Africa PORTS & SHIPS maritime news 6 July 2026 - Africa Ports
Africa PORTS & SHIPS maritime news Here are the News Headlines: Beyond the Horizon: Hillside and the Beneficiation Paradox Panorama: Ships in our ports Alcoa’s bid for Hillside Smelter signals a new Chapter in Southern Africa’s aluminium story UAE’s KEZAD Group studies Mayumba deepwater port and industrial hub for southern Gabon Traveller declarations became mandatory from 1 July 2026 Congo Terminal completes major East Mole construction milestone at Pointe-Noire SCCT pioneers Egypt’s first 100% renewable-powered container terminal Biofouling action in Sri Lanka: Live demos, practical training boost MSC places multi-billion-dollar bet on LNG as shipping’s transition fuel Eni advances plans for third FLNG project as Mozambique’s LNG ambitions continue to grow From converted cargo ships to high-tech power stations: Karpowership unveils Sea Lion class A day when South Africa held its breath… Public input sought: Review of Transnet’s Petroleum Pipeline tariff structure Global driver shortage signals growing strain on long-haul freight systems, including Africa’s road corridors Port Sudan signals recovery with return of transshipment container operations ONE launches new Mediterranean-West Africa container service Traxtion Imports KiwiRail Diesels for Transnet Corridors
News continues belowDangote Refinery turns to UAE crude amid Nigeria’s supply strainsAI for AP&SAfricaPorts & ShipsThe Dangote Refinery has imported crude oil feedstock from the United Arab Emirates for the first time, underscoring Nigeria’s paradox as Africa’s leading oil producer struggling to supply its own mega-refinery. Industry sources confirm that the refinery purchased two cargoes totaling around 2 million barrels from Abu Dhabi National Oil Company (ADNOC), comprising Umm Lulu and a blend of Das/Murban grades. The shipments mark Dangote’s first Middle Eastern sourcing, expanding a diversification strategy that has already included imports from the US, Brazil, Algeria, Equatorial Guinea, Angola, Ghana, Libya, and Guyana. Nigeria’s Supply ParadoxDespite producing more than 216 million barrels of crude in the first five months of 2026, Nigeria exported nearly 69% of output (148. 9 million barrels), leaving domestic refiners undersupplied. Dangote Refinery, with a nameplate capacity of 650,000 barrels per day, requires 13–15 cargoes monthly but receives only 5–7 cargoes from the Nigerian National Petroleum Company (NNPC). This shortfall has forced the refinery to source internationally, even as Nigeria continues to grapple with fuel import dependence and foreign exchange pressures. Market BackdropThe UAE imports coincided with a sharp drop in Gulf crude prices following the US–Iran ceasefire and reopening of the Strait of Hormuz. Murban crude fell to $66. 40 per barrel, nearly $6 below pre-war levels, making Middle Eastern grades more competitive for refiners seeking reliable supply. Strategic DiversificationDangote Refinery’s CEO, David Bird, has emphasised the need to process over 120 different crude grades to ensure operational resilience. The refinery plans to expand capacity to 1. 4 million barrels per day by 2028, positioning itself as one of the world’s largest refining complexes. Already, Dangote’s exports of middle distillates to Europe are reshaping trade flows, with Nigerian refined products increasingly filling supply gaps in European markets. Tangible Impact• First UAE imports: 2 million barrels from ADNOC. • Capacity gap: Needs 13–15 cargoes/month; NNPC supplies 5–7. • Nigeria paradox: 69% of crude exported despite domestic demand. • Expansion outlook: 1. 4 million bpd target by 2028. This milestone highlights both the refinery’s global reach and Nigeria’s structural supply challenges. It also signals how Middle Eastern producers are finding new demand outlets in Africa, while Dangote positions itself as a continental hub for refined products. Added 6 July 2026♦♦♦♦♦♦♦♦♦News continues belowPanorama:Ships in our portsThree of the six containerships in Durban harbour this Sunday afternoon, 5 July 2026. Ship photos are welcome. These pictures are by Jumaine KrugerMSC Cassandre IMO 9785471 Flag Liberia Built 2022 11,568 TEU Picture by Jumaine Kruger Click image to enlargeEver Useful IMO 9168879 Flag Panama. Built 1999 5652 TEU Picture by Jumaine Kruger Click imnage to enlargeMSC Anzu. IMO 9710426. Flag Portugal. Built 2015 8827 TEU Picture by Jumaine Kruger Click image to enlargeAdded 5 July 2026♦♦♦♦♦♦♦♦♦News continues belowAlcoa’s bid for Hillside Smelter signals a new Chapter in Southern Africa’s aluminium storyHillside Aluminium Smelter at Richards BayAfricaPorts & ShipsThe Beneficiation Story:South Africa’s ParadoxSouth Africa’s aluminium story is emblematic of a wider paradox. Hillside smelts imported bauxite and alumina into aluminium, largely for export, while the country itself exports vast volumes of unprocessed ores such as iron ore and manganese. At