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En Route to the Caribbean: The Port of Durban saw an extended visit from the Dongbang Giant No.2 this July, a self-propelled heavy-lift carrier operated by South Korea’s Dongbang Transport Logistics Co., Ltd. Her distinctive open-deck cargo drew attention along the quayside, and while she didn’t discharge freight, her multi-day stay suggests more than just a routine bunkering call — likely some minor engineering attention before resuming her long-haul voyage. Built in 2008 by Yahua Shipbuilding in Nantong, China, Dongbang Giant No.2 is part of Dongbang’s specialised fleet designed for transporting oversized industrial cargo.  Click headline for more…

Namibia’s coastline may be modest in length, but its ports punch well above their weight. Stretching 1,572 kilometres (977 miles) along the Atlantic Ocean, the coastline runs from the Kunene River in the north, bordering Angola, down to the Orange River in the south, which marks the boundary with South Africa. This entire stretch is fringed by the Namib Desert, making it one of the most dramatic and ecologically unique coastal zones in Africa — a section is often referred to as the Skeleton Coast due to its shipwrecks, fog banks, and stark beauty.    Click headline for more…

The Nuclear Energy Maritime Organization (NEMO) has strengthened its global role after being officially granted NGO Consultative Status at the International Maritime Organization (IMO) and securing a formal invitation to participate in the General Conference of the International Atomic Energy Agency (IAEA). The recognition marks a significant step for NEMO in its mission to promote the safe and sustainable use of nuclear energy for maritime applications, including nuclear-powered shipping, offshore energy systems, and floating nuclear power plants. With its new status, NEMO will contribute expert guidance and policy recommendations at the highest levels of international governance.   Click headline for more…

From 14-17 July 2025, Zanzibar is hosting the 15th Technical Committee on Allocation Criteria (TCAC15) under the Indian Ocean Tuna Commission (IOTC). Delegates from over 25 member states have convened to negotiate fair and sustainable criteria for allocating tuna fishing quotas — a process that has been under debate since 2011. Key Objectives: – Establish equitable quota systems for yellowfin, bigeye, skipjack, albacore, and swordfish. – Balance the interests of coastal states (like Tanzania, Kenya, Maldives) with distant-water fishing nations (EU, Japan, China). Click headline for more…

Despite boasting among the deepest berths in West Africa and state-of-the-art container handling systems, Nigeria’s Lekki Deep Sea Port has yet to welcome any of the ultra-large 24,000-TEU container ships now calling at rival ports like Abidjan, Lomé, and Tema. It’s a paradox that underscores both the promise and the growing pains of one of Africa’s most ambitious maritime infrastructure projects. Since commencing full operations in April 2023, Lekki Port has positioned itself as a congestion-free alternative to legacy ports like Apapa and Tin Can Island.  Click headline for more…

In a bold move that signals growing scrutiny of maritime costs in West Africa, Ghanaian President John Dramani Mahama has ordered a comprehensive review of all shipping line fees imposed at the country’s ports — a direct response to freight forwarders’ claims of escalating and unauthorised charges. During his 11 July address, issued during the launch of Ghana’s National Action Plan on Business and Human Rights, President Mahama cited legal requirements for parliamentary ratification of all levies and fees within Ghana’s jurisdiction.   Click headline for more…

Government officials gathered at the Seychelles Coast Guard Base in the capital Victoria for a national workshop and tabletop exercise held from 7 to 9 July and aimed at launching a fully operational National Maritime Security Committee (NMSC).  This event marked a decisive step in transforming how the country coordinates and responds to threats at sea.  Organised by the Seychelles Maritime Safety Authority (SMSA) and the National Information Sharing and Coordination Centre (NISCC), in collaboration with the IMO, the workshop aimed to enhance national maritime security coordination by developing a robust NMSC structure.   Click headline for more…

Two-year theme to focus on putting instruments into action, backed by technical support. From Policy to Practice: Powering Maritime Excellence has been selected as the IMO’s World Maritime Day theme for 2026 and 2027, culminating in the annual celebration on the final Thursday of September each year. Meeting in London for its 134th session from 7 to 11 July, the IMO Council endorsed a proposal from Secretary-General Arsenio Dominguez to keep the theme for a two-year period.  Click headline for more…

Ocean Network Express (ONE), one of the world’s leading container shipping lines, has announced the appointment of Marine Shipping Benin S.A. (MSB) as a dedicated sub-agency operating under its existing primary agent, R-Logistic Benin S.A., effective 1 August 2025.  This strategic move ensures ONE’s full compliance with newly implemented local regulations in Benin while safeguarding the continuity and quality of its services in the region.   Click headline for more…

South Africa’s citrus industry, a global powerhouse and vital contributor to rural economies, is bracing for a potential blow as the United States prepares to impose a 30% tariff on citrus imports from the country starting 1 August 2025. The move, announced by the Trump Administration in letters sent to 14 countries on 7 July, threatens to disrupt a key export market during the height of the citrus season. South Africa is the world’s second-largest citrus exporter, behind Spain, and the US has become an increasingly important destination for its fruit.  Click headline for more…

With South African citrus exports facing potential headwinds in key markets due to tariff hikes or shifting geopolitical priorities, the industry is assessing alternative destinations to absorb surplus volumes and sustain value for growers. If exports to the United States, or elsewhere for that matter, were to be curtailed through increased duties or non-tariff barriers, the Citrus Growers’ Association (CGA) and exporters will be looking to diversify risk by deepening access to existing partners and identifying high-growth emerging markets. Europe remains South Africa’s largest and most established citrus destination.  Click headline for more…

On 7 July bp signed a Memorandum of Understanding (MoU) with Libya’s National Oil Corporation (NOC) to evaluate redevelopment opportunities in the mature giant Sarir and Messla oilfields in Libya’s Sirte basin, including the exploration potential of adjacent areas, and to understand the wider unconventional oil and gas potential within the country. The agreement provides a framework for bp to assess a range of technical data and to effectively work with NOC to evaluate presented opportunities and determine the feasibility of future development and exploration programmes.  Click headline for more…

July 2025 opened with dramatic events in the southern Red Sea, exposing both the vulnerability of civilian shipping and the escalating demands on naval defense systems. The attack and sinking of Eternity C — and the rapid military response that followed — mark a pivotal moment in Red Sea maritime security. On 7 July, the bulk carrier Eternity C, Liberian-flagged and Greek-operated, was sailing with a cargo of soy from Berbera to Jeddah when it was targeted by Houthi forces around 50 nautical miles southwest of Hodeidah. Armed with drones, fast boats, and RPGs, the attackers struck multiple times, leaving the vessel adrift and listing, with propulsion lost.  Click headline for more…

Could Namibia become a southern African energy hub? Nigeria’s Dangote Refinery is extending its reach into southern Africa with plans to construct fuel storage tanks in Namibia, Reuters reported this week. The new facility, expected to hold at least 1.6 million barrels of gasoline and diesel, signals a strategic shift in fuel distribution for the region. The 650,000 bpd refinery — commissioned in 2024 and developed by Africa’s richest man, Aliko Dangote — has already begun reshaping West Africa’s fuel landscape.   Click headline for more…

In a joint industry statement, industry leaders from ICS, BIMCO, European Shipowners | ECSA, INTERCARGO and INTERTANKO have reacted strongly on the latest developments in the Red Sea, where two ships have been attacked, with one sunk and the other abandoned damaged. “In recent days, two ships have now been attacked in the Red Sea. One has sunk and the other has suffered extensive damage,” the statement reads. ”   Click headline for more…

