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FIRST VIEW: Superyacht / cruise ship LUMINARA

The Superyacht cum cruise ship LUMINARA (IMO IMO 9967598) recently called along the Southern African coast, with port calls at Walvis Bay, Cape Town, Mossel Bay, Port Elizabeth, and Durban, before heading out towards Madagascar.

For more details of this unusual passenger ship/yacht, please visit our Wharf Talk report of 23 November which covered Luminara’s Cape Town call. In that report by Jay Gates you will learn about the superyacht’s ownership, its history and technical information. Find that report HERE.

The photographs above are by Keith Betts and Trevor Jones, taken while the ship was alongside the Nelson Mandela Cruise Terminal in Durban.

Added 30 November 2025

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CMA CGM charts bold return to Red Sea routes with full Suez Canal service

Terry Hutson
Africa Ports & Ships

Global shipping giant CMA CGM has taken a decisive step toward re-establishing container traffic through the Red Sea, announcing that its INDAMEX service will now operate full east–west loops via the Suez Canal.

The move signals a structural shift in routing strategy and could accelerate the industry’s cautious return to one of the world’s most vital maritime corridors.

The first vessel to complete the new rotation will be the CMA CGM VERDI, departing Karachi for New York on 15 January.

According to data from eeSea by Xeneta, the Suez routing trims two weeks off the full loop transit compared to the Cape of Good Hope, cutting the voyage down to 77 days.

“A Notable Step in the Right Direction”

Peter Sand, Chief Analyst at Xeneta, described the announcement as a turning point. Sand noted that carriers have recently tested the waters with selective Suez transits, often on backhaul voyages with lighter cargo loads. CMA CGM’s decision to formalise the routing marks the first proforma commitment to the canal on every sailing.

Fleet Adjustments Already Underway

Four additional vessels on the INDAMEX service — APL OREGON, CMA CGM PASSION, APL LE HAVRE, and CMA CGM MAUPASSANT — will make eastbound transits before the new rotation is fully implemented. Other CMA CGM ships, including CMA CGM JULES VERNE and APL CHANGI, have also transited the canal, though only CMA CGM GRACE BAY and APL MERLION are currently listed as official proforma passages.

Industry Still Wary

While CMA CGM moves ahead, rivals Hapag-Lloyd and Maersk have yet to announce firm timelines for a Red Sea return. ZIM, meanwhile, has stated it is awaiting insurance approval.

Sand cautioned that the announcement does not equate to an immediate largescale comeback:

• In November 2025, just 120 container ships transited the Suez Canal, compared to 583 in October 2023, before Houthi militia attacks escalated.
• Carriers continue to weigh risk assessments, focusing on the Houthis’ ability, opportunity, and intent to strike merchant vessels.

Market Impact Looms

The shorter Suez rotation will allow CMA CGM to remove two ships from the INDAMEX service, highlighting how routing changes could reshape global capacity.

Sand warned that the industry’s fragile balance could tip further:

• Spot rates on Far East fronthauls to the US East Coast and North Europe are already down 57% and 53% year-on-year.
• A broader Red Sea return could unleash excess capacity, driving rates lower and pushing carriers toward loss-making territory.

🌍 Broader Implications for Global Trade Lanes

CMA CGM’s decision to reinstate full Suez Canal loops on the INDAMEX service is more than a tactical routing change — it’s a signal of how global trade lanes may realign if security conditions in the Red Sea stabilise.

The shorter transit times and reduced vessel requirements highlight the efficiency gains carriers stand to reclaim, but they also underscore the risks of oversupply in an already fragile market.

For shippers, a largescale return to the Suez Canal would restore one of the most direct east–west corridors, potentially lowering costs and improving schedule reliability. For carriers, however, the challenge will be balancing operational efficiency with market discipline, as excess capacity could erode freight rates further.

For Eastern and Southern Africa the development will have minimal impact, affecting some bunkering activity but little else.

The Red Sea’s reopening is therefore not just a regional development — it is a pivot point that could reshape global container flows, recalibrate supply chains, and redefine competitive dynamics across Asia–Europe and Asia–US trade lanes.

CMA CGM’s move may be the first domino in a wider industry shift, but the pace of change will depend on how quickly risk assessments and insurance approvals align with commercial ambitions.

Added 5 December 2025

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Overloaded vessel stranded off Quelimane leaking hydrocarbons and chromite ore

Africa Ports & Ships
Durban

A bulk carrier reportedly operated or chartered by the Mozambican logistics company Indo-Africa has been stranded since 1 November at the entrance to Quelimane’s access channel in the Martibune area of Inhassunge district.

The vessel, overloaded with chromite ore, suffered engine failure and ran aground, blocking navigation and raising serious environmental concerns.

According to Zambézia’s maritime administration, the ship is leaking hydrocarbons and spilling ore into the sea, threatening local fisheries.

Authorities note that the vessel lacks insurance and a contingency plan, and have initiated administrative proceedings against the operator.

The cargo was reportedly destined for transfer to a larger vessel in the Indian Ocean.

Indo-Africa, better known for its agricultural exports, has not commented publicly. Maritime officials are assessing the risks of fish mortality and working to identify urgent solutions for removal of the stranded vessel.

Indo-Africa is best known for agricultural exports and logistics.

Confirmation of the vessel type stranded at Quelimane or of the type involved would be appreciated.

Added 4 December 2025

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Ramaphosa welcomes launch of Sasol gas facility in Mozambique

Africa Ports & Ships
Durban

President Cyril Ramaphosa has hailed the opening of Sasol’s new Integrated Processing Facility in Inhassoro, Mozambique, calling it a milestone in bilateral energy cooperation and regional development.

Speaking during the 4th Mozambique–South Africa Bi‑National Commission, Ramaphosa said the plant reflects years of joint exploration and investment to unlock Mozambique’s onshore hydrocarbon resources.

“This groundbreaking facility is a symbol of the longstanding energy cooperation between our two countries… vital to our shared energy security,” he noted.

The facility, part of a Production Sharing Agreement, will supply gas, light oil and cooking gas to Mozambique’s domestic market, while supporting power generation and downstream industries.

It comes as the Pande and Temane reserves near depletion, with Ramaphosa urging governments and private partners to invest in infrastructure, align regulations and expand regional demand to attract new upstream projects.

He stressed the plant’s role as an economic catalyst for local communities, highlighting opportunities for small businesses, employment and vocational training, particularly for women and youth. Ramaphosa also welcomed Sasol’s commitment to environmental, social and governance standards, including waste management and risk mitigation.

The President praised engineers, contractors and workers from both countries, and thanked local leaders in Inhassoro for their support. He said the project underscores the strength of South Africa–Mozambique relations and their shared path toward sustainable development. (source: SANews.gov)

Added 4 December 2025

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IB DOCK Floating Dock Launched for Senegal

Terry Hutson
Africa Ports & Ships

Under the supervision of Türk Loydu, Kuasar Marin has built the IB DOCK (floating dock) for Senegal, marking one of the first floating docks in Türkiye constructed in compliance with IACS standards.

The IB DOCK project also marks a milestone for Türk Loydu, being the first floating dock built in Türkiye under its supervision to meet IACS requirements, coinciding with the society’s transition into full IACS membership.

The main contractor, Kuasar Marine Engineering Inc., undertook the design and construction responsibilities. The building activities were carried out at Arı Ship Industry’s yard in the Yalova Altınova shipyard region. The floating dock, named IB DOCK, with a lifting capacity of 1,500 tons, has now been dispatched to Senegal.

Measuring 52 metres in length, 21 metres in width, and 10 metres in depth, the dock features a lifting capacity of 1,500 tons and a 420 kVA sound-insulated electrical system. It is expected to significantly strengthen the region’s maintenance and repair infrastructure.

Design, procurement, and production processes were all managed under Kuasar Marine’s main contracting role.

Launched on 1 October 2024, the floating dock successfully passed all required tests before setting off to Senegal, where it will enter service.

IB DOCK – At a Glance

• Builder: Kuasar Marine Engineering Inc.
• Supervision: Türk Loydu, IACS-compliant
• Construction site: Arı Ship Industry, Yalova Altınova (Türkiye)
• Launch date: 1 October 2024
• Dispatch: December 2025, bound for Senegal

• Dimensions:

• Length: ~52 m
• Width: ~21 m
• Depth: ~10 m
• Capacity: 1,500 tons lifting
• Power system: 420 kVA, sound-insulated
• Role: Strengthening regional ship repair and maintenance infrastructure
• Destination: Final deployment site in Senegal unconfirmed (Dakar considered the most likely location)

The IB DOCK project also marks a milestone for Türk Loydu, being the first floating dock built in Türkiye under its supervision and inspection to meet IACS requirements. Its launch coincides with Türk Loydu’s transition into full membership of the International Association of Classification Societies (IACS), underscoring both the dock’s technical significance and the society’s growing international role.

Added 4 December 2025

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WHARF TALK: A full Sturrock Drydock

Pictures by ‘Dockrat’
Story by Jay Gates

There is something pleasurable in seeing a vessel out of the water, under controlled conditions of course! It gives the casual maritime observer a chance to see those parts of a vessel that are almost permanently hidden, by normally being submerged, and whose shape, and purpose, can sometimes only be guessed at. Most ports have a drydock, floating or fixed, which is where one gets to study hull form when there is something inside one to look at.

In the case of civil use fixed drydocks, South Africa has four of them, with one in Durban, one in East London, and two in Cape Town. There is also a military drydock in the Simonstown Naval Dockyard, known as the Selborne drydock, which was opened in 1910 by the Duke of Connaught, and named after William Palmer, 2nd Earl of Selborne, who was the High Commissioner for Southern Africa at the time of construction.

The drydock in Durban was completed in 1925, and is known as the Prince Edward Drydock, so named after the eldest son of King George V, who at the time was the heir to the British throne, and who later became King Edward VIII, before abdicating in 1938. A further drydock is to be found in East London, completed in 1947, and known as the Princess Elizabeth drydock, named in honour of the future Queen Elizabeth II, who opened it during the famous Royal Tour of South Africa by her father, King George VI.

This leaves the two drydocks in Cape Town harbour. The earliest of which is the Robinson drydock, which is the oldest operational cobblestone drydock in the world. It lies in the Alfred Basin of the V&A, and its foundation stone was laid by Prince Alfred, second son of Queen Victoria. It was named after Sir Hercules Robinson, the 31st Governor of the Cape Colony, who opened the drydock in 1882.

The fourth drydock in South Africa lies in the Ben Schoeman Dock, and is the mighty Sturrock drydock. It opened in 1945, and is named after Frederick Sturrock, the then Minister of Railways and Harbours. It is both the largest, and the oldest, drydock of its kind in the Southern Hemisphere. It has a full length overall of 360 metres, with a dock floor length of 350.4 metres, and a full width overall of 45.1 metres, with a dock floor width of 38.4 metres. The Sturrock drydock has a depth of 14 metres, with a depth over her entrance sill of 13.7 metres.

Like most drydocks, the Sturrock drydock is capable of being split into two separate compartments, using an intermediate caisson, giving two independent drydock spaces, one of 216.1 metres in length, and the other of 142.9 metres in length. This is why the casual maritime observer frequently sees not one, but two, vessels lying within her and receiving attention. Sometimes you may be lucky to see three vessels lying top to tail behind each other. What you are certainly not going to see often, if only once, is when no less than six vessels sit within her.

