Africa PORTS & SHIPS maritime news 9 August 2026 - Africa Ports
Africa PORTS & SHIPS maritime news Here are the News Headlines: Beyond the Horizon: Rediscovering Durban’s Ship Repair Legacy TNPA launches 25-year concession for new floating dry dock in Cape Town SpaceX aims to use rockets to quickly transport cargo across the Earth and into orbit – moves that would expand the global cargo system TRIM completes North Corridor maintenance shutdown, boosting South Africa’s busiest freight rail artery Grimaldi sets new cargo handling record at Ghana’s Port of Tema Shipping groups take a strong stand against tolls in straits and waterways A new Houthi front and expanded Iranian attacks risk sinking Gulf nations’ choke‑point workaround and widening shipping risks SAFLA and AMIE SA join forces to improve meat-trade logistics Dube TradePort SEZ reports R4. 2bn private investment and nearly 37,000 sustained jobs ESG must move beyond compliance to leadership and skills development, conference told Reshaping Wellness at Sea for Africa’s cadets Saipem secures offshore Baleine Phase 3 contract in Côte d’Ivoire Panorama: COSCO HAMBURG Public invited to comment on Durban Port’s 30-year development plans Durban Bay – a unique opportunity Traxtion’s first shipment of ex-KiwiRail locomotives arrives in Durban Regional naval alliance formed to secure Red Sea Mawani launches China–Saudi Express service at Jeddah Islamic Port NPA invites proposals for long-term logistics development at Ambrose Park, Durban Port Shipping faces a growing two-front maritime crisis MSC continues Cape route as Aponte rules out Hormuz, Bab el-Mandeb and Arctic passages SAFLA expands regional engagement with SARS Customs to address freight sector challenges Historic Durban dry dock receives large tanker as ship repair revival gathers pace Vulcan inaugurates third coal mine section at Moatize Mozambique’s CFM weathers year of unrest as profits fall despite higher revenue DP World completes major dredging milestone at Senegal’s Port of Ndayane Mozambique denies attacked LPG tanker Disha was entitled to fly its flag Douala collision leaves Black Rhino stranded — Cameroon sets 15‑day deadline South Africa among nations affected by new US tariff regime
Added 5 August 2026♦♦♦♦♦♦♦♦♦News continues belowSAFLA and AMIE SA join forces to improve meat-trade logisticsSAFLA vice-chairman Jonathan McDonald and AMIE SA chief executive officer Paul Matthew. Picture: SAFLAAfricaPorts & ShipsThe South African Freight and Logistics Association (SAFLA) and the Association of Meat Importers and Exporters of South Africa (AMIE SA) have signed a Memorandum of Cooperation (MoC) aimed at improving the efficiency of South Africa’s meat-trade logistics. The agreement will see the two organisations collaborate on logistics, port operations and regulatory issues affecting meat imports and exports, while developing practical proposals for engagement with government and other stakeholders. Areas of focus include port and border operations, veterinary and sanitary requirements, market access, rail and road connectivity, and strengthening supply-chain resilience. SAFLA Vice Chairman Jonathan McDonald said the agreement would provide a stronger platform for industry to engage government on issues affecting cargo flow, logistics costs and supply-chain reliability. AMIE SA Chief Executive Officer Paul Matthew said closer cooperation between industry and government was essential if South Africa was to capitalise on export opportunities. He said efficient certification, inspection and approval processes were critical to maintaining access to international markets, where delays could result in buyers sourcing products elsewhere. The two organisations said food safety and regulatory compliance remained paramount, but called for administrative processes that are both rigorous and efficient to avoid unnecessary disruptions to trade. According to AMIE SA, South Africa exported approximately 81,000 tonnes of red meat worth about R63 billion between 2025 and May 2026, underlining the importance of efficient logistics and reliable port operations to the sector. The associations also acknowledged recent improvements in infrastructure and equipment at the Port of Durban, while noting that challenges remain in areas including cold-chain capacity, container handling, inspection coordination and cargo release. Through the new partnership, SAFLA and AMIE SA said they hope to work with government and industry stakeholders to strengthen South Africa’s logistics network and improve the competitiveness of the country’s meat trade. Added 5 August 2026♦♦♦♦♦♦♦♦♦News continues belowDube TradePort SEZ reports R4. 2bn private investment and nearly 37,000 sustained jobsA section of Dube Tradeport at Durban’s King Shaka Airport. Picture: Dube TradeportAfricaPorts & ShipsThe Dube TradePort Special Economic Zone (SEZ) says it has attracted R4. 2 billion in private-sector investment since its establishment and sustained approximately 36,872 permanent jobs across KwaZulu-Natal, according to its latest Socio-Economic Impact Assessment Report. The report indicates that a further R480 million in private-sector investment was secured during the 2025/26 financial year, largely from existing investors expanding their operations. These investments resulted in the creation of 631 permanent and 102 temporary jobs. Dube TradePort Chief Executive Officer Hamish Erskine said continued investment in infrastructure and investor support was helping to strengthen the province’s industrial and export base. The report shows that businesses operating within the SEZ generated approximately R531 million in exports during the past financial year, supplying markets within the Southern African Development Community (SADC) and other international destinations. According to Dube TradePort, the export performance reflects the advantages of the SEZ’s location adjacent to King Shaka International Airport, together with access to the Port of Durban and KwaZulu-Natal’s road freight network. Although centred on King Shaka International Airport, the SEZ also depends heavily on efficient access to the Port of Durban for containerised imports and exports, underlining the importance of continued improvements in the province’s broader freight logistics network. Infrastructure investment also continued during the year, with R109. 7 million spent on fixed capital projects, including further development of Dube TradeZone 2 and Dube AgriZone 2, as well as new industrial warehousing. Among projects planned for the current financial year are a 4. 4 MW solar farm, two additional industrial warehouses and a new water reservoir to support future industrial expansion. The report also highlights ongoing efforts to improve KwaZulu-Natal’s international air connectivity through the Durban Direct route development initiative. Recent developments include Qatar Airways increasing its Doha-Maputo-Durban service to daily flights, Turkish Airlines expanding its Durban-Istanbul service to four flights a week, and Eswatini Air increasing its Durban-Manzini service to three weekly flights. Erskine said Dube TradePort remained focused on attracting investment, supporting export growth and expanding industrial development within the province. Editorial commentDube TradePort has established itself as one of South Africa’s more successful Special Economic Zones, particularly in attracting export-oriented manufacturing and logistics businesses linked to King Shaka International Airport. While the latest report points to continued investment and employment growth, the longer-term measure of success will be the extent to which the SEZ continues to attract new export industries, diversify KwaZulu-Natal’s manufacturing base and strengthen multimodal freight connections between air, road and the Port of Durban. Those factors will determine whether the zone can sustain its role as a regional logistics and industrial hub over the coming decade. Added 4 August 2026♦♦♦♦♦♦♦♦♦News continues belowESG must move beyond compliance to leadership and skills development, conference toldimage: CILSTAAfricaPorts & ShipsEnvironmental, Social and Governance (ESG) principles should no longer be viewed simply as a reporting obligation, but as a strategic framework for strengthening South Africa’s logistics, transport and supply chain sectors, delegates heard at a recent industry conference. The message emerged strongly during the Environmental, Social and Governance (ESG) Conference hosted by the Chartered Institute of Logistics and Transport South Africa (CILTSA) in Johannesburg in June, where industry leaders argued that future competitiveness will depend as much on leadership, skills development and community investment as on environmental performance. Delivering the keynote address, Transnet chairperson Dr Andile Sangqu said ESG should be embedded in decision-making throughout the logistics value chain rather than treated as a compliance exercise. “A supply chain that takes value from a community without reinvesting