdded 28 June 2026♦♦♦♦♦♦♦♦♦News continues belowPIL and Evergreen launch direct Asia–South Africa corridor with Ubuntu/SAF ServicePicture: AI/AP&S for illustrative purposes. Click image to enlargeTerry HutsonAfricaPorts & ShipsPacific International Lines (PIL), in partnership with Evergreen Marine Corporation, has inaugurated a new direct shipping link along the Indo‑Pacific corridor between Asia and South Africa, underscoring the growing importance of the Indo‑African trade corridor. PIL has christened the service the Ubuntu Express (UBX), drawing inspiration from the South African philosophy of community and interconnectedness. Evergreen, meanwhile, markets the same loop as the Far East–South Africa Express (SAF), reflecting its strategic focus on strengthening east–west connectivity while minimising supply chain disruption and bypassing time‑consuming transshipments. Service Launch and RotationThe maiden voyage departed Shanghai on 28 May 2026 with the 5,060‑TEU SC Mara. The service was inaugurated with a fully loaded vessel, and according to PIL’s South African head office in Durban, departures from South Africa will also be equally heavily loaded — an encouraging beginning for any new service. The rotation covers Shanghai – Ningbo – Kaohsiung – Shekou – Singapore – Durban – Cape Town – Singapore – Shanghai, offering weekly sailings and a full round trip of 63 days. Transit times are competitive: 27 days from Shanghai to Durban and 32 days to Cape Town, while cargo from Singapore reaches Durban in just 14 days. Strategic SignificanceThe service introduces a high‑capacity, direct corridor connecting manufacturing centres in North China, South China, Taiwan, and Singapore with major South African trade gateways. It was deployed in direct response to escalating trade demand across the Indo‑Pacific corridor, driven by expanding African consumer markets, rising industrial production, and a strong uptick in the movement of manufactured, agricultural, and temperature‑sensitive goods. It is the only direct link between Shanghai and Cape Town, eliminating reliance on transshipment hubs and reducing supply chain risks. By deploying nine modern vessels in the 4,800–5,600 TEU range, the carriers aim to provide reliable, high‑capacity solutions for both dry and refrigerated cargo. For South Africa, the loop strengthens Durban’s role as the country’s primary container gateway and enhances Cape Town’s position as a hub for agricultural exports. In Durban the service will make use of the Durban Gateway Terminal, now operated by ICTSI. Evergreen has also extended inland coverage through its Through Bill of Lading (TBOL) system, enabling cargo to move seamlessly into Botswana, Zimbabwe, Lesotho, and Eswatini, with further expansion planned. Market ContextThe launch comes amid rising bilateral trade between China and South Africa, particularly in automobiles, machinery, electronics, and consumer goods. African consumer markets are expanding, and demand for direct, predictable shipping schedules has intensified. Both PIL and Evergreen see the UBX/SAF service as a cornerstone of their long‑term Africa strategy, providing shippers with a dependable corridor at a time when traditional east–west routes face volatility. Mapwork: courtesy PIL. Click map to enlargeSAF/UBX Service SnapshotFeatureDetailsService NamesUbuntu Express (UBX)– PILFar East–South Africa Express (SAF)– EvergreenLaunch Date28 May 2026 (maiden voyage ofSC Mara)Fleet Deployment9 vessels, 4,800–5,600 TEU capacityRotationShanghai – Ningbo – Kaohsiung – Shekou – Singapore – Durban – Cape Town – Singapore – ShanghaiRound Trip Duration63 daysTransit TimesShanghai → Durban: 27 daysShanghai → Cape Town: 32 daysSingapore → Durban: 14 daysCargo FocusDry and refrigerated cargo, including manufactured, agricultural, and temperature‑sensitive goodsInland ReachEvergreen TBOL system extends coverage into Botswana, Zimbabwe, Lesotho, EswatiniAdded 28 June 2026♦♦♦♦♦♦♦♦♦News continues belowSailors’ Society expands Africa and Middle East ConferencesPicture: Sailors Society. Click image to enlargeEdited byPaul RidgwayAfricaPorts & ShipsLondon• Reflecting the future of maritime• Growing demand for wellbeing support for cadets, ratings and traineesBack for a fifth year, global maritime charity Sailors’ Society has published the dates for its expanded 2026 Wellness at Sea Conferences for the next generation of maritime. These conferences provide a platform for discussions around mental wellbeing, cultural diversity, connectivity, resilience, career progression and life at sea, while ensuring more young maritime professionals have access to the practical support and wellbeing tools they need before joining the industry. Regional virtual eventsThe four regional virtual events entitled Future ready – thriving at sea will explore the five pillars of Sailors’ Society’s Wellness at Sea programme – social, emotional, physical, intellectual and spiritual wellbeing – through expert presentations, industry discussions and interactive sessions. Expansion to include METhis year 2026 also sees the expansion of the Africa regional event to become the Africa and Middle East Conference. “The move reflects the growing contribution both regions make to the global maritime workforce and recognises the shared experiences, challenges and opportunities facing cadets, ratings and trainees across Africa and the Middle East,” said Sailors’ Society CEO Sara Baade. “By bringing participants together under one regional event, Sailors’ Society aims to encourage greater collaboration, wider knowledge-sharing and stronger peer support networks among the next generation of seafarers. ”The acclaimed virtual conferences have already reached more than 35,000 future maritime professionals worldwide and have become a key part of helping maritime students navigate the realities of life at sea. These events complement existing training programmes by providing practical tools and insights on wellbeing, resilience, connectivity, relationships and career development. This year’s programmeThe 2026 conference programme will take place on the following dates:• Indian Subcontinent Conference – 20 August 2026• South East Asia Conference – 5 September 2026• Africa and Middle East Conference – 17 September 2026• UK and Europe Conference – 18 November 2026Online registrationRegistration for the conferences opens two months before each event, with cadets, ratings and trainees from the Indian Subcontinent able to register from 20 June atregistration IndiaConference detailsDetails on the conferences can be foundherewhere readers can also find the agenda for the day. SponsorshipBritannia P&I Club will again sponsor the 2026 South East Asia Wellness at Sea Conference. Britannia P&I has been a long-standing supporter of seafarer wellbeing through its partnership with Sailors’ Society, including sponsorship of previous South East Asia cadet conferences and wider support for Wellness at Sea initiatives. About Sailors’ SocietyFor more than 200 years, international maritime charity Sailors’ Society has been transforming the lives of seafarers and their families. The charity works to provide practical, emotional and spiritual welfare support around the clock, day in, day out to today’s 1. 9 million seafarers, supporting wellbeing across every area of their lives and giving them the best opportunity to enjoy a fulfilling – and productive – career at sea. For more information on the charity’s work readers are invited to use the linkhereAdded 28 June 2026♦♦♦♦♦♦♦♦♦News continues belowSeaBird’s Fulmar Explorer to begin West Africa seismic projectAfricaPorts & ShipsMarine seismic specialist SeaBird Exploration, a wholly owned subsidiary of SED Energy Holdings Plc, has secured a new contract for OBN (ocean bottom node) source work offshore West Africa. The project will employ the 2009‑built survey vessel Fulmar Explorer (IMO 9418860) for approximately three months, including mobilisation and demobilisation. The campaign will follow the vessel’s scheduled five‑year class renewal in August 2026 and will involve ocean‑bottom‑node seismic acquisition, a technique that places sensors directly on the seabed to capture high‑resolution subsurface data. This method is increasingly used to support exploration and field development decisions in mature offshore basins. Strengthening Regional PresenceSeaBird’s Chief Executive Officer Finn Atle Hamre said the contract “reflects continued demand for our OBN source capabilities and our ability to deliver reliable and efficient operations. ”He added that the award “positions Fulmar Explorer well for follow‑on opportunities” as the company sees growing demand for seismic services across West Africa. The project adds to SeaBird’s expanding 2026 schedule and reinforces its strategic focus on West African energy markets, where several international operators are advancing exploration and appraisal programmes. The company’s backlog has strengthened through recent contracts that highlight its niche expertise in OBN source work and vessel‑based seismic support. Seabird Exploration’s source vessel Fulmar Explorer. Picture; Seabird Exploration. Vessel ProfileThe Fulmar Explorer is a multi‑streamer seismic research vessel designed for deep‑water operations. Equipped with advanced positioning and source systems, it provides flexible deployment for both conventional and node‑based surveys. The ship’s technical configuration enables efficient mobilisation and safe handling of complex seismic arrays, making it well suited to the region’s demanding offshore conditions. OutlookSeaBird Exploration’s latest contract underscores the resilience of the marine seismic sector amid fluctuating exploration budgets and evolving energy priorities. The company expects the West