Advertise here. This space above is available. For a Rate Card email us at [email protected]

Click on headline to go direct to story: use the BACK key to return  

Built in 2002 by Peene Werft in Wolgast, Germany, the latest container ship to bear this well-used local name continues to play a vital role in coastal trade along South Africa’s coast, feedering containers between Port Elizabeth/Ngqura and Durban. Registered under the Antigua & Barbuda flag and bearing the call sign V2BF8, she is one of the region’s familiar sights at the three east coast ports. With a gross tonnage of 14,062 GT and a deadweight capacity of 17,187 tonnes, Horizon is capable of carrying a nominal 1,157 TEU. Her beam of 25 m and draft close to 9 m make her well‑suited to regional operations.   Read more…

There was a time when the old Portuguese Empire encompassed colonies in both West Africa and East Africa. In terms of South African engagement, being adjacent to both of the regional colonial outposts of Mozambique and Angola, meant that warships of the Portuguese Navy were regular, and welcome, visitors into South African ports. The 1975 Carnation Revolution in Portugal, which overthrew an unpopular authoritarian regime, also resulted in Portugal giving up its colonial possessions, literally overnight, which destabilised the region, and created internal civil wars in both Angola and Mozambique amongst those vying for power.  Read more…

The Strait of Hormuz, one of the world’s most critical shipping chokepoints, is facing renewed instability amid rising geopolitical tensions in the Middle East. According to the latest Maritime Security Threat Advisory (MSTA) issued by maritime intelligence firm Dryad Global, the risk to commercial shipping in the region is now at its highest in recent years. A key concern stems from Iran’s parliamentary approval of a proposal to potentially close the Strait of Hormuz, which handles more than 26% of global oil trade.   Read more…

Remember the report of a fire on the car carrier MORNING MIDAS, which we featured in early June?  The Liberian-flagged car carrier, Morning Midas (IMO 9289910), has now sunk after a prolonged blaze and subsequent damage while en route to Mexico. Managed by Zodiac Maritime and chartered by SAIC Anji Logistics, the 2006-built vessel carried a reported 3,048 cars, including 70 electric vehicles (EVs) and 681 hybrids, when a major fire erupted on 3 June 2025, some 360 nautical miles south of Adak, Alaska.   Read more…

Addis Ababa – In a strategic move to bolster the development of Ethiopia’s freight forwarding and logistics sector, the British International Freight Association (BIFA) has signed a Memorandum of Understanding (MoU) with the Ethiopian Freight Forwarders and Shipping Agents Association (EFFSAA). The MoU, signed during a formal ceremony at the Hilton Hotel in Addis Ababa, sets the groundwork for deep collaboration between the two trade associations as Ethiopia seeks to modernise its logistics framework and align more closely with international standards.   Read more…

The UK Strategic Defence Review 2025 was issued on 2 June and appears to have had a mixed response with comment in the Press across a broad front with many of armchair admirals and defence analysts giving a ‘could do better’ comment. In the preamble notes issued by the Ministry of Defence (MoD) we are reminded that the world has changed. The threats we now face are more serious and less predictable than at any time since the end of the Cold War which ran from 1947 to 1991. This 144-page review, known as the SDR, sets out a vision to make Britain safer, secure at home and strong abroad. Publication reveals a landmark shift in deterrence and defence.   Read more…

The Indian Navy took delivery of INS Arnala, the first of eight Anti-Submarine Warfare Shallow-Water Crafts (ASW‑SWC), during a commissioning ceremony on 18 June 2025 at Visakhapatnam’s Naval Dockyard. Built by Kolkata’s Garden Reach Shipbuilders & Engineers (GRSE) in partnership with L&T Kattupalli and classed by the Indian Register of Shipping (IRS), the vessel is a reflection of India’s self-reliant defence ambitions. Specially built for shallow-littoral waters, INS Arnala is tasked with underwater surveillance, submarine detection, neutralisation, mine-laying, search-and-rescue, and low-intensity maritime operations.   Read more…

