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DAILY BULLETIN OF MARITIME NEWS FOR THE WEEK STARTING SUNDAY 1 JUNE 2025

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FIRST VIEW: finale to a cruise season – SEVEN SEAS VOYAGER

As a finale to a longish Southern Africa summer cruise season, the last regular passenger cruise vessel to call at Durban and later at Port Elizabeth and Cape Town, is the luxury ship Seven Seas Voyager, which is currently on the South African coast. Seven Seas Voyager is a luxury cruise ship operated by Regent Seven Seas Cruises, a subsidiary of Norwegian Cruise Line Holdings Ltd. Built by T. Mariotti in Genoa, Italy, the vessel was christened on 31 March 2003 and entered service shortly thereafter. Specifications: Length: 206.5 metres. Beam: 28.8 metres. Gross Tonnage: 42,363 GT. Passenger Capacity…   Read more…

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MSC joins Marsa Maroc at Nador West Med as port’s second container terminal takes shape

Morocco’s ambitious Nador West Med port complex has moved a step closer to becoming a major Mediterranean transshipment and energy hub, with the announcement of a second major container terminal partnership involving Terminal Investment Limited (TiL), a subsidiary of Swiss-Italian shipping giant MSC. Marsa Maroc and TiL have signed a partnership agreement that will see TiL enter the shareholding of the subsidiary holding the concession for one of Nador West Med’s container terminals.    Read more…

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Fire on EV-laden car carrier Morning Midas sparks alarm across shipping sector

A major incident in the North Pacific Ocean has reignited global concern over the risks of transporting electric vehicles (EVs) at sea, after the car carrier Morning Midas (IMO 9299910) was abandoned following an uncontrollable fire. The 46,800-ton vessel, sailing under the Liberian flag, was en route from Yantai, China, to Lázaro Cárdenas, Mexico, when a fire broke out on 3 June, approximately 300 nautical miles south of Adak Island, Alaska. According to Zodiac Maritime, managers of the Morning Midas, the ship was carrying more than 3,000 vehicles, including 800 EVs, when smoke was first detected rising from one of the cargo decks.   Read more…

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Mozambique’s Mocímboa da Praia port at risk of becoming a White Elephant as TotalEnergies alters LNG logistics

Mozambique’s northern port of Mocímboa da Praia — once poised to become a strategic hub for Africa’s gas export ambitions — now faces the risk of sliding into redundancy. This comes amid growing frustration over new logistical protocols imposed by TotalEnergies, as the French energy giant prepares to restart its stalled liquefied natural gas (LNG) project in Cabo Delgado province. After a four-year suspension prompted by a deadly terrorist attack on 24 March 2021, TotalEnergies is reactivating its multi-billion-dollar LNG operations in the Palma district.   Read more…

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Oceans under pressure: UNCTAD warns global trade at risk without urgent maritime reforms

The ocean economy — long a bedrock of global trade and development — is under mounting strain from climate shocks, geopolitical tensions, and fragmented trade policies. That’s the urgent warning in the latest Global Trade Update published this week by UN Trade and Development (UNCTAD). The report underscores the vast scale and importance of ocean-based industries, which accounted for a staggering $2.2 trillion — or 7% — of global trade in 2023.   Read more…

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Liberia certifies first homegrown marine pilot and tug master

APM Terminals Liberia and Svitzer have officially presented Capt. Sam Jabbah and Capt. William Adolphus Lassanah as the country’s first certified Liberian marine pilot and tug master, respectively. Their certification marks a significant milestone in a local capacity-building initiative aimed at strengthening Liberia’s maritime workforce. The presentation ceremonies took place on 21 and 22 May at the National Port Authority (NPA) and Liberia Maritime Authority (LiMA).    Read more…

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WHARF TALK: Heavylift pipe layer JSD6000

The two major South African ports of Durban and Cape Town are world renowned as ports of refuge where first world maritime engineering support and shipwright fabrication facilities are available for those who require it. In African terms, with possibly one other candidate, that of Walvis Bay in Namibia, these two South African ports are pretty much the only places in the whole of the African continent where such maintenance provision needs are readily available. Every now and then a vessel arrives that is in need of such engineering, or fabrication support, and even then the turnaround of the requirement can take time, depending on the complexity of the onboard requirement.    Read more…

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Navantia launches Moroccan offshore patrol vessel

Spanish shipbuilder Navantia has launched a new offshore patrol vessel (OPV) for the Royal Moroccan Navy, with delivery scheduled for 2026. The Avante 1800 vessel was launched on 27 May at Navantia’s San Fernando shipyard in Cadiz, Spain. It is being built as part of a contract announced in January 2021, and financed under a $92 million loan with Spanish multinational financial services provider Santander Group. The contract was years in the making, with Morocco expressing interest in early 2020 for two OPVs, but negotiations slowed after Morocco announced it was planning to expand its borders into Spanish territorial waters.   Read more…

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Grindrod opens new Headquarters and announces $80 million expansion of Matola Coal Terminal

Grindrod has officially opened its new administrative headquarters in the Port of Matola and announced a major $80 million investment to expand the capacity of the Matola Coal Terminal. The ceremony, held on Friday 30 May, was attended by Mozambique’s President Daniel Chapo, who highlighted the strategic importance of the investment for national and regional logistics integration. The newly completed 2,000m² facility employs over 90 people and represents an investment of over US$5 million.  Read more…

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Chagos islands: how Mauritius can turn a diplomatic triumph into real economic growth

The decades-long Chagos islands dispute has finally entered a new chapter. The UK officially agreed to return the sovereignty of the archipelago to Mauritius. The Indian Ocean islands are strategically situated near key shipping lanes and regional power hubs. Mauritius was granted independence from British colonial rule in 1965. But not the Chagos islands, which had been part of Mauritius but became a new colonial territory. The residents of the largest island in the archipelago, Diego Garcia, were forced off the land. This was used as a base to support US military operations.  Read more…

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Cameroon’s decarbonisation: A national plan, IMO support

It was reported recently that maritime officials in Cameroon have received essential training to develop a national action plan for cutting greenhouse gas (GHG) emissions from shipping. A workshop led by IMO in Douala, Cameroon held on 22 and 23 May brought together representatives from the national port authority, government ministries and other stakeholders to focus on aspects of the MARPOL Annex VI treaty, which sets legally binding international regulations to limit air pollution from ships.  Read more…

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WHARF TALK: Naval auxiliary vessel – RFA TIDESPRING (A136)

The current state of global geopolitics, and the uncertainties of previously tight military alliances, is making the world a more dangerous place than it has ever been. The breast beating politics of some authoritarian nations means that power politics of shows of force are sometimes necessary to reinforce the message to these despotic regimes that democratic values will be defended, and those nations are not bowed, or feared, by the dictatorial states. That said, on an irregular basis, even less so due to ANC overt foreign policy, is the calling into South African ports of Western aligned warships.  Read more…

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Sierra Leone’s Freetown Port: paving the way for a maritime single window system

A needs assessment mission carried out in Sierra Leone from 26-30 May paved the way for implementing a maritime single window system in the Port of Freetown. The Maritime Single Window (MSW) is a one-stop digital platform for information exchange among different stakeholders and agencies involved in processing ship arrivals, port stays and departures. This centralized system simplifies formalities and procedures, reducing both time and operational costs. Since  1 January 2024, all IMO Member States are required to implement maritime single window systems in ports to enhance global shipping efficiency.   Read more…

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Nigerian Navy celebrates its 69th birthday by commissioning three new ships and three new helicopters

The Nigerian Navy marked its 69th anniversary on 31 May by commissioning three patrol vessels and three AW109 Trekker helicopters at a ceremony held at NNS Beecroft, Apapa, Lagos. President Bola Tinubu, represented by the Minister of State for Defence, Bello Matawalle, presided over the commissioning, emphasising the government’s commitment to empowering the Navy to protect Nigeria’s maritime interests.   Read more…

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SA Port Statistics for April 2025

Africa Ports & Ships: Port statistics for the month of April 2025, covering the eight commercial ports under the administration of Transnet National Ports Authority, are now available. The statistics here reflect port cargo throughputs, ships berthed and auto and container volumes handled together with liquid and dry bulk volumes. Motor vehicles are measured in vehicle units being the equal of 1 tonne per unit. Containers are counted in TEUs, with each TEU representing 13.5 tonnes.   Read more…

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MSC deploys 24,000-TEU megaships to West Africa in first for the sub-continent

Mediterranean Shipping Company (MSC) has become the first shipping line to deploy ultra-large container vessels (ULCVs) with a capacity of 24,000 TEU to West Africa, marking a major development in the region’s maritime trade landscape. Two of MSC’s largest vessels, the MSC Diletta (IMO 9897004) and MSC Türkiye (9931288), are now operating on the Africa Express service, which links ports in China, South Korea, and Southeast Asia with several West African countries, including Ghana, Togo, Côte d’Ivoire, and Cameroon.    Read more…

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WHARF TALK: Harbour and escort tug – IRON DOVE

Amongst the legion of casual maritime observers that inhabit the South African coast, and move within the ports of South Africa, are those who are known as the tug enthusiasts. Not for them the big ocean going vessels, of all shapes and sizes, unless of course it is an oceanic tug. Rather, their interest is fired by the workhorses of the ports, the harbour tugs. Over the past number of years, the interest for these enthusiasts, beyond the Transnet fleet of harbour tugs, is increased whenever a new harbour tug is on a delivery voyage, and calls into a South African port for the usual logistical requirements of bunkers, stores and fresh provisions.  Read more…

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Bayhead Road Upgrade begins: Major overhaul of Durban’s freight artery

Durban — One of South Africa’s most critical freight corridors, Bayhead Road, is set for a significant upgrade as roadworks begin this week to rehabilitate the deteriorating carriageway that serves the Port of Durban and South Africa’s busiest terminals. Bayhead Road is the primary access route to Durban Container Terminals Pier 1 and Pier 2, as well as the Island View Liquid Bulk Terminal, which houses over 1,000 storage tanks for liquid fuels and chemicals. On a typical weekday, more than 13,000 vehicles — including at least half of which are heavy container trucks and tanker vehicles — use this vital route during a 12-hour daytime window.  Read more…

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Hapag-Lloyd doubles down on Africa with new regional structure

In a bold move to deepen its footprint across the African continent, global shipping giant Hapag-Lloyd has unveiled a sweeping reorganisation of its African operations — doubling its number of regional management hubs and signalling a strong commitment to growth on the continent. Under the company’s forward-looking Strategy 2030, Hapag-Lloyd is restructuring its African business from two operational Areas to four, allowing for more focused market oversight and improved customer responsiveness.  Read more…

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Maersk unveils sneak peek of Cape Town Cold Store to South African exporters

South African exporters were recently offered a first look inside A.P. Moller – Maersk’s soon-to-launch cold store facility at Belcon Logistics Park in Cape Town — a key component of the shipping giant’s expanding cold chain network in the country. Set to open formally later this year, the state-of-the-art facility will begin handling cargo for select customers as early as June. It forms part of a three-site cold storage strategy Maersk is rolling out across South Africa in 2025, with the Cape Town and Cato Ridge (near Durban) sites at the forefront.    Read  more…

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Royal Navy, New Zealand-led task force intercept $36 million drug haul in Arabian Sea

In a major maritime security operation, the Royal Navy frigate HMS Lancaster, operating under the New Zealand-led Combined Task Force 150 (CTF 150), has intercepted a significant shipment of illicit narcotics in the North Arabian Sea. The seizure, made on 22 May, included over a tonne of heroin, 660 kilograms of hashish, and six kilograms of amphetamines — with an estimated street value exceeding USD $36 million. The UK warship, deployed in support of the Combined Maritime Forces (CMF), tracked a suspicious vessel using onboard uncrewed aerial systems.  Read more…

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WHARF TALK: gearless coastal bulk carrier – HANSA CHRISTIANSOE

For the casual maritime observer, the irony of the Houthi menace has been the boon of setting sight on a multitude of vessels that have all been forced to make the long voyage around the Africa continent, by way of the Cape sea route, rather than via the Suez Canal. The sheer volume of these vessel types that have called in to South African ports, mainly Durban and Cape Town, have almost all been for logistical purposes, whether simply for bunkers, stores, fresh provisions, or for maintenance and technical support. This Houthi driven increase in arrivals has also given the casual maritime observer a second boon.   Read more…

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Sparing the vulnerable: The cost of new tariff burdens – UNCTAD report

A recent report by the UN Trade and Development (UNCTAD) warns of escalating tariffs that are set to deeply impact trade dynamics for vulnerable economies. The report, titled “Sparing the vulnerable: The cost of new tariff burdens,” highlights the significant trade cost increases that many developing countries are likely to face as a result of the wave of new import tariffs. The vulnerable economies most exposed – including Least Developed Countries and Small Island Developing States – typically account for a tiny share of global trade, yet now face some of the steepest tariff increases. What’s changing: US tariffs may jump to over 25% for 22 developing economies in July 2025, including seven least developed countries.   Read more…

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South Africa and Ghana chart course for stronger maritime partnership

The South African Maritime Safety Authority (SAMSA) recently welcomed Navy Captain Dr. Kamal-Deen Ali, the newly appointed Director General of the Ghana Maritime Authority (GMA), to its Cape Town offices for a high-level strategic engagement aimed at strengthening bilateral maritime cooperation between the two West and Southern African nations. The visit underscores a growing trend of African maritime authorities seeking greater collaboration to address shared challenges in ocean governance, regulatory harmonisation, seafarer development, and the blue economy.  Read more…

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Industry urged to prepare for new fire safety rules on RORO and ROPAX vessels

Shipowners, managers and shipyards are being urged to act now ahead of a major change to international fire safety regulations for RORO and ROPAX vessels. From 1 January 2026, amendments to the SOLAS Chapter II-2 and the FSS Code will make fixed water monitors mandatory on the weather decks of these ships — a response by the International Maritime Organization (IMO) to the growing number of serious fires linked to vehicle cargo, particularly electric vehicles (EVs).   Read more…

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Liberia’s Railway Crossroads: ArcelorMittal faces policy shift as Liberia pushes for Open Rail Access