On 2 July 2025, Berlin formally protested to Beijing after a Chinese naval vessel shone a military-grade laser at a German-operated reconnaissance aircraft over the southern Red Sea. The aircraft, part of the EU’s Aspides operation protecting commercial shipping from Houthi attacks, aborted its flight as a precaution and returned safely to its Djibouti base. Flights have since resumed without further incident. Click headline for more…

A fresh and deadly wave of Houthi maritime attacks has shattered a months-long period of relative calm in the Red Sea, with the Liberian-flagged, Greek-operated bulk carrier Eternity C becoming the latest casualty. The vessel was attacked on Monday, 8 July, approximately 50 nautical miles southwest of the Yemeni port of Hodeidah. At least four seafarers have been confirmed dead following a brutal combination assault involving explosive-laden sea drones and rocket-propelled grenades fired from manned speedboats.  Click headline for more…

Nigeria has officially entered the container cabotage arena with the launch of Clarion Shipping West Africa, a company positioning itself as the country’s first fully indigenous container line. The milestone was marked by the arrival of the MV Ocean Dragon (IMO 9508770) at Tin Can Island Port, Lagos, on July 3, 2025 — a 6,100 dwt, 349-TEU vessel acquired from China and flagged in Panama. Clarion’s entry is a direct response to Nigeria’s Cabotage Act, which reserves domestic maritime operations for Nigerian-owned and-crewed vessels.   Click headline for more…

In a major boost to Mozambique’s offshore gas ambitions, Eni has signed a $2.5 billion contract with Samsung Heavy Industries (SHI) to construct a second floating liquefied natural gas (FLNG) unit for the Coral Norte project in the Rovuma Basin’s Area 4. The deal follows the Mozambican government’s formal approval of the Coral Norte development plan in April 2025.  This contract marks SHI’s largest FLNG order of 2025 and reinforces its position as a global leader in offshore LNG infrastructure.  Click headline for more…

Four years after declaring force majeure on its flagship Mozambique LNG project, TotalEnergies is preparing to restart construction at the Afungi Peninsula site in northern Mozambique. The move signals cautious optimism — but also underscores the lingering volatility in the region. Why the Project Was Halted. In April 2021, TotalEnergies suspended all operations at its $20 billion onshore liquefaction plant after a deadly insurgent attack in the nearby town of Palma. The assault, carried out by Islamist militants, left hundreds dead and forced the evacuation of staff and contractors.  Click headline for more…

The go-ahead for Coral Norte and Eni’s $2.5 billion contract with Samsung Heavy Industries signals a strategic pivot in Southern Africa’s LNG narrative.  While the region has long been rich in reserves, execution has been hampered by security, infrastructure, and financing hurdles. Coral Norte’s progress — offshore, modular, and insulated from insurgent threats — offers a template for resilience.  Mozambique as a Dual-Track LNG Hub: With Coral Sul operational and Coral Norte underway, Mozambique is poised to become a two-platform LNG exporter.    Click headline for more…

The IMO is taking action to ensure that ships worldwide are safely managed and operated, with a renewed focus on seafarer issues such as work and rest hours, fatigue, and violence and harassment, including sexual harassment, bullying and sexual assault. Meeting in London for its 110th session held from 18 – 27 June, the IMO’s Maritime Safety Committee focused on improving implementation of the International Safety Management (ISM) Code. The Code sets the global standard for safe management and operation of ships and for pollution prevention.   Click headline for more…

Stay Well, Stay Safe, Stay Patient, don’t become one

and informed with Africa Ports & Ships  – our 23rd year of reporting directly from Africa (est. 2002).  

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FIRST VIEW: Dongbang Giant No.2: Heavy-Lift veteran lingers in Durban

The Port of Durban saw an extended visit from the Dongbang Giant No.2 this July, a self-propelled heavy-lift carrier operated by South Korea’s Dongbang Transport Logistics Co., Ltd. Her distinctive open-deck cargo drew attention along the quayside, and while she didn’t discharge freight, her multi-day stay suggests more than just a routine bunkering call — likely some minor engineering attention before resuming her long-haul voyage.

Built in 2008 by Yahua Shipbuilding in Nantong, China, Dongbang Giant No.2 is part of Dongbang’s specialised fleet designed for transporting oversized industrial cargo. Measuring 145.5 metres in length with a beam of 38 metres, she boasts a deadweight of 12,317 tonnes and a gross tonnage of 11,391 tonnes. Her expansive 120 x 34 metre deck is tailored for modules that defy conventional shipping — think LNG plant components, refinery towers, wind farm substructures, and port equipment.

She’s powered by two main engines rated at 2,170 BHP each, supported by three generators (two at 320 kW and one at 400 kW), and two ballast pumps capable of 2,000 m³/h. Registered under the Liberian flag with IMO number 9481788 and call sign 5LMS4, she’s classed by the Korean Register of Shipping and has completed over 100 international voyages, including her milestone 100th shipment for the CRISP project — transporting 85 modules from Thailand to Singapore.

Her current voyage is bound for Port of Spain, Trinidad and Tobago, and while her cargo remained onboard in Durban, its unusual profile hints at a gas-related infrastructure project in the Caribbean.

Notably, Dongbang Giant No.3 was also observed outside Durban recently, though not photographed in port. She’s similarly en route to Port of Spain, suggesting a tandem operation — possibly delivering complementary modules for the same energy installation. With a larger deck and deeper draft, No.3 is well-suited to carry heavier or more complex units, reinforcing the theory of a coordinated delivery.

Together, these vessels exemplify Dongbang’s role in global energy logistics, moving the building blocks of megaprojects across oceans with precision and power. Durban’s role as a strategic waypoint — not just for fuel, but for technical support — underscores its relevance in the heavy-lift circuit.

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FOCUS: Namibia’s Maritime Gateways: Walvis Bay and Lüderitz in Transition

Stretching 1,572 kilometres (977 miles) along the Atlantic Ocean, the coastline runs from the Kunene River in the north, bordering Angola, down to the Orange River in the south, which marks the boundary with South Africa.

This entire stretch is fringed by the Namib Desert, making it one of the most dramatic and ecologically unique coastal zones in Africa — a section is often referred to as the Skeleton Coast due to its shipwrecks, fog banks, and stark beauty.

Anchored by the ports of Walvis Bay and Lüderitz, the country’s maritime infrastructure is undergoing a quiet transformation — one that’s reshaping regional logistics and positioning Namibia as a Southern African trade hub.

With 13 berths including a dedicated cruise berth and tanker jetty, a 16.5m draught, and a newly expanded container terminal capable of handling 750,000 TEUs, the port is built for scale.

Operated by Namport under a landlord model, it has welcomed private operators like — a joint venture with MSC’s Terminal Investment Limited (TiL) — to run the 750,000-TEU capacity container terminal, while manages the multipurpose bulk terminal, which has a 350,000-TEU container capacity.

Cargo handling equipment includes modern ship-to-shore gantry cranes, RTGs, mobile harbour cranes (including new Liebherr LHM 550), reach stackers, forklifts, haulers, trailers.

Cargo volumes reflect this momentum. In 2024, Walvis Bay handled 6.95 million tonnes, including 253,996 TEUs, a 33% year-on-year increase.

Exports ranged from salt and charcoal to copper, nickel, and zinc concentrates, while imports included fertiliser, sulphur, petroleum, and machinery.

Transshipment volumes are also climbing, with Walvis Bay increasingly serving as a redistribution node for SADC cargo.

The port is served by road and rail.