Xolani Mbambo leads transformation at Grindrod before shifting to mining sector. JSE-listed Grindrod has confirmed that Group CEO and Executive Director Xolani Mbambo will step down from his position effective 31 December 2025, marking the end of a transformative 12-year tenure. During this period, Mbambo led a sweeping realignment of Grindrod’s strategic focus, establishing a culture prioritising zero harm and operational excellence.  Read more…

APM Terminals Apapa on Lagos Island has welcomed its first-ever LNG-powered containership, the neo-Panamax KOTA OASIS (IMO 9977866), in a landmark event that aligns with Nigeria’s broader port decarbonisation ambitions. A festive ceremony was held to commemorate the arrival and celebrate deeper cooperation between APM, PIL, the Nigerian Ports Authority (NPA), and other stakeholders. Owned and operated by Pacific International Lines (PIL) under the Singapore flag, Kota Oasis is the fifth LNG dual-fuel vessel in PIL’s fleet and the first of its new “O” Class series.  Read more…

Transnet is in the process of auctioning off seven of its older tugs. Readers will remember the arrival last year of a similar number of tugs built by Damen in Vietnam, of which five have taken up service at the Port of Durban and two at East London. Of the seven tugs to be sold at auction in July, four remain in operation, two are listed as non-operational, and one, which was to be a new-build at Port Elizabeth, remains unfinished.  Read more…

There are some vessels that have more than one story to tell, and in one case the story of the vessel itself plays absolutely no part in what it looks like, nor what it was built for, but is all about who it was built for, or at least who is it is going to work for. And all this is about a vessel that was launched with one name, delivered with a second name, and finally received a third name even before it made its first foray into its chosen world of work. What is also interesting about the vessel is also how it represents a new direction in the complexity of vessels being built in this nation’s shipyards, and the industry for which these vessels are being built.    Read more…

From Cologne on 18 June the International Air Transport Association (IATA) and the European Union Aviation Safety Agency (EASA) announced publication of a comprehensive plan to mitigate the risks stemming from global navigation satellite system (GNNS) interference. This plan was part of the conclusions of a jointly-hosted workshop on the topic of GNSS interference. Given the continued rise in frequency of incidents of interference with GNSS signals, the workshop concluded that a broader and more coordinated approach is needed.   Read more…

New LNG-powered vessel delivers major leap in maritime decarbonisation ahead of ammonia-fuel rollout in 2027. Höegh Autoliners has officially named its latest next-generation car carrier, Höegh Sunrise, in a ceremony held this week at Omaezaki Port, Shizuoka, Japan. The vessel is the fifth in the company’s Aurora Class series — the largest and most environmentally advanced Pure Car and Truck Carriers (PCTCs) ever built. The naming marks a significant milestone in Höegh Autoliners’ ambition to achieve zero-emission operations by 2040.   Read more… 

The refit of the South African Navy’s Valour class frigate SAS Isandlwana is due for completion in March next year, at a cost of nearly R600 million. This is according to an Armscor presentation on South African naval and air force contracts, delivered to the Joint Standing Committee on Defence on 13 June. The refit is being carried out by Sandock Austral Shipyards in Durban as well as at Transnet’s Prince Edward Graving Dock in Durban. The project started on 6 May 2024 and is due to conclude on 31 March 2026, at a cost of R597 million, according to Armscor.  Read more…

Grande Comore (Ngazidja) is the largest island of the Comoros archipelago, located in the Indian Ocean off the east coast of Africa. It is known for its volcanic landscape, dominated by Mount Karthala, an active volcano and the highest point in the Comoros. The island’s capital, Moroni, also serves as the national capital and features a blend of Arabic and Swahili influences in its architecture and culture. Grande Comore’s economy is primarily driven by agriculture, fishing, and tourism, with attractions including pristine beaches, coral reefs, and historical sites. This Copernicus Sentinel-2 image from 12 July 2024 shows Grande Comore from above.  Read more…