In early November an extremely efficient, and broad thinking, drydock planner within the Transnet drydock management team worked out a plan to allow no less than six vessels to be drydocked at the same time, with them all previously scattered around Cape Town harbour, with five of them being fishing vessels carrying out winter maintenance and lay up periods in the harbour, and one arriving purely for a drydocking.

The six vessels would be split with the four biggest going into the forward, and longest, section of the Sturrock drydock, and the final two being placed behind the intermediate caisson, in the shortest drydock section, adjacent to the drydock gates. That gave three pairs of vessels, who would be berthed side by side, with two by two by two, within the full length of the drydock.

The first two of the six vessels to be given this, probably unique, drydocking appointment were the Dutch Oceanic Tug ‘Boka Alpine’ (IMO 9344784), and the large South Korean Krill Trawler ‘Sae In Champion’ (IMO 7042538), who would be paired up at the forward far end of the drydock. Both of these vessels have been previously covered in Africa Ports and Ships so will not be looked at in any detail in this piece.

With ‘Boka Alpine’ arriving in Cape Town, from Trinidad, on 2nd November after the completion of a oceanic tow of an offshore oil and gas asset to the Caribbean, and ‘Sae In Champion’, having arrived back in Cape Town from her Antarctic Krill fishing grounds on 8th August to undergo her annual midwinter refit in Cape Town, prior to returning to Antarctica later in the year to resume her hunt for Krill.

Behind them were placed the pair consisting of the South Korean Stern Trawler ‘Cosecha’ (IMO 8217491), and the South Korean Squid Jigger ‘No.108 Eun Hae’ (IMO 8708165). Finally, the last pairing were placed in the aft section of the drydock, sandwiched in by the intermediate caisson, and the entrance gate caisson, were the South Korean Squid Jigger pair of ‘No.107 Eun Hae’ (IMO 8712659), and ‘No.601 Dagah’ (IMO 8614895).

The first to arrive in Cape Town was ‘No.601 Dagah’, which arrived as far back as 07:00 in the early morning of 27th May. She had arrived from a squid fishing season using both Port Stanley in the Falkland Islands, and her final port call of Montevideo in Uruguay. This was not her first call into Cape Town, as she had been recorded here before in May 2023, where she remained on her winter refit for a total of 213 days, and in June 2021, where she called in purely for bunkers, stores, and fresh provisions, and remained alongside for a full 9 hours only.

Built in 1986 by Katanihon shipyard at Hachinohe in Japan, ‘No.601 Dagah’ is 68 metres in length and has a gross registered tonnage of 999 tons. Her single engine produces 1,600 bhp (1,193 kW), and she also has a bow transverse thruster for added manoeuvrability. She is fitted with blast freezers allowing her to freeze up to 100 tons of squid per day, and she has a fish hold with a capacity of 1,286 m3 for frozen catch storage. She has been recorded, on numerous occasions, of carrying out many at-sea, ship-to-ship (STS), transfers of her frozen squid catch to fish reefer vessels, whilst lying south of the Falkland Islands.

She is owned by Dagah Industry Co. Ltd., of Busan in South Korea, and operates with a crew of 49 persons. As well as fishing for Ilex Squid off the Falkland Islands, and off the Argentinean continental shelf of Tierra del Fuego, ‘No.601 Dagah’ holds a current fishing license, valid from August 2024 to August 2029, and issued by the North Pacific Fisheries Commission (NPFC). This license allows her to use both Dipnets and Jiggers to target Japanese Flying Squid and Neon Flying Squid, plus the demersal fish species of Blue Mackerel, Spotted Mackerel, Chub Mackerel, Japanese Pilchard, and Pacific Saury.

Alongside her in the Sturrock drydock was ‘No.107 Eun Hae’, which had arrived off Cape Town at 16:00 in the afternoon of 30th June, from Port Stanley in the Falkland Islands. She was built in 1987 by Miho shipyard at Shizuoka in Japan, and is 71 metres in length, with a gross registered tonnage of 1,119 tons. She is powered by a single Akasaka K3/FD six cylinder, four stroke, main engine providing 1,800 bhp (1,342 kW). She is fitted with a bow transverse thruster for added manoeuvrability, and has a fish hold with a frozen cargo carrying capacity of 999 m3.

She operates with a crew of 41 persons, and is owned by Sunmin Fisheries Co. Ltd., of Busan in South Korea. Outside of her Ilex Squid catching season in the Southern Ocean off the Falkland Islands, ‘No.107 Eun Hae’ had a license, valid from March 2020 to March 2025, and issued by the North Pacific Fisheries Commission (NPFC) to allow her to catch Japanese Flying Squid and Neon Flying Squid. She also possessed a renewed license originally valid from April 2014, and was valid up to October 2025, issued by the South Pacific Regional Fisheries Management Organisation (SPRFMO), allowing her to catch squid in that region.

Earlier this year, on 10th February 2025, at 18:00 in the early evening, ‘No.107 Eun Hae’ ran aground on a sandbank in Settlement Cove, on Saunders Island, off West Falkland Island. She remained aground for a few days, and at 09:00 in the morning of 13th February, she was refloated on the high tide, and anchored in the sheltered deep waters in nearby Port Egmont, which is located at 51°21’ South 060°01’ West.

She was surveyed in order to be checked over for any hull and propeller damage. On completion of her survey, she was escorted back to Port Stanley, on East Falkland Island, by the British Forces South Atlantic Islands (BFSAI) tug ‘Dintelstroom’, and the Falkland Islands Government Fisheries Protection vessel ‘Lilibet’. There was minimal pollution from the event.

Her fleetmate ‘No.108 Eun Hae’ had arrived off Cape Town at 17:00 in the late afternoon of 18th June, also from Port Stanley in the Falkland Islands , also to begin a midwinter refit programme. Built in 1987 by Narasaki shipyard at Muroran in Japan, she is 70 metres in length, and has a gross registered tonnage of 1,128 tons. She has a single main engine producing 2,000 bhp (1,491 kW).

Also owned by Sunmin Fisheries Co. Ltd., of Busan, she operates with a crew of 42 persons. For her Ilex Squid catch ‘No.108 Eun Hae’ has a fish hold with a frozen cargo carrying capacity of 1,114 m3. She also holds a current, valid, license issued by the North Pacific Fisheries Commission (NPFC), which allows her to catch, by the jigging method only, both Japanese Flying Squid and Neon Flying Squid.

The last to arrive in Cape Town for her winter maintenance period was ‘Cosecha’, which had arrived in Cape Town at 11:00 in the late morning of 25th August, from Montevideo in Uruguay. She was built in 1983, with a length of 58 metres, and a gross registered tonnage of 832 tons. She is owned by Haena International Co. Ltd., of Busan in South Korea, and unusually for a vessel fishing around the Falkland Islands, and off the continental shelf of Argentina, is that she is not a Jigger, but a small stern trawler also capable of targeting either Ilex Squid, or Patagonian Hake and other fish species.

Also recorded on numerous occasions of conducting at-sea, ship-to-ship (STS), transfers of her catch to waiting fish reefers to the north of the Falkland Islands, ‘Cosecha’ has another record which shows that, between February 2020 and November 2025, she has provided only 92% AIS cover to allow the fisheries authorities to monitor her fishing habits worldwide. She has had a total of 17 periods where her AIS was switched off, and which show she conducted no less than 2,526 fishing events, all of which were detected outside of her Regional Fisheries Management Organisation (RFMO) authorised areas.

It will not be long that the first two of these vessels, closest to the main drydock gates, will be ready for refloating, completing their individual refit programmes, and returning to commercial service. They will be followed by the remaining four vessels, who currently share the forward section of the Sturrock drydock. For the casual maritime observer, the current unique sight of these, or any, six vessels sharing one drydocking session is shortly due to come to a close, and likely to be a sight that is not likely to be seen again, at least not in the near future.

For a drydock that was originally designed in wartime, and envisaged would be large enough to take a single large capital naval ship, such as a battleship, as World War Two continued into 1945, and large battle-damaged vessels arrived off Cape Town seeking such a facility, the current flexibility shown in its use would be something that the original planners would be very pleased to see.

Added 3 December 2025

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The Transgabonais Railway: Gabon’s lifeline renewed

Terry Hutson
Africa Ports & Ships

The Transgabonais railway has long been the steel backbone of Gabon’s economy, a single line threading through dense rainforest to connect the Atlantic coast with the mineral-rich interior. Conceived in the 1970s as part of Gabon’s vision to diversify beyond oil, the railway was built to carry both people and the nation’s future ambitions deep into the heart of the country.

From Conception to Completion

Construction began in 1974, supported by France, West Germany, and international lenders. The first section, linking Owendo near Libreville to Ndjolé, opened in 1979, and by 1987 the line had reached Franceville. Stretching 648 km, the Transgabonais became Gabon’s only railway, operated today by SETRAG (Société d’Exploitation du Transgabonais).

For decades, the line has carried passengers between coastal and inland towns, but freight has been its lifeblood. Manganese ore from Moanda, timber, and other goods flow to the port of Owendo, sustaining Gabon’s export economy and anchoring its role in global trade.

Freight Backbone, Passenger Lifeline

While freight dominates, passenger services remain vital for communities along the route. The railway provides access to towns otherwise isolated by rainforest or distance, helping to knit together Gabon’s interior with its capital and coast. In this way, the Transgabonais is both an economic artery and a social lifeline.

Rehabilitation and Renewal

By the 2000s, aging infrastructure and safety concerns demanded attention. In 2016, with support from the French Development Agency (AFD), Gabon launched a rehabilitation program to stabilise tracks and improve reliability. This laid the groundwork for the next phase: full modernisation.

The 2025 Modernisation Agreement

In December 2025, Gabon, France, and the European Union signed a landmark €203 million deal to modernise and secure the Transgabonais. The package includes a €173 million loan from AFD and a €30 million EU grant under the Global Gateway strategy.

The program will:
• Upgrade unstable sections and critical infrastructure
• Modernise passenger stations
• Strengthen SETRAG’s institutional capacity
• Expand capacity to 16 train paths per day (eight in each direction)

These improvements will enhance safety, reliability, and efficiency, ensuring the railway continues to serve both freight and passengers. Crucially, they will support Gabon’s mining, forestry, and agricultural sectors while opening up landlocked regions.

Strategic Significance

France remains Gabon’s leading supplier, accounting for a quarter of its imports, and the EU’s involvement underscores the railway’s role in sustainable African infrastructure. For Gabon, the modernisation is more than a technical upgrade: it is a reaffirmation of the railway’s place at the heart of national development.

A Steel Thread into the Future

From its bold beginnings in the 1970s to today’s modernisation, the Transgabonais railway has embodied Gabon’s ambition to connect, diversify, and grow. As new investment strengthens its tracks and stations, the line is poised to carry Gabon’s economy and its people into a safer, more connected future.

The Transgabonais is not just a railway. It is Gabon’s enduring steel thread — binding past ambition to future promise, and ensuring that the nation’s lifeline remains strong for decades to come.