in it is putting its own future at risk,” Sangqu said. “We cannot build a strong logistics network on top of struggling communities. ”Dr Andile SangquHe said South Africa possessed the institutional knowledge required to build a more sustainable logistics sector through its universities, technical colleges, industry bodies and experienced professionals, but warned that a shortage of skills threatened the industry’s long-term ambitions. “The skills gap in our sector is central. If we do not close it before 2030, we will end up with excellent strategies and no real capacity to deliver them,” he said. His comments come as Transnet continues efforts to rebuild the performance of South Africa’s freight rail and port system, where skills development and organisational capability have become central to the company’s long-term recovery strategy. Sangqu also described skills as a “sovereign asset”, urging organisations to develop capability throughout their operations, from executive management to frontline logistics personnel. CILTSA President Elvin Harris said the conference demonstrated that ESG had become a leadership issue rather than simply a sustainability discussion. “Dr Sangqu reminded us that ESG is a leadership responsibility. The quality of conversation and calibre of people in the room shows how seriously South Africa’s logistics community is taking that responsibility,” Harris said. The conference explored practical challenges facing companies attempting to implement ESG strategies. A panel examining sustainable finance concluded that green financing should become part of mainstream banking products rather than remain a specialist funding stream. Panellists also called on development finance institutions to play a greater role in supporting businesses, particularly small and medium-sized operators, as they transition towards more sustainable operations. Another session focused on the industry’s future workforce, with speakers arguing that ESG competencies should be embedded throughout organisational culture rather than confined to dedicated sustainability specialists. Transport Education and Training Authority (TETA) Chief Executive Officer Maphefo Anno-Frempong highlighted the importance of closer collaboration between industry and Technical and Vocational Education and Training (TVET) colleges to ensure training programmes match regional economic and logistics requirements. Practical examples of ESG implementation were also presented during the conference. Michelle van den Berg of Takealot Fulfilment Solutions outlined the company’s gradual fleet electrification programme, advising operators to adopt a measured approach based on operational data rather than attempting wholesale fleet replacement. Similarly, Fundiswa Mahlanyana of Isuzu Motors South Africa said Africa’s transition towards lower-emission transport would need to reflect local operating conditions and infrastructure realities. “We need to start with internal efficiencies, deploy technology that fits routes, and invest when the system is ready,” she said. The conference, held at the IMM Graduate School on 23 June, also featured presentations on fleet efficiency and sustainability and brought together representatives from logistics operators, financial institutions, academia, government agencies and industry associations. Editorial commentAlthough ESG discussions are often associated primarily with environmental issues, the conference highlighted a broader reality facing the transport and logistics sector. The greatest challenges may lie not only in decarbonisation but also in developing the skilled workforce, leadership capability and community partnerships needed to support increasingly complex supply chains. For African logistics businesses facing infrastructure constraints and growing sustainability expectations from international customers, balancing environmental objectives with operational and economic realities is likely to remain one of the defining issues of the coming decade. Although ESG discussions are often associated primarily with environmental issues, the conference highlighted a broader reality facing the transport and logistics sector. The greatest challenges may lie not only in decarbonisation but also in developing the skilled workforce, leadership capability and community partnerships needed to support increasingly complex supply chains. The emphasis on skills and leadership is particularly relevant at a time when South Africa is seeking to restore the performance of its freight rail network and commercial ports. Investment in infrastructure and equipment can only deliver lasting improvements if accompanied by the technical, operational and management capability needed to plan, operate and maintain increasingly sophisticated logistics systems. For African logistics businesses facing infrastructure constraints and growing sustainability expectations from international customers, balancing environmental objectives with operational and economic realities is likely to remain one of the defining issues of the coming decade. Added 4 August 2026♦♦♦♦♦♦♦♦♦News continues belowReshaping Wellness at Sea for Africa’s cadetsPicture: Sailor’s Society & ITF ©. Click image to enlargeEdited byPaul RidgwayAfricaPorts & ShipsLondonInto a second yearIt was reported on 30 July that Sailors’ Society is launching a second year of Wellness at Sea Training for Africa’s cadets, ratings and trainees, thanks to renewed funding from their partner in this programme, ITF Seafarers’ Trust. Help with future careersTogether, the global maritime welfare cand the Trust, which supports programmes and grants to improve the health, wellbeing and welfare of maritime workers and their families worldwide, have already helped more than 1600 of the next generation of African maritime prepare for their future careers. Established Wellness at Sea programmeThis bespoke initiative, based on the Society’s acclaimed and established Wellness at Sea programme, is already complementing the curriculum at leading maritime institutions in Ethiopia, Ghana, Tanzania, Liberia, Kenya and South Africa by focusing on mental health, resilience, relationships, conflict management, piracy awareness and overall wellbeing. Measurable differences recordedCadets who have taken part in the programme reveal the immediate and measurable difference it makes, with 81% saying the training gave new insight into the realities of life at sea and 100% saying the training would help them better handle situations on board. CommentSara Baade, Sailor’s Society CEOSara Baade, CEO of Sailors’ Society, commented: ‘Africa’s maritime expansion highlights just how important it is for the continent’s cadets to have access to this wellbeing toolkit and our 24/7 support. “We are incredibly grateful to ITF Seafarers’ Trust for their continued commitment to this programme. By investing in their wellbeing before they ever step on board, we are helping build safer, stronger and more resilient African crews for years to come. ”One cadet added: “Every student in maritime must go through this; it is very helpful. ”About Sailors’ SocietyFor more than 200 years the Southampton-based 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 the world’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. To learn more on this work readers are invited to use the linkwww. sailors-society. orgThe Society’s Wellness brochure is availablehereAdded 4 August 2026♦♦♦♦♦♦♦♦♦News continues belowSaipem secures offshore Baleine Phase 3 contract in Côte d’IvoireFDS which is being deployed to the Baleine oil and gas field offshore Côte d’Ivoire. Picture: SaipemAfricaPorts & ShipsItalian engineering and construction company Saipem has been awarded a major offshore contract by Eni Côte d’Ivoire and its partners for the third development phase of the Baleine oil and gas field offshore Côte d’Ivoire. Although the company did not disclose the value of the individual award, the Baleine contract forms part of two new contracts announced by Saipem with a combined value of approximately €800 million. The Baleine Phase 3 project is located in water depths of up to 1,300 metres and represents the next stage in the expansion of one of West Africa’s most significant recent offshore hydrocarbon discoveries. Under the contract, Saipem will undertake the engineering, fabrication, transportation and installation of approximately 50 kilometres of rigid subsea pipelines together with associated subsea structures. The scope of work also includes the transportation and installation of flexible risers, flexible jumpers, subsea production systems, a three-kilometre flexible gas export flowline and some 22 kilometres of subsea umbilicals. The project is expected to be completed over a period of approximately three years. Saipem said it plans to deploy its offshore construction vessels FDS and Shen Da to carry out the work. The award further strengthens Saipem’s presence in the offshore energy sector in West Africa, where the company has been involved in a number of