Senior executives from ArcelorMittal are expected to arrive in Liberia this week for a series of high-stakes meetings with President Joseph N. Boakai and senior officials. Their visit coincides with the official commissioning of a new iron ore concentrator in Yekepa, Nimba County — a project designed to boost ArcelorMittal Liberia’s (AML) output as it targets 15 million tonnes of annual production. But beneath the surface of the ceremonial ribbon-cutting lies a strategic showdown over the future of Liberia’s critical railway infrastructure. At the centre of the debate is the 243-kilometre Yekepa–Buchanan railway, a vital corridor for mineral exports and regional connectivity. ArcelorMittal has held exclusive control over the line for two decades under its Mineral Development Agreement (MDA), set to expire in 2030.   Read more…

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Maersk appoints Tito Okuku as new Managing Director for Eastern Africa

Global logistics giant A.P. Moller – Maersk has announced the appointment of Tito Okuku as its new Managing Director for Eastern Africa. Okuku took up his position from 5 May 2025. With more than 25 years of leadership in logistics and supply chain management, Okuku brings a wealth of experience to the role. His extensive background spans strategy, business development, warehousing, landside logistics, and fleet operations — making him well suited to lead Maersk’s operations across key Eastern African markets including Kenya, Uganda, and Tanzania.  Read more…

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Royal Navy news by Paul Ridgway

Royal Navy Director Develop, Rear Admiral James Parkins delivered the opening speech during the naming ceremony of XV Excalibur. On 15 May the Royal Navy unveiled its first Extra-Large Uncrewed Underwater Vessel at HM Naval Base Devonport. Launch of the experimental platform is the culmination of a three-year long innovative project called CETUS. Named Experimental Vessel, or XV, Excalibur is a significant step for the Royal Navy at 12 metres loa, over two metres diameter and displacing 19 tonnes.  Read more…

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Tunisian Navy commissions two U.S.-donated patrol boats during visit by USS Mount Whitney

Tunisia’s maritime defense capabilities received a significant boost in April with the commissioning of two 34-metre Island-class patrol boats donated by the United States, marking a key milestone in the 220-year naval partnership between the two nations. The vessels, formerly in service with the U.S. Coast Guard, were officially handed over during the port visit of the USS Mount Whitney (LCC 20) to Tunis on 17 April. The two patrol boats, now renamed Tazarka and Menzel Bourguiba, were formally inducted into the Tunisian Navy in a ceremony that underscored the deepening defense ties between Washington and Tunis.  Read more…

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FIRST VIEW: finale to a cruise season – SEVEN SEAS VOYAGER

Africa Ports & ShipsAs a finale to a longish Southern Africa summer cruise season, the last regular passenger cruise vessel to call at Durban and later at Port Elizabeth and Cape Town, is the luxury ship Seven Seas Voyager, which is currently on the South African coast.

Seven Seas Voyager (IMO 9247144) is a luxury cruise ship operated by Regent Seven Seas Cruises, a subsidiary of Norwegian Cruise Line Holdings Ltd. Built by T. Mariotti in Genoa, Italy, the vessel was christened on 31 March 2003 and entered service shortly thereafter.

Specifications:

Length: 206.5 metres
Beam: 28.8 metres
Gross Tonnage: 42,363 GT
Passenger Capacity: Approximately 700 guests
Crew: 447 members
Decks: 12
Flag State: Bahamas

Accommodations & Amenities:

All 350 suites aboard the Seven Seas Voyager feature private balconies, offering guests panoramic ocean views.

The ship boasts four main dining venues, including a steakhouse and a main dining room, as well as multiple lounges and bars. Entertainment options encompass a two-level theatre, a casino, and a spa and wellness centre.

Additional amenities include an outdoor pool with two whirlpools, a fitness centre, and a library.

As the final cruise ship of the South African 2024/25 season (at least as far as Durban, Richards Bay and East London are concerned, the Seven Seas Voyager continues to exemplify luxury cruising with its all-suite accommodations and comprehensive onboard offerings.

Pictures by Keith Betts, Trevor Jones, Benny Janse van Rensburg

Added 1 June 2025

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MSC joins Marsa Maroc at Nador West Med as port’s second container terminal takes shape

Terry Hutson
Africa Ports & Ships

Morocco’s ambitious Nador West Med port complex has moved a step closer to becoming a major Mediterranean transshipment and energy hub, with the announcement of a second major container terminal partnership involving Terminal Investment Limited (TiL), a subsidiary of Swiss-Italian shipping giant MSC.

Marsa Maroc and TiL have signed a partnership agreement that will see TiL enter the shareholding of the subsidiary holding the concession for one of Nador West Med’s container terminals.

Following regulatory approval, the shareholding will consist of Marsa Maroc holding 50% plus one share and TiL with 50% minus one share.

This concession covers a 750-metre section of the port’s 1,520-metre main container quay, which features a depth of 18 metres and 70 hectares of terminal area. When fully operational, the terminal will offer a capacity of 3.4 million TEUs.

Commissioning of the first phase is scheduled for early 2027.

The deal marks a significant milestone in the rollout of Marsa Maroc’s 2030 strategic plan, underlining the company’s ability to attract world-class partners. TiL is part of MSC Group, the world’s largest shipping company by container capacity.

CMA CGM also on board with separate terminal

This new agreement follows the earlier entry of CMA CGM into a separate 25-year terminal concession at Nador West Med.

Signed in October 2024, this partnership sees the French carrier take a 49% stake in a Marsa Maroc-led joint venture that will develop and operate another 750-metre section of quay and 35 hectares of yard space.

This terminal will also feature 18 metres alongside depth, making it capable of handling the world’s largest container vessels. CMA CGM already has interests across Morocco, including a terminal at Casablanca, a 40% stake in the Eurogate Tangier facility, and a Marseille–Tanger Med ferry service.

Nador West Med, located in the Bay of Betoya within the strategically important Gibraltar zone, is rapidly positioning itself as both a Mediterranean container hub and an energy gateway.

Thanks to Morocco’s growing green hydrogen sector, the port is also expected to become a major bunkering centre for synthetic maritime fuels such as e-methane and e-methanol.

Third terminal: a combined container and general cargo facility

In addition to the two container terminals under concession to CMA CGM and MSC/TiL, Marsa Maroc is also developing a third terminal at Nador West Med: the Western Terminal, which will serve as a mixed-use facility.

This terminal will feature 1,440 metres of quay and be divided into two distinct sections:

• A 900-metre section dedicated to containers, enhancing the port’s role as a transshipment hub.
• A 540-metre section designed for general cargo operations.

Covering 60 hectares, this terminal will be equipped with eight ship-to-shore cranes, 24 rubber-tyred gantry cranes, and four mobile cranes.

An investment of approximately €280 million has been earmarked for the first phase, with operations expected to commence in 2027—on a similar timeline to the container terminals.

A gateway for the future

With three major terminals now under development — two for containers and one mixed-use — the Nador West Med port complex is set to reshape Morocco’s logistics landscape.

It will not only enhance national and regional trade capacity but also strengthen Morocco’s role in global maritime supply chains, especially as the world transitions to low-carbon shipping solutions.

Added 6 June 2025

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Fire on EV-laden car carrier Morning Midas sparks alarm across shipping sector

Terry Hutson 
Africa Ports & Ships

A major incident in the North Pacific Ocean has reignited global concern over the risks of transporting electric vehicles (EVs) at sea, after the car carrier Morning Midas (IMO 9299910) was abandoned following an uncontrollable fire.

The 46,800-ton vessel, sailing under the Liberian flag, was en route from Yantai, China, to Lázaro Cárdenas, Mexico, when a fire broke out on 3 June, approximately 300 nautical miles south of Adak Island, Alaska.

According to Zodiac Maritime, managers of the Morning Midas, the ship was carrying more than 3,000 vehicles, including 800 EVs, when smoke was first detected rising from one of the cargo decks. The crew initiated onboard fire suppression procedures, but efforts to contain the blaze were unsuccessful.

All 22 crew members were safely evacuated by the U.S. Coast Guard, which coordinated their transfer to a nearby merchant vessel. The fire continues to burn, and salvage and firefighting teams are now being deployed to assess the vessel and determine next steps.

A Growing Risk in Maritime Transport

The incident adds to a growing list of fires aboard car carriers linked to lithium-ion battery cargo. While the cause of the Morning Midas fire has not been officially confirmed, maritime safety experts and insurers have consistently warned about the high thermal risk of EV fires in confined shipboard environments.

A recent Allianz Global Corporate & Specialty (AGCS) report emphasised that lithium-ion battery fires burn hotter, spread faster, and are more difficult to extinguish than fires involving traditional internal combustion vehicles.

In such incidents, the risk of thermal runaway — a self-propagating chemical reaction within the battery — can lead to prolonged, highly volatile fires requiring massive volumes of water to cool.

The Morning Midas, built in 2006 by China’s Xiamen Shipbuilding Industry, had previously called at Shanghai and Nansha before departing Yantai on 26 May. Its final destination was the Mexican port of Lázaro Cárdenas, a growing gateway for vehicle imports in Latin America.

As of this writing, the vessel remains adrift, with the extent of damage and potential environmental hazards still under evaluation. No information has been released on the brands or models of vehicles lost in the fire.

Industry Response and Safety Concerns

This latest fire follows a series of high-profile blazes aboard vehicle carriers in recent years, including the 2022 loss of the Felicity Ace, which sank in the Atlantic with nearly 4,000 luxury cars on board, and the 2023 fire aboard the Fremantle Highway off the Dutch coast.

While shipping lines are taking steps to mitigate these risks — including new fire safety protocols, EV segregation policies, and updated cargo declarations — the Morning Midas incident underscores how far the industry still has to go.

“There is still a lack of global alignment on EV shipping standards,” one marine underwriter told Africa PORTS & SHIPS.

“The combination of high-voltage batteries, limited ventilation, and enclosed steel decks creates a fire risk that is very difficult to manage once ignited.”

As car manufacturers, insurers, and shipowners assess the fallout from the Morning Midas incident, one thing is clear: the global maritime industry must urgently adapt to the realities of an electrified cargo future.

Added 5 June 2025

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Mozambique’s Mocímboa da Praia port at risk of becoming a White Elephant as TotalEnergies alters LNG logistics

Africa Ports & Ships

Mozambique’s northern port of Mocímboa da Praia — once poised to become a strategic hub for Africa’s gas export ambitions — now faces the risk of sliding into redundancy.

This comes amid growing frustration over new logistical protocols imposed by TotalEnergies, as the French energy giant prepares to restart its stalled liquefied natural gas (LNG) project in Cabo Delgado province.

After a four-year suspension prompted by a deadly terrorist attack on 24 March 2021, TotalEnergies is reactivating its multi-billion-dollar LNG operations in the Palma district.

But the company’s updated security measures are sparking concern — not just among local subcontractors, but across Mozambique’s port and logistics sectors.

According to a leaked letter cited by Mozambican weekly Savana, TotalEnergies has banned land transport to its LNG site at Afungi, instructing subcontractors to rely solely on sea or air transport to move goods and personnel.

The announcement, made without prior consultation with government authorities, has prompted outrage and dismay among Mozambican logistics companies — especially smaller local firms already struggling under tight margins and limited resources.

A Blow to Regional Port Hubs

Logistics operators warn that the new policy will marginalise both the Port of Mocímboa da Praia and nearby Port of Pemba, once envisioned as key gateways for supporting LNG development.

Both are situated to the south of the Afungi peninsular
and connected by road to the TotalEnergies site.

“We were hopeful that the port would spring back to life with the return of TotalEnergies,” said a local port source, “but now it looks like we are being bypassed altogether.”

Instead, industry insiders believe the Port of Nacala — located over 500km south in Nampula province — may reap the benefits of increased maritime activity, even though it lies farther from the LNG site.

Security concerns appear to be at the heart of the decision. The Islamic State-affiliated insurgency continues to pose a serious threat along the Cabo Delgado coastline, with more than 35 maritime security incidents recorded so far in 2024 alone, especially between Mocímboa da Praia and Macomia.

Insiders admit that neither the Mozambican nor Rwandan naval deployments currently in the area are equipped to fully contain the offshore insurgent activity.

Local Fallout: Jobs, Communities, and Survival

Mozambican subcontractors, many of whom invested in fleets and logistics services anticipating the project’s revival, say the new restrictions threaten their livelihoods.

“If we can’t deliver by road, and we don’t have aircraft or ships, what happens to us?” asked one small business owner in Palma, which is slightly to the north of Afungi.

Community leaders are also alarmed. Expectations for regional economic uplift — especially in transport, trade, and service sectors — are rapidly fading.

“The development promise of LNG is slipping away again,” said a civil society observer in Cabo Delgado. “And this time, it may not come back.”

Meanwhile, access to the Afungi site is now tightly controlled, with all deliveries requiring prior appointments and detailed registration of goods and personnel — a level of oversight TotalEnergies deems essential under current conditions.

A Strategic Crossroads

With mounting tension between security needs and economic inclusion, the future of Mocímboa da Praia as a viable commercial port is now in serious doubt.

Unless the government, security partners, and TotalEnergies find a way to reconcile risk management with regional development, Mozambique’s LNG dream could become another story of missed opportunity.

Added 5 June 2025

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Oceans under pressure: UNCTAD warns global trade at risk without urgent maritime reforms

Africa Ports & Ships

The ocean economy — long a bedrock of global trade and development — is under mounting strain from climate shocks, geopolitical tensions, and fragmented trade policies.

That’s the urgent warning in the latest Global Trade Update published this week by UN Trade and Development (UNCTAD).

The report underscores the vast scale and importance of ocean-based industries, which accounted for a staggering $2.2 trillion — or 7% — of global trade in 2023.

Key sectors such as shipping, tourism, fisheries, and marine energy have not only bounced back from the pandemic slump, but are once again powering the flow of goods, services, and innovation across continents.

But beneath the surface, trouble is brewing.

Climate, Conflict, and Tariffs Threaten the Blue Economy

“From food and energy to transport and technology, our oceans are essential to global prosperity,” said UNCTAD Secretary-General Rebeca Grynspan.

“Yet rising sea levels, plastic pollution, biodiversity loss, and trade fragmentation are threatening the lifeblood of sustainable development.”