Locomotive Fleet Overview

• Fleet Size: Approximately 30–35 locomotives in active service.
• Types:
• GE diesel-electric locomotives (imported from the U.S.) – used for heavy freight, especially manganese ore from Moanda.
• Alstom/EMD locomotives (French-built) – versatile units for mixed traffic.
• Smaller shunting locomotives for yard and port operations at Owendo.
• Usage Split:
• Freight: The majority of locomotives are dedicated to hauling manganese ore, timber, and general cargo.
• Passenger: A smaller allocation supports long-distance passenger services between Libreville and Franceville.

The fleet is aging, with many locomotives dating back to the 1980s–1990s, but modernisation programmes include track upgrades, station improvements, and rolling stock renewal. SETRAG has been progressively refurbishing locomotives and acquiring newer models to improve reliability and safety.

Sidebar – Key Specs

Transgabonais Railway – Quick Facts

• Length: 648 km (Owendo–Franceville)
• Gauge: Standard (1,435 mm)
• Operator: SETRAG (subsidiary of Comilog/Eramet)
• Stations: 23–24
• Traffic:
• Freight: Manganese ore, timber, general cargo
• Passenger: Libreville–Franceville services
• Locomotive Fleet: ~30–35 diesel-electric units (GE, Alstom/EMD)
• Modernisation (2025): €203M program (AFD loan + EU grant)
• Capacity Goal: 16 train services/day (8 each direction)

🌍 Regional Comparison: Gabon and Its Neighbours

Gabon – Transgabonais (SETRAG)

• Length: 648 km (Owendo–Franceville)
• Gauge: Standard (1,435 mm)
• Fleet: ~30–35 diesel-electric locomotives (GE, Alstom/EMD)
• Traffic: Heavy manganese ore, timber, general cargo; passenger services Libreville–Franceville
• Modernisation: €203M program (AFD loan + EU grant, 2025).
• Scope of Works: Stabilising unstable track sections; Upgrading bridges, tunnels, and signaling; Modernising passenger stations

Cameroon – Camrail

• Length: ~1,100 km (Douala–Ngaoundéré mainline + branches)
• Gauge: Metre (1,000 mm)
• Fleet: Larger, mixed diesel fleet including Bombardier and EMD units
• Traffic: Petroleum products, cement, timber, and passenger services linking coast to northern savannah regions
• Challenges: Aging infrastructure, derailments, and limited capacity; modernisation efforts ongoing with World Bank support

Republic of Congo – CFCO (Chemin de Fer Congo-Océan)

• Length: ~510 km (Pointe-Noire–Brazzaville)
• Gauge: Standard (1,435 mm)
• Fleet: Smaller diesel fleet, often under-maintained
• Traffic: Timber, minerals, general cargo; passenger services between coast and capital
• Challenges: Chronic underfunding, political instability, and infrastructure damage; reliability issues persist

✨ Editorial Insight

• Scale: Gabon’s line is shorter than Cameroon’s but built to standard gauge, giving it higher freight capacity per train.
• Traffic Profile: Gabon’s manganese exports make its freight profile more specialised, while Cameroon’s is more diversified (petroleum, cement, timber).
• Condition: Gabon’s modernisation program positions it ahead of Congo’s CFCO, which struggles with reliability, and on par with Cameroon’s ongoing rehabilitation.
• Regional Role: Together, these railways form the backbone of Central Africa’s inland connectivity, but Gabon’s Transgabonais stands out for its strategic mineral exports and strong international backing.

YouTube VIDEO

Watch a short video on the Transgabonais HERE

Added 3 December 2025

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TAZARA: Historic railway revived

Terry Hutson
Africa Ports & Ships

China, Zambia and Tanzania have signed a landmark $1.4 billion agreement to modernise and operate the historic TAZARA railway, marking the most significant upgrade to the line in over four decades. The deal, sealed in late November 2025, is expected to transform freight capacity from 100,000 tonnes annually to 2.4 million tonnes, revitalising a corridor central to Southern Africa’s copper exports.

The Tanzania–Zambia Railway Authority (TAZARA) was originally built between 1970 and 1975 with Chinese financing and engineering support, stretching 1,860 km from Kapiri Mposhi near Zambia’s Copperbelt to Dar es Salaam in Tanzania. At Kapiri Mposhi the line connected with the Cape gauge railway that runs from within the DRC Copperbelt southwards through Zimbabwe and Botswana into South Africa to terminate at the ports of Durban and Richards Bay.

Conceived as a lifeline for landlocked Zambia to bypass the then apartheid South Africa and colonial Rhodesia, the line became a symbol of solidarity between China and newly independent African states.

Over time, however, the railway fell into disrepair, operating at only a fraction of its intended capacity. The new agreement aims to restore its role as a strategic artery for copper, cobalt, fuel, and other bulk commodities.

The Agreement

• Signed on 20 November 2025 in Lusaka during Chinese Premier Li Qiang’s visit — the first by a Chinese premier to Zambia in 28 years.
• Attended by Zambian President Hakainde Hichilema and Tanzanian Vice President Emmanuel Nchimbi, underscoring trilateral commitment.
• Implemented by China Civil Engineering Construction Corporation (CCECC), a subsidiary of China Railway Construction Corporation.
• Covers rehabilitation of tracks, stations, tunnels, bridges, workshops, and quarries, plus the purchase of new locomotives, passenger coaches, and wagons.
• Structured as a 31‑year concession, with $1.17 billion in initial investment and $238 million earmarked for reinvestments.

🌍 Strategic Importance

• Freight boost: Capacity projected to rise from 100,000 tonnes to 2.4 million tonnes per year, a 24‑fold increase.
• Regional impact: Enhances Zambia’s copper export routes, supports Tanzania’s port economy, and strengthens China’s role in African infrastructure.
• Geopolitical context: The upgrade positions TAZARA as a counterweight to the Lobito Corridor, backed by the US and EU, which links Zambia’s copper belt to Angola’s Atlantic port.

Voices from the Launch

Premier Li Qiang described TAZARA as a “signature project of China–Africa cooperation,” pledging to “let this railway carry hope, brim with new vigour in the new era and provide more momentum for the development of Tanzania, Zambia and Africa as a whole.“

President Hakainde Hichilema called the revitalisation “a major economic corridor” that will stimulate industries, generate employment, and expand enterprise along the route.

The revitalisation of TAZARA is expected to:

• Reinforce Zambia’s mining exports amid debt restructuring progress.
• Provide Tanzania with enhanced port throughput at Dar es Salaam.
• Cement China’s role as a long‑term partner in African transport infrastructure.

The TAZARA upgrade is both a revival of a historic railway and a strategic investment in Africa’s future trade corridors — linking heritage with modernisation, and copper with global markets.

Added 2 December 2025

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Dubai welcomes ALNOKHADA: The region’s mightiest floating crane

Africa Ports & Ships
Durban

Drydocks World has unveiled a new engineering marvel with the launch of ALNOKHADA, a 5,000-tonne floating crane that promises to redefine heavy-lift capability across the Middle East. The vessel, now afloat in Dubai, marks the completion of its primary fabrication phase and signals a major milestone on the path to delivery in the second quarter of 2026.

A Collaboration of Strength

Constructed by ZPMC Offshore, ALNOKHADA continues a long-standing partnership between the two companies, combining world-class fabrication expertise with Drydocks World’s operational vision. With the barge now in the water, the project has entered its outfitting stage, where systems will be installed and tested ahead of commissioning in early 2026.

A Name Rooted in Heritage

The crane’s name was chosen through a nationwide competition that drew more than 3,000 submissions. The winning entry came from Kim Alfonso, a certified lifting equipment engineer from the Philippines and former Drydocks World employee.

Derived from the Gulf Arabic word النوخذة (Al Nokhada) — meaning ‘dhow captain’ — the name pays tribute to the leaders of perilous pearl diving expeditions who embodied resilience and courage. By inviting the public to participate, Drydocks World underscored its commitment to connecting cutting-edge engineering with the communities it serves.

Engineering Powerhouse

At 138.5 metres long, with a 52-metre beam and 5.8-metre draft, ALNOKHADA is designed for scale. Its lifting system combines a 5,000-tonne main hook with a 600-tonne auxiliary hook, capable of reaching heights of 180 metres. Once operational, the crane will join Drydocks World’s heavy-lift fleet, enabling faster, safer, and more complex offshore, industrial, and energy projects.

Sultan Ahmed bin Sulayem, Group Chairman and CEO of DP World, hailed the launch as a symbol of ambition. Capt. Rado Antolovic, CEO of Drydocks World, emphasised the crane’s strategic role, saying that it will play in positioning Drydocks World at the centre of the region’s industrial transformation.

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Ukraine reportedly attacks tanker carrying Russian oil off Senegal

By DefenceWeb

A Turkish tanker sailing under the Panamanian flag was reportedly attacked by Ukrainian USVs (unmanned surface vessels) and is sinking off Dakar in Senegal.

The USV attack appears to be the third on Russian-connected shipping and follows similar offensive acts off the Turkish Black Sea coast on 28/29 November.

The Mersin (IMO 9428683) apparently targeted by “several” Ukrainian USVs and was sinking as Senegalese authorities mounted an operation to prevent an oil spill from the 50,138-dwt tanker.

The MT Mersin sitting low in the water after the Senegal incident.
Besiktas Shipping, under whose management the Mersin falls, in a statement said on the evening of Thursday 27 November, while the vessel was at anchor off the coast of Dakar, four external explosions occurred, resulting in seawater ingress into the engine room.

“The situation was immediately brought under control, and we confirm that all crew members are safe; there are no injuries, no loss of life, and no pollution. The vessel remains safe and stable, and it poses no navigational or safety risks to its surroundings. We are working in full cooperation with the authorised insurers and the relevant Senegalese authorities, managing the consequences of the incident and supporting the ongoing technical and forensic investigations,” Besiktas Shipping said on 1 December.

The Mersin is linked to Russia’s shadow fleet and had recently sailed from Russia’s Taman port. Shipping data cited by Turkish maritime outlet Deniz Haber indicates that the Mersin regularly called at Russian ports — including Novorossiysk and Taman — as part of crude oil transport operations.

Last week, Ukraine’s Security Service (SBU) reportedly used Sea Baby USVs to disable two Russian shadow fleet tankers — Kairos and Virat — in the Black Sea. Both vessels were targeted on 28-29 November while en route to Novorossiysk and suffered significant damage. The Kairos caught fire, forcing the Turkish coast guard to evacuate the crew, while the Virat sustained damage but remained afloat.

The attacks on the Kairos and Virat were some 30 nautical miles off Türkiye’s Kocaeli province, said to be “far beyond Ukraine’s earlier operational envelope”. Both tankers are listed in the OpenSanctions database for evading sanctions.

Experts have warned the scale of the Russia/Ukraine conflict could spill into surrounding regions, confirmed by the Black Sea strikes. The apparent Ukrainian USV attack off the West African country was seemingly the first in the Atlantic Ocean.

Ukraine uses its locally designed and built Magura and Sea Baby USVs to attack maritime targets. The Sea Baby, developed by the Ukraine Security Service, was first taken into service in 2022 when Russian President Vladimir Putin invaded Volodymyr Zelenskyy’s country. It is reported to carry an explosive payload for use in kamikaze (suicide) attacks and can also be fitted with equipment for specialised tasks.

In October, Ukraine unveiled an upgraded Sea Baby with a 1,500 km range and 2 ton payload, an increase over the 1,000 km and 850 kg of previous versions of Sea Baby. The original version of Sea Baby has a length of 6 metre and is driven by waterjet propulsion for a top speed of 90 km/h.