major oil and gas developments in recent years. Baleine Phase 3 will increase total field production from 60,000 to 150,000 barrels per day and gas output from 80 to 200 million cubic feet per day, making the Baleine project one of the largest offshore energy projects in West Africa. Added 3 August 2026♦♦♦♦♦♦♦♦♦News continues belowPanorama:COSCO HAMBURGCOSCO Hamburg. Lyttelton. Picture by Alan Calvert Click image to enlargeCOSCO Hamburg. Lyttelton. Picture by Alan Calvert Click image to enlargeAfricaPorts & ShipsFor a change of scenery, a recent caller in New Zealand ports was the conainer ship COSCO HAMBURG (IMO 9221085), shown here during her call at the South Island port of Lyttelton. The 280-metre long, 40m wide vessel was built in 2001 at the Kawasaki Shipbuilding yard in Sakaide, Japan and has a container capacity of 5,600 TEU. Having completed her calls in New Zealand, the ship is currently heading for Tokyo – her final call having been the port of Tauranga. These pictures taken at Lyttelton by Alan CalvertAdded 3 August 2026♦♦♦♦♦♦♦♦♦News continues belowPublic invited to comment on Durban Port’s 30-year development plansClick map to enlargeTerry HutsonAfricaPorts & ShipsThe Transnet National Ports Authority (TNPA) is inviting interested stakeholders and members of the public to participate in a series of public consultation meetings on the future development of the Port of Durban. TNPA is currently updating its long-term development framework for the port, covering the period from 2026 to 2056, and has commenced a Strategic Environmental Assessment (SEA) to evaluate the potential environmental and social impacts of the proposed developments before individual projects proceed. Among the major projects being considered are the widening of the port entrance channel, reconfiguration of berths on the Bluff, expansion of container handling facilities at Pier 1 and the Point precinct, increased liquid bulk storage capacity at Island View, deepening of berths at Durban Container Terminal and Maydon Wharf, expansion of road infrastructure in the Bayhead and Langeberg Road areas, development of a second access route into the port, new automotive handling facilities, and investigations into infrastructure to support hydrogen, liquefied natural gas (LNG) and ammonia. According to TNPA, the Strategic Environmental Assessment will examine the potential effects of these proposals on issues including traffic volumes, road congestion, air quality, noise, road safety, hazardous cargo management, marine ecosystems and the quality of life of surrounding communities. The assessment is intended to identify these impacts at a strategic level while providing stakeholders with an opportunity to comment before detailed planning and project implementation take place. Two public consultation sessions have been arranged, with identical information to be presented at each meeting:Virtual stakeholder meetingDate:Wednesday, 12 August 2026Time:10:00–12:00Platform:Microsoft TeamsPublic meetingDate:Thursday, 13 August 2026Time: 17:30–20:00Venue:N-Shed, Port of DurbanAccess:Via Quayside Road through the port security entrance, following signage to N-Shed. An isiZulu interpreter will be available at the physical meeting. Stakeholders, businesses, community organisations and residents with an interest in the future development of the Port of Durban are encouraged to attend one of the sessions and participate in the consultation process. Added 2 August 2026♦♦♦♦♦♦♦♦♦News continues belowDurban Bay – a unique opportunityClick map to enlargeTerry HutsonAfricaPorts & ShipsThe invitation to stakeholders and members of the public to participate in a series of public consultation meetings on the future development of the Port of Durban marks the first time in three decades that the public has been invited to comment on development proposals of this scale for the Port of Durban. The previous major public consultation, held in the mid 1990s as part of an earlier port development planning process, centred on proposals to increase container handling capacity and included plans to reclaim a substantial section of the central sandbank within Durban Bay for a new container terminal. Those proposals generated strong opposition from environmental organisations, academics, recreational users of the bay and members of the public, who argued that the sandbanks perform an important ecological function as nursery areas for fish and other marine life and form an integral part of the bay’s estuarine ecosystem. The consultation ultimately resulted in a revised development strategy in which expansion was instead focused on extending facilities at the Point. At the time, this was widely understood to represent a commitment that future port expansion would avoid further reclamation of Durban Bay’s remaining water and sandbank areas. Subsequent planning shifted towards developing additional port capacity in the Bayhead area, although those proposals were later abandoned because of constraints associated with deep-water access. Attention then turned to the proposed Durban Dig-Out Port at the former Durban International Airport site south of the city, a project that has since been deferred indefinitely. The latest development framework signals a further change in direction. Among the options now under consideration are additional expansion of facilities and water area at the Point precinct and further reclamation of water areas between Pier 1 and Salisbury Island, proposals that are likely to attract close public scrutiny during the current Strategic Environmental Assessment process. The forthcoming consultation process offers stakeholders and members of the public an opportunity to help shape the future of one of Africa’s busiest ports. History has shown that public participation can influence the outcome of major infrastructure planning. Previous consultations on the Port of Durban’s long-term development attracted significant public interest and resulted in important changes to the proposals before they were finalised. Whether attending in support of, or in opposition to, particular aspects of the current plans, those with an interest in the future of Durban Harbour are encouraged to make their views known through the consultation process while the proposals remain at the planning stage. Some Final Thoughts:The assumptions underpinning Durban’s long-term expansion plans have also changed considerably over the past three decades. During the 1996 planning process, container traffic through the port was increasing by around 7–8% a year, leading planners to forecast that Durban would require capacity to handle approximately 3. 5 million TEUs by 2013. That level of growth never materialised. Instead, container volumes reached 2. 53 million TEUs in 2010 and then plateaued. By 2025 the port handled 2. 73 million TEUs — its highest annual throughput for several years, but still well below the annual 7-8 per cent forecasts made in the 1990s. The following ‘middle-ground’ statement of vision for Durban Bay encapsulated the many views expressed by Interested and Affected Parties during the 1996 consultation process. Its message remains as relevant today“To have in Durban, a Bay where all sectors (shipping, tourism, conservation, etc) and systems (economic, socio-political and natural environmental) co-exist in harmony. To have a Bay where economic development benefits not only national, parastatal and private companies but also local people, and takes place without irreversible detriment to the natural environment. ”– Port of Durban: Container Handling IEM Process Decision Document statement 1996Added 2 August 2026♦♦♦♦♦♦♦♦♦News continues belowTraxtion’s first shipment of ex-KiwiRail locomotives arrives in DurbanThe first consignment of Traxtion’s locomotives acquired from New Zealand arrived last week on board the Eemskerk Dafne. Picture: Traxtion/Linkedin Click image to enlargeAfricaPorts & ShipsThe first shipment of former KiwiRail diesel locomotives acquired by South African rail operator Traxtion has arrived in Durban aboard the heavy-lift vessel Eemslift Dafne. Africa Ports & Ships reported on 29 June on the loading of the first batch of eight locomotives in New Zealand for shipment to South Africa as part of Traxtion’s major fleet expansion programme. The latest arrival marks the first delivery under the company’s R1. 8 billion investment in locomotives, which is being complemented by a further R1. 