The report notes that environmental degradation is hitting ports, vessels, and coastal infrastructure hardest in vulnerable regions, while new tariffs and shifting alliances are reshaping maritime supply chains in ways that could undermine long-term investment in sustainable ocean sectors.

As the world heads toward the third UN Ocean Conference (UNOC3), UNCTAD is calling for urgent reforms to keep the ocean economy afloat. These include:

* Upgrading marine infrastructure to handle environmental and trade shocks

* Ending harmful subsidies that deplete fish stocks and damage ecosystems

* Closing legal loopholes that allow unregulated exploitation of open waters

* Promoting fairer, greener trade between developing nations

Why It Matters

Far from being a niche issue, the ocean economy sustains millions of jobs, underpins food security, and forms a critical link in global supply chains.

Its performance — and resilience — will shape the future of international trade.

As geopolitical tensions rise and climate risks mount, UNCTAD’s message is clear: a sustainable ocean economy is not a luxury, but a necessity.

UNCTAD explains the ocean economy WATCH HERE

Deep sea mining necessary innovation or environmental risk LISTEN HERE

or READ HERE – Global Trade Update June 2025

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Liberia certifies first homegrown marine pilot and tug master

Africa Ports & Ships

Monrovia, Liberia — APM Terminals Liberia and Svitzer have officially presented Capt. Sam Jabbah and Capt. William Adolphus Lassanah as the country’s first certified Liberian marine pilot and tug master, respectively.

Their certification marks a significant milestone in a local capacity-building initiative aimed at strengthening Liberia’s maritime workforce.

The presentation ceremonies took place on 21 and 22 May at the National Port Authority (NPA) and Liberia Maritime Authority (LiMA).

The appointments form part of a broader ‘Liberianization’ programme led by APM Terminals and Svitzer to reduce reliance on foreign expertise in marine operations.

“For decades, Liberia has depended on foreign pilots and tug masters,” said Etienne Saint-Jean, Head of Operations at APM Terminals Liberia.

“This achievement is a major step toward building a sustainable local talent pipeline.”

Marine pilots and tug masters are essential to safe and efficient port operations, particularly in guiding and manoeuvring vessels through harbour waters. The training, conducted abroad, included rigorous international certification.

NPA Managing Director Sekou A.M. Dukuly and LiMA Commissioner Cllr. Neto Zarzar Lighe Sr. praised the achievement, highlighting its alignment with national goals for economic self-reliance and competitiveness.

Additional Liberian trainees are currently undergoing similar training to become marine engineers, pilots, and tug masters.

“This is just the beginning,” said Jan Buijze, Managing Director of APM Terminals Liberia.

“We are committed to expanding the programme to fully equip Liberia with skilled marine professionals.”

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WHARF TALK: Heavylift pipe layer JSD6000

Pictures by ‘Dockrat’ 
Story by Jay Gates
Africa Ports & Ships

The two major South African ports of Durban and Cape Town are world renowned as ports of refuge where first world maritime engineering support and shipwright fabrication facilities are available for those who require it. In African terms, with possibly one other candidate, that of Walvis Bay in Namibia, these two South African ports are pretty much the only places in the whole of the African continent where such maintenance provision needs are readily available.

Every now and then a vessel arrives that is in need of such engineering, or fabrication support, and even then the turnaround of the requirement can take time, depending on the complexity of the onboard requirement. In these instances, the to-ing and fro-ing of the vessel between berths, as well as from the harbour to the anchorage and back again, can often take not days, or even weeks, but possibly months to conclude.

For the casual maritime observer, any unusually complex or sizeable vessel representing the oversized vessel scale of the international offshore oil and gas industry, and that arrives in a South African port for an indeterminate period of to-ing and fro-ing in the harbour is always a bonus, and can mean having plenty of opportunity to take a closer look at what is on overt display. The long length of the stay can also mean that the cover story between arrival and departure can sometimes take some time to play out, to allow a suitable article to be written.

Back on 13th April, at 10:00 in the morning, the large heavylift pipe layer ‘JSD6000’ (IMO 9862059) arrived off Cape Town, from Dampier in the State of Western Australia, and went directly into the Table Bay anchorage. After just over one day at anchor, she entered Cape Town harbour for the first time, at Midday on 14th April, proceeding into the Duncan Dock and being berthed alongside the Landing Wall. Such a vessel would normally be calling for logistical reasons of bunkers, stores, and provisions, but such a berth indicated that some local maintenance support may also be required during her stay. But how long would the stay be?

She remained alongside the Landing Wall for just over two days, and at 14:00 on 16th April she was moved, but not to another lay-by berth within Duncan Dock, but rather to what is normally a very busy container and bulk commercial berth, namely A Berth. This removed one important berth not just for the day, but for the next fortnight, as ‘JSD6000’ remained at this berth for a full 14 days. It was clear that this berth was now being used for heavy maintenance purposes.

At some point on 30th April, the requirement for ‘JSD6000’ to take up A Berth for 14 days was completed, and she was now shifted across the Duncan Dock entrance channel to the Eastern Mole, a more considered berth for a non-commercial long stayer. But, her stay here was not for long, as less than one day later ‘JSD6000’ moved again, and at 09:00 in the morning of 1st May she sailed from Cape Town. However, her sailing was not to any given destination on her AIS, and was not even out to the Table Bay anchorage. Instead, she sailed way out Off Port Limits (OPL), and into deepwater west of Cape Town, and there she stayed for almost three weeks.

The history of ‘JSD6000’ is convoluted and it took over ten years from her being ordered, to her being delivered ready for what she had been designed for. In January 2014 she was ordered by Petrofac International LLC, of Sharjah in the United Arab Emirates (UAE), as the first vessel to be owned by this offshore service provider. The building contract was awarded to ZPMC Zhenhua Heavy Industries, of Shanghai in China with delivery expected in 2017. However, in October 2015 Petrofac terminated the order of the part built vessel, as a result in a downturn in the oil and gas industry worldwide. The two sections were effectively laid up pending legal arguments.

In April 2018 the partially built hull sections were sold by Petrofac, back to the shipyard with ZPMC paying US$190 million (ZAR3.39 billion) to take ownership of the hulk. Assembly was restarted on the two sections at the ZPMC shipyard at Qidong in China, and by October 2020 ‘JSD6000’ was ready for launching, which took place in December 2020. She was then towed downriver to the ZPMC base at Changxing for outfitting, installation, and completion. Her sea trials began in December 2022, and were completed in May 2023.

On completion of her sea trials ZPMC announced that ‘JSD6000’ had been chartered by the offshore heavy engineering and oilfield services company Saipem SpA, of Milan in Italy. The bareboat charter was to be for a five year period, with two one year extension options. She was delivered to Saipem in July 2024, who then took ‘JSD6000’ direct to the Jurong Shipyard in Singapore, where she was to be upgraded. This was completed in December 2024, and after ten years of gestation, she finally entered commercial service.

Her domestic, and propulsion power is derived from six Rolls-Royce Bergen B32:40V12 generators providing 9,312 kW each, and with a Rolls-Royce 12V4000 emergency generator providing 1,550 kW. Propulsion power is transferred to two Kongsberg UUC455 azimuth propulsion thrusters, producing 6,500 kW each, to give her a transit speed of 11.5 knots.

She is fitted with four Alfa Laval Aalborg EXVS-38 exhaust gas boilers, and two Alfa Laval Aalborg H4-TFO oil fired boilers. For added maneouvrability she is fitted with no less than six Kongsberg retractable azimuth thrusters providing 3,800 kW each, and two bow Kongsberg TT3000 transverse thrusters providing 2,500 kW each.

As expected with such a wide set of thrusters, ‘JSD6000’ has the highest dynamic position classification of DP3. Her Kongsberg DP system includes two DGPS units, four gyro compasses, three motion reference units, five wind sensor units, two HiPAP acoustic positioning systems, one radarscan positioning system, and two taut wire positioning systems. For and additional position keeping requirement she also has an eight point mooring system. Even for such a large vessel, she has an ice classification of ICE 1C, which enables her to navigate independently in first year Baltic Sea ice thickness of up to 0.4 metres.

Built to an Ulstein SOC5000 design, known as a Derrick Lay Vessel (DLV), and the third such vessel built to this design, ‘JSD6000’ is 216 metres in length, with a beam of 49 metres, and has a gross registered tonnage of 76,590 tons. As a DLV she is able to conduct heavylift operations, pipelaying, wind turbine installation, platform decommissioning, or salvage operations.

For her heavylift operations ‘JSD6000’ is equipped with a large National Oilwell Varco (NOV) AmClyde revolving crane, with a lifting capacity of 5,200 tons, and a derrick height of 98 metres. She is also fitted with two NOV knuckleboom deck cranes, with a lifting capacity of 50 tons, which are both active heave compensated, and able to operate down to a maximum water depth of 2,200 metres. She also has a further NOV knuckleboom deck crane, with a lifting capacity of 35 tons, which is also active heave compensated, and also able to operate down to a maximum water depth of 2,200 metres.

For her pipelaying requirements ‘JSD6000’ is equipped for both J-Lay and S-Lay operations, and for J-Lay is fitted with a Royal IHC tower capable of laying pipes with a diameter of up to 36 inches. These pipes are laid via the tower, through a 25 metre by 10 metre moonpool, and down to a depth of 3,000 metres. For S-Lay operations she has a Remacut tensioner system, via a stinger over the stern, and capable of laying pipes with a diameter of up to 60 inches.

This combination of both J-Lay and S-Lay allows ‘JSD6000’ to conduct deepwater Subsea Umbilicals, Risers, and Flowlines (SURF) operations, as well as shallow water Engineering, Procurement, Construction, and Installation (EPCI) operations. The acronym of SURF refers to the specific infrastructure elements, while the acronym of EPCI describes the process of building, and deploying that infrastructure.

Her aft deck provides 2,100 m2 of working space, with a deck strength of 15 tons/m2. She is capable of storing up to 12,000 m2 of pipes. For her extensive requirements, ‘JSD6000’ provides accommodation for up to 399 persons, with 51 single cabins, and 174 double cabins. Her complexity resulted in her being awarded ‘Best Derrick Layer 2024’ by both Baird Maritime, and Work Boat World.

For her crew change and offshore logistical requirements she has a helideck with a diameter of 28 metres, with a weight limit of 15.6 tons, and capable of conducting operations with the largest offshore helicopter currently in offshore service worldwide, namely the Sikorsky S-92A. She has a range of 15,000 nautical miles, and an endurance of 45 days when engaged on pipelaying operations, and 60 days when engaged on heavylift operations.

In December 2024, on entering service with Saipem, she sailed from Singapore directly to Dampier, in the northwest of the State of Western Australia. From there her first commercial contract which was due to last until March 2025. This contract, valued at US$600 million (ZAR10.73 billion), was for the Jansz-Io compression project, which is located in the Carnarvon Basin, 124 nautical miles off the Northwest Australian coast, and in water depths of 1,350 metres, and where the project called for ‘JSD6000’ to install a subsea compression unit.

The Jansz-Io field is part of the Gorgon Development, operated by Chevron, with natural gas piped back to Barrow Island for processing. The complete project is valued at US$4 billion (ZAR71.51 billion), with the field having been in operation since 2015. It now requires the installation of subsea compression and manifold stations, all linked back to an associated floating field control platform, to maintain the flow of natural gas back to the processing plant. With the project completed, ‘JSD6000’ sailed from Dampier on 16th March, for Cape Town.

Her time OPL off Cape Town continued from 1st May, until 15:00 in the afternoon of 19th May, when ‘JSD6000’ re-entered Cape Town harbour, back into the Duncan Dock, but now berthing at the Repair Quay, where she remained for just over one week. At 10:00 in the morning of 27th May, she set sail once more, but again her AIS had no other destination that the Table Bay anchorage, where she remained for just a short period of ten hours.

That same evening, at 20:00 on 27th May, she sailed back into Cape Town harbour for the third time, and berthed once more at the Repair Quay. She remained alongside for a further three days, and finally at 22:00 in the late evening of 30th May, she sailed from Cape Town for the final time, with her AIS now showing that her destination was to be Rio de Janeiro, in Brazil.

Her second commercial contract was to be in the Santos Basin, located 108 nautical miles south of Rio de Janeiro, on the Gato do Mato project, and in a water depth of up to 2,050 metres. This is a Shell Brasil project, with ‘JSD6000’ scheduled to lay subsea pipelines in a new field, which covers two offshore blocks. The Gato do Mato field is expected to come online only in 2029, with a field life of 20 years, and expected to produce 370 million barrels of oil.

The Gato do Mato field will be operated by a Floating Production Storage Offshore (FPSO) platform, which is still to be built. The FPSO will be capable of receiving 129,000 barrels of oil per day, and be able to store up to 850,000 barrels of oil. Unusually, all of the natural gas from the field is, initially, to be reinjected directly back into the field , to maintain compressions, and in the future it is expected that it will be drawn out at a rate of 384 million ft3/day, for processing on the FPSO.

It is always exciting to see an offshore vessel of such gargantuan dimensions arriving in any South African port, and once more showing that the international oil and gas industry produces vessels of outstanding complexity. After an on-off port stay in Cape Town which stretched to 47 days, and having ‘JSD6000’ alongside for much of that time, attracting many comments of awe from local Capetonians, and providing a visual treat for the casual maritime observer, it was quite sad to see her sail. One can only hope that she will return at some point in the future.

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Navantia launches Moroccan offshore patrol vessel

Guy Martin
defenceWeb

Spanish shipbuilder Navantia has launched a new offshore patrol vessel (OPV) for the Royal Moroccan Navy, with delivery scheduled for 2026.

The Avante 1800 vessel was launched on 27 May at Navantia’s San Fernando shipyard in Cadiz, Spain. It is being built as part of a contract announced in January 2021, and financed under a $92 million loan with Spanish multinational financial services provider Santander Group. The contract was years in the making, with Morocco expressing interest in early 2020 for two OPVs, but negotiations slowed after Morocco announced it was planning to expand its borders into Spanish territorial waters.

Navantia cut the first steel for the vessel in July 2023 and laid the keel in September 2024. Construction of the 87 metre long patrol vessel will involve over a million man hours and around 1 100 jobs over a three-year period.