Marine services are robust: four azimuth tugs (bollard pull: 10–31t), pilotage, VTS, bunkering, and a full fire brigade.

Ship repair is anchored by Namdock, which operates three floating docks (up to 15,000t) and a 2,000t synchrolift, offering fabrication, propulsion, electrical, and coating services.

In 2024, the port moved 1.47 million tonnes, a 21.7% increase, with manganese leading the charge. Plans are underway to scale exports to 2.2 million tonnes annually, using barge-to-ship transfers to overcome draft limitations.

Infrastructure includes a 500m main quay, a wooden jetty for fishing vessels, and a new Liebherr LHM 280 mobile crane.

Marine services feature three tugs and pilotage, while ship repair is limited to slipway work for smaller vessels.

Expansion plans are bold: Robert Harbour is earmarked for oil and gas support, and Angra Point is being scoped for ammonia exports and green hydrogen.

Private sector involvement is growing. Lüderitz Bay Shipping and Forwarding, a Bidvest company, is developing the Common-User Manganese Export Terminal (CUMET), complete with enclosed warehouses, belt loaders, and barge operations.

Lüderitz is connected with the interior by road and rail.

Namport’s dual-port strategy is paying off. Walvis Bay is evolving into a multi-cargo powerhouse, while Lüderitz is becoming a specialist node for bulk exports and offshore logistics.

Both ports are integral to Namibia’s green hydrogen ambitions, mineral export growth, and regional trade facilitation.

Walvis Bay’s role as Namibia’s maritime heart doesn’t stop at the shoreline — it extends inland, weaving through a vast network of regional corridors that link Namibia with key trading partners.

Once a vocal champion of Namibia’s road-based trade corridors, the Walvis Bay Corridor Group (WBCG) has marked its 25th anniversary with renewed momentum — reaffirming its role as a key facilitator of freight movement across Southern Africa.

While its public profile may have dimmed, its operational footprint continues to expand, especially in support of Walvis Bay’s inland reach.

A PPP organisation established in 2000, the WBCG seeks to position Walvis Bay as the preferred gateway to landlocked countries like Zambia, DRC, Botswana, Malawi, and Zimbabwe with a resurgence in advocacy and coordination.

Central to their focus is the Walvis Bay–Ndola–Lubumbashi Corridor, long favoured for mineral exports and refined product imports.

While volumes remain steady, rail limitations between Namibia and Zambia continue to hinder efficiency — prompting WBCG to lobby for a new rail link from Grootfontein to Katima Mulilo to unlock multimodal solutions.

The Trans-Kalahari Corridor, linking Namibia to Botswana and South Africa, is seeing renewed interest too, particularly as western Botswana develops copper mines that could benefit from Walvis Bay’s capacity and proximity.

But the most transformative initiative is the proposed North-Western Corridor, a road corridor designed to bypass traditional bottlenecks around the Copperbelt.

Originating in Kolwezi (DRC), the route spans Solwezi, Mongu, and Katima Mulilo, ending at Walvis Bay — cutting 235 km off current routes and potentially reducing transit times by seven days.

The corridor is being developed by the Sandstone Consortium, a Zambian PPP entity working in tandem with Rankin Engineering on the Zambian segment and Toha Investment Limited on the DRC stretch.

The planned 85 km of new road and the Kambimba border post are under active construction, backed by a 25-year concession agreement covering design, build, operation, and maintenance.

WBCG will have to work hard, and fast, to continue attracting exports from the DRC, in the face of stiff competition coming from the Trans Lobito Corridor.

WBCG is also tackling non-tariff barriers, lobbying for customs and regulatory reforms — particularly around bulk fertiliser, frozen foods, and time-sensitive mining cargo — that still face restrictive cross-border treatment.

Despite these hurdles, Namibia’s reputation for safety, security, and reliability remains a cornerstone of WBCG’s appeal. The group’s efforts to position Walvis Bay as a gateway for agro-processed goods, mining exports, and transshipment cargo are gaining traction — especially as Zambia and the DRC ramp up copper production and seek faster, more cost-effective routes to global markets.

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NEMO gains official recognition from IMO and IAEA to advance nuclear maritime energy

The recognition marks a significant step for NEMO in its mission to promote the safe and sustainable use of nuclear energy for maritime applications, including nuclear-powered shipping, offshore energy systems, and floating nuclear power plants.

With its new status, NEMO will contribute expert guidance and policy recommendations at the highest levels of international governance.

The organization is also set to play an active role in the IAEA’s upcoming ATLAS (Atomic Technologies Licensed for Applications at Sea) initiative, which is expected to launch later in 2025.

ATLAS will support the development of regulatory frameworks for nuclear energy use at sea.

“This milestone reflects the growing importance of nuclear innovation in maritime decarbonization and energy security,” said Dr. Mamdouh El-Shanawany, Chairman of NEMO.

“We are honoured to collaborate with the IMO and IAEA to ensure nuclear technologies are deployed safely and responsibly across international waters.”

NEMO’s involvement is expected to shape emerging safety standards and best practices for commercial nuclear propulsion and mobile marine energy systems, reinforcing its commitment to global collaboration on clean maritime energy solutions.

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Zanzibar hosts pivotal tuna allocation talks

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Delegates from over 25 member states have convened to negotiate fair and sustainable criteria for allocating tuna fishing quotas — a process that has been under debate since 2011.

– Establish equitable quota systems for yellowfin, bigeye, skipjack, albacore, and swordfish
– Balance the interests of coastal states (like Tanzania, Kenya, Maldives) with distant-water fishing nations (EU, Japan, China)
– Address historical catch attribution, especially where foreign fleets operate in national waters under access agreements

Tanzania, as host, is pushing for a greater share of tuna resources, citing its extensive coastline and stewardship of international waters.

Officials argue that current allocations undervalue the role of developing coastal states in managing marine ecosystems.

“Given our extensive coastline and the international waters we oversee, it is vital that we receive a fair allocation,” said Agnes Meena, Permanent Secretary, Ministry of Livestock and Fisheries.

– Professor Quentin Hanich, Chair of TCAC, emphasised the need for regional cooperation and data-driven sustainability.
– Paul De Bruyn, IOTC Executive Secretary, acknowledged the sensitivity of the issue, noting that allocation talks have stalled for over a decade.
– The meeting is unlikely to yield a final agreement but may produce incremental progress on catch history definitions, data availability, and guiding principles.

– Tuna is a high-value global commodity, central to food security, livelihoods, and economic development across the Indian Ocean rim.

– The outcome of TCAC15 could reshape regional fisheries governance, especially for small-scale and artisanal fishers, who account for nearly 50% of IOTC catches.

At the heart of the IOTC negotiations is a long-running struggle: how to fairly divide access to highly migratory tuna stocks. Most tuna species travel thousands of kilometres, crossing multiple EEZs and international waters, making catch attribution complex.

A group of 16 coastal states, including Tanzania, Kenya, Madagascar, India, and others, advocate for a shift toward:

– Zone-based allocations, favoring tuna caught within national EEZs.
– Greater recognition of artisanal and small-scale fishers.
– Increased quotas based on historical stewardship, not just historical catch volume.

Countries like Japan, EU member states, South Korea, and China argue for:

– Continuation of historical catch-based allocations.
– Guarantees for long-term investment in vessel fleets and access agreements.
– Protection of market stability through predictable quota rights.

– Allocating quotas also demands robust data on effort, gear, species, and bycatch.
– Many developing states lack granular catch reporting systems, complicating fair comparison.

– Tuna accounts for over $2 billion in annual Indian Ocean exports.
– Decisions at TCAC15 will influence future quota enforcement, regional equity, and potentially the economic viability of local fleets.