the same time, domestic steel mills have been shuttered and South Africa has no facility to process manganese into higher value alloys. The result is a pattern where raw materials leave the country, while energy intensive beneficiation is sustained only through subsidies — a model that raises questions about sovereignty, sustainability, and missed opportunities. This paradox extends across several commodities. Platinum, chrome, and coal are shipped abroad with limited local value addition, even as policymakers speak of industrialisation and beneficiation. The contradiction is stark: South Africa is rich in resources but poor in processing capacity, leaving it vulnerable to global price swings and dependent on foreign demand. The Hillside sale to Alcoa thus crystallises a broader dilemma — whether the country will continue to subsidise extractive models that export jobs and value, or whether it will finally invest in building the downstream industries that could anchor a more resilient economy. Policy Rhetoric vs RealitySouth Africa’s policymakers have long spoken of beneficiation — the idea that the country should process its raw materials domestically rather than simply exporting them. Successive industrial strategies have promised to turn mineral wealth into manufacturing strength. Yet the reality has been starkly different. Steel mills have closed, manganese remains unprocessed locally, and aluminium smelting survives only through imported ore and subsidised power. The gulf between rhetoric and reality is widening, leaving South Africa with the costs of industrialisation but few of its benefits. This disconnect exposes a deeper weakness in policy execution. While government insists on the importance of value addition, incentives and infrastructure have not matched the ambition. Energy insecurity, regulatory uncertainty, and limited investment have undermined the very industries beneficiation was meant to support. The Hillside sale to Alcoa therefore crystallises a broader policy dilemma: will Pretoria continue to subsidise extractive models that export jobs and value, or will it finally align its industrial policy with the hard choices needed to build downstream industries? Without decisive action, beneficiation risks remaining a slogan rather than a strategy. Added 5 July 2026♦♦♦♦♦♦♦♦♦News continues belowUAE’s KEZAD Group studies Mayumba deepwater port and industrial hub for southern GabonPicture: For illustrative purposes – Click image to enlargeTerry HutsonAfricaPorts & ShipsSouthern Gabon could soon become home to one of Central Africa’s most ambitious integrated port and industrial developments after the Gabonese government invited KEZAD Group, part of AD Ports Group of Abu Dhabi, to examine plans for a new deepwater port, logistics hub and Special Economic Zone at Mayumba. The proposal forms part of President Brice Clotaire Oligui Nguema’s wider strategy to diversify Gabon’s economy beyond oil by creating modern transport infrastructure capable of supporting mining, agriculture, forestry and manufacturing while attracting international investment into the country’s southern provinces. Rather than simply constructing another mineral export terminal, the concept being examined is for an integrated industrial gateway combining:• a modern deepwater commercial port;• logistics and distribution facilities;• bulk storage infrastructure;• a Special Economic Zone;• industrial development sites;• value-added processing industries; and• export facilities serving both Gabon and neighbouring Central African markets. Supporting the Banio potash projectA principal driver behind the development is the nearby Banio Potash Project being advanced by Canadian company Millennial Potash Corp. . Banio is regarded as one of Africa’s largest undeveloped potash resources and could eventually become an important supplier of fertiliser to agricultural markets in South America, North America, Europe and Africa. For several years, one of the project’s greatest challenges has been export infrastructure. Previous plans have already envisaged construction of the Mengali (Mayumba) Port in stages, beginning with facilities for barges before expanding into a deepwater mineral export terminal with conveyor systems, storage yards and offshore loading capability for large bulk carriers. Construction of the first phase and associated infrastructure has already advanced, while power generation projects are also being developed in the region. The proposed involvement of KEZAD Group would considerably broaden that vision. Instead of serving only one mining project, Mayumba could evolve into a multi-user logistics and industrial complex capable of handling diverse cargoes while stimulating wider regional economic development. Map: CIA FactbookMore than a mining portKEZAD Group has extensive experience developing integrated industrial ecosystems around ports in the United Arab Emirates, where logistics, manufacturing, warehousing