The Sea Baby was developed mainly for delivering an explosive payload to strike stationary targets such as ships docked in port, while the Magura series is smaller and more agile and is designed for striking ships at sea, although it is suited for a wide range of missions including long-range maritime reconnaissance, combat, patrol, search and rescue, and mine warfare.

The Magura V5 has a 320 kg load capacity, and comes equipped with an integrated electro-optical sensor. The vessel is capable of travelling distances of up to 800 km, enabled by a wireless communication mesh radio with an aerial repeater or integrated satellite communications such as Starlink.

Magura USVs have been widely used by Ukraine in the Black Sea, where they have successfully struck and sunk numerous Russian vessels. In December 2024 and May 2025, missile-armed Magura V5 and V7 USVs shot down a Russian Mi-8 helicopter and two Su-30SM fighters respectively.

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

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WHARF TALK: handysize bulk carrier – EIKE OLDENDORFF

Pictures by ‘Dockrat’ 
Story by Jay Gates

Exactly two years ago, this column wrote about the arrival of a German owned bulk carrier, belonging to Germany’s largest shipping group. The interesting thing about her arrival was where she had come from, and what she might have been carrying for discharge in not one, but two, South African ports, namely Cape Town first off, then on to Durban to complete her discharge. The interest was based on aspects connected to the war in Ukraine, and to the part that Belarus played in setting the Soviet hordes in motion, through their territory.

The issue then was on the fact of whether or not the arriving bulk carrier was carrying a sanctions busting cargo from Russia, one that had actually originated in Belarus, or whether or not it was a bulk cargo from Russia, that was allowed under western trade sanctions. One must remember that despite the barbarity, and illegality, of Russia’s invasion of Ukraine, sanctions from the west were targeted, and were not aimed at simply everything, and anything, that came out of Russia. Many agricultural products were unaffected, such as fertiliser.

A natural conclusion, using simple logic, would be that no self-respecting European nation, in this case Germany, and a well-respected German shipowner, would allow one of their vessels to engage in sanctions busting voyages, at the behest of Russia. Therefore, the vessel, and its cargo, back in November 2023, was a legal cargo of fertiliser from Russia, and not one from Belarus, which at the time did have sanctions against it in regard to the export of fertiliser.

The thing was, that despite the illegal Ukraine invasion, and despite knowing how the west would view the ANC government in respect of continuing open trade with Russia, we all know that the South African government does not follow a moral trend, and is rather slavish to Russian needs (no pun, presumably – editor), so if a bulk carrier was to arrive in a South African port, and went to an agricultural terminal for discharge, the effect is the same. ANC support of Russia at any price, but still hope that the western Nations, and especially the USA, don’t stop their trade, or aid.

Three years on, and nothing has changed with Russian originated fertilisers arriving at South African ports. Since the start of the Ukraine invasion, Russia has increased supplies to BRICS bloc countries by more than 60%, which now account for half of Russian fertiliser exports. So, despite the fact that fertiliser is not a Russian sanctioned commodity, as a result of the Ukraine invasion, Russian fertiliser exports are still greatly reduced as many countries around the world simply will not buy Russian fertiliser. South Africa assists in the propping up of the Putin regime.

On 28th November, at 03:00 in the early morning, the Handysize bulk carrier ‘Eike Oldendorff’ (IMO 9794472) arrived off Cape Town, from Saint Petersburg in Russia. She entered Cape Town harbour, proceeding into the Duncan Dock, and went alongside C berth to begin her discharge of an agricultural bulk cargo, as it is at B and C berths that such cargoes are worked.

Built in 2017 by the Jingling Shipyard at Nanjing in China, ‘Eike Oldendorff’ is 180 metres in length and has a deadweight of 38,521 tons. She is powered by a single Eco MAN-B&W 5S50ME-B9.2 five cylinder, two stroke, main engine producing 8,239 bhp (6,060 kW), driving a fixed pitch propeller and giving her a service speed of 14 knots.

Her auxiliary machinery includes three MAN-B&W 5L23/30H generators providing 830 kW each, and a single emergency generator providing 120 kW. She has a single exhaust gas composite Saacke CMB-VS-1.6-0.55+2×019/7 boiler. With a bluff bow, she has the lowest ice classification of ICE 1C, which allows her to navigate in Baltic Sea first year ice, with a thickness of 0.4 metres.

One of eleven sisterships, ‘Eike Oldendorff’ is owned, operated, and managed by Oldendorff Carriers GmbH, of Lübeck in Germany. She is an open hatch box shaped (OHBS) eco vessel. She was designed by the ship design bureau of Deltamarin Ltd., of Turku in Finland, as a ‘B Delta 37’ type, also known by Oldendorff Carriers as the 11X Eco class. She operates with a crew of 22, and one of the very distinctive design features of this class is that the navigating bridge is raised above the accommodation by a non-functional deck, which is supported by lattice work.

As a further eco-measure, all of the 11X Eco class have fins fitted in front of a skewed propeller, to enhance the flow of water, to increase thrust. The rudder bulb is a power saving device, which changes the propeller hub vortex, to streamline the water flow behind the propeller. These two Eco device features produce a fuel saving of between 5-8%.

She is fitted as a bulk carrier, and a log carrier, with deck securing stanchions along her whole working length. She has five cargo holds, with a cargo capacity of 49,938 m3, which are served by four MacGregor electro-hydraulic cranes of 45 tons each, with a 30 metre outreach, and which can be used in tandem to achieve lifts of up to 90 tons. Her OHBS design also allows her carry packaged timber, as well as project freight, such as offshore wind farm components.

Oldendorff Carriers are a huge German shipping company, and the largest bulk shipping company in Germany. They were founded in 1921 by Egon Oldendorff, whose initials are proudly displayed on the funnel of ‘Eike Oldendorff’, and whose name is emblazoned on her hull. They currently operate both an owned, and chartered, fleet which in 2024 weighed in at a colossal 65 million tons, and numbered 710 bulk carriers.

Of that total of 710 bulk carriers, only 128 of them were owned. The 11X Eco Class bulk carriers are all Handysize class bulk carriers, which are a class of up to 50,000 tons deadweight, and there are 93 Handysize bulk carriers in the Oldendorff fleet, of which 18 are owned, and which includes ‘Eike Oldendorff’ and her other 10 sisterships.

Since 2014, Oldendorff have ordered over 100 Eco bulk carriers, all of whom feature very low fuel consumption, and a significantly reduced carbon footprint. Within the Oldendorff fleet, fuel-efficient vessels designed to reduce emissions and optimise energy use make up about 90% of the capacity of their owned vessels, with most of their long-term chartered bulk carriers also being eco-efficient models.

After just two and a half days discharging in Cape Town, which strongly indicated that she was carrying a multiple port cargo, ‘Eike Oldendorff’ closed up her hatches, and made ready to sail. She was clearly still partially loaded, and neither lightship, nor down to her marks. At 10:00 in the morning of 30th November, she sailed from Cape Town, with her AIS now showing that her next destination was to be Durban, with an ETA off the Bluff of 16:00 in the late afternoon of 3rd December. This was identical to the voyage pattern of her sistership back in November 2023, thus is expecting to complete her Russian bulk cargo discharge on the South African coast.

On 8th March 2022 ‘Eike Oldendorff’ suffered a complete loss of propulsion, whilst en-route through the Sulu Sea, off the coast of Kalimantan in Indonesia. The problem had required towing assistance to reach a safe port of refuge, and by 11th March she was safely moored at the Tarakan anchorage, in Borneo, which is located at 03°15’ North 117°49′ East, in order to rectify the problem before continuing with her voyage.

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Ports Regulator decision on TNPA Tariff Application (2026/27–2028/29)

Africa Ports & Ships
Durban

On 1 December 2025, the Ports Regulator of South Africa announced its decision on the National Ports Authority’s (TNPA) tariff application for the next three years.

🔑 Key Outcomes

• Revenue Requirement: Approved at R17.42bn (including R800m from the ETIMC facility).
• Average Tariff Increase: 7.57% for FY 2026/27 (lower than TNPA’s requested 9.61%).
• Marine Services: Increase of 9.6%.
• Cargo Dues: Differentiated increases:
• Containers: 7.8%
• Break Bulk: 8.1%
• Dry Bulk: 8.3–8.5%
• Liquid Bulk: 7.4%
• Automotive: 7.1–8.1%

⚓ Discounts & Concessions

• 30% discount on marine tariffs for SA-flagged vessels (ongoing).
• 30% discount on license fees, payable in instalments.
• Port dues reductions continue for passenger vessels, bona fide coasters, small craft, and vessels not engaged in cargo working (first 30 days).
• 60% reduction for bunker-only calls under 48 hours.
• 10% reduction for Green Award-certified liquid bulk tankers.

📊 Adjustments by the Regulator

• Inflation estimate revised down to 3.7% (from TNPA’s 4.09%).
• Volume forecasts adjusted upwards (TNPA projections deemed too pessimistic).
• Operating expenditure (OPEX) reviewed against prior approvals.

🏛 Policy Context

• Corporatisation of TNPA remains pending, though government commitment is clear.
• Hybrid valuation of the Regulatory Asset Base and corporate tax rate applied.
• Decision balances sustainability of the ports sector with affordability for users.

✅ In short: TNPA sought a 9.61% increase, but the Regulator approved a lower 7.57% weighted average rise, with targeted adjustments across cargo categories and continued discounts to support competitiveness and sustainability.

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Future-Ready Shipping in Africa project: Launch by IMO and EU

Edited by Paul Ridgway
Africa Ports & Ships
London

The IMO and the European Union have officially launched the Future-Ready Shipping in Africa project. This initiative, reported on 28 November, is designed to support the African continent’s transition toward a sustainable, decarbonised, and digitally advanced maritime sector.

The project is backed by a €5 million pledge from the European Union, confirmed during a signing ceremony (illustrated) held on 26 November. The goal is to promote economic growth, environmental protection, and social development, with a specific focus on strengthening gender balance within the maritime sector.

The project’s work is structured around four core objectives:

• Strengthening Maritime Governance
The project will provide technical assistance and facilitate consultations to help African countries align their national policies and laws with MARPOL Annex VI requirements and IMO climate goals. This includes updating national legislation to meet current international standards.

• Advancing Alternative Fuel Infrastructure
To accelerate the maritime decarbonisation transition, the project will conduct feasibility studies and develop ‘bankable’ business cases for the establishment of bunkering facilities for alternative fuels and the creation of green corridor projects in selected African ports.

• Enhancing Digitalisation and Maritime Single Window (MSW) Implementation
Efforts in this area involve carrying out readiness assessments and developing national roadmaps for the Maritime Single Window (MSW). The objective is to improve data interoperability, strengthen data security, and enhance regulatory compliance and environmental reporting efficiency.

• Upgrading Maritime Education and Training (MET)
The initiative will also focus on improving curricula to include training on alternative fuels, biodiversity protection, and digital technologies. This objective includes providing dedicated training and scholarships to equip a diverse workforce with the necessary new skills for the future maritime industry.

Beneficiary Selection

Five Sub-Saharan African countries will be selected to benefit from the project through an open Expression of Interest process. The selection will be undertaken based on a range of considerations, including the availability of needs assessments, the need to avoid duplication of efforts, demonstrated political commitment to maritime decarbonisation, potential for alternative fuel production and trade facilitation, as well as clearly identified needs for institutional strengthening.