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Lekki Port: Nigeria’s deepwater gateway eyes bigger vessels and regional dominance

by Terry Hutson

Durban

It’s a paradox that underscores both the promise and the growing pains of one of Africa’s most ambitious maritime infrastructure projects.

Since commencing full operations in April 2023, Lekki Port has positioned itself as a congestion-free alternative to legacy ports like Apapa and Tin Can Island.

Operated by Lekki Port LFTZ Enterprise Limited, the port is jointly owned by China Harbour Engineering Company, Tolaram Group, Lagos State Government, and the Nigerian Ports Authority.

Its container terminal is managed by Lekki Freeport Terminal, a subsidiary of CMA CGM Group.

While MSC’s Diletta and Türkiye — both 24,000-TEU megaships — have made historic calls at Abidjan and Lomé, Lekki’s largest visitor to date remains the Maersk Edime, a 367-metre vessel with a capacity under 15,000 TEUs.

This is despite Lekki’s infrastructure being technically capable of handling vessels up to 16,000 TEUs, with a turning circle of 600 metres and a draft depth of 16.5 metres.

– Trade Volume & Routing: Nigeria’s macroeconomic headwinds — including currency depreciation and fuel subsidy removal — have dampened import volumes, making it less attractive for ultra-large vessels that require high throughput to justify calls.
– Carrier Strategy: Shipping lines like MSC and Maersk may prioritise ports with established transshipment volumes and streamlined regional connectivity.
– Infrastructure Catch-Up: While Lekki is congestion-free at the quay, inland evacuation remains a challenge. Road upgrades and a proposed rail link are still in progress.

Lekki Port is now actively pursuing transshipment cargo from neighbouring countries — including Ghana, Togo, Benin, and Côte d’Ivoire — reversing the historical trend of Nigerian-bound cargo being routed through these ports.

Between January and June 2025, Lekki processed 222,000 TEUs, with a target of 500,000 TEUs by year-end.

– Routine dredging approved to deepen the channel to 17 metres, enabling larger vessels to berth and making Lekki the deepest in the region
– Domestic transshipment trials to Onne and plans to expand to Warri, Calabar, and inland terminals like Onitsha
– Dangote Industries gearing up to export cement, coal, and refined products via Lekki

With an installed capacity of 1.2 million TEUs and plans to scale to 6 million TEUs, Lekki Port is built for the long game.

Its success will hinge on:

As West Africa’s port race intensifies, Lekki’s operators may indeed be casting envious glances at Abidjan and Lomé — but they’re also laying the groundwork to join their ranks.

And with its strategic location adjacent to Lagos, the commercial heartbeat of Africa’s biggest economy, Lekki is more than just a contender — it’s Nigeria’s statement of maritime intent.

Added 14 July 2025

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Ghana cracks down on unapproved shipping fees: Presidential Directive sparks industry reckoning

During his 11 July address, issued during the launch of Ghana’s National Action Plan on Business and Human Rights, President Mahama cited legal requirements for parliamentary ratification of all levies and fees within Ghana’s jurisdiction.

His directive tasks Transport Minister Joseph Bukari Nikpe and Attorney General Dominic Ayine with engaging shipping lines and enforcing compliance, marking one of the most assertive interventions in recent port regulation.

“No entity can impose any fee within Ghana’s jurisdiction without such approval,” Mahama emphasised, aligning the presidency’s position with ongoing investigations by the Ghana Shippers Authority into alleged foreign exchange violations.

The freight forwarding community has long raised alarms over administrative surcharges — often opaque and unilateral — that inflate operating costs and diminish Ghana’s regional port competitiveness.

This directive is not just a compliance matter; it speaks to broader concerns around transparency, efficiency, and Ghana’s ambition to remain a gateway for trade in West Africa.

This could set the tone for wider reforms across ECOWAS nations, many of which grapple with similar fee structures.
Tema and Takoradi face increasing competition from Abidjan and Lomé; tackling fee inflation could boost throughput and investor confidence.
The directive opens the door for freight forwarders and shippers to press for clearer frameworks around foreign exchange parity and port service charges.
Watch for ripple effects on trade corridors, particularly where private sector interests and public infrastructure intersect.

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Seychelles and national maritime security: IMO support

This event marked a decisive step in transforming how the country coordinates and responds to threats at sea.

Organised by the Seychelles Maritime Safety Authority (SMSA) and the National Information Sharing and Coordination Centre (NISCC), in collaboration with the IMO, the workshop aimed to enhance national maritime security coordination by developing a robust NMSC structure.

Thirty-four representatives from key government agencies took part in scenario-based exercises and technical sessions aimed at strengthening Seychelles’ maritime security architecture.

Over the three-day workshop, participants reviewed current coordination structures, identifying operational gaps, and drafting a roadmap for the establishment of a National Maritime Security Committee.

Discussions focused on improving interagency collaboration, enhancing interoperability between maritime and law enforcement bodies, and addressing critical threats such as illicit trafficking, environmental risks and emerging cyber challenges.

The event was opened by the Minister for Transport Hon Anthony Derjacques, who emphasised the critical importance of whole-of-government cooperation in securing Seychelles’ maritime domain.

“Seychelles is a maritime nation,” said Minister Derjacques. “Our Blue Economy cannot thrive without strong maritime governance. And strong governance cannot exist without whole-of-government coordination.”

At the workshop and exercise Minister for Internal Affairs, Charles Fonseka, joined Minister Derjacques as well as senior officials from the Seychelles Defence Forces, Police, Immigration, Port and Maritime authorities, Fisheries, Environment, Customs and other national agencies.

The training is part of the European Union-funded Port Security and Safety of Navigation project, which supports nine countries in Eastern and Southern Africa and the Indian Ocean region.

Through this initiative, IMO provides targeted technical assistance to strengthen national and regional maritime security in line with the 2050 Africa’s Integrated Maritime Strategy.

Government agencies joining the training included: the Ministry of Internal Affairs, Ministry of Foreign Affairs, Attorney General’s Office, Seychelles Police, Department of Immigration, Seychelles Airports Authority, Ministry of Environment, Seychelles Ports Authority, Seychelles Defence Forces, Seychelles Fisheries Authority, Seychelles Revenue Commission, Disaster Risk Management Division, Seychelles Maritime Safety Authority, National Information Sharing and Coordination Centre, and Ministry of Fisheries and Blue Economy.

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2026-2027 World Maritime Day theme: Taking policy to practice

Meeting in London for its 134th session from 7 to 11 July, the IMO Council endorsed a proposal from Secretary-General Arsenio Dominguez to keep the theme for a two-year period.

The theme highlights the Organization’s clear commitment to develop Member States’s capacity to put policies into practice, by providing technical assistance, training and other essential services.

“The theme transmits a clear message of our commitment to ensuring regulations are put into action and providing the necessary technical assistance for implementation to Member States,” said Secretary-General Dominguez.

“This ultimately strengthens the confidence that global rules agreed at IMO can lead to safer, more secure and environmentally sound shipping worldwide.”

From Policy to Practice in the theme underscores IMO’s core mission of ensuring that the global regulatory framework it develops is not merely adopted in principle but translated into concrete national legislation, enforcement and day-to-day operations across the maritime sector.

Powering signals the momentum and targeted support through capacity-building, technical cooperation and knowledge sharing which IMO, together with its partners, provides to drive this transition.

Maritime Excellence conveys the ultimate objective: a consistently safe, secure, efficient and environmentally sustainable shipping industry, operating to the highest international standards and continually striving for improvement.