At the launch, Royal Moroccan Navy representative Captain Mohammed El Fadili stressed the importance of the project “as an expression of the deep ties of friendship and cooperation that unite the Kingdoms of Morocco and Spain in general, the Royal Navy and the shipyard of Navantia in particular.”

He highlighted the vessel’s cutting-edge features, “which fully embody the Royal Navy’s ambition to acquire an effective, multi-purpose and durable fleet as part of the modernisation of the entire Royal Armed Forces.”

Navantia initially built four Avante vessels for the Spanish Navy (Avante 3000) and four of each class for the Venezuelan Navy (Avante 2200 and Avante 1400). The ships are able to carry out a wide variety of missions such as coastal surveillance and protection, protection of maritime traffic, health assistance to other ships, external firefighting, the fight and control of marine pollution, transport of personnel and provisions, search and rescue operations, rapid intervention, frogmen support, surface defence and passive electronic warfare.

Morocco’s new Avante 1800 (565) has a beam of 13 metres, draught of 4 metres, full load displacement of 2,020 tonnes, and will be able to reach a maximum speed of 24 knots. Range will be 4,000 nautical miles at 15 knots. Crew complement will be 60.

The original design includes a 76 mm cannon, missile launch system, modern sensors and radars, as well as a helipad.

Morocco’s Avante 1800 will feature a 3D surveillance radar, electro-optical sensors, electronic warfare capabilities, and an integrated combat management system.

The contract with Morocco also includes a technical-logistical support package (spare parts, tools and technical documentation), including technical training services for the Royal Moroccan Navy in Spain.

This acquisition comes amid reports that Morocco is also exploring submarine options, having apparently analysed French Scorpène-class and German HDW Dolphin and Type 209 submarines.

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Grindrod opens new Headquarters and announces $80 million expansion of Matola Coal Terminal

Terry Hutson
Africa Ports & Ships

Grindrod has officially opened its new administrative headquarters in the Port of Matola and announced a major $80 million investment to expand the capacity of the Matola Coal Terminal.

The ceremony, held on Friday 30 May, was attended by Mozambique’s President Daniel Chapo, who highlighted the strategic importance of the investment for national and regional logistics integration.

The newly completed 2,000m² facility employs over 90 people and represents an investment of over US$5 million. It forms part of Grindrod’s broader plan to increase the terminal’s annual coal handling capacity from 8 million to 12 million tonnes by 2027.

“Our goal is to continue investing in railways, so that we have fewer trucks and more wagons transporting coal and magnetite,” — President Daniel Chapo

Rail Over Road: Driving Corridor Efficiency

President Chapo reiterated the government’s commitment to shifting freight from road to rail, in line with its broader Maputo Corridor development strategy. He called for stronger coordination between CFM, Transnet, and the Port of Maputo to improve efficiency and competitiveness.

He also stressed the importance of improving customs services and synchronising logistics operations to meet international standards and boost investor confidence.

Employment and Regional Impact

According to Osório Lucas, CEO of the Maputo Port Development Company (MPDC), the expansion will create:

• Over 800 direct jobs during the construction phase
• At least 60 indirect jobs in the implementation phase

“It is not enough to have robust terminals and railways. Teamwork across the system is essential.” — Osório Lucas, MPDC CEO

A Century of Experience

Grindrod CEO Xolani Mbambo reflected on the company’s legacy as it celebrates 115 years in Southern Africa, affirming the company’s reputation for resilience and innovation.

Strategic Value for Mozambique

This development reinforces Mozambique’s ambition to position itself as a logistics hub for Southern Africa, supporting trade, job creation, and infrastructure-led growth.

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Chagos islands: how Mauritius can turn a diplomatic triumph into real economic growth

Chagos islands: how Mauritius can turn a diplomatic triumph into real economic growth

Dev K (Roshan) Boojihawon, University of Birmingham and Samuel Adomako, University of Birmingham

Aerial view of Diego Garcia and the Chagos archipelago.
NASA/Wikimedia Commons

The real challenge facing the Mauritian government is how to turn a diplomatic triumph into tangible national progress. We argue that what’s needed is a forward looking and inclusive strategy.

The development challenge

Reparations can offer short-term financial relief. But without visionary planning, there’s a risk of these funds being absorbed into recurrent government spending. Or used for symbolic programmes with limited structural and socio-economic impact.

The real value lies in what Mauritius does next. Investment in strategic sectors such as the blue economy, renewable energy, digital infrastructure and sustainable tourism is the key.

Investment should strengthen partnerships with regional neighbours, international donors, and strategic allies like the US, China and India. Mauritius must position itself as a forward-looking state with global relevance.

The reparations should be treated as seed funding to invest in its own future. This means using the funds to drive bold, long-term transformation. The country needs to build a more resilient, innovative and globally competitive economy.

Mauritius is heavily reliant on offshore services and short-term fiscal gains. It is vulnerable to slow diversification, rising youth unemployment, climate-related risks, lagging digital and technological progress, and growing global scrutiny of its financial sector.

To remain competitive in the current volatile global context, the country must develop more broadly.

3 steps to take

1. Investment

Mauritius has historically relied on external financial inflows like tourism revenue, offshore finance and foreign aid. By channelling funds into capacity-building, skills development and innovation ecosystems, the country can cultivate a self-sustaining economy. This would position it better to seize opportunities in the green economy, digital transformation and knowledge-intensive industries.

More specifically, it needs to:

• • secure investment in green energy, AI-digital infrastructure and high-tech manufacturing
  • offer tax incentives and streamlined regulatory processes to attract foreign direct investment in these sectors
  • establish public-private partnerships to develop innovation hubs and research centres focused on emerging technologies
  • launch workforce development programmes to upskill the labour force.

2. Economic diplomacy, alliances and regional leverage

The government should forge stronger partnerships with the UK and the US. Key areas include defence, cybersecurity, climate and sustainability innovations and regional logistics infrastructure.

It needs strong ties as power blocs shift and competition over strategic resources and trade routes grows.

Joint military exercises and intelligence sharing could improve forces’ ability to help each other. Investing in advanced cyber defence capabilities, for instance, can help counter emerging digital threats, such as data breaches affecting financial services and e-governance systems.

These steps would bolster national security and reinforce Mauritius’ position as a reliable partner.

The resolution of the Chagos dispute provides an opportunity for Mauritius to use its geopolitical position. It could expand trade, diplomatic influence and strategic partnerships across Africa, Asia and beyond.

Being located between Africa, the Middle East, South Asia and Southeast Asia places it along major maritime trade routes.

Mauritius enjoys political stability, democratic governance and strong legal framework. It is well placed to help resolve regional disputes over maritime boundary conflicts, fishing rights, and freedom of navigation. These involve countries like India, Sri Lanka and Madagascar, and even China and the US.

It can also lead in developing shared logistics and resupply hubs to support regional trade, disaster response and maritime security operations.

3. Chagossian justice

Mauritius must make the Chagossian community part of its next national success story. Including them in economic plans is a legal, moral and strategic necessity.

Steps should include:

• • incorporating Chagos representatives in economic discussions and decision-making processes
  • establishing programmes for Chagossian cultural preservation and economic development
  • giving Chagossians a voice in shaping the future of their ancestral lands.

Dev K (Roshan) Boojihawon, Associate professor of Strategy and International Business, University of Birmingham and Samuel Adomako, Associate Professor of Strategy and Innovation, University of Birmingham

This article is republished from The Conversation under a Creative Commons license. Read the original article.

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Cameroon’s decarbonisation: A national plan, IMO support

Edited by Paul Ridgway 
Africa Ports & Ships
London

It was reported recently that maritime officials in Cameroon have received essential training to develop a national action plan for cutting greenhouse gas (GHG) emissions from shipping.

Well-attended workshop

A workshop led by IMO in Douala, Cameroon held on 22 and 23 May brought together representatives from the national port authority, government ministries and other stakeholders to focus on aspects of the MARPOL Annex VI treaty, which sets legally binding international regulations to limit air pollution from ships.

Groundwork laid

The training enhanced participants’ understanding of maritime decarbonisation strategies, including the use of alternative fuels and green technologies. It lays the groundwork for crafting of a National Action Plan aligned with the 2023 IMO Strategy on the Reduction of GHG Emissions from Ships.

Ratification of MARPOL

The initiative aims to encourage Cameroon to ratify MARPOL Annex VI, taking into consideration the findings from Cameroon’s IMO Member State audit. Annex VI is one of six annexes under the International Convention for the Prevention of Pollution from Ships (MARPOL), which is the main global framework for preventing pollution from maritime activities.

Gender balance effort

Of the 58 participants, 21 were women, reflecting continuing efforts by IMO to promote gender inclusivity in maritime policy development.

Cameroon’s strategic position

Strategically positioned along the Gulf of Guinea, Cameroon serves as a critical hub for international trade. The ports of Douala and Kribi are essential gateways for cargo in central Africa, and their proximity to key shipping lanes underscores their role in global maritime trade.

The training is expected to align maritime practices in Cameroon with international climate goals, aiming for net-zero emissions by the end of 2050 while sustaining economic growth.

IMO’s ITCP

The training was delivered through IMO’s Integrated Technical Cooperation Programme (ITCP) in close collaboration with the Ministry of Transport of Cameroon.

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WHARF TALK: Naval auxiliary vessel – RFA TIDESPRING (A136)

Pictures by ‘Dockrat’
Story by Jay Gates
Africa Ports & Ships

The current state of global geopolitics, and the uncertainties of previously tight military alliances, is making the world a more dangerous place than it has ever been. The breast beating politics of some authoritarian nations means that power politics of shows of force are sometimes necessary to reinforce the message to these despotic regimes that democratic values will be defended, and those nations are not bowed, or feared, by the dictatorial states.

That said, on an irregular basis, even less so due to ANC overt foreign policy, is the calling into South African ports of Western aligned warships. In the past these warships would often be welcomed into the South African Naval base at Simonstown, and especially if they needed some light maintenance, especially as the base provided those specialist facilities and workshops required to make the fixes needed. Just ten years ago, this was especially so when Royal Navy warships of the South Atlantic Squadron used to call annually for that very reason.

This is no longer a given, and western Naval vessels, especially those of NATO nations, are rarely callers at Simonstown, and on those occasions when they do call into Cape Town itself, they do not get the kind of feted welcome assigned to Russian, Chinese, or Iranian warships. Recently, in most cases, they have been generally stuck out in the backside of the port, allocated to remote berths, and well away from the nearby famous Cape Town Rest and Recreation (R&R) opportunities that the Mother City can offer.

On 18th May, at 20:00 in the early evening, the British Naval Auxiliary vessel ‘RFA Tidespring’ (IMO 9655535) arrived off Cape Town, at the end of a long voyage south from the British Royal Naval Base at Gibraltar. She entered Cape Town harbour, proceeding into the Duncan Dock, and going alongside the Landing Wall, at the far end of the dock. It was an unusual berth for a Naval vessel, even for one that might need any maintenance support, on top of the usual logistical requirements for bunkers, stores and fresh provisions.

The casual maritime observer, and especially those whose boat is floated by naval vessels, will not have missed the fact that very little press coverage was given to a rare arrival of a western warship, or even the reason as to why she was in South African waters. To find out that information, one would have to have read the foreign military press, especially that of the United Kingdom. The answer to the questions as to what ‘RFA Tidespring’ was connected with, is known in current naval circles as the Carrier Strike Group 2025 (CSG 25). More of that later.

Ordered in February 2012, as the first of a class of four Fast Fleet Replenishment Tankers, known as the Tide Class, ‘RFA Tidespring’ was laid down in December 2014, launched in April 2015, completed in July 2016, and commissioned in November 2017. She was constructed by Daewoo Shipbuilding, at Okpo in South Korea.

The order of a class of British Naval Auxiliaries given to a foreign shipyard, for the first time in Royal Fleet Auxiliary (RFA) history, caused uproar and consternation at the time. As Naval Auxiliaries are registered as civil vessels, and not warships, it was considered a sound commercial decision by the government of the day, as it did not break the requirement for Royal Navy warships to be built only in British shipyards. The class of four cost GB£550 million (ZAR13.32 billion), which was GB£200 million cheaper than a similar offer from an Italian shipyard. As it was, no British shipyard bid for the contract due to cost and yard availability.

Built under the Military Afloat Reach and Sustainability (MARS) programme, ‘RFA Tidespring’ is 201 metres in length with a gross registered tonnage of 29,324 tons. She has a CODELOD propulsion system, which means Combined Diesel Electric or Diesel. She is powered by two Wärtsilä 6L46F six cylinder, four stroke, main engines producing 9,656 bhp (7,200 kW) each . Power can be transferred to two General Electric (GE) Vernova motors producing 2,400 kW each, driving twin, skeg mounted, fixed pitch propellers for a service speed of 20 knots.

Her auxiliary machinery includes two Wärtsilä generators providing 2,500 kW each, plus a single emergency generator. For added manoeuvrability she is fitted with a bow Wärtsilä tunnel thruster providing 1,000 kW, which can also be lowered to act as a retractable azimuth thruster and which can be utilised for propulsion power to enable her to reach port in an emergency.

Designed to deliver fuel, water and stores via replenishment at sea (RAS) operations, ‘RFA Tidespring’ is fitted with four RAS stations, two on the starboard side with twin hoses and jackstay mounts, one on the port side with twin hoses, and one at the stern with a single hose. She has a container carrying capacity of just 8 TEU, with 4 reefer plugs, all carried on deck, and used to carry humanitarian aid, engineering spares, foodstuffs, and frozen produce for fleet use. She has two Pellegrini deck cranes, with a lifting capacity of 10 tons each, to move equipment and stores around the deck. She can maintain RAS operations up to Sea State 5.

Designed by BMT Defence Services, of London in the United Kingdom, ‘RFA Tidespring’ has 17 tanks with a cargo carrying capacity of 19,000 m3, and able to hold either Marine Diesel (MGO), or Aviation JET A1 fuel, plus 1,400 m3 of fresh water. She has a range of 18,200 nautical miles, and is crewed by an operational crew of 63 persons, plus further accommodation of 46 support crew such as a Fleet Air Arm aviation detachment, or Royal Marine Commando detachment.