A new international report warns that seafarers, fishers, and others working on or near the ocean are among the most at-risk occupational groups in the face of accelerating climate change — and yet receive some of the lowest levels of occupational safety training. The report, titled Risk Perceptions and Experiences of Ocean Workers, is the latest in a series from the Lloyd’s Register Foundation World Risk Poll, and is based on data collected by Gallup from more than 147,000 people in 142 countries.   Read more…

As the global maritime industry continues its push towards decarbonisation, the Maersk McKinney Moller Center for Zero Carbon Shipping has released a concept design for a 3,500 TEU ammonia-fueled container feeder vessel — offering a detailed glimpse into the future of low-emission shipping. Ammonia, a carbon-free molecule when produced with renewable energy, is emerging as one of the most promising alternative fuels. When used in its green form (e-ammonia), it offers a potential reduction of up to 97% in greenhouse gas emissions compared to traditional low-sulphur fuel oil.   Read more…

MSC Cruises has thrown its weight behind Africa’s fast-growing cruise tourism sector, calling for strategic collaboration, infrastructure development, and inclusive economic participation to transform the continent into one of the world’s premier cruise destinations. With more than 30,000 kilometres of coastline stretching across the Indian and Atlantic Oceans, Africa is rich in tourism assets — from pristine beaches and diverse ecosystems to cultural heritage and vibrant cities. Ports such as Cape Town, Durban, Port Elizabeth, Richards Bay, Maputo and Walvis Bay are already welcoming international cruise ships, laying a foundation for what could become a continental cruise renaissance.   Read more…

Ocean Network Express (ONE) has taken delivery of the latest in a new generation of sustainable container vessels, with the naming of ONE Singapore — the sixth ship in a 20-strong series of methanol- and ammonia-ready newbuildings. The ceremony took place at Imabari Shipbuilding’s Hiroshima Shipyard in Japan, highlighting the company’s ongoing fleet expansion and environmental commitment. The ONE Singapore, a 13,900-TEU vessel classed by Lloyd’s Register and flagged in Singapore, reinforces ONE’s vision for a greener future.  Read more…

Transnet Port Terminals (TPT) has reported significant strides in its container terminal operations for May 2025, surpassing targets for vessel arrivals, berthing, and departures at three of its five key terminals: Port Elizabeth, Ngqura, and Cape Town. According to TPT, these terminals handled agreed-upon volumes punctually, aligning with shipping agreements. Ngqura Container Terminal led with an impressive 96% compliance rate, followed by Port Elizabeth at 86% and Cape Town at 83%.   Read more…

With a century of experience and a footprint spanning 10 African countries, Unitrans is evolving from a traditional transport operator into one of the continent’s most dynamic logistics innovators — harnessing data, technology, and collaboration to navigate a fast-changing market. As Africa’s supply chain landscape undergoes major shifts — shaped by geopolitical uncertainty, infrastructure gaps, climate risks and rising consumer demands — Unitrans is responding with tailored, tech-enabled logistics solutions that prioritise agility, sustainability and shared success.   Read more…

A.P. Moller – Maersk has officially unveiled the Berlin Mærsk, the first in a new class of large container ships designed to run on dual-fuel methanol propulsion, underlining the company’s long-term commitment to fleet renewal and maritime decarbonisation. The naming ceremony was held at Hyundai Heavy Industries (HHI) in Ulsan, South Korea, marking a significant step in Maersk’s green fleet transformation. With a capacity of 17,480 TEU, the Berlin Mærsk becomes the largest dual-fuel methanol-powered vessel in Maersk’s fleet to date.  Read more…

The global dry bulk fleet is heading toward a dramatic structural shift, with the supply of younger, more efficient vessels projected to shrink by nearly a quarter over the next three years. Speaking at the 2025 Marine Money Week in New York, Oliver Kirkham, Senior Valuation Analyst at Veson Nautical, warned that the proportion of bulk carriers under 15 years of age will fall by 22% by 2028, marking a stark drop in modern tonnage capable of meeting tightening emissions and efficiency standards.   Read more…

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

Africa Ports & Ships

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).  