Together, the theme conveys a holistic, action-oriented commitment: turning collective regulatory decisions into real-world results that deliver tangible benefits for all.

For over 70 years, the IMO has worked to develop a comprehensive framework of international maritime conventions, with associated codes, guidelines and recommendations.

The full benefits of this framework can only be realised through ratification, effective implementation and constant enforcement.

The IMO Member State Audit Scheme (IMSAS) has reported gaps in national legislation and enforcement, indicating a need to improve regulatory effectiveness.

Global attention on the theme in 2026–2027 could accelerate the national action towards implementation of all IMO instruments.

The theme supports the United Nations 2030 Agenda for Sustainable Development and the Sustainable Development Goals (SDGs), in particular:

The theme highlights the IMO’s continued contribution to broader global efforts, as well as the importance of cross-cutting and effective maritime governance in sustainable development.

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Ocean Network Express (ONE) appoints Marine Shipping Benin S.A. as sub-agency to strengthen West Africa presence

, one of the world’s leading container shipping lines, has announced the appointment of Marine Shipping Benin S.A. (MSB) as a dedicated sub-agency operating under its existing primary agent, R-Logistic Benin S.A., effective 1 August 2025.

This strategic move ensures ONE’s full compliance with newly implemented local regulations in Benin while safeguarding the continuity and quality of its services in the region.

Importantly, MSB is a related entity sharing common shareholders with R-Logistic Benin, created specifically to meet the evolving regulatory framework without disrupting operations or customer experience.

The transition will see the trusted ONE team, familiar to clients, transferred to MSB, maintaining the same high standard of service management and seamless communication.

All contact details and office locations remain unchanged, offering customers consistent and reliable support.

ONE has been actively expanding and enhancing its footprint across Africa, with a particular focus on key West African markets including .

The company operates multiple dedicated services linking West Africa to major global hubs across Asia, Europe, and the Americas, facilitating vital trade flows of consumer goods, industrial products, and agricultural exports.

Regular direct services to ports such as (Benin), (Nigeria), (Ghana), and (Côte d’Ivoire).

Efficient feeder and transshipment options connecting West African ports to ONE’s global network, providing access to over 120 countries worldwide.

Focus on reliability and frequency, with optimised schedules tailored to meet the fast-growing regional import and export demands.

East African ports such as (Kenya) and (Tanzania), supporting trade corridors linking the Indian Ocean rim.

Southern African hubs including (cargo specific calls) and , all crucial gateways for intra-continental and international commerce.

ONE’s appointment of Marine Shipping Benin S.A. exemplifies its proactive approach to adhering to local maritime and trade regulations while minimising disruption to customers.

By leveraging related entities and retaining established teams, ONE ensures operational continuity and maintains trusted relationships with partners and shippers in the region.

ONE is a global container shipping company formed through the integration of three Japanese carriers — — in 2018. It operates one of the world’s largest fleets and is committed to sustainable, customer-centric maritime logistics solutions.

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South Africa’s citrus industry faces uncertain future amid looming US tariffs

The move, announced by the Trump Administration in letters sent to 14 countries on 7 July, threatens to disrupt a key export market during the height of the citrus season.

– South Africa is the world’s second-largest citrus exporter, behind Spain, and the US has become an increasingly important destination for its fruit — especially during the Northern Hemisphere’s off-season.
– Although the US accounts for only 5–6% of South Africa’s citrus exports, the market is highly specialised. Growers in the Western and Northern Cape have spent years cultivating varieties and supply chains tailored to US consumer preferences.
– Towns like Citrusdal rely heavily on this trade, with the Citrus Growers’ Association (CGA) estimating that 35,000 jobs are at risk in these regions.

– Competing exporters like Peru and Chile face only a 10% tariff, making South African citrus uncompetitive in price-sensitive US retail environments.
– The tariff would add approximately $4.25 per carton, eroding margins and threatening the viability of shipments.
– Exporters are rushing to ship fruit before the deadline, but long-term planning is paralysed. Cold treatment protocols, phytosanitary restrictions, and logistical bottlenecks further complicate rerouting to other markets.

The Citrus Growers Association (CGA) has called on the Department of Trade, Industry and Competition (DTIC) to urgently resume negotiations with the US. The CGA argues that South African citrus is counter-seasonal, complementing — not competing with — US-grown fruit. This synergy has helped grow per capita citrus consumption in the US and sustain year-round availability.

The CGA also warns that the tariff threatens broader goals:

– 100,000 new jobs by 2032 tied to projected production growth.
– Expansion of exports beyond the Western and Northern Cape to other provinces.
– Diversification into markets like China and India, where South African citrus also faces high tariffs.

If the US market is lost, exporters may attempt to redirect fruit to Europe, Asia, or the Middle East. But this is far from simple:

– Size and phytosanitary requirements vary by country.
– European Union regulations on citrus black spot and false codling moth remain unresolved.
– India and China impose steep tariffs and have complex import protocols.

– A sector-specific exemption for seasonal fresh produce.
– Renewal or reform of AGOA, which expires in September 2025.
– Accelerated trade talks with strategic partners in Asia and Africa.

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Citrus export rerouting: South Africa eyeing new markets for citrus amid tariff threats

If exports to the United States, or elsewhere for that matter, were to be curtailed through increased duties or non-tariff barriers, the Citrus Growers’ Association (CGA) and exporters will be looking to diversify risk by deepening access to existing partners and identifying high-growth emerging markets.

Europe remains South Africa’s largest and most established citrus destination. Countries like the Netherlands, Germany, France, and the United Kingdom consistently absorb significant volumes, particularly during the Northern Hemisphere off-season.

While new opportunities exist in Eastern Europe and Scandinavia, this region is approaching saturation — with stiff competition from Mediterranean producers.

Closer to home, intra-African trade offers promising but uneven prospects. Rising urban demand in countries like Nigeria, Kenya, Angola, and Ghana presents a valuable opportunity for South African navels and soft citrus.

The continent’s geographic proximity is an advantage, but inconsistent cold chain infrastructure and variable purchasing power pose practical limitations.

At the June 2025 FOCAC meeting (Forum on China–Africa Cooperation), China pledged zero tariffs across all 53 African nations, which would include South Africa, suggesting a broader move toward liberalisation rather than targeting SA fruit with additional duties.

In Asia, markets outside China also offer growth potential. Japan and South Korea already import South African citrus, with room to expand — particularly in high-value late-season varieties.

Emerging economies like Vietnam and Malaysia are also becoming increasingly receptive to clean, premium citrus. However, strict phytosanitary standards and residue limits mean technical compliance and diplomatic engagement will be crucial.

Russia and its neighbours in Central Asia remain reliable buyers of South African citrus, especially during periods when alternative supply from Europe is limited.

While Russia continues to import significant quantities, evolving sanctions regimes and related payment and shipping complications could affect reliability and profitability in the longer term.

Beyond these regions, the scope for citrus trade with Latin America remains limited. Brazil and a few neighbouring countries may offer niche, counter-seasonal demand, but the region is largely self-sufficient in citrus production.

In the short term, the citrus industry may also boost local consumption through domestic feeding schemes and promotional campaigns. Medium- to long-term responses include investment in storage and cold chain capacity to extend market reach, as well as trade negotiations focused on improving tariff and phytosanitary access in untapped markets.

South Africa already exports citrus to more than 100 countries worldwide. Maintaining this diversified footprint — while actively developing new routes to market — will be key to weathering any disruption from tariffs or external shocks.