and value-added industries are planned together rather than as separate projects. Applying that model to Mayumba would allow industries requiring bulk imports or exports to establish operations adjacent to the port while benefiting from customs advantages typically associated with Special Economic Zones. Such facilities could support:• timber processing;• fertiliser production;• agricultural exports;• fisheries;• petroleum support services;• mineral processing; and• manufacturing industries serving regional markets. Strategic implicationsFor Gabon, the proposal represents considerably more than another port investment. The country’s existing maritime gateways are concentrated around Libreville, Owendo and Port-Gentil, while southern Gabon has historically lacked comparable infrastructure despite possessing significant mineral, forestry and agricultural resources. A deepwater port at Mayumba would open a completely new logistics corridor along Gabon’s southern coastline and could become an important export gateway for future mining developments in the region. The project also reflects the continuing expansion of AD Ports Group across Africa, where the Abu Dhabi-based operator has steadily built a portfolio of ports, logistics parks, maritime services and economic zones extending from Egypt to Angola and Tanzania. Long-term developmentAlthough discussions remain at an early stage, the proposal aligns closely with infrastructure already planned for the Mayumba region. Development of port facilities has long been viewed as essential to unlocking the Banio Potash Project, while new electricity generation, transport links and industrial infrastructure are gradually taking shape. Should KEZAD Group proceed beyond the feasibility stage, Mayumba has the potential to emerge as one of West and Central Africa’s newest integrated industrial-port developments, combining mining exports with manufacturing, logistics and regional trade under a single master-planned economic zone. Kobé-KobéSee related storyhereabout another Gabonese deepwater port at Kobé-Kobé. Added 5 July 2026♦♦♦♦♦♦♦♦♦News continues belowTraveller declarations became mandatory from 1 July 2026Picture: AI for AP&S Click image to enlargeAfricaPorts & ShipsSouth Africa has officially introduced mandatory digital traveller declarations for almost everyone entering or leaving the country, marking a significant step in the modernisation of customs and border management. The new requirement came into effect on 1 July 2026 and applies to travellers crossing South Africa’s borders by air, land, sea and rail. The initiative is being implemented by the South African Revenue Service (SARS) through the South African Traveller Management System (SATMS). Under the new regulations, travellers are required to complete an online traveller declaration before travelling. The declaration enables passengers to disclose goods, currency and other items that are subject to South African customs laws. Who Must Complete the Declaration?The requirement applies to:• South African citizens• Permanent residents• Foreign visitors• Adults and children(parents or guardians may complete declarations on behalf of minors)The only major exemption is for air and sea passengers who remain within designated international transit areas and do not formally enter South Africa. When Must It Be Completed?SARS advises that the declaration should be submitted within 24 hours before departure from the country where the journey begins. For travellers on connecting flights, the declaration should be completed within 24 hours before departing on the final leg of the journey directly to South Africa. How the System WorksTravellers can complete the declaration using several digital channels, including:The SARS Customs Online Traveller Declaration PortalThe SATMS mobile applicationScan-to-Declare QR codesSelf-service declaration kiosks available at selected ports of entryThe system replaces traditional paper customs declaration forms with a fully digital process designed to speed up border clearance and improve compliance. A Modernised Border Management SystemAccording to SARS, the introduction of SATMS forms part of a broader government strategy to modernise South Africa’s border management. The digital platform is intended to improve data sharing between government agencies, strengthen customs risk management, enhance the monitoring of cross-border movements, and provide travellers with a more efficient and user-friendly customs experience. Travellers Will Not Be Turned AwayAlthough completing the declaration before travel is now mandatory, SARS has clarified that travellers who arrive without having submitted the form will not automatically be denied entry into or departure from South Africa. Instead, Customs officials and self-service terminals at ports of entry will assist passengers in completing the declaration before they proceed through customs. However, travellers are strongly encouraged