6 billion investment in the local manufacture of new railway wagons. In total, Traxtion has acquired 46 Cape-gauge locomotives from New Zealand, comprising 42 partly modernised GE Transportation U26C units and four fully modernised C30-8MIs. Picture: Traxtion/Linkedin Click image to enlargeFollowing delivery to South Africa, the locomotives will undergo comprehensive refurbishment at Traxtion’s rail services hub in Rosslyn, Pretoria. The programme includes upgrading the U26C locomotives to the C30-MEI specification, fitting new fuel-efficient 7FDL-EFI engines, and installing Brightstar control systems. Picture: Traxtion/Linkedin Click image to enlargeOnce the refurbishment programme has been completed, the locomotives will be deployed across South Africa’s freight rail corridors as part of Traxtion’s expanding rail freight operations. The 46 locomotives are being shipped from New Zealand in four consignments, of which the Eemslift Dafne has delivered the first to South Africa. The remaining locomotives will follow in subsequent shipments as Traxtion continues its fleet expansion programme. Added 2 August 2026♦♦♦♦♦♦♦♦♦News continues belowRegional naval alliance formed to secure Red SeaMap of the Middle East including the Red Sea ports and Gulf of Aden. Map: CIA Factbook domain freeAfricaPorts & ShipsSaudi Arabia and 13 partner nations have unveiled a Multinational Maritime Defense Alliance to protect freedom of navigation through the Bab el‑Mandeb Strait, the Red Sea, and the Gulf of Aden. The coalition, announced in Riyadh, brings together states from the Middle East, Africa, and South Asia, alongside a European Union delegation. Activities will include intelligence sharing, joint exercises, and coordinated patrols. The move comes amid escalating Houthi threats against Saudi‑linked shipping, raising concerns over the reliability of new and existing trade services. It coincides with Egypt’s Mediterranean port of Damietta being struck on 29 July by what authorities confirmed to be a drone attack, causing fires aboard two gas vessels — the Energos Winter and Gaslog Salem. Though no casualties were reported, the incident has heightened concerns that the Iran–US confrontation is spreading into the wider region, placing Egyptian energy infrastructure and the nearby Suez Canal at risk. The strike, which followed Houthi threats of a maritime blockade against Saudi Arabia, adds urgency to Riyadh’s push for a locally‑led multinational naval force to secure Red Sea and Gulf of Aden shipping routes. For African readers, the alliance is significant: Djibouti, Somalia, Sudan, and Comoros have joined, underscoring the Red Sea’s shared security burden. The question now is whether this regional force can deter attacks sufficiently to safeguard both energy flows and container traffic through one of the world’s most critical chokepoints. AspectSaudi-led Multinational Maritime Defense AllianceEU Aspides MissionLeadershipSaudi Arabia and 13 partner nationsEuropean Union (EU)Membership14 signatories including Turkiye, Egypt, Djibouti, Somalia, Sudan, Comoros, Pakistan, BangladeshEU member states contributing naval assetsScopeBab el‑Mandeb Strait, Red Sea, Gulf of AdenRed Sea and Gulf of Aden, focused on EU commercial shippingActivitiesIntelligence sharing, joint exercises, operational planning, maritime patrolsNaval escorts, surveillance, deterrence of attacks on EU‑linked vesselsStrategic AimLocally‑led security initiative supporting Vision 2030 logistics ambitionsProtect EU trade routes and commercial interestsNotable AbsenteesUAE and Oman not signatoriesNon‑EU regional states not includedAdded 2 August 2026♦♦♦♦♦♦♦♦♦News continues belowMawani launches China–Saudi Express service at Jeddah Islamic PortRed Sea Gateway Terminal, situated in the Jeddah Isamic Port. Picture: RSGT Click image to enlargeAfricaPorts & ShipsThe Saudi Ports Authority (Mawani) has announced the addition of the China Saudi Express service to Jeddah Islamic Port, operated by Hizone Group. The new route directly connects the Kingdom’s busiest Red Sea gateway with Shanghai, Ningbo, Nansha, and Port Klang, offering a vessel capacity of 1,400 TEUs. According to Mawani, the service is designed to strengthen Saudi Arabia’s position as a global logistics hub under Vision 2030, enhancing supply chain reliability and expanding market access for national exporters. Jeddah Islamic Port, already a key transshipment centre, is expected to benefit from improved operational efficiency and greater competitiveness on international logistics performance indicators. Strategic SignificanceThe launch underscores Riyadh’s ambition to deepen trade ties with Asia, particularly China, while consolidating Jeddah’s role as a primary gateway for Red Sea commerce. By linking directly to East Asia’s major ports, the service reduces transit times and bolsters Saudi Arabia’s integration into global shipping networks. Regional Security ContextYet the announcement comes at a time of heightened maritime risk. The Houthi movement in Yemen has recently escalated threats against Saudi‑linked shipping in the southern Red Sea, particularly near the Bab el‑Mandeb Strait. This chokepoint carries around 12% of global trade and a quarter of container traffic. The question now is whether such threats will undermine the reliability of new services like the China Saudi Express, and how operators will balance the promise of expanded connectivity with the risks of navigating contested waters. For African readers, the development highlights how Red Sea trade dynamics are being reshaped by Saudi investment in logistics infrastructure. While East African ports serve different trading areas, the strategic importance of Bab el‑Mandeb means that any disruption there reverberates across the wider maritime system — from Asia to Africa and beyond. Sidebar:Red Sea Security & Houthi ThreatsRecent Incidents at Bab el‑Mandeb Strait2021 – Tanker attacks:Several Saudi‑linked oil tankers targeted by Houthi drones and missiles in the southern Red Sea. 2022 – Container vessel harassment:Reports of attempted boarding of a foreign‑flagged container ship near Bab el‑Mandeb. 2023 – Escalation of missile strikes:Intensified attacks on Saudi and coalition vessels, prompting international naval patrols. 2024 – Threats to commercial shipping:Houthi leadership issued warnings against Saudi‑linked trade routes, raising insurance premiums for carriers. 2025 – Drone swarm incident:Coordinated drone attack disrupted traffic, highlighting vulnerability of the chokepoint. 2026 – Renewed anti‑Saudi rhetoric:Latest threats, including drone attak on two Saudi tankers in Red Sea, coincide with Mawani’s expansion, raising questions about the resilience of new services like the China Saudi Express. Added 2 August 2026♦♦♦♦♦♦♦♦♦News continues belowTNPA invites proposals for long-term logistics development at Ambrose Park, Durban Port. AfricaPorts & ShipsTransnet National Ports Authority (TNPA) has issued the following Request for Proposals (RFP), inviting qualified investors to develop two prime logistics sites atAmbrose Park in the Port of Durban. This initiative aims to boost port capacity, improve operational efficiency and drive long-term economic growth. The RFP relates to designated portions of King’s Royal Flats No. 16576, identified as Sites 1 and 4. These sites are earmarked for the design, construction and operation of commercial logistics facilities over a lease period of up to 25 years. Site 1 offers approximately 70 478 m², while Site 4 spans over 101 065 m². Strategically located within the Port of Durban’s Bayhead precinct, the sites are well positioned to support the container-handling sector and other port-related logistics activities, leveraging on its proximity to key port infrastructure and logistics corridors. The envisaged developments will accommodate a broad range of port-related logistics activities, including cargo handling, warehousing, storage and distribution. The project is poised to unlock new port commercial opportunities within the precinct. Mpumi Dweba-Kwetana, Durban Port Manager said: “These sites represent one of the port’s key logistics development opportunities. Through this development, TNPA aims to stimulate new commercial activity and strengthen the port’s position as a leading hub for integrated logistics and value-added services. “The RFP aligns with TNPA’s broader strategic objectives, under the Transnet Reinvent for Growth strategy, which focuses on optimising assets utilisation, attracting sustained private-sector investment and accelerating economic growth. ”Proposals are expected to demonstrate alignment with TNPA’s modernisation objectives, as well as environmental, social and governance (ESG) principles, advanced security measures, and the adoption of automation and digital technologies to support a more efficient and future-ready port system. Interested applicants can access RFP documents on the Transnet e-Tender Portalhereand the National Treasury eTenders platform. Added 31 July 2026♦♦♦♦♦♦♦♦♦News continues belowShipping faces a growing two-front maritime crisisThe Strait of Hormuz has hardly been out of the news this year and is now a familar name to all. Its closure led to an international crisis and ongoing hostilities. Picture: IMO Click image to enlargeTerry HutsonAfricaPorts & ShipsRenewed US-Iran hostilities, continuing Houthi threats in the Red Sea and emerging attempts to impose transit charges at two of the world’s most important maritime choke points suggest the shipping crisis facing global trade is entering a new and potentially more dangerous phase. For much of this year