SEND NEWS REPORTS AND PRESS RELEASES TO   [email protected]

Africa Ports & Ships

News continues below

FIRST VIEW: HORIZON (IMO 9242314): A reliable feeder on South Africa’s coastline

Built in 2002 by Peene Werft in Wolgast, Germany, the latest container ship to bear this well-used local name continues to play a vital role in coastal trade along South Africa’s coast, feedering containers between Port Elizabeth/Ngqura and Durban.

Registered under the Antigua & Barbuda flag and bearing the call sign V2BF8, she is one of the region’s familiar sights at the three east coast ports.

With a gross tonnage of 14,062 GT and a deadweight capacity of 17,187 tonnes, Horizon is capable of carrying a nominal 1,157 TEU. Her beam of 25 m and draft close to 9 m make her well‑suited to regional operations.

The vessel is powered by a medium-speed main engine delivering between 6,000 and 8,000 kW, and is capable of cruising steadily at service speeds around 14–15 knots. Propulsion is by a single fixed-pitch propeller.

Horizon is equipped with two deck-mounted electro-hydraulic cranes, each with a capacity of 40 tonnes — ideal for handling standard container configurations and some out-of-gauge cargo.

The cranes extend across the hatch covers, working seamlessly with fixed-hold twistlocks to ensure safe loading and unloading. Combined with deck rollers and spreaders, the system allows efficient container transfer without reliance on shore-side infrastructure.

Her busy South African schedule is reflected in AIS tracking data — a round-trip from Port Elizabeth to Durban typically takes just over 24 hours, with the vessel averaging around 6–7 knots as she transits between berths.

Her recent arrival in Durban on 21 June after a regular run to and from Port Elizabeth, marked a pattern consistent with at least 41 recent visits to each port over the past year. This typical route involves shuttling containers between these ports, supporting intra-coastal and regional trade.

Horizon is no stranger to feedering services along the South African coast, being the ex-Maersk Rotterdam, under which guise she earned her place in local feeder services connecting Cape Town and the Port of Ngqura, enhancing the South African maritime logistics network.

Added 22 June 2025

News continues below

WHARF TALK: Portuguese Navy Ocean Patrol Vessel – NRP SINES (P362)

The 1975 Carnation Revolution in Portugal, which overthrew an unpopular authoritarian regime, also resulted in Portugal giving up its colonial possessions, literally overnight, which destabilised the region, and created internal civil wars in both Angola and Mozambique amongst those vying for power. Sadly, all of this resulted in Portuguese Naval visits to South Africa becoming few and far between. In recent years this trend has been slowly reversed.

On 12th June, at 09:00 in the morning the Portuguese Navy Ocean Patrol Vessel ‘NRP Sines (P362)’ arrived off Cape Town, from Walvis Bay in Namibia. She entered Cape Town harbour, and at first looked to all intents and purposes that she was being escorted into the V&A Basin and a prime berth, not normally afforded to Western Navies. However, she was turned at the last moment, and was directed into the Duncan Dock, and placed alongside the Passenger Cruise Terminal at E berth, which is as good a berth as a visiting Western warship can expect.

The reason for a Portuguese Naval vessel being so far from home, is down to ‘NRP Sines (P362)’ taking part in the ‘Open Sea 2025 Initiative’ of the Portuguese Government. The ‘Open Sea 2025 Initiative’ reinforces Portugal’s role as an active partner in global cooperative security, contributing to the projection of the Community of Portuguese Speaking Countries (CPLP) values, and to the strengthening of ties with friendly countries in Africa.