In addition, the educational component will leverage partnerships with regional maritime universities to enhance capacity-building and ensure sustained impact.

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Digital Tools and Summit Signal Nigeria’s AfCFTA Ambitions

Terry Hutson
AfricaPorts & Ships

Nigeria has launched a suite of trade-intelligence tools and convened a landmark AfCFTA summit, signaling a coordinated push to modernise its trade systems, empower businesses, and assert leadership in Africa’s $3.4 trillion single market.

Nigeria is taking decisive steps to strengthen its participation in the African Continental Free Trade Area (AfCFTA), combining digital trade-intelligence platforms with public–private alignment efforts to position itself as a continental leader.

At the heart of this initiative is the launch of new trade-intelligence tools by the Federal Ministry of Industry, Trade, and Investment (FMITI), developed in partnership with the United Nations Development Programme (UNDP).

These tools provide exporters, manufacturers, and SMEs with real-time data on tariffs, rules of origin, logistics costs, and regulatory requirements across African markets.

By centralising fragmented information, the platform addresses a long-standing bottleneck for Nigerian businesses, enabling them to identify opportunities, reduce delays, and compete more effectively under AfCFTA’s liberalised trade regime.

Complementing this digital transformation, Nigeria convened the inaugural AfCFTA Public–Private-Press Summit in Abuja (November 2025). Minister of Industry, Trade, and Investment, Dr Jumoke Oduwole, emphasised that AfCFTA is inseparable from Nigeria’s economic ambitions, connecting a market of 1.4 billion people and $3.4 trillion GDP.

“If we want to succeed in intra-African goods trade, we must produce and trade higher levels of processed and industrial products,” Oduwole emphasised.

The summit sought to align government institutions, private sector actors, and civil society behind a coordinated national AfCFTA strategy, consistent with President Bola Tinubu’s Renewed Hope Agenda.

Key announcements included:

• Hosting rights for major continental trade events: the AfCFTA Forum (Lagos, 2026) and the Intra-African Trade Fair (2027).
• Launch of an Exports Air Cargo Corridor to East and Southern Africa, developed with Uganda Airlines, Nigeria Customs Service, and UNDP. This corridor has already reduced cargo rates by 50–75%, lowering costs for exporters.
• Plans for a performance barometer to track institutional responsibilities under the AfCFTA Central Coordination Committee.

Nigeria’s broader objective is to diversify away from oil dependence by boosting non-oil exports in agro-processing, textiles, chemicals, pharmaceuticals, and manufacturing.

The government also highlighted the need to rethink services trade: in 2024, Nigeria recorded $16.49 billion in services trade, but only 20% was exported, underscoring the urgency of scaling services exports.

The initiative builds on Nigeria’s historic role in regional integration, from the Lagos Plan of Action (1980) to hosting AfCFTA negotiations in Abuja (2017). Today, with 48 AU member states ratifying AfCFTA, Nigeria is reaffirming its leadership in shaping Africa’s ‘One Market’.

While challenges remain — such as infrastructure deficits, power supply, and regulatory complexity — the combined rollout of data-driven trade tools and stakeholder alignment mechanisms signals a new chapter. Nigeria is not only modernising its trade ecosystem but also positioning itself to capture a larger share of intra-African trade, integrate into regional value chains, and host Africa’s largest marketplace in the coming years.

In summary: Nigeria’s twin breakthroughs — the trade-intelligence platform and the AfCFTA summit — mark a strategic pivot toward digital modernisation, export diversification, and continental leadership. Success will hinge on sustained adoption, institutional coordination, and investment in trade facilitation systems.

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Africa comments on IMO Council Election

Africa Ports & Ships
Durban

Nigeria’s President Bola Tinubu welcomed Nigeria’s re‑election into Category C of the International Maritime Organisation (IMO) Council for the 2026–2027 biennium, marking the country’s return after a 14‑year absence. He described the outcome as “a strong affirmation of the country’s growing maritime influence and its constructive role in global shipping governance.”

President Tinubu stressed that the election reflects international confidence in Nigeria’s commitment to maritime safety, security, environmental stewardship, and rules‑based operations. He praised the Minister of Marine and Blue Economy, Adegboyega Oyetola, and the ministry staff for their role in securing the seat.

South Africa was also reinstated into Category C of the IMO Council during the 34th Assembly in London, having last served until 2021.

The Department of Transport issued a statement highlighting that South Africa is the only SADC country elected, giving the region a voice in global maritime decision‑making.

Department spokesperson Collen Msibi noted South Africa’s long history on the Council (22 years since 1999) and pledged to ensure balanced representation in shaping international shipping, safety, ocean protection, and maritime security rules.

The statement framed the election as a diplomatic success and a chance to reinforce South Africa’s maritime leadership.

Morocco’s Ministry of Foreign Affairs confirmed the country’s re‑election for the 2024–2025 term, its 16th time serving on the IMO Council. The statement credited the success to the mobilisation of Morocco’s diplomatic apparatus, coordinated with the Ministry of Transport and Logistics.

Officials described the re‑election as a “crowning achievement of the sustained efforts and dynamic role the Kingdom has played within IMO bodies,” reinforcing Morocco’s position in the international maritime community.

Egypt secured a Category C seat for the 2026–2027 term, its sixth consecutive election and 23rd overall since joining the IMO. The Egyptian Ministry of Foreign Affairs called the victory “a new success for Egyptian diplomacy on the global stage,” reflecting international confidence in Egypt’s maritime role.

Deputy Prime Minister and Transport Minister Kamel El‑Wazir stressed that the re-election demonstrated the backing of Egypt’s political leadership and its priority to strengthen the nation’s international standing.

Context

With Nigeria, South Africa, Morocco, and Egypt all re‑elected, Africa now has a stronger collective presence on the IMO Council. Each country framed its victory differently:

• Nigeria: credibility and reform.
• South Africa: regional representation.
• Morocco: diplomatic mobilisation and continuity.
• Egypt: leadership backing and diplomatic success.

Together, these voices reinforce Africa’s influence in shaping global maritime governance, from safety and security to trade facilitation and environmental protection.

♦  See related report of election results here

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The Price of Sovereignty: Reconsidering Simon’s Town as a Strategic Asset

by Brian Atlas

The article ‘Wanted: A new Simon’s Town Agreement?’ (see below in this issue) rightly highlights the critical strategic importance of the Cape sea route and the worrying decline of the South African Navy (SA Navy). However, the ultimate call for a purely domestic “agreement with the citizens” to self-fund the Navy overlooks the stark realities of South Africa’s economic distress and the opportunity cost of rigid national pride.

In a multipolar world where the Rand struggles against major currencies, leasing Simon’s Town to a strategic Anglo-American or Western partner should be viewed not as a compromise of sovereignty, but as a crucial economic and developmental initiative.

The most immediate benefit is the massive injection of foreign exchange (forex). Renting the extensive, underutilised facilities at Simon’s Town — which include the historic Selborne Graving Dock — would generate guaranteed, substantial dollar or pound inflows. The precedent set by nations like Djibouti, which derives significant revenue from leasing land for foreign military bases, demonstrates that strategic location can be leveraged as a resource for national income.

These funds could stabilise the currency and provide direct, ring-fenced capital for the SA Navy’s revitalisation, instantly achieving the article’s goal of a properly funded fleet without further straining the national budget.

Beyond direct rent, a joint base operation offers profound ancillary benefits. The presence of a major naval power, such as the US Fifth Fleet (similar to the arrangement at HMS Juffair’s modern successor in Bahrain), provides a considerable aggregate demand stimulus to the local economy through wages for local staff, procurement of goods and services, and infrastructure investment in the base and surrounding community.

Furthermore, joint exercises and training mandates would facilitate an invaluable transfer of cutting-edge naval technology and expertise. South African personnel could train on modern systems, improving technical proficiency, interoperability, and professional standards — areas where the SA Navy’s capacity has demonstrably dwindled due to underfunding and lack of sea time.

This is not dependence; it is a rapid, funded upgrade of human capital and maritime security capability.

Ultimately, while the desire for absolute sovereignty is commendable, national pride does not fix broken frigates or protect the vast Exclusive Economic Zone (EEZ). Given the catastrophic state of the SA Navy and the vulnerability of the Cape sea route, a pragmatic, commercially structured arrangement with a reliable Western ally offers the most viable path to security, economic stability, and social development through job creation and skills transfer.

South Africa must choose the arrangement that best protects its national interests, even if that means shedding the ideological baggage of the past to embrace a profitable and developmental strategic partnership.

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Global power shifts are playing out in the Red Sea region: why this is where the rules are changing

Federico Donelli, University of Trieste

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LATEST !

2026-2027 IMO Council elected – 5 African countries elected

Edited by Paul Ridgway 
Africa Ports & Ships
London

IMO reported on 28 November that the IMO Assembly had elected the following Member States to serve on three categories of the IMO Council:

Category (a): Ten States with the largest interest in providing international shipping services:

1. China
2. Greece
3. Italy
4. Japan
5. Liberia
6. Norway
7. Panama
8. Republic of Korea
9. United Kingdom of Great Britain and Northern Ireland
10. United States of America

Category (b): Ten States with the largest interest in international seaborne trade:

1. Australia
2. Brazil
3. Canada
4. France
5. Germany
6. India
7. Netherlands (Kingdom of the)
8. Spain
9. Sweden
10. United Arab Emirates

Category (c): Twenty States not elected under (a) or (b) above, which have special interests in maritime transport or navigation and whose election to the Council will ensure the representation of all major geographic areas of the world:

1. Bahamas
2. Belgium
3. Chile
4. Cyprus
5. Egypt
6. Finland
7. Indonesia
8. Jamaica
9. Malaysia
10. Malta
11. Mexico
12. Morocco
13. Nigeria
14. Peru
15. Philippines
16. Qatar
17. Saudi Arabia
18. Singapore
19. South Africa
20. Türkiye

For more information on the structure of IALA readers are invited to use this link here

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Port of Maputo denies arms allegations, focus shifts to India

Terry Hutson
AfricaPorts & Ships

The Maputo Port Development Company (MPDC) has firmly rejected claims that Mozambique’s main port was used to channel military equipment to Israel. The denial follows allegations from civil society groups that the Portuguese‑flagged general cargo vessel MV Holger G (IMO 9995894) is carrying a large consignment of arms through Maputo en route to Haifa.

The Allegations

• NGO Environmental Justice and allied boycott movements alleged that the Holger G was transporting 440 tonnes of military equipment for Israeli arms manufacturer Elbit Systems and its subsidiary IMI Systems.
• The breakdown of the alleged cargo included:
• 175 tonnes of 155mm artillery shell bodies
• 140 tonnes of mortar bomb components
• 125 tonnes of military‑grade steel
• Activists framed the shipment as direct support for Israel’s military campaign in Gaza.

Maputo’s Response

• MPDC categorically denied the claims, stating: “Such information is unequivocally false.”
• Port navigation records confirm the vessel never docked at any terminal.
• On 19 November, the Holger G anchored at Buoy 1N, 30 nautical miles (≈55 km) from Maputo’s docks, where it conducted a fuel bunkering operation with the vessel CPG ALMA.
• The ship departed at 06:12 on 20 November, without any cargo operations.
• MPDC stressed the incident was a “misunderstanding,” underscoring that the port’s facilities were not involved in arms transfers.