She is defensively armed with two Vulcan Phalanx close in weapons systems (CIWS), one mounted forward, and one mounted aft, plus two 30mm cannons, both mounted aft, and numerous mounts for MANPAD anti-air missile launchers, and heavy machine guns. Her helideck is capable of taking a Boeing CH-47 Chinook helicopter, and a hangar able to house an Agusta Westland AW101 Merlin helicopter. Her helicopter detachment allows ‘RFA Tidespring’ to carry out vertical replenishment, anti-submarine patrols, counter narcotics operations, and humanitarian missions.

Back on 21st April, ‘RFA Tidespring’ sailed from the Royal Naval Base at Portland in Dorset, to join up with the Royal Navy Carrier Strike Group 2025 (CSG 25), which was to sail from the Royal Navy base at Portsmouth in Hampshire on 22nd April, and with further naval assets joining from the Royal Navy Base at Plymouth in Devon. CSG 25 was embarking on an eight month deployment, covering over 33,000 nautical miles. The deployment would go via the Mediterranean Sea, then via the Suez Canal to India. From there it would head to Australia, then Japan, before a return to the UK before Christmas 2025.

CSG 25 is quite a formidable force, considered to be the largest outside of United States Navy carrier strike groups. It will initially consist of the flagship aircraft carrier HMS Prince of Wales (R09), destroyer HMS Dauntless (D33), frigate HMS Richmond (F239), HMS Astute (S119), Royal Fleet Auxiliary RFA Tidespring (A136), Norwegian Navy frigate HNoMS Roald Amundsen (F311), Norwegian Navy Auxiliary HNoMS Maud (A530), Spanish Navy frigate ESPS Méndez Núñez (F104), and the Royal Canadian Navy frigate HMCS Ville de Quebec (FFH332).

On entering the Indian Ocean CSG 25 will be joined by Singapore Navy frigate RSS Formidable (F68), Royal New Zealand Navy frigate HMNZS Te Kaha (F77), Royal Australian Navy destroyers HMAS Brisbane (DDG41) and HMAS Sydney (DDG42), and Royal Fleet Auxiliary RFA Argus (A135). The whole of the deployment is known as Operation Highmast, with initial exercises conducted in the Mediterranean with an Italian Navy Carrier Strike group, before stopping off at the United States Navy NATO base at Souda Bay, on the Greek island of Crete.

However, for reasons not fully understood, ‘RFA Tidespring’ did not follow the CSG 25 fleet into the Mediterranean Sea, but detached herself from the fleet and, instead, headed down the Atlantic Ocean, via West Africa, and bound for Cape Town. It was expected that she would rejoin CSG 25 when they exited Suez and the Red Sea, and entered the Indian Ocean. The question was when.

After almost four days alongside in Cape Town, the requirements for ‘RFA Tidespring’ to be in Cape Town had seemingly been met, and she made ready to sail. However, it was not towards CSG 25. At 10:00 in the morning of 22nd May she sailed from Cape Town, but only as far as the Table Bay anchorage. Her AIS indicated on 23rd May, at 09:00 that she was still lying at anchor.

However, as the CSG 25 was reported to have exited the Suez Canal on the 25th May, an enquiry from the writer, to a local maritime enthusiast that same day, was to check to see if ‘RFA Tidespring’ was still there. The answer was that she was not, and it became obvious that on 23rd May she had gone ‘Dark’ on AIS, and silently sailed from Table Bay, presumably to rendezvous with CSG 25. With the ANC government being cosy with Russia, China, and Iran, and her SAN senior officers being cosy with the Naval Attachés of those nation consulates in Cape Town, it may be that slipping out in secret was the preferred option, before the spies realised her gone.

As well as CSG 25 having a mass of conventional navy heavy guns, missiles and torpedoes, as an offensive force, she is first and foremost a Carrier group. As such, HMS Prince of Wales (R09) is home to 24 Lockheed Martin F35B ‘Lightning’ naval fighter aircraft. These 5th generation aircraft are from the Fleet Air Arm 802 Naval Air Squadron, known as ‘The Immortals’, and from the famous Royal Air Force 617 Squadron, known as ‘The Dambusters’.

The aviation historians of World War Two amongst the readership, will be very well aware that 617 Squadron are the antecedent of the historically great Royal Air Force Avro Lancaster bomber squadron, led by Wing Commander Guy Gibson VC DSO* DFM* RAF, who in May 1943, led his attack force to destroy two of the German Ruhr Dams, using the equally famous bouncing bomb, designed by Barnes Wallis.

Between the Royal Navy fleet she is also carrying six Agusta Westland EH101 Merlin HA.2 anti-submarine helicopters, three EH101 Merlin HA.2 Crows Nest airborne early warning helicopters, three EH101 Merlin HC.4 troop carrying helicopters, and four Agusta Westland Wildcat HMA.2 attack helicopters. There are further Merlin, Sikorsky SH-60 Seahawk, and CH-148 Cyclone helicopters on other warships of the fleet. HMS Prince of Wales and ‘RFA Tidespring’ are also carrying nine Malloy T-150 heavy cargo carrying rotary UAV drones, and RQ-20 Puma fixed wing reconnaissance UAV drones.

When ‘RFA Tidespring’ reaches the CSG 25 in the Indian Ocean, she will take part in a number of naval and amphibious exercises in the Indian Ocean and Pacific Ocean, with the forces of India, Malaysia, Singapore, Japan, and the United States. The biggest exercise will be Exercise Talisman Sabre, which will take place off Australia, and will include forces from 19 participating nations. The exercise is another collaboration that sends a clear message to China, in regards to their current sabre rattling, and posturing in the South China Sea, and Pacific region.

Throughout CSG 25 ‘RFA Tidespring’ is expected to dispense 45,000 m3 of fuel, at a delivery rate of 800,000 litres per hour, which is the astonishing equivalent of filling 14,500 family vehicles with 55 litres each, in the space of one hour. The route of CSG 25 back to the United Kingdom later this year is not yet known, and also if any of the fleet will use the Cape sea route on their way home.

Sadly, the sight for the casual maritime observer, and for South Africans in general, to witness the unique sight of a fighting fleet of over a dozen warships arriving in Table Bay, is not likely one that will materialize, notwithstanding the current anti-NATO stance that is openly displayed by the ANC government, and the SAN.

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Sierra Leone’s Freetown Port: paving the way for a maritime single window system

Edited by Paul Ridgway 
Africa Ports & Ships
London
A needs assessment mission carried out in Sierra Leone from 26-30 May paved the way for implementing a maritime single window system in the Port of Freetown.

The Maritime Single Window (MSW) is a one-stop digital platform for information exchange among different stakeholders and agencies involved in processing ship arrivals, port stays and departures.

This centralized system simplifies formalities and procedures, reducing both time and operational costs.

Since 1 January 2024, all IMO Member States are required to implement maritime single window systems in ports to enhance global shipping efficiency.

Wide representation

The needs assessment mission in Sierra Leone was conducted by IMO consultants in collaboration with the Port of Freetown, key government ministries, public agencies including customs and border control, and other stakeholders. It concluded with a stakeholder meeting to review and validate the findings.

MSW Report anticipated

A comprehensive report from the mission will provide the basis for further development of the Maritime Single Window in the country, in line with IMO principles and guidance, as well as the development of compatible IT tools.

It is expected that the report will include key recommendations as well as a pre- and post-activity survey to evaluate the stakeholder awareness on the technical and operational requirements of the MSW.

IMO’s ITCP

This activity was delivered through IMO’s Integrated Technical Cooperation Programme (ITCP) with the collaboration of Sierra Leone Maritime Administration.

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Nigerian Navy celebrates its 69th birthday by commissioning three new ships and three new helicopters

by Guy Martin
defenceWeb

The Nigerian Navy marked its 69th anniversary on 31 May by commissioning three patrol vessels and three AW109 Trekker helicopters at a ceremony held at NNS Beecroft, Apapa, Lagos.

President Bola Tinubu, represented by the Minister of State for Defence, Bello Matawalle, presided over the commissioning, emphasising the government’s commitment to empowering the Navy to protect Nigeria’s maritime interests. Matawalle described the event as “a declaration of resolve, a testament to progress, and a bold stride towards securing our nation’s future,” highlighting the critical role the Navy plays in safeguarding the nation’s economic lifeline and deterring maritime crimes in the Gulf of Guinea.

“The sea has remained a pillar of our nation’s economic prosperity, and for the past 69 years, the Nigerian Navy has stood as the guardian of this blue territory. These patrol ships and helicopters are force multipliers in our fight against piracy, oil theft, illegal fishing, and other maritime crimes. This inauguration is therefore a reflection of our determination to empower our institutions and protect our resources,” Matawalle said.

The newly commissioned ships are NNS Shere, NNS Faro, and NNS Ikogosi. Two Sea Eagle class vessels were acquired from Singapore and one from South Korea, all arriving in Nigeria in December 2024. These vessels are designed to serve as Seaward Defence boats, patrolling Nigeria’s littoral waters up to the 24-nautical-mile contiguous zone and capable of extended operations when necessary. Their addition is expected to significantly enhance the Navy’s presence and rapid response at sea, the Nigerian Navy said.

The three AW109 Trekker helicopters (NN501, NN502 and NN503), procured by the Ministry of Defence and delivered in late 2024, are equipped for a range of missions, including air reconnaissance, search and rescue, air insertion, and medical evacuation.

The ceremony also underscored international cooperation, with the South Korean Ambassador to Nigeria, Vice Admiral Kim Pankyu (rtd), highlighting the diplomatic and security ties between the two nations. He noted that the gifting of one of the ships, NNS Ikogosi (a Chamsuri-class patrol boat), symbolises the strong partnership and shared commitment to maritime security in the Gulf of Guinea, a region vital for global shipping and trade.

“Nigeria and Korea have enjoyed fruitful cooperation since 1980, not only in politics and economy but also in military training and education exchanges,” he said. “This vessel is not only a gift but a symbol of friendship and trust between Korea and Nigeria. I believe this ship will help both countries grow together in peace and prosperity – beyond just military cooperation.”

The fleet expansion comes as the Nigerian Navy continues to lead anti-crude oil theft efforts and maintain a zero-piracy record in Nigerian waters. The new assets will further support operations like Operation Delta Sanity and enhance the Navy’s ability to respond to emerging threats, protect national resources, and contribute to regional stability.

In addition to the commissioning of the ships and helicopters, the Navy also inaugurated new accommodation facilities for personnel, reflecting a holistic approach to improving operational readiness and welfare.

Earlier in the week, the Chief of the Naval Staff, Vice Admiral Emmanuel Ikechukwu Ogalla, inspected several ongoing projects in Lagos area including construction of Seaward Defence Boats IV and V at the Naval Dockyard Limited.

Seaward Defence Boat construction

The Seaward Defence Boats (SDB) are locally manufactured sea-going vessels constructed by Nigerian Navy ship builders and engineers. The first SDB, NNS Andoni, was completed in 2012, the second (NNS Karaduwa) was completed in 2016 and the third, NNS Oji, was completed in 2021. All three vessels are still in the service of the Nigerian Navy. It is expected that the fourth and fifth will be completed soon.

Written by defenceWeb and republished with permission. The original article can be found here

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SA Port Statistics for April 2025

By Africa Ports & Ships

Port statistics for the month of April 2025, covering the eight commercial ports under the administration of Transnet National Ports Authority, are now available.

The statistics here reflect port cargo throughputs, ships berthed and auto and container volumes handled together with liquid and dry bulk volumes.

Motor vehicles are measured in vehicle units being the equal of 1 tonne per unit.

Containers are counted in TEUs, with each TEU representing 13.5 tonnes.

Figures for the respective ports during April 2025 are:

Total cargo handled by tonnes during April 2025, including containers by weight

PORT	April 2025 million tonnes
Richards Bay	7.377
Durban	4.763
Saldanha Bay	4.576
Cape Town	1.258
Port Elizabeth	0.730
Ngqura	1.475
Mossel Bay	0.001
East London	0.172
Total all ports	20.351 million tonnes

CONTAINERS (measured by TEUs) during April 2025
(TEUs include Deepsea, Coastal, Transship and empty containers all subject to being invoiced by NPA

PORT	April 2025 TEUs
Durban	173,537
Cape Town	59,658
Port Elizabeth	4,865
Ngqura	50,596
East London	1,996
Richards Bay	30
Total all ports	290,682 TEU

MOTOR VEHICLES RO-RO TRAFFIC (measured by Units- CEUs) during April 2025

PORT	April 2025 CEUs
Durban	38,123
Cape Town	2
Port Elizabeth	9,918
East London	7,862
Richards Bay	0
Total all ports	55,905

SHIP CALLS for April 2025

PORT	April 2025 vessels	gross tons
Durban	204	6,659,134
Cape Town	243	3,707,254
Richards Bay	102	4,047,303
Port Elizabeth	57	1,534,883
Saldanha Bay	44	2,905,216
Ngqura	56	2,462,570
East London	19	664,964
Mossel Bay	17	67,180
Total ship calls	742	22,048,504

— source TNPA, with adjustments regarding container weights by Africa Ports & Ships

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MSC deploys 24,000-TEU megaships to West Africa in first for the sub-continent

Africa Ports & Ships

Mediterranean Shipping Company (MSC) has become the first shipping line to deploy ultra-large container vessels (ULCVs) with a capacity of 24,000 TEU to West Africa, marking a major development in the region’s maritime trade landscape.

Two of MSC’s largest vessels, the MSC Diletta (IMO 9897004) and MSC Türkiye (9931288), are now operating on the Africa Express service, which links ports in China, South Korea, and Southeast Asia with several West African countries, including Ghana, Togo, Côte d’Ivoire, and Cameroon.

The MSC Diletta made its maiden call in Lomé, Togo on 23 April, followed by Abidjan, Côte d’Ivoire, while the MSC Türkiye has called at Tema, Ghana, and Kribi, Cameroon.

These are ports that are emerging as key transshipment hubs for the sub-region.

Why these megaships are arriving now

MSC cites three key drivers behind this strategic deployment:

* Rising Asia-Africa trade volumes, particularly along the Asia–West Africa route

* Customer demand for greater capacity and more efficient freight options

* Ongoing investment in Africa’s economic development and connectivity

Operational and infrastructure implications

With a length of 400 metres, beam of 61 metres, and a draft of 16 metres, the 24,000 TEU vessels are among the largest container ships ever to call at ports in Sub-Saharan Africa.