Ordered in July 2015, launched in May 2017, and commissioned into the Portuguese Navy in June 2018, ‘NRP Sines (P362)’ was built by the West Sea shipyard at Viano do Castelo in Northern Portugal. She is 81 metres in length and has a displacement tonnage of 1,850 tons. Her pennant number is P362, with P indicating that she is a Patrol Vessel, and her NRP prefix stands for ‘Navio da República Portuguesa’, which translates to ‘Ship of the Portuguese Republic’, similar to HMS for the Royal Navy, or USS for the United States Navy.

The third built of a class of ten patrol vessels known as the Viano do Castelo class, she is the first of the improved second series, and is powered by two Wärtsilä diesel engines, producing 5,200 bhp (3,000 kW) each, driving two controllable pitch propellers for a maximum seaspeed of 21 knots. She also has two electric motors, producing 300 kW each, which allows ‘NRP Sines (P362) to operate when silent, slow speed requirements are needed.

Commanded by Lieutenant Captain Vítor da Silva Santos, ‘NRP Sines (P362)’ is crewed by 8 Officers, 9 Petty Officers, and 24 Ratings, plus a contingent of 20 Marines. With an expected service life of 30 years, she was built at a cost of US$70 million (ZAR1.26 billion). She has a range of 5,000 nautical miles when operating at an economical seaspeed of 15 knots.

The Viano do Castelo class patrol vessels are lightly armed, with the main weapon being an OTO-Melara 30mm Marlin cannon, which appears not to be fitted to ‘NRP Sines (P362)’. She has two mounts for either a pair of 7.62mm light general purpose machine guns (GPMG), or two mounts for a pair of 12.7mm M2 Browning heavy machine guns.

She has two MK.55 Mod.2 Sea Mine launching systems, and has a helideck able to accommodate a Westland Super Lynx Mk.95 naval helicopter, but she is not fitted with a helicopter hangar. From her helideck ‘NRP Sines (P362)’ is capable of operating Unmanned Aerial Vehicle (UAV) drones to provide the warship with operational intelligence, surveillance, and reconnaissance, requirements.

She is equipped with two Rigid Hulled Inflatable Boats (RHIB), each capable of speeds of up to 32 knots, for her Marine detachment to undertake interdiction, assault, and boarding operations. She is also equipped with three water cannons for firefighting, deluge, and anti-pollution operational requirements.

Her current ‘Open Seas 2025 Initiative’ voyage began on 14th April when she sailed from the Lisbon Naval base at Cova da Piedade. The initiative is scheduled to last for four months, with ‘NRP Sines (P362)’ due to visit a total of 12 countries around Africa, promoting bilateral cooperation, diplomacy and Portugal’s strategic presence in the region.

Her port calls began on 16th April with a three day visit to Casablanca (Morocco). The rest of her itinerary after Casablanca is Nouakchott (Mauritania)- Dakar (Senegal)- Mindelo and Praia (Cape Verde)- Baía Ana Chaves (São Tomé and Príncipe)- Luanda and Lobito (Angola)- Walvis Bay (Namibia) where she conducted a four day call between 4th and 8th June- Cape Town (South Africa) which is another scheduled four day port call- Maputo (Mozambique)- Durban- Abidjan (Ivory Coast)- Bissau (Guinea-Bissau)- Tenerife (Canary Islands)- returning to Lisbon on 11th August.

The directive of the ‘Open Seas 2025 Initiative’ is to support development of naval operational capabilities within the Community of Portuguese Speaking Countries (CPSC), to strengthen the culture of maritime security in both CPSC states in the Gulf of Guinea region, and in partner nations throughout West Africa.

Towards the directives of the Initiative, ‘NRP Sines (P362)’ took part in the naval exercise ‘Obangame Express 2025’, as part of the ‘European Union Coordinated Maritime Presence’ where the objective was to contribute to the development of maritime security in the Gulf of Guinea, and the strengthening of security and defense capabilities in the region.