India Connection

• Civil society reports and parliamentary questions in Portugal indicate that the Holger G loaded its cargo in Chennai, India, before setting course for Israel.
• Shipping schedules show the vessel was due to call at Port Said, Egypt (22 December) before arriving at Haifa, Israel (31 December).
• The India link shifts scrutiny to South Asia’s role in global arms supply chains, with Chennai identified as the loading port for the alleged munitions.

Political Fallout

• In Portugal, the Left Bloc raised questions in parliament about the shipment, pressing the Foreign Affairs Ministry for clarification.
• NGOs across Europe and Africa have amplified the allegations, situating Mozambique’s denial within a broader debate about maritime corridors and neutrality in the Gaza conflict.
• For Mozambique, the episode highlights the sensitivity of port operations in a region increasingly monitored for potential military logistics.

Sidebar: India’s Expanding Role in Global Arms Supply Chains

India as a Source Port

• Chennai has emerged as a significant node in India’s defense export network.
• Civil society reports allege that the MV Holger G loaded 440 tonnes of military equipment there before sailing toward Israel.
• The cargo reportedly included artillery shell bodies, mortar bomb components, and military‑grade steel, highlighting India’s capacity to supply both finished munitions and raw materials.

India’s Arms Export Profile

• India traditionally ranked as one of the world’s largest arms importers, but in recent years it has pivoted toward exports.
• According to SIPRI and Indian government data, exports have grown from under $200 million in 2015 to over $2 billion by 2024, with destinations including Southeast Asia, Africa, and the Middle East.
• Key export items include naval systems, artillery, armored vehicles, and aerospace components.

Controversies and Scrutiny

• India’s defence exports are often framed as part of its strategic partnerships, particularly with Israel, which has been a major supplier of technology to India.
• Civil society groups argue that shipments like the one alleged aboard the Holger G risk entangling India in global conflicts, especially amid heightened scrutiny of supply chains linked to Gaza.
• Parliamentary debates in Portugal and NGO campaigns in Africa underscore how arms logistics are now monitored across multiple jurisdictions, not just at the loading port.

Implications for Mozambique

• While Maputo has denied involvement, the India connection shifts attention away from African ports and toward South Asia’s role in supplying contested cargo.
• For Mozambique, the episode reinforces the importance of transparent port records and neutral positioning in global conflicts.

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Wanted: A new Simon’s Town Agreement?

By André Wessels

In the light of the fact that it is this year (2025) seventy years ago (1955) that the Simon’s Town Agreement was signed between South Africa and the United Kingdom, and that it was abrogated fifty years ago (1975), it is appropriate that this agreement and its consequences be revisited.

South Africa is supposed to be the guardian of the strategic Cape sea route, but its Navy has unfortunately declined significantly. By looking at the Simon’s Town Agreement and its consequences, as well as the consequences of its demise, insight can be gained with regard to the importance of the Cape sea route and South Africa’s role in its defence. In the light of the present-day changing global geopolitical context, the question can indeed be posed: Is it time for a new Simon’s Town Agreement?

The 1955 Agreement

From 1795 until 1803, and again from 1806 until 1910, the Cape Colony was under British rule. Although the Union of South Africa to a large extent became an independent state when it was established in 1910, Britain’s Royal Navy (RN) still retained control over the Simon’s Town Naval Base.

In 1948 the National Party (NP) won the election and soon transformed South Africa into an apartheid state. The NP also endeavoured to transform the then South African Defence Force (SADF) into an Afrikaner-dominated entity. In September 1954, the Minister of Defence, Mr FC Erasmus, led a delegation to London, where negotiations with Winston Churchill’s Conservative Party government took place with regard to regional defence in Southern Africa. It was felt that the development of nuclear weapons, the rise of the Soviet Union as a maritime power, and the challenges associated with the Cold War, called for fresh thinking. Erasmus also made a formal request for the transfer of the RN’s Simon’s Town Naval Base to South Africa.

Negotiations continued in Pretoria and in Simon’s Town in October and November 1954. Notwithstanding reservations in certain British circles, the basic Simon’s Town Agreement was concluded on 30 June 1955: The Simon’s Town Naval Base would be transferred to the SA Navy, but the RN (and its allies) could still use it in times of war; the SA Navy had to be expanded, and Britain would sell naval vessels and other arms to South Africa.

The Naval Base was formally transferred to South Africa on 1 April 1957, albeit that the ceremonial transfer only took place the next day. In practice, the SA Navy acquired one second-hand Type 15 frigate, three new Type 12 frigates, five small “Ford” Class seaward defence vessels, and ten “Ton” Class coastal minesweepers from Britain, while the SA Air Force bought eight Shackleton maritime patrol aircraft, sixteen Buccaneer maritime strike aircraft, and sixteen Wasp anti-submarine helicopters. This enhanced the capabilities and strength of the SADF, and enabled it to henceforth defend the Cape sea route better than ever before in collaboration with the RN and the navies of other Western powers.

Troubled waters

It is common knowledge that the NP’s domestic policy of separate development (apartheid) immediately elicited opposition both on the home front as well as abroad. The events at Sharpeville on 21 March 1960, led to even greater condemnation and international isolation. However, even after the Republic of South Africa (RSA) was established on 31 May 1961, the country to a large extent retained cordial military relations with many Western countries, mainly because of the strategic value of the Cape sea route. SA Navy vessels continued to embark on flag-showing cruises to other countries, and foreign “grey diplomats” (warships) frequently visited South African ports. From time to time, naval exercises were also conducted between SA Navy and RN ships; sometimes also involving ships from other navies.

In 1964, a change of government took place in the United Kingdom. The new Labour Party government no longer wished to deploy the RN on a large scale globally, consequently did not place that much emphasis on the defence of the Cape sea route, and was no longer prepared to sell arms to South Africa in accordance with the Simon’s Town Agreement. Britain’s Conservative Party once again governed from 1970 until 1974, and supplied arms to the RSA on a limited scale, but when the Labour Party won the next election, the writing was on the wall. Consequently, on 16 June 1975, the British government unilaterally abrogated the Simon’s Town Agreement.

Exactly a year later, violent protests broke out in Soweto and other areas; the next year, Steve Biko died in police custody; the NP government banned several organisations and publications, and the SADF became embroiled in the so-called “Border War” (1966-1989). The RSA increasingly became a pariah state. On 4 November 1977, the United Nations imposed a mandatory arms embargo against South Africa, something that in particular negatively affected the SA Navy, because France cancelled the delivery of two corvettes and two additional submarines.

A new beginning?

The political negotiations of 1990 to 1994 and the concomitant first-ever truly democratic elections, initially created excellent opportunities for the SA Navy. For the first time in nearly two decades, the Navy could deploy ships on tailor-made flag-showing cruises. A large number of foreign “grey diplomats” now also, once again, visited Simon’s Town as well as other South African ports, including ships from African and Asian countries that previously shunned the RSA.

Unfortunately, the halcyon days did not last. The RSA’s defence budget is under immense pressure, which also impacts negatively on the SA Navy. Ships and submarines are not always refitted as required, which means that few units are in commission, and training at sea is limited, which in turn means that less experience is gained at sea, and morale can be undermined. It has been quite some time since an SA Navy ship has been deployed in the Mozambique Channel as part of the counter-piracy “Operation Copper”, and the last tailor-made flag-showing cruise took place as far back as 2017. The Navy’s ability to take part in meaningful exercises at sea – including with foreign navies – is limited. However, under trying circumstances, there are still SA Navy personnel who work miracles. But for how long will this still be possible?

A new Simon’s Town Agreement?

South Africa is supposed to be a maritime nation. Geographically, the country is a large peninsula, with oceans forming three of its borders. The country has a coastline of approximately 2 800 km, and at least 90 % of its trade flows through its ports. Given the fact that the Cape sea route is a maritime choke point, its strategic significance has increased in the light of the present-day tense and unstable international geopolitical context. South Africa’s authorities, and citizens in general, cannot afford to suffer from a land rat mentality and from “sea blindness”.

According to open sources (including SA Navy publications in the public domain), the SA Navy at the moment has – at least on paper – three submarines, four frigates, three multi-mission inshore patrol vessels (MMIPVs), a combat support ship and a hydrographic survey ship, plus a number of harbour and other small craft. To be in a position to properly patrol our coastal waters and exclusive economic zone, to be able to project power over distances, undertake elaborate flag-showing cruises underpinning foreign policy, to be able to where necessary provide humanitarian support to African and other countries, and do search-and-rescue work, the SA Navy should, ideally – and over and above the ships already referred to above – also have at least three additional MMIPVs, four fairly large offshore patrol ships, as well as a second combat support ship. South Africa should also have at least two powerful ocean-going salvage tugs. Funds must also be available to ensure that at least fifty per cent of ships can be deployed at any given time.The facilities in the Simon’s Town Naval Base are most likely not fully utilised. Britain and other European countries are probably not interested in stationing warships permanently in Simon’s Town. But what about the United States of America? And the People’s Republic of China, Russia or India? Where does the Simon’s Town Naval Base fit into the present South African government’s foreign (and military-strategic) policy?

Internationally, South Africa must be neutral in the true sense of the word, and must, under all circumstances, retain absolute control over the Simon’s Town Naval Base. In an effort to ensure the safety of our landward and seaward borders, the SA National Defence Force must be properly funded. As far as the SA Navy is concerned, the government should, so to speak, conclude a new “Simon’s Town Agreement”; not with any foreign country, but with the citizens of the RSA. This agreement must, inter alia, determine that the SA Navy will in all respects be empowered (financially and otherwise) to be able to achieve its mission, namely to provide balanced and combat-ready naval defence capabilities for the defence of South Africa and all its people, and by implication for the protection of the Cape sea route.

◊ ◊ ◊

André Wessels is a Senior Professor (Emeritus) and Research Fellow in the Department of History at the University of the Free State, Bloemfontein. He is the author of a large number of publications on twentieth-century South African military history, in particular on the SA Navy, including his comprehensive book, A century of South African naval history: The South African Navy and its predecessors, 1922-2022 (Naledi, 2022, and 2nd edition, 2023).

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Partnerships to the fore in western Indian Ocean exercise

By DefenceWeb

Further consolidation of East African maritime co-operation wrapped up with the second Exercise Usalama Baharini in Kenyan waters last week.

The four-day exercise, held from 17 to 20 November with the European Union (EU) naval task force, Operation Atalanta, came in the wake of a successful multi-agency operation off Mombasa at the end of October that netted a thousand plus kilogrammes of methamphetamine.

The first Usalama Baharini – ‘safety at sea’ in Swahili – was in May 2024 with the Kenyan Navy and Atalanta elements again exercising jointly seven months later, but not under the Usalama Baharini banner.

This year’s Usalama Baharini aimed to enhance interoperability, strengthen operational readiness and bolster joint capabilities in addressing emerging maritime threats in the western Indian Ocean, a region critical for global trade and maritime stability, according to the Kenyan Defence Ministry.

Atalanta went further with a statement noting the exercise would strengthen regional collaboration, boost maritime security and enhance capabilities of national, international and institutional actors involved in safeguarding the western Indian Ocean.