Their arrival underlines the growing readiness of select West African ports to handle vessels of this size, both in terms of marine access and terminal handling capacity.

The presence of these ULCVs could have several ripple effects across the region:

* Higher cargo throughput, improving access to global markets

* Stimulus for port infrastructure upgrades to accommodate larger vessels

* Improved logistics efficiency through economies of scale and reduced turnaround times

Looking Ahead

The deployment of these mega vessels represents a notable shift in West Africa’s role in global container trade. As MSC continues to include high-capacity ships in its Africa-bound services, ports in the region may increasingly find themselves integrated into larger transshipment and trade networks.

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WHARF TALK: Harbour and escort tug – IRON DOVE

Pictures by ‘Dockrat’ 
Story by Jay Gates
Africa Ports & Ships

Amongst the legion of casual maritime observers that inhabit the South African coast, and move within the ports of South Africa, are those who are known as the tug enthusiasts. Not for them the big ocean going vessels, of all shapes and sizes, unless of course it is an oceanic tug. Rather, their interest is fired by the workhorses of the ports, the harbour tugs.

Over the past number of years, the interest for these enthusiasts, beyond the Transnet fleet of harbour tugs, is increased whenever a new harbour tug is on a delivery voyage, and calls into a South African port for the usual logistical requirements of bunkers, stores and fresh provisions. However, these rare visitors were not bound for a new life in one of the Transnet ports.

Throughout this period the vast majority of these tugs come from the myriad of Damen shipyards in the Far East and Middle East, and they are on their maiden voyages, being delivered from the shipyard and onward to their new harbour authority, in West Africa, Europe and the Americas. Occasionally, the tug is going in the other direction, and is heading from a European shipyard, and bound eastward. These arrivals are even rarer than the westward ones.

On 28th April, at 10:00 in the morning, the harbour and escort tug ‘Iron Dove’ (IMO 1034929) arrived off Cape Town, from Mindelo in the Cape Verde Islands. She entered Cape Town harbour, proceeding into the Duncan Dock, and went alongside the Repair Quay. Her chosen berth indicated her logistics call was likely for something more than the usual, and required some intervention from local maintenance and engineering support staff.

Built in 2024 by the Med Marine Ereğli shipyard, at Ereğli, which lies on the Black Sea shore of Northern Turkey, ‘Iron Dove’ is 28.4 metres in length, with a beam of 13.6 metres, a draft of 5.7 metres, and a gross registered tonnage of 480 tons. She is an Azimuth Stern Drive (ASD) tug, and was designed by Robert Allan Ltd., of Vancouver in Canada, and is known as a RAstar 2800 class tug by her naval architects, and as a MED-A2800 class tug by her builders.

She is considered to be a hybrid powered tug, and her azimuth stern drive is provided by two Caterpillar 3516E sixteen cylinder, four stroke, main engines producing 3,150 bhp (2,350 kW) each. Her main engines are sequential turbo engines, paired with two Z-Drive Schottel SRP1515 azimuth SY drive thrusters, whose propulsion technology allows one engine to drive both azimuth thrusters for optimal efficiency.

Her main hybrid engines have selective catalytic reduction, and are IMO Tier III compliant, allowing her to burn ultra low sulphur marine gas oil (ULSGO), hydrotreated vegetable oil (HVO), or DMA Distillate fuel. She features foil shaped escort skegs, and a sponsoned hull form, which provides enhanced escort towing capabilities and increased seakeeping performance. Roll motions and accelerations are significantly less than comparable standard tug hull designs.

As an escort tug ‘Iron Dove’ has a maximum seaspeed of 12.5 knots, and has accommodation for a crew of up to 8 persons. She has a maximum bollard pull of 80 tons, and is fitted with a double drum render winch. She was designed for operations in a hot climate, and her future operator is indicative of this requirement, and why an escort tug, rather than a standard harbour tug, was a requirement.

Owned by Svitzer AS of Copenhagen in Denmark, and both operated and managed by Svitzer Australia Pty. Ltd., of Balmain, located in New South Wales in Australia. Her order follows on from a previous order from Svitzer AS, of six RAstar 2800 escort tugs, from the Ereğli shipyard, for her Australian operations in the State of Western Australia.

She is expected to join her fleetmates at Port Hedland, located at 20°18’ South 118°36’ East on the northwest coast of Pilbara region of Western Australia. Port Hedland is considered to be the largest bulk export port in Australia, and one of the largest in the world, and is mainly operated for the export of Iron Ore, which make up 98% of her export totals.

In 2024 a total of 3,381 vessels called at Port Hedland, with iron ore exports totaling 573.6 million tons, with an export value of AUS$115.8 billion (US$74.75 billion), which equates to ZAR1.33 trillion. Just to put that figure into perspective, ZAR1.33 trillion is more than three times the entire GDP of South Africa, which in 2024 was given as ZAR384 billion.

Port Hedland is named after Captain Peter Hedland, who anchored his ship in the natural harbour in 1863 while looking to offload cattle for a nearby station. Originally, Port Hedland was known as Mangrove Harbour, with construction of the first jetty in 1896 to service the needs of the farming industry. Discovery of gold in nearby Marble Bar drove the extension of the jetty in 1908, with completion of a railway to connect Marble Bar to Port Hedland in 1911 further developing the port. The port, and town, is located 1,600 km north of Perth.

Port Hedland is a part of the Pilbara Ports Group, which consists of 4 major ports, 5 minor development ports, and provides pilotage for a further 4 minor ports. The current Port Hedland harbour consists of 19 operational berths, with 5 more in development, which are separated into operational terminals for 4 separate companies, namely Pilbara Ports (Harbour Authority) with 7 berths, Fortescue Metals Group (Iron Ore Mining) with 5 berths, Roy Hill (Iron Ore Mining) with 3 berths, and BHP (Iron Ore Mining) with 9 berths.

The single channel leading to Port Hedland is 40 nautical miles in length, hence why the additional harbour tug design requirement is for Escort capabilities. Similar to port operations in with both Durban, and especially Richards Bay, due to the vast majority of vessels calling at Port Hedland being of the large gearless bulk carrier variety, such as the Capesize, Kamsarmax, Newcastlemax and Post Panamax classes, virtually all Pilotage is carried out by helicopter transfer, using dedicated Eurocopter EC135 helicopters.

For the nomenclature aficionado, ‘Iron Dove’, and her area of operation, gives a clue as to whose operations she is assigned to at Port Hedland. The prefix ‘Iron’ has been used for all vessels, whether oceangoing or harbour, operated by the BHP Group Limited, with her bird name suffix of ‘Dove’ being used by other tugs ion the Port Hedland fleet.

Founded as the Broken Hill Proprietary (BHP) Company in August 1885 to operate a silver and lead mine at Broken Hill, in western New South Wales, BHP are an Australian multinational mining and metals corporation, established in August 1885 with headquarters at Melbourne, in the State of Victoria. BHP are the largest registered company in Australia, and the largest incorporated mining company in the world.

BHP has previously owned, and operated, various assets in South Africa, with compulsory BEE requirements reducing these. They included the Ekati Diamond Mine and Richards Bay Minerals, which were later divested, and with BHP currently holding a 47.1% ownership interest in the Mozal joint mining venture. BHP has made multiple attempts to acquire Anglo American, and in 2015 the company spun off some of its subsidiaries in South Africa to form a new independent company called South32.

In Cape Town, any logistic and engineering support requirements for ‘Iron Duke’ were completed after more than a fortnight alongside. At 14:00 , in the afternoon of 15th May she finally sailed from Cape Town, but not for an Indian Ocean crossing, as her AIS displayed that she was now bound for Durban, where she arrived on 20th May, at 06:00 in the morning.

Her unexpected call to Durban may have been for further maintenance requirements, as she spent just over four days alongside. Finally, at 13:00, in the early afternoon of 24th May, she sailed from Durban, and departed South African waters. However, she was again not showing that she was to embark on an Indian Ocean crossing, as her AIS now showed that she was bound for Port Victoria in the Seychelles.

Her delivery voyage indicated that she may not possess a bunker capacity for any long, oceanic, positioning voyages as her route from the shipyard at Ereğli included stops at Tuzla (Turkey), Algeciras (Spain), Las Palmas (Canary Islands), Mindelo (Cape Verde Islands), Cape Town, Durban, and now Port Victoria. Such a routing indicates that she is on a long curved Indian Ocean routing to northern Western Australia, maintaining relatively close proximity to bunker ports, rather than taking a direct South Indian Ocean crossing from South Africa to Australia.

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Bayhead Road Upgrade begins: Major overhaul of Durban’s freight artery

Terry Hutson
Africa Ports & Ships

Durban — One of South Africa’s most critical freight corridors, Bayhead Road, is set for a significant upgrade as roadworks begin this week to rehabilitate the deteriorating carriageway that serves the Port of Durban and South Africa’s busiest terminals.

Bayhead Road is the primary access route to Durban Container Terminals Pier 1 and Pier 2, as well as the Island View Liquid Bulk Terminal, which houses over 1,000 storage tanks for liquid fuels and chemicals.

On a typical weekday, more than 13,000 vehicles — including at least half of which are heavy container trucks and tanker vehicles — use this vital route during a 12-hour daytime window.

Urgent Repairs to Address Safety and Efficiency Concerns

Years of heavy use have left the double two-way carriageway in severely poor condition, prompting growing concerns from port users over safety and operational inefficiencies. In response, Transnet National Ports Authority (TNPA) has launched the Bayhead Road Rehabilitation Project to restore the road to acceptable standards.

“As the custodian of port infrastructure, TNPA is responsible for ensuring safe and efficient access routes to support port operations,” the authority said in a statement.

Phased Construction Plan to Minimise Disruption

The rehabilitation will unfold in two key phases, beginning with inbound lanes and followed by the outbound side. The project officially commences on Monday 2 June 2025 and is scheduled for completion by 15 December 2025, with final close-out by 27 February 2026.

Phase 1 involves traffic diversion: inbound traffic will be rerouted from opposite the Shell service station onto the outbound lanes, while outbound traffic will use the existing bypass road. Follow the signage!

Phase 2 will involve rehabilitating the outbound section.

Scope of Work

The upgrade includes:

Milling and replacement of the damaged asphalt surface

Repairs to underlying road layers

Cleaning and restoration of kerbs, channels, and stormwater manholes

Installation of new road markings and signage

Structural repairs to ensure long-term durability

The works are expected to improve traffic flow, reduce maintenance disruptions, and enhance the overall safety of transport operations linked to the port.

Strategic Importance for Port Logistics

Bayhead Road serves as a lifeline for port logistics in Durban, handling massive volumes of cargo daily. The rehabilitation is seen as a crucial intervention to support the long-term reliability of South Africa’s busiest port and ensure continuity for the shipping and logistics industries.

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Hapag-Lloyd doubles down on Africa with new regional structure

Africa Ports & Ships

In a bold move to deepen its footprint across the African continent, global shipping giant Hapag-Lloyd has unveiled a sweeping reorganisation of its African operations — doubling its number of regional management hubs and signalling a strong commitment to growth on the continent.

Under the company’s forward-looking Strategy 2030, Hapag-Lloyd is restructuring its African business from two operational Areas to four, allowing for more focused market oversight and improved customer responsiveness.

“This is a customer-first transformation,” said Lars Sorensen, Senior Managing Director of Region Middle East. “Our goal is to be faster, more agile and more responsive to local market realities.”

Four New Operational Areas Across Africa

The reorganisation splits the former West and South African Areas into four new distinct regions:

Area West Africa (WAF)will now include countries from Mauritania to Benin, headquartered in Accra, Ghana, and led by Thomas Elling, succeeding Vishal Bundhun.

Area Central Africa (CAF) will cover Nigeria to Angola, based in Lagos, Nigeria, and led by Caroline Aubert-Adewuyi, also succeeding Bundhun.

Area South Africa (SAF) will stretch from Namibia to Mozambique, remaining headquartered in Durban, South Africa, under the continued leadership of Rogelio Busto.

Area East Africa (EAF)will manage countries from Tanzania to Sudan, with its base in Nairobi, Kenya. Busto will serve as Interim Area Managing Director until a permanent appointment is made.

Each Area will be supported by the existing Quality Service Center (QSC) in Port Louis, Mauritius, led by Senior Director Ramcy Castelino.

Sub-Regional Headquarters in Dubai

In parallel with these changes, Hapag-Lloyd has created a new Sub-Region Africa, based in Dubai, to provide strategic oversight and closer coordination. All African Areas and the Mauritius-based QSC will report to Jesper Kanstrup, the newly appointed Sub-Regional Managing Director.

This new structure aligns African operations more closely with the company’s broader Middle East Region, which includes the Middle East, Indian Subcontinent, and Africa.

Africa a Pillar in Hapag-Lloyd’s Global Vision

“These changes reflect our commitment to Africa as a key growth market,” added Sorensen. “By empowering local leadership and leveraging regional expertise, we are positioning Hapag-Lloyd to deliver long-term, sustainable value for our customers across the continent.”

Restructuring underscores Hapag-Lloyd’s recognition of Africa’s rising importance in global trade and aims to strengthen service delivery in line with the continent’s economic momentum.

Global Footprint, Local Focus

Hapag-Lloyd operates a fleet of 308 modern container ships with a transport capacity of 2.4 million TEU, connecting 600 ports worldwide via 135 liner services. Its reefer fleet is among the world’s largest and most advanced. Beyond shipping, the company has stakes in 21 terminals and employs 17,000 people globally, including 3,000 in its Terminal & Infrastructure segment.

With this strategic overhaul, Hapag-Lloyd is not just increasing its operational footprint in Africa—it’s placing the continent at the heart of its future growth story.

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Maersk unveils sneak peek of Cape Town Cold Store to South African exporters

By Africa Ports & Ships

South African exporters were recently offered a first look inside A.P. Moller – Maersk’s soon-to-launch cold store facility at Belcon Logistics Park in Cape Town — a key component of the shipping giant’s expanding cold chain network in the country.

Set to open formally later this year, the state-of-the-art facility will begin handling cargo for select customers as early as June. It forms part of a three-site cold storage strategy Maersk is rolling out across South Africa in 2025, with the Cape Town and Cato Ridge (near Durban) sites at the forefront.