Exercise ‘Obangame Express 2025’ was a two week long exercise, the 14th such exercise to have taken place, and was the largest multinational naval exercise ever held in the West and Central Africa region. It was led by the United States Navy (USN) 6th Fleet, and was supported by the United States Africa Command (AFRICOM), with more than 30 warships taking part.

Naval exercises covering piracy interdiction, fisheries protection, IUU enforcement and prevention, oil and gas infrastructure protection, maritime search and rescue, and hostage rescue were undertaken throughout ‘Obangame Express 2025’, which was hosted by the Government of the Cape Verde Islands.

A total of 29 nations took part, 19 African and 10 foreign, and included Angola, Benin, Cape Verde, Cameroon, Ivory Coast, Democratic Republic of Congo, Gabon, Gambia, Ghana, Guinea-Bissau, Liberia, Morocco, Namibia, Nigeria, Republic of Congo, São Tomé and Príncipe, Senegal, Sierra Leone, and Togo. The foreign navies that participated came from the USA, UK, Portugal, France, Italy, Spain, Netherlands, Denmark, Belgium, and Brazil. Such a gathering of African and foreign naval forces is another pointer to Russia that not all of Africa is as anti-West as they would like.

The whole class of the Viano do Castelo Ocean Patrol Vessels are named after Portuguese coastal cities. Sines is located in Southwest Portugal at 37°57’ North 08°51’ West, and is the busiest harbour complex in Portugal, with a 51.4% share of bulk trade handled through the port. It is also the busiest container port in Portugal handling 58.2% of all containerized traffic in Portugal, and maintaining a place in the top 100 of container ports in the worldwide league tables.

This is not the first visit in the last year of a Portuguese Navy warship to South African waters, as the lead vessel in the class, ‘NRP Viano do Castelo (P360)’ made a two day visit to Cape Town between 12th and 14th October 2024, whilst she was undertaking a similar voyage to ‘NRP Sines (P362)’. Her voyage at the time also followed a similar itinerary of port calls, and included her participation in Exercise ‘Grand African Nemo’ exercise in the Gulf of Guinea.

The next port of call for ‘NRP Sines (P362)’ is to Maputo, formerly the city of Lourenço Marques, and the capital city of the former Portuguese East Africa colony. A place well known to many South African holidaymakers who can recall happy times prior to 1975. With modern day passenger liners starting to include Maputo in their cruise itineraries around Africa, one hopes that, as with their port, the local authorities can continue to develop the city, and its tourist potential, to the same high level that it once boasted.

Added 25 June 2025

News continues below

Mozambique after 50 years of independence: what’s there to celebrate?

The YouTube video of the hit song can be found here

The demonstrations in March 2023 marked a turning point for Mozambique. It was as if all the energy and indignation about a highly corrupt and increasingly authoritarian country that Azagaia had expressed through his songs had been passed on to previously fearful young people. Now they dared to challenge the police and army in the open and without any weapons.

In late 2024 Mozambicans took to the streets to protest against elections they claimed were rigged. Over 300 people were killed in demonstrations.

Efforts have been made to redress this serious wound. In preparation for the 50 years of independence Frelimo has been recalling key places and symbols in the liberation war, harking back to a time when they represented justice.

But attempts to evoke past glory and ideals are not resonating with ordinary Mozambicans. The mood in the country is subdued.

As a specialist in the politics of lusophone Africa, in particular Mozambique, based on years of research, I find it difficult to envision a future of peace and prosperity for the next 50 years. There are divisive elements at play across the country. The post-election crisis has its roots in widespread discontent. Mozambicans are also rising against the cost of living crisis.

The newly elected president, Daniel Chapo, opened the 50th anniversary celebrations on 7 April in Nangade, in Cabo Delgado province. This is one of the places where the armed struggle against the Portuguese began.

National symbolism has focused on the torch of national unity, travelling the length and breadth of Mozambique to arrive in Maputo at the historic Machava Stadium on 25 June, Independence Day, for a concluding public ceremony.

Not everyone has shared this attempt to patch up a country torn both politically and socio-economically.