the world’s attention has focused on the Strait of Hormuz, through which around a fifth of the world’s seaborne oil and liquefied natural gas traditionally passes. Yet events over the past fortnight suggest that the maritime security crisis has expanded beyond the Persian Gulf to encompass a second strategic choke point – the Bab el-Mandeb at the southern entrance to the Red Sea. Taken together, the two waterways form the principal maritime gateway between Europe and the Middle East and Asia. Continued instability in both has reinforced the decision by many shipowners to continue routing vessels around the Cape of Good Hope, bringing both opportunities and challenges for South Africa’s ports and maritime industries. Hormuz remains under pressureDespite intermittent diplomatic contacts between Washington and Tehran, the military confrontation between the United States and Iran has shown little sign of ending. All this while a further threat from Israel continues as part of a background equation. Although a small number of merchant ships have resumed transits through the Strait of Hormuz, commercial traffic remains well below normal levels after months of conflict, attacks on merchant vessels and uncertainty over safe passage. Shipping intelligence indicates that vessel movements continue to be tightly controlled, with many owners preferring to keep ships outside the Gulf until the security situation improves. A notable development came earlier today (30 July) when the QatarEnergy-controlled LNG carrier Al Areesh became the first such vessel in almost three weeks to depart the Gulf via the Strait of Hormuz. The vessel reportedly followed an Iranian-approved route towards Pakistan, suggesting that selected commercial movements are again being permitted, although far from the levels seen before the conflict. The cautious resumption of some traffic should not be interpreted as a return to normality. War-risk insurance premiums remain exceptionally high, many operators continue to delay sailings, and uncertainty persists over the conditions under which vessels may safely transit the waterway. Oil markets continue to price in a geopolitical risk premium, with Brent crude remaining around US$90 per barrel as traders weigh the possibility of further disruption. One of several vital Middle Eastern ‘choke points’, the Bab el-Mandeb Strait at the foot of the Red Sea. Picture: NASA Click image to enlargeBab el-Mandeb emerges as a second flashpointIf Hormuz has become difficult to navigate, the Bab el-Mandeb has become increasingly unpredictable. Yemen’s Houthi movement has renewed threats against commercial shipping in the southern Red Sea, prompting many operators to continue avoiding the route despite occasional increases in vessel traffic. Recent shipping data shows that while daily transits have recovered modestly from their lowest levels, they remain significantly below normal volumes. The security risks have become sufficiently serious that some tanker operators have adopted extraordinary precautions. It was reported earlier today (30 July) that two tankers carrying Saudi Arabian crude oil to India transited the Bab el-Mandeb after switching off their Automatic Identification System (AIS) transponders, effectively sailing “dark” through one of the world’s busiest shipping lanes in an effort to reduce the risk of being identified and targeted. Such action is highly unusual in commercial shipping because it also increases navigational risk. More significantly, reports have emerged that Houthi officials are considering introducing transit charges for commercial vessels using the Bab el-Mandeb. According to Reuters, discussions have taken place with Iranian officials regarding a possible fee structure, although no formal policy has been announced. Whether such a proposal could ever be enforced under international maritime law is another matter entirely. Nevertheless, the fact that it is reportedly under discussion illustrates how the conflict is evolving beyond military action towards attempts to exercise practical control over one of the world’s most strategically important sea lanes. A challenge to freedom of navigationThe reported Bab el-Mandeb proposal follows earlier attempts by Iran to regulate commercial movements through the Strait of Hormuz during the present conflict. Taken together, the developments suggest that Tehran and its regional allies are seeking not merely to disrupt maritime trade but to exert influence over both ends of the Arabian Peninsula – the Strait of Hormuz to the east and the Bab el-Mandeb to the west. For the international shipping industry, that represents a strategic challenge extending well beyond individual attacks on merchant vessels. The longer uncertainty persists, the more likely it becomes that shipowners will continue incorporating Cape of Good Hope routings into their operational planning rather than treating them as temporary diversions. Implications for South AfricaFor South Africa, the prolonged disruption of traditional Middle East shipping routes continues to bring mixed consequences. Longer voyages around the Cape have generated additional opportunities for ports to provide bunkering, repairs, ship chandlery, crew changes and other marine services. Cape Town has benefited particularly from increased repair work and technical calls, while Durban, Ngqura, Port Elizabeth and Richards Bay have also seen additional business associated with diverted shipping. At the same time, the wider global economy continues to bear the cost of higher freight rates, increased insurance premiums and longer transit times, all of which ultimately feed through into international trade. The commercial response of the world’s largest shipping companies underlines how seriously the industry continues to view the security environment. Earlier this day, Africa PORTS & SHIPS reported that MSC Group President Diego Aponte confirmed the world’s largest container shipping line continues to route its vessels around the Cape of Good Hope rather than transit either the Strait of Hormuz or the Bab el-Mandeb, despite the additional time and operating costs involved. His comments provide a clear indication that many major operators still regard the security risks in both waterways as too great to justify a return to traditional routes. Added 30 July 2026♦♦♦♦♦♦♦♦♦News continues belowMSC continues Cape route as Aponte rules out Hormuz, Bab el-Mandeb and Arctic passagesUnidentified MSC ship passing Port St Johns, July 2026. Picture: Clinton Wyness. Click image to enlargeAfricaPorts & ShipsThe MSC Group is continuing to divert its vessels around the Cape of Good Hope rather than transit either the Strait of Hormuz or the Bab el-Mandeb, with Group President Diego Aponte saying crew safety remains the company’s overriding priority amid continuing instability in the Middle East. Speaking in Genoa during the delivery of the new luxury cruise ship Explora III on 23 July, Aponte said MSC was deliberately avoiding both strategic waterways despite the additional time and cost involved in routing ships around southern Africa. “We avoid the Strait of Hormuz, we avoid Bab el-Mandeb because, first and foremost, there are our crews,” Aponte said, adding that the company would continue using the Cape route for the foreseeable future. He acknowledged that the diversions were increasing transport costs for both containerised cargo and crude oil shipments but said safety remained paramount. The comments are particularly significant for South Africa, whose ports have benefited from increased vessel traffic since many container lines began avoiding the Red Sea following attacks on commercial shipping. Longer voyages around the Cape have generated additional calls for bunkering, stores, repairs and crew-related services at ports including Cape Town, Durban, Gqeberha and, to a lesser extent, Richards Bay. Aponte also dismissed suggestions that the Arctic could become an alternative route for MSC, saying the company would never use the Northern Sea Route because of the environmental risks associated with operating in the fragile polar region. Looking beyond the current security situation, Aponte said he remained confident about the long-term prospects for container shipping, arguing that demand would continue to track global economic and population growth despite current geopolitical uncertainty. He noted that the MSC Group now operates over 1,000 vessels across its various shipping businesses, with approximately 150 additional ships on order or under construction. While the Group has expanded into tanker and vehicle-carrying operations in recent years, he described these as complementary businesses, with container shipping remaining MSC’s principal focus. The remarks come as maritime security concerns remain elevated across the Middle East. Renewed tensions in the Strait of Hormuz and continuing threats against commercial shipping in the Bab el-Mandeb have reinforced the decision by a number of major shipping companies to maintain Cape of Good