Africa campaign to contribute to its 2026 revenue backlog and to strengthen its foothold in one of the world’s most active offshore exploration zones. Added 28 June 2026♦♦♦♦♦♦♦♦♦News continues belowBOURBON secures major subsea services contract offshore GhanaThe multi-purpose supply vessel MPSV Bourbon Evolution 802, deployed to Ghana’s Jubilee Field. Picture: Bourbon Click image to enlargeAfricaPorts & ShipsOffshore services specialist BOURBON has signed a multi‑month subsea contract for operations on Ghana’s Jubilee field, deploying the MPSV Bourbon Evolution 802 to deliver a wide scope of inspection and intervention work. The agreement reinforces the Group’s long‑standing presence in West Africa, one of its core operating regions. Comprehensive CampaignThe Bourbon Evolution 802, equipped with two work‑class HD remotely operated vehicles (ROVs), will undertake inspection, maintenance and repair (IMR) services on wellheads, clean the mooring chains of a floating production storage and offloading unit (FPSO), and carry out survey operations. The campaign also covers pipeline and X‑tree installation. Around sixty personnel, including client representatives, are currently on board to support the programme. Built for demanding subsea operations, the vessel combines surface support with deep‑water intervention capabilities, enabling BOURBON to manage the full operational value chain. Strengthening a Strategic FootholdThe new contract underscores BOURBON’s commitment to West Africa, a historic core region for the Group where a hundred vessels are currently inoperation. Since 2021, BOURBON has conducted multiple campaigns on Tullow‑operated fields, including with the Bourbon Evolution 804. “This contract reflects our ability to deliver integrated subsea solutions that combine engineering and offshore operations in our traditional markets,” said Karim Mebarek, BOURBON’s Chief Commercial Officer. “The Bourbon Evolution 802 is exactly the type of vessel that allows us to support our clients on technically complex projects, backed by a strong local presence and teams with deep expertise in the region. ”Added 28 June 2026♦♦♦♦♦♦♦♦♦News continues belowGeopolitical instability emerges as defining risk in global shipping, ICS report findsPicture: ICS Maritime Barometer Report 2025-2026AfricaPorts & ShipsThe International Chamber of Shipping (ICS) has released its Maritime Barometer Report 2025–2026, identifying geopolitical instability as the single most significant risk confronting the global shipping industry. The findings, unveiled at the ICS Shaping the Future of Shipping Summit in Rome, underscore how political volatility is reshaping operational priorities across the sector. The Barometer, which drew a record number of responses from shipowners, operators, and C-suite leaders worldwide, highlights how instability acts as a ‘risk multiplier,’ amplifying challenges such as cybersecurity threats, regulatory fragmentation, administrative burdens, and shifting trade patterns. Thomas A. KazakosThe report paints a picture of an industry navigating a fragmented and unpredictable environment, yet demonstrating resilience and adaptability. “Global shipping is entering a period where uncertainty is no longer an interruption to business, it is the backdrop against which decisions are made,” commented ICS Secretary General Thomas A. Kazakos. “Geopolitical instability has become a defining risk multiplier, influencing everything from market conditions and operational planning to investment decisions and the pace of the energy transition. ”Decarbonisation Under UncertaintyA dedicated fuels section of the Barometer reveals how regulatory and market uncertainty is shaping the industry’s approach to decarbonisation. Respondents identified LNG and biofuels as the most viable options for the next decade, followed by heavy fuel oil (HFO) with abatement technologies. This reflects a pragmatic preference for fuels supported by established supply chains and infrastructure, even as cost and availability challenges persist. Kazakos stressed the need for stable frameworks. “Maintaining progress will require regulatory clarity, global alignment, and continued cooperation between industry and governments,” he said. “At a time of increasing fragmentation, maintaining a consistent global approach is essential for shipping, supply chains, and the wider world economy. ”Call for CoordinationThe report concludes with a call from industry leaders for greater coordination, regulatory clarity, and financial support to ensure shipping can continue to underpin global trade while advancing its energy transition. Despite the turbulence, the Barometer underscores the sector’s determination to adapt and maintain its essential role in connecting economies worldwide. The full report can be downloadedhereAdded 28 June 2026♦♦♦♦♦♦♦♦♦News continues below

Source: africaports.co.za