to complete the process before travelling to minimise delays and ensure a smoother journey. Important DistinctionThe online traveller declaration is a customs requirement, not an immigration or visa requirement. It does not replace visas, passports or any other travel documentation required to enter South Africa. Instead, it focuses specifically on customs declarations relating to goods, cash and other regulated items. What This Means for TravellersThe mandatory digital declaration represents one of the biggest changes to South Africa’s customs procedures in recent years. Anyone planning international travel to or from South Africa should familiarise themselves with the new process and complete their declaration before departure to avoid unnecessary delays. With international travel continuing to recover, the move is expected to improve border efficiency while strengthening customs compliance through digitalAdded 5 July 2026♦♦♦♦♦♦♦♦♦News continues belowCongo Terminal completes major East Mole construction milestone at Pointe-NoirePointe Noire, Congo Republic. Picture AGL/MSC GroupAfricaPorts & ShipsPile driving completed as expansion project moves towards 2027 completionConstruction of the new East Mole container terminal at the Port of Pointe-Noire has reached another significant milestone, with the completion of all foundation piling for what will become one of Central Africa’s largest modern container handling facilities. The East Mole expansion, being developed by Congo Terminal, a subsidiary of Africa Global Logistics (AGL), is designed to substantially increase the capacity of Pointe-Noire, already one of the leading deepwater ports on Africa’s Atlantic coast. The project is intended to strengthen the Republic of Congo’s role as a regional logistics gateway serving not only the domestic market but also neighbouring Central African countries. On 26 June, Congo Terminal confirmed that the last of the foundation steel piles had been installed, completing one of the most technically demanding phases of the project. A total of 558 steel piles have now been driven to form the structural foundations of the future quay. The amount of steel used is said to be equivalent to approximately three times the weight of the Eiffel Tower. The piles, measuring between 20 and 35 metres in length and 1. 5 to 1. 8 metres in diameter, will support the new quay wall and ensure its long-term stability under the heavy operational loads imposed by container cranes, cargo-handling equipment and visiting vessels, while also withstanding marine and environmental conditions for decades to come. According to Congo Terminal, the piling programme required specialised engineering techniques adapted to the site’s geological conditions. Construction partner China Road and Bridge Corporation (CRBC) employed a pre-drilling methodology specifically developed for the soil conditions encountered during the project, enabling the work to remain on schedule while maintaining stringent quality standards. “The completion of pile driving marks a significant step forward in the construction schedule for the East Mole project,” said Pierre-Louis Sapin, Project Director for the Congo East Mole Terminal. “It confirms the momentum established by Congo Terminal as we work towards delivering, during the first half of 2027, a port infrastructure that meets the ambitions of the Republic of Congo and the wider Central African region. ”The completion of the piling works now allows construction to progress to the next phases of the quay structure as the terminal moves steadily towards commissioning. Congo Terminal is the exclusive operator of container and roll-on/roll-off vessel handling at Pointe-Noire under a public-private partnership arrangement. The company handled more than 1. 2 million TEUs during 2025, making Pointe-Noire one of the busiest container ports on Africa’s west coast. AGL says the expansion project will significantly enhance the port’s capacity and operational efficiency, reinforcing Pointe-Noire’s position as a major regional transhipment and trade hub for Central Africa while supporting future growth in container traffic throughout the region. Added 5 July 2026♦♦♦♦♦♦♦♦♦News continues belowSCCT pioneers Egypt’s first 100% renewable-powered container terminalSuez Canal Container Terminal (SCCT). Picture: Maersk Click image to enlargeAfricaPorts & ShipsSuez Canal Container Terminal (SCCT), operated by APM Terminals, has become Egypt’s first container terminal to run entirely on renewable electricity. A landmark power purchase agreement signed with the New and Renewable Energy Authority (NREA), in collaboration with the Suez Canal Economic Zone (SCZONE), ensures that all of SCCT’s electricity demand will be met by solar and wind power. The signing ceremony at the Cabinet headquarters in Cairo was attended by Dr. Mostafa Madbouly, Prime Minister of Egypt, alongside senior government and industry leaders — underscoring the strategic