Hope routings despite the longer voyages and higher operating costs involved. A separate report examines the latest developments affecting both strategic waterways in greater detail. Added 30 July 2026♦♦♦♦♦♦♦♦♦News continues belowSAFLA expands regional engagement with SARS Customs to address freight sector challenges“This is what practical partnership looks like,” says SAFLA Executive Officer Dave Logan. “We are not waiting for problems to accumulate. ”AfricaPorts & ShipsThe South African Freight and Logistics Association (SAFLA) has stepped up its engagement with the South African Revenue Service (SARS) Customs division through a series of regional meetings aimed at improving communication and resolving operational issues affecting the freight forwarding and logistics industry. Representatives of the association met SARS Customs management teams in both the Western Cape and Johannesburg on 14 July as part of an initiative to establish more structured regional engagement between Customs and industry stakeholders. According to SAFLA, the discussions focused on improving trade facilitation, strengthening compliance and creating more direct channels through which operational issues can be raised before they develop into significant delays or additional costs for importers and exporters. In the Western Cape, SARS Customs agreed to establish monthly management meetings with SAFLA’s regional working group, while broader stakeholder meetings involving customs brokers, shipping lines, freight forwarders and depot operators are expected to resume. The association said the first formal management meeting is scheduled for 4 August, with a wider industry meeting anticipated later in the month. SAFLA Vice President Jonathan McDonaldSAFLA Vice President Jonathan McDonald said SARS is also reviewing Customs operating procedures and potential technology improvements in the Western Cape. The association intends to provide evidence from members on issues including cargo inspection delays, communication shortcomings and other operational bottlenecks affecting cargo movement. The Johannesburg discussions centred on establishing a similar regional engagement framework. SARS requested governance documentation from SAFLA, including details of its organisational structure, stakeholder engagement model and membership, as part of the process of formalising the relationship. Meanwhile, SAFLA’s KwaZulu-Natal working group has concentrated on operational issues at the Port of Durban, where persistent road congestion continues to affect access to container terminals, depots and bulk handling facilities. The association’s Dave Watts said it recently met officials from Transnet National Ports Authority (TNPA), who outlined a range of short- and longer-term measures intended to ease congestion around the port. “Road access remains a particular concern, including access to the port’s container terminals, the Island View (Cutler) Complex and Bulk Connections,” Watts said. SAFLA also noted that discussions continue with management at Durban’s container terminals. Members have reported constraints including limited truck booking slots at Durban Gateway Terminal, delays in staging areas, vessel bunching and equipment failures, all of which continue to impact cargo flows. The association further confirmed that its KwaZulu-Natal working group attended a recent regional SARS Customs meeting as an observer and is seeking to establish a regular engagement process with Customs officials in the province. The regional meetings form part of SAFLA’s broader effort to strengthen cooperation between the freight forwarding industry and Customs authorities, with the aim of improving operational efficiency while maintaining regulatory compliance. Editorial commentThe increased level of engagement comes at a time when South Africa is under growing pressure to improve trade facilitation and logistics performance. While substantial attention has focused on port and rail infrastructure, many of the delays experienced by cargo owners and logistics providers also arise from administrative processes, inspections and communication between regulators and industry participants. Regular regional forums involving SARS Customs, freight forwarders, shipping lines, terminal operators and other stakeholders have the potential to identify operational bottlenecks before they become systemic problems. Whether these renewed engagements translate into measurable improvements in cargo clearance times and supply chain efficiency will be watched closely by an industry seeking greater predictability and lower logistics costs. Added 30 July 2026♦♦♦♦♦♦♦♦♦News continues belowHistoric Durban dry dock receives large tanker as ship repair revival gathers paceTroy Durban Picture: TNPA Port of Durban. Click images to enlargeTroy Durban, count the tugs at Shop 24 Picture: TNPA Port of DurbanAfricaPorts & ShipsThe Port of Durban’s historic Prince Edward Graving Dock has welcomed the Marshall Islands-flagged crude oil tanker Troy (IMO 570008) for a major maintenance project, marking the first time in more than a decade that a vessel of her size has entered the facility. According to Transnet National Ports Authority (TNPA), the successful docking of the 228-metre tanker reflects recent investment in upgrading the century-old dry dock and demonstrates its continuing ability to accommodate large commercial vessels engaged in international trade. Troy measures 228 metres in length, has an extreme beam of 32. 2 metres and a deadweight of 73,180 tonnes, making her one of the largest vessels to use the Prince Edward Graving Dock in recent years. Over a period of ten days, the vessel will undergo statutory inspections together with maintenance and repair work required for her continued service. The project is expected to generate business for numerous companies operating within Durban’s ship repair sector, including engineering contractors, equipment suppliers, logistics providers and specialist service companies, while supporting skilled employment throughout the maritime value chain. The docking also follows the completion of the latest phase of TNPA’s R200 million programme to modernise the Prince Edward Graving Dock. Among the improvements are seven new electrically operated capstans, intended to improve docking operations, productivity and overall efficiency. Troy Durban, note the tugs alongside Shop 24. Picture: TNPA Port of Durban. Click image to enlargeCommissioned in 1924, the Prince Edward Graving Dock remains one of Africa’s oldest and most important ship repair facilities. For more than a century it has provided repair services to merchant ships and naval vessels from around the world, contributing significantly to South Africa’s maritime economy and Durban’s reputation as a regional ship repair centre. Durban Port Manager Mpumi Dweba-Kwetana said every vessel entering the dock represented more than a repair project, supporting specialised maritime skills, creating employment, strengthening local industry and reinforcing Durban’s standing as a preferred ship repair destination. She added that continued investment, including long-term proposals for a new graving dock and a ship lift facility, would further expand Durban’s ship repair capability and position the port to meet future demand. If Durban is to regain its former position as one of Africa’s leading ship repair hubs, the successful docking of Troy should be viewed not as the destination, but as the beginning of a sustained recovery in attracting larger vessels back to the port. Added 29 July 2026♦♦♦♦♦♦♦♦♦News continues belowVulcan inaugurates third coal mine section at MoatizeThe coal-loading quay at the port of Nacala-a-Velha, the end of the line from Moatize. Picture: MitsuiAfricaPorts & ShipsVulcan, the Indian‑owned coal mining group operating the Moatize complex in Tete, has inaugurated a third section of its mine, marking a significant expansion of Mozambique’s coal industry. The new section is notable for being operated entirely on an all‑electric system, supported by a newly commissioned 300 MW power plant at Moatize. The plant, built to achieve energy self‑sufficiency for the mine, allocates around 90 MW for mining operations, 30 MW for processing facilities, and 100 MW for rail electrification along the dedicated coal line to Nacala‑à‑Velha. The balance is fed into Mozambique’s national grid, with by‑products such as ash being reused in the manufacture of ‘green cement. ’The investment, valued at approximately €140. 6 million (US$160 million), is expected to cut Vulcan’s reliance on imported diesel, previously costing the company in excess of US$150 million annually, while reducing emissions and improving community health outcomes. Coal exports through Nacala‑à‑Velha have risen steadily in recent years. In 2025, Mozambique shipped around 18 million tonnes, while in the first half of 2026 exports reached 9. 7 million tonnes, up 5. 