Apart from its at sea components, the Usalama Baharini programme included conferences, legal seminars and training sessions. The conferences were devoted to rules of engagement (RoE) in maritime interdiction operations and the legal aspects of counter-narcotics operations.

Seminar topics included human rights, law enforcement at sea as well as illegal unreported and unregulated (IUU) fishing with specialist input from Interpol and Kenya Fisheries personnel.

The lecture room component of the exercise wrapped up with a counter-piracy seminar led by Kenya Navy officers. Among topics presented were high seas jurisdiction, maritime interdiction operations and the use of force by Combined Maritime Forces – Task Force (CMF – TF) 151.

The tactical component started with planning a visit, board, search and seizure (VBSS) operation and checklist conference briefed by an ESPS Victoria (F82) boarding party. Theory in escalation of force, behavioural, cues and tactical communication followed by documentation checks along with inter-agency and communication procedures were also on the agenda. Practical drills in compliant approach and boarding scenarios were exercised.

The non-compliant approach was dealt with by an Atalanta special operations team briefed in a planning briefing followed by drills in non-compliant boarding scenarios, restraint detainee handling, tactical entry and ship movement techniques. Practical tactical high speed manoeuvres and approaches with high-speed boats were completed the hands-on component.

The practical part of the exercise saw participants putting into practice knowledge acquired during lectures and training. A scenario involved a pirate mother ship carrying narcotics along with skiffs used to board civilian vessels was used.

The final day of Usalama Baharini saw what an Operation Atalanta statement termed “a joint activity” at sea. This took place with the current EU naval task force flagship ESPS Victoria and KNS (Kenya Navy Ship) Shupavu (P6130).

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

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Kenya–Uganda SGR extension set for 2026 launch

AfricaPorts & Ships
Durban

Kenya and Uganda have confirmed plans to extend the Standard Gauge Railway (SGR) from Naivasha to Kampala, with further links to Rwanda and the Democratic Republic of Congo. President William Ruto announced that construction will formally launch in January 2026, marking a major step in East African transport integration.

Speaking at the Devki Mega Steel Project groundbreaking in Tororo, Uganda, Ruto said the SGR extension will connect with the Malaba–Kampala line, strengthening regional trade corridors and deepening East African Community (EAC) integration.

He also revealed that the two countries will jointly extend the petroleum pipeline to Rwanda and the DRC, supported by new cooperation frameworks ratified in Nairobi.

Key Announcements

• SGR Extension: Naivasha–Kampala line to launch January 2026, with onward links to Rwanda and DRC.
• Petroleum Pipeline: Kenya and Uganda to jointly extend infrastructure to Rwanda and DRC.
• Kenya Pipeline Company: Kenya to divest 65% of its shareholding via the Nairobi Securities Exchange, encouraging regional investors to participate.
• Road Connectivity: Ruto highlighted ongoing dualling of the Rironi–Nakuru–Eldoret–Malaba highway as part of wider corridor development.

Devki Mega Steel Project

The Tororo steel plant, developed by Kenyan industrialist Dr Narendra Raval, is set to become East Africa’s largest integrated steel facility.

Current employment of 400 workers is expected to rise to 15,000 direct jobs, with regional operations projected to reach 20,000 employees by 2027. The plant will support new value chains in transport, energy, construction, and services.

President Museveni welcomed the investment, stressing the importance of value addition to Africa’s raw materials. Raval pledged that 90% of jobs will go to local communities, reinforcing the project’s role in regional industrialisation.

Outlook

Africa’s steel market, estimated at 39.5 million tonnes in 2024, is projected to reach 52 million tonnes by 2034, driven by infrastructure expansion and industrial growth. The SGR and pipeline projects, combined with the Devki steel investment, are expected to reshape East Africa’s connectivity and competitiveness.

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Oceana Group delivers solid operational gains despite fish oil price collapse

Africa Ports & Ships
Durban

The Oceana Group has reported resilient operational results for the year ended September 2025, despite global fish oil prices halving and headline earnings per share falling 38% in line with expectations.

Group revenue dipped 1% to R10 billion, reflecting the normalisation of fish oil prices following the recovery of the Peruvian anchovy resource. Operating profit fell 23% to R1.3 billion, while profit after tax dropped 35% to R724 million, largely due to higher interest costs.

Chief Executive Neville Brink said the company’s diversified portfolio helped offset the impact of weaker commodity prices.

“The African and US fishmeal and fish oil businesses delivered strong operational performances, but softer global fish oil prices impacted revenue and profitability. Lucky Star Foods was solid as ever in a tough operating environment, and the Wild Caught Seafood segment delivered a notable turnaround. This demonstrates the resilience of our diversified business model,” Brink noted.

Segment Highlights

• Lucky Star Foods:Sales volumes grew 2% to 9.5 million cartons, supported by demand for affordable protein. Expansion into canned meats lifted canned food’s share to nearly 10% of total volumes. Production efficiencies following factory upgrades reduced unit costs, while pilchard landings allowed the full quota to be caught. Canned meat output doubled year-on-year.
• African Fishmeal and Fish Oil: Production volumes rose 25% on stronger industrial landings and improved yields. However, a 36% increase in sales volumes was offset by steep price declines – down 9% for fishmeal and 53% for fish oil.
• Daybrook (US operations): Gulf menhaden landings increased 20%, boosting fish oil sales volumes by 54%. Fishmeal volumes eased slightly, while pricing mirrored African trends, with fishmeal down 9% and fish oil down 48%.
• Wild Caught Seafood: The hake business delivered record earnings, aided by investment in a modernised fleet. Catch volumes rose 33%, lowering unit costs, while strong European demand supported higher export prices.

Dividend and Outlook

The board declared a dividend of 285 cents per share, 42.4% lower than last year.

Looking ahead, Brink said Lucky Star will continue to leverage its brand strength and distribution network to expand in South Africa and neighbouring markets, while exploring adjacent food categories.

Global fishmeal and fish oil prices are expected to recover in the medium term, following a lower-than-expected anchovy quota in Peru’s second season and rising demand from aquaculture and pet food industries.

Oceana also anticipates sustained demand for Wild Caught Seafood, supported by improving resource availability in South African waters.

“Our diversification across species, markets, currencies and geographies, combined with recent investments in factories and fleets, positions the Group to capitalise on cyclical improvements in resource availability and market demand as well as stronger pricing,” Brink said.

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Grimaldi strengthens Durban’s role in Africa–Asia trade

Terry Hutson
AfricaPorts & Ships

🚢 Durban Reaffirmed as Grimaldi’s Hub Port

The Grimaldi Group has confirmed Durban as the central hub port in its expanded Far East–West Africa service. Less than a year after launching the route, the Italian shipping giant has doubled down on its investment, deploying four new G5-class ConRo vessels and increasing sailing frequency between China, South Africa, and Nigeria.

From Ningbo and Taicang–Shanghai, ships now depart every 15 days, reaching Durban in just 18 days. Cargo destined for West Africa is transshipped onward to Lagos in nine days, positioning Durban as both a gateway for South African imports and a distribution hub for regional exports.

⚓ Durban’s evolving hub status

Durban has long been a pivotal port in Southern Africa. In the age of steamships, it was the preferred stop for liners connecting Europe, Asia, and Africa, or those connecting Europe and Africa. Grimaldi’s decision echoes this legacy, reaffirming Durban’s strategic geography and infrastructure as vital to modern trade corridors.

The deployment of ConRo vessels — capable of carrying containers, vehicles, and project cargo — represents a modern evolution of Durban’s role. Where once steamships carried mixed cargoes of coal, machinery, and passengers, today’s ConRo fleet blends roll-on/roll-off strengths with containerised efficiency, serving both industrial and consumer markets.

🌍 Strategic implications

• For Durban: A strengthened role as a regional logistics hub, consolidating its position in both South African and pan-African trade.
• For Grimaldi: A deeper footprint in Africa, leveraging Durban’s infrastructure to streamline Asia–Africa flows.
• For regional trade: Enhanced connectivity between Asia and Africa, reduced transit times, and greater efficiency for shippers.

📜 Historical resonance

Durban’s reaffirmation as a hub recalls earlier milestones when the port became a preferred stop for Union-Castle liners and other steamship services in the 19th and 20th centuries. Just as those vessels tied Durban into imperial trade routes, Grimaldi’s G5-class ships now anchor Durban into a new axis: China–South Africa–West Africa.

This continuity of hub status underscores Durban’s enduring relevance — shaped by geography, infrastructure, and adaptability to changing maritime technologies.

📚 Sidebar: Durban’s Hub Legacy — From Steamships to ConRo

19th Century – The Steamship Era Begins

• Regular steamship activity to Durban commenced in the mid–19th century, marking the port’s transition from irregular sailing traffic to scheduled liner services.
• Early British and colonial steamship operators established Durban as a reliable stopover and destination for cargo and passengers bound for Southern Africa.

Late 19th Century – Union-Castle Line Emerges

• The Union Line (founded 1853) and Castle Line (founded 1862) merged in 1900 to form the Union-Castle Line, which became synonymous with regular mail and passenger services to South Africa.
• Durban was a key port of call, reinforcing its role as a hub for imperial trade and communication.

Early 20th Century – Durban as a Mail & Passenger Gateway

• Union-Castle’s famous lavender-hulled liners maintained a strict weekly schedule between Southampton and Cape Town, with Durban serving as a terminal stop for passengers, mail, and cargo.
• Durban’s infrastructure expanded to accommodate larger steamships, cementing its reputation as a modern hub port.

Mid 20th Century – Decline of Steam, Rise of Motor Ships

• As motor ships and containerisation began to replace steam, Durban adapted by modernising its facilities.
• The port’s hub role shifted from passenger services to freight, aligning with global shipping trends.

21st Century – ConRo and Global Trade Corridors

• Grimaldi’s deployment of G5-class ConRo vessels builds on and continues Durban’s legacy as a hub, now focused on integrated cargo flows: containers, vehicles, and project cargo.
• Just as Union-Castle once tied Durban into imperial routes, Grimaldi now anchors Durban into the China–South Africa–West Africa axis, reaffirming its enduring strategic importance.

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WHARF TALK: tug and tow – VERUDA AND UMKHUSELI

Pictures by Keith Betts 
and Trevor Jones
Story by Jay Gates

There was a time, which continued for a few decades, where South Africa was the envy of the world, insofar as the coast was protected from maritime incidents by having two of the world’s most powerful salvage tugs on station in a South African port, and ready for immediate dispatch to any marine accident victim anywhere along the coastline, and even further offshore. Over time, the watch was kept by only one of the sisters, but knowing that one of them was on permanent watch was something that allowed the authorities to sleep at night.

Sadly, time marches on and both Safmarine owned ‘Wolraad Woltemade’ and ‘John Ross’ reached the end of their service lives, with AMSOL keeping the final watch with ‘John Ross’, latterly ‘S.A. Amandla’, with both eventually ending up on a scrapmans beach on the Indian sub-continent, being slowly reduced to razorblades. However, the dangers associated with rounding the Cape did not go with them, and some form of salvage tug watch remained a priority for SAMSA, which was answered when ‘Umkhuseli’ arrived to take up the mantle.

She has been kept relatively busy since her arrival in 2021, both as a salvage tug around the coast, and also with her secondary role of providing an offshore support and supply role for the FA oil and gas platform, lying off the Southern Cape coast, and located south of Mossel Bay. Covered by ‘Africa Ports and Ships’ in September 2021, shortly after she arrived on the coast, and was immediately set to work with the tow of the disabled tanker ‘Energy Centaur’.