A recent independent study commissioned by the Citrus Growers’ Association of Southern Africa (CGA) and conducted by the Bureau for Food and Agricultural Policy (BFAP) found that inefficiencies in logistics cost the citrus industry approximately R5.27 billion during the 2024 season, underscoring the urgency of public-private collaboration to modernise port operations and expand cold chain capacity.

That figure breaks down into:

– R1.56 billion in direct logistical expenses (e.g. higher transport, demurrage charges)
R2.6 billion in indirect losses (reduced prices due to delays)
– R1.1 billion from waste and spoilage

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Redevelopment of giant Libyan Sirte basin oilfields – Unconventional potential

The agreement provides a framework for bp to assess a range of technical data and to effectively work with NOC to evaluate presented opportunities and determine the feasibility of future development and exploration programmes.

William Lin, bp executive vice president gas & low carbon energy, commented: ‘This agreement reflects our strong interest in deepening our partnership with NOC and supporting the future of Libya’s energy sector.

‘We hope to apply bp’s experience from redeveloping and managing giant oil fields around the world to help optimise the performance of these world-class assets. We look forward to conducting thorough studies, working closely with NOC, to evaluate the resource potential of this promising region.’

The Sarir and Messla oilfields, located in the Sirte Basin, rank among Libya’s largest. Sarir was discovered in 1961 and Messla in 1971.

The scope of this MoU is a significant potential addition to bp’s Libya portfolio.

bp re-entered Libya in 2007, when it signed an Exploration and Production Sharing Agreement (EPSA) covering exploration areas A and B (onshore), and area C (offshore) with Libya’s NOC.

The EPSA was later put on hold following the declaration of force majeure.

In 2022, Eni acquired a 42.5% and assumed exploration operatorship of the EPSA, with bp retaining a 42.5% interest and the Libyan Investment Authority holding the remaining 15%.

In 2023, Eni and bp formally lifted the force majeure, resuming exploration operations in the onshore areas.

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🚨 Red Sea Risk Watch: Eternity C attack & allied naval engagements

The attack and sinking of Eternity C — and the rapid military response that followed — mark a pivotal moment in Red Sea maritime security.

On 7 July, the bulk carrier Eternity C, Liberian-flagged and Greek-operated, was sailing with a cargo of soy from Berbera to Jeddah when it was targeted by Houthi forces around 50 nautical miles southwest of Hodeidah.

Armed with drones, fast boats, and RPGs, the attackers struck multiple times, leaving the vessel adrift and listing, with propulsion lost.

The crew — 21 Filipinos, 1 Russian, and a 3-person security team — faced a second wave on 8 July. Forced to abandon ship, only six survivors were rescued after 24 hours in open water.

Tragically, four crew members were killed, two injured, and 12–15 remain missing.

The U.S. Embassy in Yemen condemned the Houthis for allegedly kidnapping survivors, while Houthi sources insisted they had “rescued” and treated the injured.

Eternity C ultimately sank on 9 July, drawing international condemnation.

As tensions mounted, U.S. and British warships — including USS Carney (DDG-64) and HMS Diamond (D34) — faced a barrage of Houthi-launched drones and anti-ship missiles.

These consisted of 18 one-way attack drones, 2 anti-ship cruise missiles and 1 anti-ship ballistic missile.

These actions occurred just days after the sinking of Magic Seas, a similarly flagged vessel, highlighting a trend of repeated targeting based on perceived Israeli port connections.

The attacks bring three urgent concerns into focus:

The fate of Eternity C’s missing seafarers raises scrutiny around private security effectiveness and rescue coordination.

Premiums have more than doubled, and underwriters are reassessing Red Sea exposure. Coverage gaps threaten route planning and cargo viability.

Each missile intercept can cost up to $4 million. The U.S. Navy’s deployment of Coyote and Roadrunner-M drones — low-cost, loitering countermeasures — may signal a shift toward scalable risk management.

These developments reflect a broader strategic realignment involving Iranian proxies and anti-Israel narratives. As attacks grow in sophistication and frequency, the Red Sea — an essential artery for global trade — is becoming a complex battleground.

#RedSeaRiskWatch #EternityC #MaritimeSecurity #HouthiAttacks #NavalDefense #IMOAlerts #GlobalShipping #CrewSafety #ShippingInsurance

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Dangote Refinery expands southward: Fuel storage tanks planned for Walvis Bay

Nigeria’s is extending its reach into southern Africa with plans to construct fuel storage tanks in Namibia, it was reported this week.

The new facility, expected to hold at least 1.6 million barrels of gasoline and diesel, signals a strategic shift in fuel distribution for the region.

The 650,000 bpd refinery — commissioned in 2024 and developed by Africa’s richest man, Aliko Dangote — has already begun reshaping West Africa’s fuel landscape. With Nigeria dramatically reducing its processed fuel imports, attention has turned to neighbouring markets.

Sources briefed on the project noted that the tanks will be located in the port city of Walvis Bay, where the Namibia Ports Authority has confirmed the development.

The site positions Dangote’s refined products within logistical reach of Botswana, Zambia, Zimbabwe, and potentially southern DRC — countries often reliant on complex fuel import routes.

While the project’s cost remains undisclosed, construction is reportedly imminent. Reuters in a report highlighted that Dangote recently sent its first gasoline cargo to Asia, marking the refinery’s debut sale beyond West Africa — a move that underscores its export ambitions.

This expansion could enhance fuel availability across multiple inland markets and reduce supply volatility tied to regional bottlenecks.

For Namibia, it presents an opportunity to elevate its role as a gateway for refined product distribution, complementing its position as an emerging logistics hub.

The development also raises strategic questions for competing regional suppliers. As infrastructure investment across African ports accelerates, Dangote’s storage initiative may foreshadow further consolidation of supply chains — and a potential challenge to South Africa’s fuel import dominance.

It should be noted however that South Africa already imports a significant amount of its fuel products from Nigeria.

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Industry reacts to latest Houthi attacks on shipping

“In recent days, two ships have now been attacked in the Red Sea. One has sunk and the other has suffered extensive damage,” the statement reads.

“These vessels have been attacked with callous disregard for the lives of innocent civilian seafarers and as an inevitable but terrible consequence, seafarers have been killed.

“We join with the IMO Secretary General in his denunciation of the attacks and we call on all stakeholders to uphold the safety and security of innocent civilian seafarers as they pass through this vital waterway, carrying the food, goods and energy the world’s economy relies upon.

“This tragedy illuminates the need for nations to maintain robust support in protecting shipping and vital sea lanes. We urge that the international standards of freedom of navigation and the sanctity of human life are recognised, upheld and defended.”

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German Government summons Chinese ambassador after laser “Dazzler” targeting in the Red Sea

During a routine patrol at cruise‐altitude, Germany’s Multi-Sensor Platform (MSP) “flying eye” was illuminated by a high-powered laser beam emanating from a Chinese warship. According to the German Defence Ministry, this was not a one-off encounter: the same vessel has been “shadowing” Aspides flights multiple times without prior contact.

Germany’s Foreign Office called the action “completely unacceptable,” stressing that it endangered both personnel and material.

Launched in February 2024, Aspides pools naval and air assets from EU member states — including Germany, France, Italy, the Netherlands and Sweden — to safeguard merchant vessels from Houthi missile and drone strikes in the Red Sea.

Germany joined in October 2024 with its civilian-operated MSP aircraft, flown by Bundeswehr staff, to feed real-time intelligence into the mission’s command network.