3 percent year‑on‑year. India remains the principal market for Mozambican coal, with the bulk of exports from Moatize via Nacala destined for Indian steelmakers. India is also a leading buyer of South African coal, underscoring its dominant role in Southern Africa’s coal trade. With the third section now in operation, Vulcan anticipates exports via Nacala could exceed 20 million tonnes annually, approaching the corridor’s maximum transport capacity. Mozambique’s government has projected national coal output of 22 million tonnes in 2026, with Vulcan’s expansion central to achieving this target. The development positions Vulcan as a leader in modernising Mozambique’s coal sector, while strengthening the competitiveness of the Nacala Logistics Corridor as one of Africa’s most advanced coal export chains. Added 29 July 2026♦♦♦♦♦♦♦♦♦News continues belowMozambique’s CFM weathers year of unrest as profits fall despite higher revenueCFM Headquarters in Maputo. Picture Wikipedia Commons Public Domain…. Click image to enlargeAfricaPorts & ShipsMozambique’s state-owned ports and railways company, CFM (Portos e Caminhos de Ferro de Moçambique), has reported a resilient, if challenging, performance for 2025, overcoming months of political unrest, severe disruption to transport operations and more than one hundred railway derailments to remain solidly profitable. The company’s latest annual report paints the picture of a business that spent much of the year battling circumstances beyond its control, yet still succeeded in growing turnover and maintaining one of the strongest financial positions among state-owned transport enterprises in the region. CFM recorded a net profit of 1. 99 billion meticais (approximately US$31 million) for the year, a decline of 22. 7% from the 2. 58 billion meticais (US$40 million) earned in 2024. While the fall in profitability was significant, management stressed that it reflected an exceptionally difficult operating environment rather than any weakening of the company’s underlying business. According to the company, the first quarter of 2025 was particularly affected by the post-election unrest that gripped Mozambique between October 2024 and March 2025. Road blockades, demonstrations and the looting of commercial premises disrupted economic activity across the country, reducing freight movements and creating uncertainty among customers and investors. Adding to these difficulties was a prolonged shortage of foreign currency, which hampered imports of fuel and other essential supplies required for rail and port operations. The company also experienced an unusually high number of railway incidents, recording 104 derailments during the year — 43 in southern Mozambique and 61 in the central region. The derailments alone caused estimated damage of 512 million meticais (around US$8 million), placing additional pressure on operating costs while disrupting freight services across important transport corridors. Despite these setbacks, CFM succeeded in increasing revenue from sales and services by 4. 1%, with income rising to 21. 39 billion meticais (approximately US$331 million). The increase was driven primarily by the continued movement of cargo through Mozambique’s ports and railway network, which remains the company’s principal source of income. The figures underline the strategic importance of Mozambique’s transport corridors linking the ports of Maputo, Beira and Nacala with neighbouring South Africa, Zimbabwe, Zambia and Malawi. Although the political unrest temporarily interrupted traffic flows, export demand for minerals, agricultural products and other bulk commodities continued to underpin the company’s revenue base. The latest results also suggest that CFM entered the period of disruption from a position of financial strength. While profits declined, the company remained comfortably in the black and continued to generate sufficient revenue to sustain operations and ongoing investment in port and rail infrastructure. For regional logistics operators and neighbouring landlocked countries that depend heavily on Mozambique’s transport corridors, the report provides reassurance that CFM remains financially stable despite one of the most disruptive years in recent memory. Looking ahead, the company expects operating conditions to improve as political stability returns and freight volumes recover. However, the report also highlights the continuing need for investment in railway infrastructure and operational reliability to reduce derailments and improve service levels across the national rail network. Although 2025 fell well short of the record profitability achieved a year earlier, the latest figures demonstrate that CFM has emerged from a turbulent period with its core business intact, reinforcing its pivotal role in supporting Mozambique’s economy and the wider Southern African logistics system. Added 29 July 2026♦♦♦♦♦♦♦♦♦News continues belowDP World completes major dredging milestone at Senegal’s Port of NdayaneDredging at the new Senegalese port of Ndayane. Picture: DP WorldAfricaPorts & ShipsDP World has completed the capital dredging programme for Senegal’s new deep-water Port of Ndayane, achieving the milestone 13 months ahead of schedule and allowing construction to move sooner than planned into its next phase. The dredging campaign, regarded as one of the most technically demanding stages of the US$1. 2 billion port development, included the excavation of a 5-kilometre navigation channel, a 600-metre turning basin and an 875-metre berth pocket. The facilities have been designed to accommodate two of the world’s largest container ships simultaneously. Construction of the new port, located approximately 50 kilometres south of Dakar, is expected to be completed in 2028. Once operational, Ndayane will become Senegal’s principal deep-water container gateway, relieving pressure on the Port of Dakar, which is approaching the limits of its expansion potential. According to DP World, the early completion of the dredging programme will allow quay construction and other marine civil works to commence well ahead of the original schedule, maintaining momentum on the overall project. The work was carried out using two of the world’s largest cutter suction dredgers. More than 95% of the excavated material consisted of solid rock, including formations with compressive strengths exceeding 100 megapascals. Despite the difficult geological conditions, the entire operation was completed without the use of blasting, reducing both environmental impacts and construction risks. More than 1,000 people are currently employed directly on the project as construction activity accelerates. Early construction of the future Port of Ndayane, Senegal. Picture DP WorldMohammed Akoojee, Chief Executive Officer and Managing Director for Africa at DP World, described the completion of the dredging works as a significant engineering achievement that would enable the project to progress more rapidly toward its planned 2028 opening. He said the Port of Ndayane represents Senegal’s largest single private investment and would strengthen the country’s role in regional and international supply chains by expanding trade capacity, improving connectivity and creating long-term employment opportunities. Clarence Rodrigues, Chief Executive Officer of DP World Dakar, said the project would enhance Senegal’s competitiveness by providing additional port capacity, supporting local businesses and improving access to imported goods. He added that the development is expected to support trade-related employment while strengthening Senegal’s position as a logistics hub for West Africa. DP World has operated the Port of Dakar container terminal since 2008, investing approximately US$340 million in modernising the facility and expanding its capacity. During that period, annual container throughput has increased from about 265,000 TEUs to approximately 850,000 TEUs in 2025, while vessel waiting times have reportedly been reduced from an average of 35 hours to almost zero. The company also notes that Dakar is now ranked as the most efficient container port in sub-Saharan Africa in the World Bank’s latest Container Port Performance Index. The decision to develop the Port of Ndayane follows continued growth in container traffic and the physical constraints limiting further expansion at Dakar. The new deep-water port has been planned to provide additional capacity for future trade growth while improving inland logistics connections serving Senegal and the wider West African region. Capital dredging was originally scheduled for completion in September 2027, but following the early mobilisation of equipment in December 2024 the programme was completed more than a year ahead of schedule. The achievement enables the project to advance to the next phase of marine and civil construction, keeping the overall development on course for completion in 2028. Added 28 July 2026♦♦♦♦♦♦♦♦♦News continues belowMozambique denies attacked LPG tanker Disha was entitled to fly its flagAI depiction of LPG tanker Disha. Picture: Africa Ports & ShipsAfricaPorts & ShipsMozambique’s maritime