Too much has been lost in the intervening decades.

In the initial period of independence Frelimo adopted socialist policies and attempted to promote free and universal social services, primarily healthcare and education. Back then, the ruling class, starting with the country’s first president, Samora Machel, didn’t enjoy any particular economic privileges.

The reality today is quite different.

Journalist and social activist Tomás Vieira Mário, one of the main critics of the current regime, has traced the stages of independent Mozambique’s history. He’s pointed out the contradiction between the initial thrust by many Mozambican common people towards the liberation movement and subsequent, authoritarian developments.

He concluded in an article that all that remained to unite Mozambicans was the

mere sharing of the same territorial space. And a lot of blood.

He was referring to the long war against Renamo from 1976 to 1992 and again from 2013 to 2019, ethnic questions that have never been resolved, and finally the armed attacks in Cabo Delgado of jihadist and ethnic nature.

For his part, renowned philosopher Severino Ngoenha has also underscored the importance of a justice system that is fair and inclusive, and not at the service of one political party.

The new opposition is coming not from Renamo or Frelimo but from the streets. Popular protests have taken place this year even in areas once considered Frelimo strongholds. In Gaza province, southern Mozambique, for example, there have been outbreaks of violence, demonstrating that the bipolar system that emerged from the 1992 peace accord now seems incapable of responding to the new demands of Mozambican society.

On the political level, efforts are being made to overcome the post-electoral crisis and its wounds through the establishment of an Inclusive Dialogue Commission. This is being chaired by jurist Edson Macuacua, who is a vice-minister in the Frelimo government.

The commission is made up of representatives from all major parties as well as three members of civil society. The eventual aim is radical reform of the state.

But there are serious doubts about the success of this ambitious project which I believe are legitimate. The big question, beyond any institutional and electoral reforms, is whether the Frelimo party-state will be able to change its political culture in the next elections, accepting any negative results and, therefore, the loss of power.

Efforts are being made on all fronts to obstruct Mondlane from gaining a political foothold. Mondlane wants to start a new party called the Anamalala (meaning “It will end”, or “Stop!”).

The name has been rejected by the Ministry of Justice because a Mozambican party cannot be named using a local language – in this case Emakhuwa.

On the judicial level, several trials are underway against Mondlane and his closest associates, which could result in convictions for inciting protesters to destroy public infrastructure during the post-election demonstrations. If convicted, he would be declared ineligible to run in elections scheduled for 2029.

Mozambique is among the six most unequal countries in the world and one of the poorest. According to World Bank data, 500,000 young people enter the labour market each year, with an average absorption capacity of about 25,000 in the formal sector, and 36% of young people unemployed in Maputo.

Meanwhile, the number of very rich is growing. Mozambique ranks 16th among African countries in terms of the number of millionaires, with 18% growth over the past 10 years.

This inequality puts national unity at risk.

The economic disparities between the capital, Maputo, and the rest of the country are increasingly evident.

Entire ethnic groups and territories are marginalised. Socio-economic and cultural divisions have been replicated in the case of discoveries of large natural resources in the north of the country. Large investments have been made in gas (Total and ENI-Exxon) and rubies in Cabo Delgado.

A new threat has arisen too: extremism. Islamist-motivated attacks have been occurring in Cabo Delgado since 2017. There was an attack recently on a military base in Macomia.

Efforts to encourage unity are coming from many quarters: from the promotion of inclusive dialogue; from a civic consciousness that has grown since 2023-2024; and from the country’s economic potential.

But social inequality remains. So do doubts about Frelimo’s willingness to make Mozambique a country where the winner governs without manipulating election results.

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

Added 25 June 2025

News continues below

Mounting maritime security threat in Strait of Hormuz

According to the latest Maritime Security Threat Advisory (MSTA) issued by maritime intelligence firm , the risk to commercial shipping in the region is now at its highest in recent years.

A key concern stems from Iran’s parliamentary approval of a proposal to potentially close the Strait of Hormuz, which handles more than 26% of global oil trade.