Designed to provide seamless, integrated cold chain logistics for high-value perishables such as grapes and citrus, the Belcon facility is directly connected to the Port of Cape Town and offers multi-modal access, on-site depots, and advanced temperature-controlled storage.

“Cold chain disruption has cost the South African table grape industry alone up to R1.5 billion in a single year,” said Lubabalo Mtya, Managing Director of Maersk South Africa.

“Our goal is to minimise such losses by ensuring reliable, end-to-end cold chain solutions for exporters.”

At the preview event, current and prospective customers were shown the scope of Maersk’s integrated offering — including consolidation, storage, customs brokerage, terminal handling, and both ocean and inland transport.

The new cold stores will also contribute to Maersk’s global decarbonisation targets. All facilities are being designed to run on renewable energy, in line with the company’s ambition to reach Net Zero greenhouse gas emissions by 2040.

With demand for reliable cold chain infrastructure growing, Maersk’s investment signals a strong commitment to supporting South Africa’s agri-export sector and enhancing the competitiveness of its perishable goods on the global stage.

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Royal Navy, New Zealand-led task force intercept $36 million drug haul in Arabian Sea

By Africa Ports & Ships

In a major maritime security operation, the Royal Navy frigate HMS Lancaster, operating under the New Zealand-led Combined Task Force 150 (CTF 150), has intercepted a significant shipment of illicit narcotics in the North Arabian Sea.

The seizure, made on 22 May, included over a tonne of heroin, 660 kilograms of hashish, and six kilograms of amphetamines — with an estimated street value exceeding USD $36 million.

The UK warship, deployed in support of the Combined Maritime Forces (CMF), tracked a suspicious vessel using onboard uncrewed aerial systems.

Royal Marine boarding teams launched from two sea boats and approached the target vessel under overwatch from a Wildcat WT2 helicopter, which carried a sniper team to provide aerial cover.

Once aboard, the marines discovered the contraband concealed in numerous packages. These were recovered, tested, and destroyed in accordance with maritime enforcement protocols.

“This is another example of where Lancaster has delivered at range, in isolation, utilising her own organic assets,” said Royal Navy Commander Chris Chew, Lancaster’s commanding officer.

“Whether through her Wildcat, UAS, intelligence team or Royal Marine boarding party, we continue to support the CMF mission.”

Commander of CTF 150, RNZN Commander Rodger Ward, praised the coordinated effort, saying: “This is a true team achievement — from headquarters planning in Bahrain to the ship’s company confronting smuggling operations at sea.

“The Lancaster crew should be proud of this blow against criminal and terrorist networks that fund their activities through narcotics.”

CTF 150 is one of five task forces operating under the CMF umbrella — the world’s largest naval partnership. Headquartered in Bahrain, CMF brings together 46 nations to promote maritime security across 3.2 million square miles of strategic waterways, including the Gulf of Oman, Arabian Sea, and Indian Ocean.

HMS Lancaster, a Type 23 Duke-class frigate, remains on patrol in the region, providing maritime security and contributing to ongoing multinational efforts to keep vital trade routes safe from illicit trafficking and non-state threats.

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WHARF TALK: gearless coastal bulk carrier – HANSA CHRISTIANSOE

Pictures by ‘Dockrat’ 
Story by Jay Gates
Africa Ports & Ships

For the casual maritime observer, the irony of the Houthi menace has been the boon of setting sight on a multitude of vessels that have all been forced to make the long voyage around the Africa continent, by way of the Cape sea route, rather than via the Suez Canal. The sheer volume of these vessel types that have called in to South African ports, mainly Durban and Cape Town, have almost all been for logistical purposes, whether simply for bunkers, stores, fresh provisions, or for maintenance and technical support.

This Houthi driven increase in arrivals has also given the casual maritime observer a second boon. This is not just by virtue of numbers but more so of types. The absolute variety of vessel types that have been on view has been made more exciting by the newbuild vessels, mainly the sophisticated, and complexity of those vessels that represent the offshore wind energy industry, and the oil and gas industry, which would not normally be seen in these waters.

That said, there are other newbuild vessels that represent the normal side of commercial shipping, such as the tankers, general cargo, pure car and truck, and bulk carriers. They also are being sent around the Cape, mainly to protect the new owner’s investment from the threat of a potential Houthi attack. Yet, there are still some of these normal types of vessel that are rarities in South African waters, especially in the bulk trades. These are what are known as Short Sea Traders, or Coasters. There are no real trades in this part of the world that requires them. So newbuilds that represent this element of shipping are always something worth waiting for.

On 18th May, at 11:00 in the late morning, the gearless coastal bulk carrier ‘Hansa Christiansoe’ (IMO 1031587) arrived off Cape Town, from Port Louis in Mauritius. She entered Cape Town harbour, proceeding into the Duncan Dock, and went alongside the inner berth of the Eastern Mole. A gearless vessel, going alongside a gearless berth, and one not utilised for commercial purposes is a sure sign that the arrival was for purposes of bunkers, stores and provisions.

With her keel laid down in 2024, and delivered to her new owners in March 2025, ‘Hansa Christiansoe’ is so new, that she is one of the new vessels whose IMO number has gone into the 100 bracket, and beyond starting with 99. Built by Jiangsu Dajin Heavy Industries at Dajin in China, she is 100 metres in length and has a gross registered tonnage of 4,487 tons.

She is powered by a single MAN-B&W 6L27/38 six cylinder, four stroke, main engine producing 2,937 bhp (2,190 kW), driving a Berg MPP950 controllable pitch propeller for a service speed of 12 knots. Her auxiliary machinery includes three Caterpillar C7.1 ACERT generators providing 225 kW each, unusually in which one of them is also assigned as the emergency generator. For added manoeuvrability ‘Hansa Christiansoe’ is fitted with a bow Veth PumpJet K-1200 steerable thruster providing 404 kW.

Classed as a Mini 2 bulker, ‘Hansa Christiansoe’ has a single continuous hold with dimensions of 71.4 metres long, 12.9 metres in width, and 10.0 metres in depth. Her hold is box shaped, with pontoon hatch covers, which can be lifted by a travelling pontoon gantry crane. The hold is capable of being able to place up to four tweendecks along its length, and up to two bulkheads when carrying different bulk cargoes, or break bulk cargoes. Her cargo carrying capacity is 9,108 m2, and she has a deck strength of 15 tons/m2.

The first built as one of a series of four sisterships, ‘Hansa Christiansoe’ was designed by Groot Ship Design BV, of Leek in Holland, and she is known as a Groot 5900XL-MPV type, which identifies her by her deadweight tonnage of 5,900 tons, and the fact that her various hold configurations make her a multipurpose vessel (MPV).

She was designed to operate in European waters, covering the Black Sea, Mediterranean Sea, Northwest Continent, Atlantic Basin, and the Baltic Sea. This latter area of operations means that ‘Hansa Christiansoe’ has an ice classification of ICE 1A, which allows her to operate in Baltic Sea First year ice thickness up to 0.8 metres.

She was built as the first of four sisterships, and is owned by Leonhardt and Blumberg Reederei GmbH, of Hamburg in Germany, whose houseflag she displays on her funnel, and she is both operated and managed by Leonhardt and Blumberg Shipmanagement GmbH, also of Hamburg. She is on long term charter to Newtide Chartering BV, of Rotterdam in Holland, whose company name is emblazoned along her hull.

As expected of a logistics only caller at Cape Town, her stay was not expected to be overly long. After just nineteen hours alongside at the Eastern Mole, and with her bunker, stores, and fresh provision needs met, ‘Hansa Christiansoe’ was ready to depart. She sailed from Cape Town at 06:00, on the morning of 19th May, and her AIS displayed that her next destination port was to be Las Palmas in the Canary Islands, which is expected to be another logistics call, prior to her maiden arrival in European coastal waters to begin her commercial cargo carrying career.

For the nomenclature aficionado, the suffix part of the name of ‘Hansa Christiansoe’ is after the largest island in the Danish Ertholmene archipelago, which is located in the Baltic Sea at 55°19’ North 015°11’ East. The largest of three islands, and called Christiansø in Danish, the island is just 22.3 hectares in area, with a population of just 91 people. It was named after King Christian V of Denmark, and forms the most easterly point of Denmark.

The prefix part of her name is a common German word used to describe anything historically linked to the port city of Hamburg, and the ancient maritime Hanseatic League. The word ‘Hanse’ is the Old High German word for a band, or a troop. This word was applied to bands of merchants who travelled between the cities of the Hanseatic League.

The days of coasters being a regular sight in South African ports, nearly all operated by Unicorn Lines, and crewed by South Africans, are now long gone, together with the coastal trades that employed them. Sadly, what remains of the coastal trade is now either carried by road, with the subsequent ecological and environmental price, and damage that comes with it, or it is allowed to be carried coastwise as cabotage by the South African government.

For the casual maritime observer who is not fully conversant with what cabotage implies, it is this. In terms of sea transport, it refers to the movement of goods, or passengers, between two points within a single country, by a carrier from another country. Equally sadly, that aspect of the South African economy, and of the South African domestic shipping industry, is not likely to be changed in any vision of the foreseeable future offered by the current government. In that context, South Africa is what is known as ‘Sea Blind’.

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Sparing the vulnerable: The cost of new tariff burdens – UNCTAD report

Africa Ports & Ships

A recent report by the UN Trade and Development (UNCTAD) warns of escalating tariffs that are set to deeply impact trade dynamics for vulnerable economies.

The report, titled “Sparing the vulnerable: The cost of new tariff burdens,” highlights the significant trade cost increases that many developing countries are likely to face as a result of the wave of new import tariffs.

The vulnerable economies most exposed – including Least Developed Countries and Small Island Developing States – typically account for a tiny share of global trade, yet now face some of the steepest tariff increases.

What’s changing:

US tariffs may jump to over 25% for 22 developing economies in July 2025, including seven least developed countries.

Some tariff hikes, particularly on Chinese imports, have exceeded 100%, even after recent adjustments.

New tariffs apply regardless of existing trade agreements or World Trade Organization (WTO) rules. This includes countries previously benefiting from preferential terms.

Who’s affected most:

Least Developed Countries (LDCs) and developing countries in Africa, Asia and Oceania face the steepest increases.

Tariffs on LDCs have already doubled in April and could rise nearly threefold in July – from 16% to 44%.

For Latin America and the Caribbean, tariff levels have risen over 40 times, from less than 0.5% to 13%.

Even without China, tariffs on developing countries in Asia and Oceania have already risen to 13% and could further increase to 24%.

Key sectors like agriculture and textiles, crucial for many vulnerable economies, are especially exposed.

Why this matters now:

On 2 April 2025, the United States imposed a universal 10% tariff on all imports. Additional country-specific tariffs are set to take effect in early July, following the expiration of a 90-day pause.

These measures will raise the cost of market access – even for countries with minimal contribution to global trade imbalances. Vulnerable economies could see export prospects shrink, despite these economies representing only 0.3% of the US trade deficit.

More insights in the new data story:

Country-level tariff estimates and interactive visualizations
Tariff escalation scenarios by region and development status
Policy guidance to reduce harm and support development resilience

Access the story and visuals: HERE

and more DATA HERE

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South Africa and Ghana chart course for stronger maritime partnership

Africa Ports & Ships

The South African Maritime Safety Authority (SAMSA) recently welcomed Navy Captain Dr. Kamal-Deen Ali, the newly appointed Director General of the Ghana Maritime Authority (GMA), to its Cape Town offices for a high-level strategic engagement aimed at strengthening bilateral maritime cooperation between the two West and Southern African nations.

The visit underscores a growing trend of African maritime authorities seeking greater collaboration to address shared challenges in ocean governance, regulatory harmonisation, seafarer development, and the blue economy.

SAMSA was represented by Mr. Eugene Alec Rappetti, Executive Manager: Maritime Special Projects, and Captain Lee Michael De La Rue, Senior Examiner.

The South African team provided a comprehensive overview of SAMSA’s regulatory mandate, organisational structure, and technical inspection functions, which support South Africa’s maritime administration and safety oversight.

Central to the discussions were key components of South Africa’s maritime regulatory environment, including the ship registry system, cabotage framework, and SAMSA’s approach to maritime compliance and vessel surveys.

Special attention was given to operational models for ship inspection, revenue collection mechanisms, and technical workforce development—areas of high priority for the Ghanaian delegation.

Dr. Kamal-Deen Ali, an experienced maritime security scholar and naval officer, expressed keen interest in learning from South Africa’s established systems, particularly around the training and certification of seafarers, accreditation of maritime training institutions, and the professional development of ship surveyors.

Capt. De La Rue provided detailed insights into South Africa’s seafarer examination procedures and the country’s maritime education ecosystem, including the role of SAMSA in accrediting training providers and ensuring global standards in certification.

The visit concluded with both authorities committing to a structured framework for ongoing cooperation, with an emphasis on technical exchanges, skills transfer, and institutional capacity-building.

The engagement signals a significant step towards a more integrated African maritime governance regime, in line with the objectives of the African Union’s 2050 Africa’s Integrated Maritime Strategy (AIMS).

With Ghana playing a pivotal maritime role in West Africa and South Africa anchoring Southern Africa’s shipping corridors, this budding partnership between SAMSA and the GMA holds promise for improved safety, regulatory innovation, and seafarer mobility across the continent.

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Industry urged to prepare for new fire safety rules on RORO and ROPAX vessels

Africa Ports & Ships

Major regulatory change takes effect January 2026 amid rising fire risks from EVs and vehicle cargo

Shipowners, managers and shipyards are being urged to act now ahead of a major change to international fire safety regulationsfor RORO and ROPAX vessels.

From 1 January 2026, amendments to the SOLAS Chapter II-2 and the FSS Code will make fixed water monitors mandatory on the weather decks of these ships — a response by the International Maritime Organization (IMO) to the growing number of serious fires linked to vehicle cargo, particularly electric vehicles (EVs).

The regulation, approved during the IMO’s 107th Maritime Safety Committee (MSC) session, requires ships with a beam of less than 30 metres to install two fixed water monitors, while wider vessels must fit four.

Each system must deliver at least 2.0 litres of water per minute per square metre, with a total capacity of no less than 1,250 litres per minute.