importance of clean energy adoption across Egypt’s ports and trade infrastructure. “The State places great importance on expanding clean energy across development projects. These agreements represent a successful model of integration between government and private sector in delivering Egypt’s green transition objectives, enhancing port efficiency, and strengthening the competitiveness of the economy,” said the prime minister. Mr. Walid Gamal El-Din, Chairman of SCZONE, added that the agreement reflects the Authority’s progress in embedding sustainability standards into port operations. “We remain committed to creating an integrated investment environment that supports global best practices in energy and efficiency,” he said. A Defining Agreement for Sustainable Port OperationsThe agreement — the first of its kind in Egypt — is the result of more than two years of collaboration between SCCT, SCZONE, NREA, and EgyptERA. It establishes a framework for other port operators to follow as Egypt accelerates its renewable energy transition. Keld Mosgaard ChristensenKeld Mosgaard Christensen, CEO of SCCT, described it as a defining moment for SCCT and for Egypt’s ports. “By powering one of the region’s busiest gateways entirely with renewable electricity, we are cutting emissions at scale while showing what is possible when industry and government move together on the energy transition,” Christensen said. Tangible Climate Impact• 30,000 tonnes CO₂ avoided annually by replacing fossil-based grid electricity with renewables. • 6% reduction in APM Terminals’ global emissions against baseline. • One-year agreement with renewal option, ensuring continuity and scalability. This milestone supports APM Terminals’ global decarbonisation strategy – sourcing 100% renewable electricity by 2030 and achieving net-zero greenhouse gas emissions across its value chain by 2040. With 62% of electricity already renewable worldwide, SCCT’s achievement marks another decisive step forward. Mr. Walid Gamal El-Din described the collaboration between NREA and SCCT as setting a model for partnerships that reduce the carbon footprint of port operations while aligning with global trade’s increasing sustainability requirements. “SCZONE remains committed to developing ports and industrial zones to the highest international standards,” he said. Added 5 July 2026♦♦♦♦♦♦♦♦♦News continues belowBiofouling action in Sri Lanka: Live demos, practical training boostPicture: www. imo. org IMO ©. click image to enlargeEdited byPaul RidgwayAfricaPort & ShipsLondonA National Technology Demonstration and Training Workshop held in Colombo, Sri Lanka from 23 to 26 June brought together government agencies, industry stakeholders, tech providers and international experts to strengthen collaboration on the implementation of the IMO’sBiofouling Guidelines. These Guidelines provide a globally consistent approach to managing biofouling – the accumulation of aquatic organisms on ships’ hulls. The aim is to minimise the spread of invasive aquatic species between marine environments and help protect marine biodiversity. African inputThe workshop was hosted by the Sri Lanka’s Marine Environmental Protection Authority (MEPA) and delivered under the IMO-NoradTEST Biofouling Projectin cooperation with the African Maritime Technology Cooperation Centre(MTCC-Africa). From theory to real-time knowledgeThe interactive sessions focused on exchanging experiences and encouraged peer-to-peer learning among all stakeholders. Participants engaged in technical discussions, practical exercises and scenario-based group work covering a range of topics: biofouling risk assessment, in-water inspection methodologies and in-water cleaning. A highlight of the workshop was a live ROV-based underwater inspection demonstration at Colombo Dockyard. Participants observed a complete in-water vessel inspection in real time, including niche area assessment, biofouling rating interpretation, and digital inspection software capturing live observations. The hands-on session allowed participants to understand the practical application of classroom learning. Next steps in biofouling management regulationGovernment officials noted that the knowledge gained through the workshop will help operationalise the country’s National Biofouling Management Strategy and Action Plan, developed under the GEF-UNDP-IMOGloFouling Partnerships project. Advancing national biofouling managementAt the closing session, MEPA representatives further signalled its intention to establish a registration and permitting framework for in-water service providers as an initial step in advancing national biofouling management. EncouragementParticipants left motivated to apply their new knowledge within their own organisations. MEPA encouraged all stakeholders to remain engaged as Sri Lanka continues to develop its national biofouling management framework. Added 3 July 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 Corridors