Built in 2013 by Wuchang Shipbuilding at Wuhan in China, ‘Umkhuseli’ is 83 metres in length and has a deadweight of 4,427 tons. She is categorised as a Super Large Anchor Handling Tug Supply (AHTS) vessel, and is powered by four Wärtsilä 9L32 nine cylinder, four stroke, main engines producing 6,050 bhp each (4,500 kW), giving her a nominal power output of 24,129 bhp (18,000 kW) to give her a service speed of 13 knots.

Her auxiliary machinery includes two Caterpillar 3406 generators providing 292 kW each, and a third Caterpillar 3406 generator, configured as an emergency generator, also providing 292 kW. As an Super Large AHTS, ‘Umkhuseli’ has a respectable bollard pull of 219 tons, putting her in the same bracket as the ‘S.A. Amandla’, the tug that she effectively replaced.

She has a firefighting capability of FiFi2, and is also DP2 configured for manoeuvrability. As used in the platform supply role, ‘Umkhuseli’ has 768 m2 of deck space available for the carriage of cargo. She provides accommodation for 24 persons, and is a VS4616 design, and one of three sisterships, from the Wärtsilä Ship Design bureau, of Helsinki in Finland.

As the working day began at 09:00 in the morning of 25th October, ‘Umkhuseli’ was alongside her berth in the V&A Dock in Cape Town, waiting for her next call. One hour later, that all changed, as at 10:00 that morning she suddenly sailed from Cape Town, and headed south towards Cape Agulhas. Her AIS was displaying that her destination was ‘Veruda’, which is not a port anywhere along the South African coast. So where might she be heading to?

A quick look around the AIS signals coming from every vessel moving along the South and East Cape coasts would have led the casual maritime observer to a vessel by the name of ‘Veruda’. She was lying well south of Cape Recife, and displaying that she was ‘Not Under Command’ (NUC), and drifting in a southwest direction at 3 knots. It was now obvious where ‘Umkhuseli’ was heading to, and at her maximum intervention speed of 15 knots.

By the 27th October, ‘Umkhuseli’ had not only reached ‘Veruda’, but had taken her in tow, which indicates that the NUC status was down to either a major engine failure, or possibly to an Engine Room incident, such as a fire, which had prevented ‘Veruda’ from being able to get underway using her own power. Both vessels now had their AIS destination set as Durban, with an ETA of 4th November, and at a steady towing speed of 5 knots.

As for the casualty, ‘Veruda’ was built in 2011 by the Brodogradiliste Uljanik DD shipyard at Pula in Croatia. She is 190 metres in length and has a deadweight tonnage of 51,886 tons, which identifies her as a Supramax bulk carrier, where the Supramax class of bulk carriers are those whose deadweight tonnage lies between 50,000 tons and 60,000 tons.

She is powered by a single MAN-B&W 6S50MC-C7 six cylinder, two stroke, main engine producing 11,685 bhp (8,600 kW), and driving a fixed pitch propeller for a maximum service speed of 14 knots. She has three generators providing 620 kW each, a single emergency generator providing 170 kW, and a single Saacke CHS composite economiser boiler.

She has five cargo holds, and is fitted with four cranes, each with a lifting capacity of 35 tons. She is also equipped with four cargo grabs, and has a cargo carrying capacity of 64,986 m3. She has been no stranger to Southern African ports in recent times, as within the last year she has made calls at both Saldanha Bay and Walvis Bay to load export cargoes.

This particular class of bulk carrier was built under common structural rules in Croatia, with all vessels of the class being built with a split between the two largest shipyards in the country. The first example of this class of bulk carrier was named as ‘Bulk Carrier of the Year’ in 2010, and was also included as one of the ‘Top 20 vessels of the Year’ in 2011, as listed by the Australian nautical magazine ‘Ships & Shipping’.

Nominally owned by United Shipping Services Twelve Incorporated, of Rijeka in Croatia, ‘Veruda’ is commercially jointly owned by Alpha Adriatic Group, of Pula in Croatia, and the business division of the Uljanik shipyard, also of Pula. She is operated by Alpha Adriatic Shipmanagement Pte. Ltd., of Singapore, and managed by Uljanik Shipmanagement Pte. Ltd., also of Singapore.

According to her AIS her last port of call was Portbury in the UK, although a call at Grenaa in Denmark was also made prior to heading south for the Cape. Her call at Portbury, where ‘Veruda’ had arrived on 7th September, had been to deliver a full load of Gypsum, which has been loaded in the Spanish port of Garrucha, and took just under three days to discharge before sailing on 10th September for her eventual arrival south of Cape Recife, and where her voyage was temporarily suspended.

The port of Portbury in itself has an interesting history, in that it is one half of two separate ports that both sit at the mouth of the River Avon, which runs down from the old port city of Bristol. After the size of vessels made the original river transit to, and from, Bristol Docks uneconomical, a new port was needed at the mouth of the River Avon. So in 1877, the port of Avonmouth was constructed, on the eastern side of the river mouth, and opened to ocean going traffic.

One century later, the increasing size of container vessels made it imperative that a further port be constructed to serve Bristol and the UK Southwest. The outcome was that, in 1977, on the western side of the river mouth, the new port of Portbury was constructed. It lies next to the town of Portishead, a name that evokes the kind of memory any self-respecting Radio Officer, a seagoing breed now effectively extinct, will be very well acquainted.

The approaches to Portbury are quite unique as the Severn Estuary, which leads to the port, has the second highest tidal range in the world of 14 metres, second only to the Bay of Fundy in Canada, which has a tidal range of 16 metres. The lock entrance to Portbury is the biggest in the United Kingdom, with a length of 290 metres, a width of 41 metres, and a depth of 14.5 metres.

One of the similarities of Portbury to Durban is that it is also a major port for the import and export of vehicles to the United Kingdom, and there are Pure Car and Truck Carriers (PCTC) that regularly sail between the two ports. At least two PCTCs call at Portbury every single day, with the port having three dedicated car rail services every week, with trains operated by the German DB Rail group, to distribute the imported vehicles throughout other parts of the UK.

To store the vehicles prior to either export (Toyota, Nissan, Aston Martin, Jaguar, Land Rover, Rolls Royce), and those recently imported, which includes Toyota Hilux vehicles imported to the UK direct from South Africa, there is secure car storage parking of 225 hectares, all within the port precinct, capable of storing up to 92,000 vehicles. To cope with this increasing trade, a further vehicle storage area is being developed in the Portbury Dock estate.

Prior to the Covid-19 pandemic almost 800,000 vehicles were moved through Portbury and, for the last full year of 2024, a total of 603,565 vehicles were shipped through the port. To give perspective to the vehicle shipping operation in Durban, which is the busiest vehicle import and export port in South Africa, the last full year of 2024 saw a total of 522,936 vehicles shipped through Durban harbour.

Back in South Africa, the long and slow tow of ‘Umkhuseli’ to bring ‘Veruda’ to Durban was almost completed on 3rd November at 06:00 in the morning, when the duo arrived off the Durban Bluff. However, there was no suitable berth available for ‘Veruda’ within the port, and ‘Umkhuseli’ had no alternative than to hold off the port, with her charge, until such time as her selected berth became available. That wait, for a salvage tug, was a tedious one, and lasted for more than a fortnight.

Finally, at 13:00 in the early afternoon of 20th November, ‘Umkhuseli’ led ‘Veruda’ down the Bluff Channel into Durban harbour, accompanied by her escort of Transnet harbour tugs. The duo were directed to No.1 Pier, where ‘Veruda’ was placed alongside Berth 104, to begin the maintenance period to repair that which was broken within her. For ‘Veruda’ the long voyage from Portbury to Durban had now taken 70 days, and covered 6,730 nautical miles at an average speed of 8.2 knots overall.

For ‘Umkhuseli’, she was required elsewhere, and after an overnight period of uplifting bunkers, loading new stores, and fresh provisions, she was ready to sail the next day. At 18:00 in the late afternoon of 21st November she sailed from Durban, with her AIS now showing that she was heading back to her regular AMSOL stomping ground of the FA Platform. At midnight on 23rd November, she announced her arrival back on station, to continue with her support and supply operation alongside the oil and gas platform.

No doubt, she is ready once more to head out immediately to the next casualty reported to be in trouble, or requiring some serious towing assistance, anywhere along the full length of the South African coastline. It is a role for which she is both eminently suited to, and a scenario for which the South African maritime fraternity fully expects her to respond to.

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Transnet secures €300m Loan for decarbonisation — but questions remain

Terry Hutson
AfricaPorts & Ships

Transnet has announced a new partnership with the French Development Agency (AFD), supported by the European Union, to accelerate its transition toward net-zero emissions.

The deal, unveiled on the sidelines of the G20 Summit, includes a proposed €300 million (R6 billion) sustainability-linked loan and a €7 million (R140 million) EU grant.

The funding is earmarked for infrastructure revitalisation, port modernisation, and the rehabilitation of 550 km of railway. It will also support Transnet’s green hydrogen strategy and increase the purchase of renewable electricity, equivalent to 20% of its annual needs.

|“This initiative will contribute significantly to supporting Transnet’s decarbonisation journey while exploring opportunities within the green hydrogen value chain,” said Transnet Group Chief Executive, Michelle Phillips.|

AFD’s CEO, Rémy Rioux, described Transnet as a “key actor in South Africa’s low-carbon transition,” while the EU emphasised the role of the partnership in building a credible hydrogen ecosystem aligned with South Africa’s 2050 net-zero goals.

Editorial Overview

While the announcement signals international confidence in Transnet’s role in South Africa’s energy transition, serious questions remain about the wisdom of further borrowing.

• Debt burden: Transnet has already required government bailouts totalling R192.8 billion over the past three years to remain solvent. Adding another R6 billion in debt raises concerns about sustainability, especially given the company’s reliance on state support.
• Decarbonisation paradox: One of the proposed strategies is to shift freight from road to rail, powered by “renewable electricity.” Yet, in practice, most electricity supplied by Eskom remains coal- and diesel-based. Electrifying rail under current conditions may reduce Transnet’s direct emissions on paper, but the upstream energy source remains carbon-intensive.
• Optics vs. reality: While the initiative looks positive in terms of international partnerships and investment, the effectiveness of such decarbonisation is questionable if the underlying energy mix remains fossil-fuel heavy.

Conclusion

The partnership with France and the EU underscores Transnet’s ambition to modernise and align with global sustainability goals. However, the financial and practical realities — from mounting debt to Eskom’s coal-heavy generation — suggest that the path to genuine decarbonisation may be more complex than the press release implies.

Added 25 November 2025

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ORIGINAL PRESS Release

News continues below

Agricultural exports from Africa are not doing well. Four ways to change that

 

Lilac Nachum, Strathmore University

Added 25 November 2025

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in partnership with – APO

South African Ports: Total cargo handled by tonnes during October 2025, including containers by weight

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

PORT	October 2025 – million tonnes
Richards Bay	7.136
Durban	5.951
Saldanha Bay	3.224
Cape Town	1.070
Port Elizabeth	1.013
Ngqura	1.289
Mossel Bay	0.055
East London	0.130
Total all ports during October 2025	19.869 million tonnes

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Terry Hutson