Survitec, a global leader in maritime safety systems, is encouraging the industry to start preparing now to ensure timely compliance and to enhance onboard fire protection.

“The open nature of vehicle decks means a fire can spread with alarming speed,” said Rafał Kołodziejski, Survitec’s Head of Product Support and Development – Fire Systems.

“This new regulation shifts focus toward practical, high-performance suppression systems that can act fast to contain or extinguish fires in these expansive spaces.”

Traditional sprinkler and deluge systems are often insufficient in these areas. Fixed water monitors, by contrast, deliver targeted, high-volume water streams capable of tackling intense fires quickly—an approach that is also well-suited to smaller ships where space and retrofitting constraints exist.

To support safer operation, particularly where access to the monitors may be difficult during an emergency, remote-controlled systems can be installed.

These allow crew to operate the firefighting equipment from a secure location, reducing their exposure to risk while ensuring rapid response.

Technical specifications

According to Michał Sadzyński, Product Manager at Survitec, compliance with the new rules involves more than just meeting the technical specifications.

“Understanding how to interpret and apply the new regulations is critical,” Sadzyński said. “We help customers assess their vessels’ specific needs and recommend the right system — be it manual, self-oscillating, hydraulic or electric — based on layout, available water supply and operational conditions.”

Survitec’s water monitors are designed with features including corrosion-resistant materials and integrated cold-weather protection, making them durable across a wide range of operating environments.

With EV-related fire incidents becoming more frequent — and more dangerous — the maritime industry faces growing pressure to upgrade onboard fire suppression capabilities. Survitec stresses that early detection and rapid response are key to mitigating damage and protecting lives at sea.

“Many operators are still unaware of the 2026 deadline,” Kołodziejski added.

“We see this not just as a regulatory obligation, but as a critical safety upgrade. Prevention is always the priority, but when fires do occur, especially with EV cargo, fixed monitors can make all the difference.”

Survitec is offering expert consultancy and a full range of compliant water monitor systems to help shipping companies meet the new requirements in time.

As Kołodziejski puts it, “This is about saving lives as much as meeting standards.”

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Liberia’s Railway Crossroads: ArcelorMittal faces policy shift as Liberia pushes for Open Rail Access

Terry Hutson 
Africa Ports & Ships

Monrovia, 27 May 2025 — Senior executives from ArcelorMittal are due in Liberia this week for a series of high-stakes meetings with President Joseph N. Boakai and senior officials.

Their visit coincides with the official commissioning of a new iron ore concentrator in Yekepa, Nimba County — a project designed to boost ArcelorMittal Liberia’s (AML) output as it targets 15 million tonnes of annual production.

But beneath the surface of the ceremonial ribbon-cutting lies a strategic showdown over the future of Liberia’s critical railway infrastructure.

At the centre of the debate is the 243-kilometre Yekepa–Buchanan railway, a vital corridor for mineral exports and regional connectivity. ArcelorMittal has held exclusive control over the line for two decades under its Mineral Development Agreement (MDA), set to expire in 2030. Now, the Liberian government has drawn a firm line: rail monopoly is over.

Boakai Government Doubles Down on Open Access Policy

President Boakai’s administration has reiterated its commitment to Executive Order 136, which mandates a multi-user, independently operated railway system. The order, signed in late 2023, aligns with Liberia’s long-term infrastructure and investment strategy and is seen as crucial to unlocking regional trade and attracting foreign direct investment.

An Inter-Ministerial Concessions Committee (IMCC) meeting on 6 May 2025 reaffirmed that AML would not retain exclusive rail control post-2030. The National Investment Commission (NIC), under direct instruction from the President, was also forced to withdraw earlier letters sent to AML and Ivanhoe Atlantic — letters that had incorrectly implied continued single-user rail operations.

“Liberia’s infrastructure must serve more than one company,” said a senior government official. “The railway is a national asset — it cannot be a private driveway.”

International Backing for Shared Infrastructure

The U.S. Government and other development partners have endorsed Liberia’s rail liberalisation policy. In fact, both the previous Biden and current Trump administrations voiced support for an open-access model, citing the strategic importance of equitable infrastructure in promoting West African economic growth.

The Yekepa–Buchanan corridor, long closed to third-party users, is now poised to become a gateway for regional mining exports, including iron ore from neighbouring Guinea. Ivanhoe Atlantic (formerly HPX), a major investor behind the Guinea Nimba project, is among the new players seeking fair access to Liberia’s rail and port infrastructure.

AML’s counteroffer and the budget debate

To maintain its grip on rail operations, AML has reportedly proposed US$200 million in direct budget support over five years — a bid some in government view as insufficient.

“That’s not even enough to cover the civil service payroll for six months,” said one official. “What Liberia needs is sustainable income from multi-user haulage fees and the kind of competitive investment that builds long-term capacity.”

Under the new rail model, Liberia’s National Rail Authority (NRA) will oversee the transition and manage an international tender to select an independent rail operator. Interest has reportedly come from major rail logistics firms including Thelo DB (a German-South African joint venture) and the U.S.-based Railroad Development Corporation.

Liberty Corridor: A vision for regional trade

The shift to open-access rail is not just a domestic issue. It is central to the development of the Liberty Corridor — a proposed U.S.-backed infrastructure initiative modeled on the Lobito Corridor in Southern Africa.

The Liberty Corridor would link mining hubs in Guinea and Liberia with the Port of Buchanan, enhancing trade in bulk commodities and offering potential for passenger and agricultural freight services.

The project promises to transform Liberia into a regional logistics hub, but only if rail access is transparent and non-discriminatory.

Concerns over AML’s commitment to open access

Despite public statements of support for open rail access, AML’s recent actions have raised concerns. The company reportedly blocked Ivanhoe Atlantic’s Environmental and Social Impact Assessment (ESIA) team — sent with government approval — from inspecting sections of the railway. Observers say this contradicts AML’s stated position and signals lingering resistance to the multi-user framework.

Moreover, the much-heralded concentrator being launched this week is not yet fully operational, according to mining sources. “They’re opening the crusher, not the concentrator,” a site expert said.

The concentrator is essential for processing Liberia’s increasingly lower-grade iron ore, a key requirement for meeting international export standards.

Implications for regional shipping and port operations

For port operators and logistics providers, Liberia’s decision to adopt a multi-user rail system is a potential game-changer. The Buchanan Port, currently serving only AML exports, could see diversified cargo flows, including third-party minerals, agribulk, and general freight, if the Liberty Corridor is realised.

Shipping lines operating along the West Africa coast will also benefit from improved hinterland connections and more predictable throughput volumes at Buchanan, with prospects of rail-to-sea integration akin to models in Southern and Eastern Africa.

Outlook: End of monopoly, start of a new era

As President Boakai prepared to meet AML’s top brass, Liberia’s rail policy appears on a fixed track toward reform. “This is not about punishing any investor,” a government source clarified. “It’s about building a modern logistics system that works for all Liberians and positions the country as a key node in Africa’s trade network.”

The message from Monrovia is clear: The future is shared infrastructure. Monopoly is out. Multimodal integration is in.

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Maersk appoints Tito Okuku as new Managing Director for Eastern Africa

Africa Ports & Ships

Global logistics giant A.P. Moller – Maersk has announced the appointment of Tito Okuku as its new Managing Director for Eastern Africa. Okuku took up his position from 5 May 2025.

With more than 25 years of leadership in logistics and supply chain management, Okuku brings a wealth of experience to the role. His extensive background spans strategy, business development, warehousing, landside logistics, and fleet operations — making him well suited to lead Maersk’s operations across key Eastern African markets including Kenya, Uganda, and Tanzania.

Okuku is no stranger to the Maersk ecosystem. In 2014, he served as Managing Director of APM Terminals Kenya (Great Lakes Ports), a role that laid the foundation for his deep understanding of the company’s regional operations and customer network.

His return is seen as a strategic move by Maersk to reinforce its commitment to local leadership and market-driven innovation.

“Tito’s appointment marks an exciting chapter for our Eastern Africa business,” said Richard Morgan, Managing Director of Maersk – Indian Subcontinent, Middle East and Africa.

“His proven track record, hands-on regional expertise, and passion for developing people make him the right leader to deliver continued value and drive sustainable growth.”

Expressing enthusiasm about his new role, Okuku said:

“I am honoured to rejoin Maersk and take on this important responsibility. East Africa is a dynamic and diverse region full of potential. I look forward to working closely with our teams and customers to deliver resilient, agile, and customer-focused supply chain solutions that enable trade and create shared growth.”

The appointment comes at a time when Eastern Africa’s logistics landscape is undergoing rapid transformation, with growing demand for integrated supply chain solutions across ports, hinterland logistics, and cross-border trade corridors.

A.P. Moller – Maersk is a global integrated logistics company operating in more than 130 countries with approximately 100,000 employees. The company focuses on connecting and simplifying supply chains for customers around the world.

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Royal Navy news by Paul Ridgway

Compiled and Edited by Paul Ridgway
Africa Ports & Ships
London

Royal Navy Director Develop, Rear Admiral James Parkins delivered the opening speech during the naming ceremony of XV Excalibur. On 15 May the Royal Navy unveiled its first Extra-Large Uncrewed Underwater Vessel at HM Naval Base Devonport.

Launch of the experimental platform is the culmination of a three-year long innovative project called CETUS.

Named Experimental Vessel, or XV, Excalibur is a significant step for the Royal Navy at 12 metres loa, over two metres diameter and displacing 19 tonnes.

It is the largest uncrewed underwater vessel engaged in trials to date. The boat is said to be the largest and most complex uncrewed submersible operated by any European navy.

Excalibur was dedicated by Honorary Captain Peaches Golding, the Lord Lieutenant of the City of Bristol and christened in true navy style with a bottle of Plymouth gin.

Unveiled and named Excalibur before 200 guests and VIPs including Rear Admiral James Parkin, Navy Director Develop, representatives from AUKUS nations, trainees from across the navy and Cadets.

It is understood that over the next two years Excalibur will carry out extensive sea trials, helping to accelerate the Royal Navy’s use of advanced technologies.

This programme will help develop a better understanding of the unique challenges that come with operating uncrewed vessels of this size with the aim of future vessels working alongside manned warships.

Sea Viper live firing

On the same day, 15 May, HMS Dragon undertook the life firing of a Sea Viper missile against a supersonic sea-skimming target.

It was reported that this was the first such achievement in the Royal Navy. During the exercise Dragon was working with other NATO warships from nine nations also conducting missile firings.

HMS Dragon is currently on exercise Formidable Shield, the purpose of which is as a joint, live-fire, integrated air and missile defence exercise.

This consists of ten NATO countries involving ships, aircraft, ground forces and deployed staff engaged in missions in a complex operating environment.

Commencing on 1 May and running to the last day of the month NATO’s multinational live-fire integrated air and missile defence (IAMD) Exercise Formidable Shield 25 has been underway in British and Norwegian waters.

Formidable Shield is the largest live-fire naval exercise in Europe.

The first phase of the exercise took place at the Andøya firing range in Norway before continuing at the Hebrides Range in Scotland. The NATO Airborne Warning and Control System (AWACS) aircraft forward deployed to Ørland in Norway to provide command and control capabilities.

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Tunisian Navy commissions two U.S.-donated patrol boats during visit by USS Mount Whitney

Africa Ports & Ships

Tunisia’s maritime defense capabilities received a significant boost in April with the commissioning of two 34-metre Island-class patrol boats donated by the United States, marking a key milestone in the 220-year naval partnership between the two nations.

The vessels, formerly in service with the U.S. Coast Guard, were officially handed over during the port visit of the USS Mount Whitney (LCC 20) to Tunis on 17 April.

The two patrol boats, now renamed Tazarka and Menzel Bourguiba, were formally inducted into the Tunisian Navy in a ceremony that underscored the deepening defense ties between Washington and Tunis.

The high-endurance patrol boats, each 34 metres in length, are designed for coastal security and surveillance missions. Their addition is expected to greatly enhance Tunisia’s ability to secure its maritime borders and contribute to regional stability in the Mediterranean — a strategically vital waterway for trade, migration, and security.

“This transfer is the latest in a series of U.S. contributions to Tunisia’s maritime security,” said U.S. Ambassador Joey Hood. “These patrol boats will help Tunisia protect its coastline and support broader regional efforts to ensure safe and secure seas.”

The commissioning took place alongside the visit of the USS Mount Whitney, the command and control flagship of the U.S. 6th Fleet. Currently forward-deployed to Gaeta, Italy, the Blue Ridge-class vessel serves as a key platform for coordinating naval operations across Europe and Africa.

The visit, and the vessel transfer, come at a time of historic anniversaries: 220 years since the 1805 Battle of Derna, when the United States first partnered with Tunisia in the fight against maritime threats, 250 years of the U.S. Navy, and 75 years of the U.S. 6th Fleet.

At an onboard reception hosted by the Mount Whitney, Tunisian military and civilian leaders gathered with U.S. officials to celebrate the growing cooperation between the two nations, particularly in the areas of maritime security, training, and counter-terrorism.

“Marking 220 years of U.S.-Tunisia military cooperation, this visit highlights the critical role strong partnerships play in ensuring maritime security,” said Vice Admiral J.T. Anderson, Commander of U.S. 6th Fleet.

“We are proud to work side by side with our Tunisian counterparts for a safer and more stable Mediterranean.”

The U.S. Navy and Tunisian Armed Forces have a long-standing relationship involving joint exercises, training, and professional development. With Tunisia designated a Major Non-NATO Ally, defense collaboration is expected to deepen further in coming years.

The addition of Tazarka and Menzel Bourguiba represents not just a material upgrade for the Tunisian Navy, but also a powerful symbol of the strategic bond between Tunisia and the United States — a partnership anchored in shared security interests and centuries of maritime cooperation.

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in partnership with – APO

Total cargo handled by tonnes during April 2025, including containers by weight

• see full report for the latest month and year in the news section

PORT	April 2025 – million tonnes
Richards Bay	7.377
Durban	4.763
Saldanha Bay	4.576
Cape Town	1.258
Port Elizabeth	0.730
Ngqura	1.475
Mossel Bay	0.001
East London	0.172
Total all ports during April 2025	20.351 million tonnes

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Terry Hutson