Germany summoned the Chinese ambassador in Berlin on 8 July, demanding an explanation and assurance against future incidents. Berlin stopped short of publicising any retaliation, but senior MPs voiced frustration that mere protests do little to curb what they describe as “frequent” Chinese laser harassment of Western aircraft and drones.

In recent years, multiple NATO and U.S. forces have reported Chinese military vessels and aircraft using laser dazzlers to disrupt flight operations.

For instance, U.S. Navy helicopters operating near the Gulf of Aden lodged formal complaints in 2022 and 2023 after being targeted by Chinese ship-borne lasers.

While none of these encounters resulted in serious injury, they have steadily raised tensions over freedom of navigation and flight safety in international waters.

As Aspides continues its patrols, both Brussels and Berlin have signaled they will monitor further laser-related incidents and adjust rules of engagement if necessary.

The episode underscores growing strategic friction between China’s navy and Western security operations in vital maritime chokepoints.

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Four crew dead, bulk carrier Eternity C sunk in renewed Houthi attacks in Red Sea

The vessel was attacked on Monday, 8 July, approximately 50 nautical miles southwest of the Yemeni port of Hodeidah. At least four seafarers have been confirmed dead following a brutal combination assault involving explosive-laden sea drones and rocket-propelled grenades fired from manned speedboats.

Eternity C, operated by Cosmoship Management, had a crew of 22 onboard — 21 Filipino nationals and one Russian.

Security sources reported that three crew members were killed during the initial attack, while a fourth succumbed to injuries shortly afterward. Several others were wounded, including one who suffered a serious leg injury.

Maritime security firm Diaplous, working in conjunction with the EU’s naval mission Aspides and UKMTO, mounted a complex rescue mission on Tuesday, ultimately retrieving seven survivors.

However, as of Wednesday, 14 crew members remain unaccounted for, with growing concern that some may have been taken hostage.

The vessel, badly damaged and left listing and adrift following the strike, has since sunk.

This was the second such assault within 24 hours. Just the day before, on 7 July, the Magic Seas — also Liberian-flagged and Greek-operated — was hit by Houthi missiles and drones.

The Iran-aligned Houthi militia later released dramatic video footage showing explosions aboard the vessel and its eventual submersion.

The vessel’s managers said they were unable to confirm the sinking. However, maritime security firm Ambrey reported that the ship had gone down.

All crew members from Magic Seas were rescued by a passing merchant vessel and safely landed in Djibouti.

These attacks mark the deadliest escalation in Houthi maritime operations since June and bring the total number of seafarers killed in Red Sea incidents since November 2023 to at least eight.

In a statement at the International Maritime Organization (IMO) in London, Liberia’s delegation — representing the flag state of both affected vessels — expressed outrage and sorrow.

“Just as Liberia was processing the shock and grief of the attack against Magic Seas, we received a report that Eternity C again has been attacked — attacked horribly and causing the death of two seafarers,” they said, before the death toll rose further.

The Red Sea has long been a vital artery for global trade, connecting the Indian Ocean with the Mediterranean via the Suez Canal. Since the Houthis began targeting commercial shipping in late 2023 in what they call an act of solidarity with Palestinians during the Gaza conflict, vessel traffic has dropped by roughly 50%.

These recent attacks show that, despite a ceasefire agreement with the United States in May, the Houthis remain willing to strike ships they believe are linked — even tenuously — to Israel.

Both Magic Seas and Eternity C are part of fleets whose sister vessels have called at Israeli ports in the past year. According to Ellie Shafik, intelligence head at the UK-based maritime risk firm Vanguard Tech, “The pause in Houthi activity did not necessarily indicate a change in underlying intent. As long as the conflict in Gaza persists, vessels with affiliations, both perceived and actual, will continue to face elevated risks.”

IMO Secretary-General Arsenio Dominguez condemned the renewed violence. “After several months of calm, the resumption of deplorable attacks in the Red Sea constitutes a renewed violation of international law and freedom of navigation,” he said.

“Innocent seafarers and local populations are the main victims of these attacks and the pollution they cause.”

The Philippines, home to one of the world’s largest pools of merchant seafarers, has urged its nationals to consider invoking their right to refuse sailing in “war-like” high-risk zones such as the Red Sea.

Meanwhile, Greek authorities are in diplomatic discussions with Saudi Arabia over the incident, and international security stakeholders are weighing their next moves to safeguard maritime corridors.

As Eternity C now lies on the seabed and families of the missing await news, the maritime world is once again reminded of the growing human and economic cost of regional conflicts spilling into international waters — with innocent seafarers caught in the crossfire.

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Nigeria launches indigenous container shipping line: Clarion Shipping West Africa

The milestone was marked by the arrival of the MV Ocean Dragon (IMO 9508770) at Tin Can Island Port, Lagos, on July 3, 2025 — a 6,100 dwt, 349-TEU vessel acquired from China and flagged in Panama.

A Strategic Move Under Nigeria’s Cabotage Act

Clarion’s entry is a direct response to Nigeria’s Cabotage Act, which reserves domestic maritime operations for Nigerian-owned and-crewed vessels. The company has emphasised its compliance with this law, highlighting that 70% of the crew aboard Ocean Dragon are Nigerian, with plans to increase this share.

The initiative aligns with the Nigerian government’s renewed push to empower local shipowners. In April 2025, the Ministry of Marine and Blue Economy announced a $25 million credit line to support cabotage services, aiming to reduce the estimated $9.2 billion in annual losses from foreign dominance in domestic shipping.

Clarion’s service will initially focus on coastal container movement between Nigerian ports — such as Lekki, Port Harcourt, Calabar, and Onitsha — but is also expanding to West African destinations including Benin, Togo, Ghana, Cameroon, Sierra Leone, and Ivory Coast.

The company is exploring future routes to South Africa and Egypt, aligning with the goals of the African Continental Free Trade Area (AfCFTA).

The company has already booked 1,300 export containers, offering a faster, safer, and more cost-effective alternative to Nigeria’s congested and high-risk road transport system.

Clarion disclosed plans to acquire a second vessel with a 1,789 TEU capacity, which will focus on export services to Liberia, Togo, Ghana, Ivory Coast, and Nigeria.

This signals a long-term commitment to building a regional short-sea shipping network that could rival the transshipment-dependent model dominated by global carriers like Maersk and MSC.

A key question arises: Is Clarion Shipping West Africa connected to Clarion Shipping UAE, a well-established logistics firm based in Dubai?

That said, the shared name and overlapping regional interests (e.g., West Africa and China routes) may suggest informal ties or brand inspiration.

However, in the absence of documented ownership or operational integration, Clarion Shipping West Africa can reasonably be considered a Nigerian-owned and operated company under the current legal and regulatory framework.

⚓

Clarion’s launch is more than symbolic — it’s a strategic inflection point for Nigeria’s maritime industry:

Yet, challenges remain. High port costs, customs inefficiencies, and limited infrastructure could hamper competitiveness unless broader reforms accompany this momentum.

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Eni signs $2.5 billion deal with Samsung for Coral Norte FLNG as Mozambique approves second Floating LNG Project

This contract marks SHI’s largest FLNG order of 2025 and reinforces its position as a global leader in offshore LNG infrastructure.

The new unit will be built to the same specifications as the Coral Sul FLNG, which began production in 2022 and has since become a cornerstone of Mozambique’s LNG exports.

The Coral Norte FLNG will tap reserves in the northern section of the Coral field, complementing Coral Sul’s operations in the south.

The project is expected to generate $23 billion in revenue over 30 years and create over 1,000 local jobs, while enhancing Mozambique’s role as a key LNG supplier to Europe and Asia.