regulator has denied that the LPG tanker DISHA (IMO 8818219), which was attacked in Iranian territorial waters on Friday (24 July), was registered in Mozambique or entitled to fly the country’s flag. The Institute of Maritime Transport (ITRANSMAR) said an investigation has been launched after checks of the national ship registry found no record of the vessel ever having been registered under Mozambican law. According to ITRANSMAR, the available evidence indicates that the tanker was flying the Mozambican flag illegally and fraudulently, describing the apparent misuse of the country’s flag as a serious breach of international maritime law. The authority said it is working with relevant international organisations and the authorities of the states concerned to establish the full circumstances surrounding the incident and identify those responsible for the unauthorised use of the flag. The DISHA, a 230-metre LPG tanker built in 1990, came under attack by what has been described as an unidentified missile while transiting Iranian territorial waters near the Strait of Hormuz. The vessel was carrying 28 Indian seafarers, all of whom were reported safe following the incident, according to the Indian Embassy in Tehran. According to several reports, audio recordings were made from a public VHF maritime radio in which a caller believed to be a US military operator, gave several warnings to a merchant ship that “You are non-compliant by continuing towards Iran. You have been warned several times. I am preparing to fire at your engine room. ” The crew were then given 15 minutes to clear the engine room. The attack is the latest in a series of incidents affecting commercial shipping in and around the Strait of Hormuz since tensions between Iran and the United States escalated earlier this month. The International Maritime Organization (IMO) has repeatedly condemned attacks on merchant vessels in the region and urged all parties to avoid exposing seafarers to unnecessary danger. ITRANSMAR warned that the fraudulent use of a national flag undermines confidence in international ship registration systems, threatens maritime security and weakens the integrity of the principle that every merchant vessel must sail under the lawful jurisdiction of a recognised flag State. The authority said Mozambique remains committed to cooperating with the international maritime community in protecting the safety of navigation and upholding international maritime law. The vessel’s age, together with Mozambique’s assertion that it was fraudulently flying that country’s flag, is likely to prompt questions over whether the tanker forms part of the wider network of vessels used to conceal ownership and trading activities associated with Russia’s so-called ‘shadow fleet’. However, no evidence has emerged linking the vessel to any sanctions list or officially identifying it as part of that fleet. It would appear from Disha previously crossed the strait of Hormuz safely on 15 June this year when she sailed with a cargo loaded in Qatar bound for Dahej port in Gujarat. Added 28 July 2026♦♦♦♦♦♦♦♦♦News continues belowDouala collision leaves Black Rhino stranded — Cameroon sets 15‑day deadlineBlack Rhino aground in the entrance channel to the port of Douala, Cameroon. Picture: the Maritime / XAfricaPorts & ShipsThe Port of Douala, Cameroon’s busiest maritime gateway, is facing a high‑stakes salvage operation after the Cypriot‑flagged cargo ship Black Rhino (IMO 9148790) was left grounded in the main access channel following a collision earlier this month. In the early hours of 12 July, the inbound Black Rhino — carrying around 150 containers — collided with the outbound bulk carrier Sea Honor near buoy No. 20. Preliminary reports point to a steering malfunction aboard Black Rhino. The impact tore open her hull near the bridge, forcing the crew to ground the vessel deliberately to prevent sinking. All 15 crew members were safely evacuated, while Sea Honor sustained bow damage and was towed to anchorage. Salvage Under PressureThe stranded Black Rhino now looms as a hazard to navigation. Cameroon’s Transport Minister Jean Ernest Massena Ngalle Bibehe has issued a strict ultimatum: the shipowner must clear the wreck within 15 days. A final expert report is due within eight days, followed by a detailed recovery plan covering stabilisation, container removal, refloating, and pollution prevention. Salvage specialists from Wave Group and SMIT Salvage are already mobilised, with support vessel MSM Dolores standing by in Bata, Equatorial Guinea. Authorities have prohibited any container discharge until stability calculations are validated, underscoring the delicate balance between urgency and safety. Strategic StakesDouala handles trade worth more than 350 billion CFA francs (US$ 604,800,000) annually, serving not only Cameroon but also landlocked neighbours Chad and the Central African Republic. Any prolonged obstruction threatens regional supply chains and heightens concerns over environmental risks. The countdown is now ticking. With the channel partially restricted and the grounded vessel blocking one of Central Africa’s most vital arteries, the Black Rhino incident has become a test of maritime salvage under pressure — and of Cameroon’s resolve to safeguard its strategic port. Added 28 July 2026♦♦♦♦♦♦♦♦♦News continues belowSouth Africa among nations affected by new US tariff regimeAfricaPorts & ShipsSouth African exporters are assessing the potential impact of a new United States tariff regime that came into effect on Friday, replacing the temporary 10% global tariff introduced earlier this year with a revised system of duties of either 10% or 12. 5% imposed under Section 301 of the US Trade Act. South Africa has been placed in the 12. 5% tariff category, affecting exports to what is the country’s second-largest trading partner after China. The revised measures apply to imports from 60 economies that together account for 99. 4% of all goods imported into the United States. According to the Office of the United States Trade Representative (USTR), the new tariffs are intended to encourage trading partners to introduce and effectively enforce measures preventing goods produced using forced labour from entering their own markets. Washington argues that products manufactured under forced-labour conditions distort international trade and ultimately compete unfairly with American producers. The United States says the new tariff regime is designed to encourage stronger action by its trading partners against such imports. The measures replace the temporary tariff system introduced earlier this year following legal challenges to the Trump administration’s previous reciprocal tariff programme. While the new duties apply to most imported products, the United States has published an extensive list of exemptions covering goods regarded as strategically important or not readily available from domestic sources. These include oil and natural gas, fertilisers, selected food products, critical raw materials and other products considered essential to the US economy. For South Africa’s agricultural exporters, the exemption list provides mixed news. Fresh oranges have been specifically excluded from the new tariff, together with several orange juice products. However, grapefruit and most other citrus products do not appear on the exemption schedule, potentially exposing a significant proportion of South Africa’s citrus exports to the additional 12. 5% duty. The development is likely to be watched closely by South Africa’s citrus industry. Citrus is among the country’s most valuable agricultural exports, with the United States providing an important seasonal market during the northern hemisphere summer, when South African fruit complements domestic US production. The new tariffs could also alter the competitive landscape among southern hemisphere suppliers. Peru and Chile have likewise been placed in the 12. 5% tariff category, while Ecuador faces a lower 10% duty, potentially giving Ecuadorian exporters a pricing advantage on citrus products and other exports subject to the tariff. Although the exemption for fresh oranges will provide some relief to South African growers, exporters of grapefruit and other citrus varieties may find themselves at a competitive disadvantage in the US market if importers shift purchases towards lower-tariff suppliers or products covered by the exemption list. The longer-term implications of the new tariff regime remain uncertain. Trade analysts expect affected countries to seek discussions with Washington, while others may consider legal or diplomatic avenues to challenge the measures. For South Africa, whose principal exports to the United States include platinum group metals, motor vehicles, citrus and a range of agricultural products, the effect will largely depend on how individual export sectors are treated under the new tariff schedule and whether further exemptions are granted. Added 27 July 2026♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