This development comes at a time when other major LNG projects in Mozambique, such as TotalEnergies’ onshore Afungi facility, has remained stalled due to security concerns, although it now appears that TotalEnergies is ready to restart that programme (see ‘TotalEnergies prepares to restart $20 billion Afungi LNG project’ below).

Eni’s modular, offshore approach has proven more resilient, allowing Mozambique to maintain momentum in monetising its vast gas reserves.

📌 See next two articles below

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TotalEnergies prepares to restart $20 billion Afungi LNG project — but security questions remain

Four years after declaring force majeure on its flagship Mozambique LNG project, TotalEnergies is preparing to restart construction at the Afungi Peninsula site in northern Mozambique. The move signals cautious optimism — but also underscores the lingering volatility in the region.

In April 2021, TotalEnergies suspended all operations at its $20 billion onshore liquefaction plant after a deadly insurgent attack in the nearby town of Palma.

The assault, carried out by Islamist militants, left hundreds dead and forced the evacuation of staff and contractors. The company cited an inability to guarantee the safety of its personnel and declared force majeure.

The attack was part of a broader insurgency that has plagued Cabo Delgado province since 2017, displacing over a million people and disrupting major infrastructure projects.

While the security situation remains fragile, several developments have paved the way for a cautious return:

CEO Patrick Pouyanné has been vocal: “We will not build a plant surrounded by troops.” Instead, the company is opting for a low-profile, high-surveillance model that minimises armed presence while maximising control.

Site preparations are underway, with full construction expected to resume by September 2025
13.1 mtpa across two liquefaction trains
TotalEnergies (26.5%), with partners including Mitsui, ENH, ONGC, and PTTEP
Golfinho and Atum fields in Offshore Area 1

Resettlement and Community Tensions

Despite progress, community grievances persist. Resettlement villages like Quitunda remain flashpoints, with protests over land rights, compensation, and broken promises. Over 1,000 families are still awaiting farmland compensation, and NGOs have raised concerns about human rights violations linked to militarisation and displacement.

TotalEnergies has pledged to cooperate with Mozambique’s Attorney General and the National Human Rights Commission, both of which have launched investigations into past abuses.

The restart of Afungi, alongside Eni’s Coral Norte FLNG project, positions Mozambique to become Africa’s most diversified LNG exporter — with both onshore and offshore platforms. But the success of this dual-track strategy hinges on sustained security, community engagement, and transparent governance.

📌 See next article below

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Analysis: Coral Norte’s greenlight reshapes Southern Africa’s LNG landscape

While the region has long been rich in reserves, execution has been hampered by security, infrastructure, and financing hurdles. Coral Norte’s progress — offshore, modular, and insulated from insurgent threats — offers a template for resilience.

– Mozambique as a Dual-Track LNG Hub: With Coral Sul operational and Coral Norte underway, Mozambique is poised to become a two-platform LNG exporter — offshore FLNG and onshore liquefaction (pending Afungi’s restart).

– Investor Confidence Rebounds: Eni’s commitment and Samsung’s contract reinforce Mozambique’s credibility as a long-term LNG supplier, especially to Europe and Asia.

– Regional Competition Heats Up: Namibia’s Orange Basin and South Africa’s Brulpadda-Luiperd prospects are gaining attention, but Mozambique’s head start in infrastructure and export capacity gives it a competitive edge.

– Security-Driven Design: The FLNG model’s offshore isolation is proving more viable than land-based megaprojects in volatile regions — an insight likely to influence future African LNG developments.

Confirmed: TotalEnergies to Restart $20 Billion Afungi LNG Project by Late 2025

TotalEnergies has meanwhile announced plans to resume construction of its long-delayed Mozambique LNG project at Afungi by December 2025, pending government approval to lift the force majeure< declared in 2021.

The $20 billion project — centered on the Golfinho and Atum fields in Offshore Area 1 — was halted due to insurgent attacks in Cabo Delgado.

Highlights:

– Capacity: 13.12 mtpa across two liquefaction trains
– Operator: TotalEnergies (26.5%), with partners including Mitsui, ENH, ONGC, and PTTEP
– Security Improvements: Rwandan and SADC forces have stabilised the region, enabling a potential restart
– Economic Impact: Projected to significantly boost Mozambique’s GDP and attract renewed foreign investment

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IMO targeting seafarer fatigue, work and rest hours, harassment at sea

Edited by Paul Ridgway
Africa Ports & Ships
London

IMO’s Maritime Safety Committee seeks stronger compliance with global safety management standards to protect crew welfare

The IMO is taking action to ensure that ships worldwide are safely managed and operated, with a renewed focus on seafarer issues such as work and rest hours, fatigue, and violence and harassment, including sexual harassment, bullying and sexual assault.

Meeting in London for its 110th session held from 18 – 27 June, the IMO’s Maritime Safety Committee focused on improving implementation of the International Safety Management (ISM) Code. The Code sets the global standard for safe management and operation of ships and for pollution prevention.

The Committee agreed to carry out a comprehensive revision of the IMO guidelines on implementing the ISM Code, both for Administrations and for companies. It also decided to strengthen the consistent enforcement of the Code, with support from port State control and by updating related IMO guidelines.

Addressing violence and harassment on ships

The revision of the guidelines on the implementation of the ISM Code is also intended to address key recommendations for Administrations and shipping companies related to the prevention of violence and harassment on board ships, including sexual harassment, bullying and sexual assault. These include:

• Incorporating policies into safety management systems to prevent, report, respond to, and document, cases of violence and harassment, including sexual harassment, bullying and sexual assault, with provisions for victim care, protection against retaliation, and clear safety management objectives including risk assessment and safeguards.

• Ensuring safety management systems compliance with all mandatory regulations, including national laws on violence and harassment, and that guidance from relevant industry bodies is observed.

• Assigning clear responsibilities to a company’s senior management and maritime administrations for addressing reported cases, and providing adequate resources for onboard and shoreside response, including access to medical and mental health support for victims.

• Providing training and familiarization for seafarers and designated shoreside personnel on company policies and their implementation.

These recommendations were developed by the Joint IMO/ILO Tripartite Working Group to Identify and Address Seafarers’ Issues and the Human Element (JTWG).

Hours of work and hours of rest

In addition, the Committee prioritised its work to tackle fatigue and hours of work and rest, by conducting a scoping exercise of relevant legal instruments that may help to address imbalances between workload and crewing levels, and to protect the well-being of seafarers.

Other MSC outcomes

Aside from seafarer matters, the Maritime Safety Committee covered a wide range of key issues related to the safety and security of international shipping. Key developments were made in the following areas:

• Towards regulating autonomous ships: Considerable progress in the drafting of the non-mandatory Code for Maritime Autonomous Surface Ships (MASS), with 24 out of 25 chapters finalized. The Road Map on development of the MASS Code has been updated.

• GHG fuel safety regime: The Committee continued its work to develop safety regulations for ships using new technologies and alternative fuels to support the reduction of greenhouse gas (GHG) emissions, including initiating work to review the IMO Code of Safety for Nuclear Merchant Ships (Nuclear Code).

• Maritime security: The Committee adopted a resolution Encouragement of maritime information-sharing through the use of national and regional maritime information-sharing centres to enhance maritime safety and security.

• Cyber-security: The Committee endorsed the development of a non-mandatory cybersecurity Code and invited interested Member States and international organisations to submit proposals on a new output in this regard to MSC 111.

• Pilot transfer arrangements: The Committee adopted amendments to the SOLAS Convention and related instruments to strengthen safety-related requirements for pilot transfer arrangements, including mandatory performance standards.

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