While a complete shutdown remains improbable due to the economic impact such a move would have on Iran and its trading partners — including China — the Islamic Revolutionary Guard Corps Navy (IRGCN) has been stepping up asymmetric operations aimed at disrupting maritime activity.

Recent developments in the strait include:

In response, Western military presence in the region has intensified, with both US and UK carrier strike groups deployed. Meanwhile, military bases in Bahrain, Qatar, and the UAE are on heightened alert.

Dryad Global assesses that vessels linked to the US, UK, Israel, or France face a severe risk, while the overall commercial threat level is rated as significant.

Operators transiting the Strait of Hormuz are being urged to take the following precautions:

Dryad also notes continued threats to shipping in other global hotspots:

While some regions, notably West Africa, have shown a decline in piracy incidents, the Middle East remains a focal point of concern amid the ongoing conflict dynamics and military posturing.

As the situation evolves, Dryad Global stresses the importance of heightened vigilance and dynamic risk assessments across all maritime operations in high-risk areas.

Added 25 June 2025

News continues below

Car Carrier Morning Midas sinks after fire south of Alaska

Remember the report of a fire on the car carrier MORNING MIDAS, which we featured in early June? See that report HERE.

The Liberian-flagged car carrier, , has now sunk after a prolonged blaze and subsequent damage while en route to Mexico.

Managed by Zodiac Maritime and chartered by SAIC Anji Logistics, the 2006-built vessel carried a reported 3,048 cars, including 70 electric vehicles (EVs) and 681 hybrids, when a major fire erupted on 3 June 2025, some 360 nautical miles south of Adak, Alaska.

The fire broke out shortly after midnight, reportedly originating from a car deck of EVs. Despite the crew’s efforts using the ship’s firefighting systems, the blaze spread rapidly.

The 22-strong crew safely evacuated by lifeboat and were rescued by the nearby container ship COSCO HELLAS (IMO 9308510) and the US Coast Guard, with no injuries reported.

The USCG responded via a C‑130J Super Hercules overflight and vessels from Cutter Munro and others, coordinating rescue efforts.

After a week battling fire and drift, salvage tug Gretchen Dunlap, supported by others under Resolve Marine operations, assessed the vessel. By mid-June, no active fire was visible, though hull integrity was failing.

On 23 June, rough seas and water ingress caused by fire damage led to the sinking of Morning Midas in approximately 5,000 metres of water.

Two salvage tugs remain on scene with pollution controls in place, while a specialist response vessel is en route to monitor for debris or fuel leaks.

During its final voyage, Morning Midas carried around 350 tonnes of gas fuel and 1,530 tonnes of very low sulphur fuel oil (VLSFO). The potential risks to marine environments are being closely monitored.

The incident highlights growing concerns about transporting EVs at sea, linked to vehicle fires have prompted industry-wide calls for improved safety standards.

Some of these examples include Felicity Ace in 2022, which sank in the Atlantic with nearly 4,000 luxury cars on board, and the 2023 fire aboard the Fremantle Highway off the Dutch coast.

It is believed the insurance for the vessel’s hull and machinery was covered by Allianz Commercial, while Morning Midas’ protection and indemnity (P&I) insurance was placed through the Steamship Mutual Club.

Added 24 June 2025

News continues below

UK and Ethiopia forge logistics partnership to boost sector modernisation

The MoU, signed during a formal ceremony at the Hilton Hotel in Addis Ababa, sets the groundwork for deep collaboration between the two trade associations as Ethiopia seeks to modernise its logistics framework and align more closely with international standards.

The agreement signals a significant milestone in Ethiopia’s efforts to enhance its logistics performance — an essential step for the landlocked nation as it aims to improve trade competitiveness and regional connectivity.

Key elements of the partnership include:

During recent high-level engagements in Ethiopia, BIFA representatives met with key public and private sector stakeholders. The signing was witnessed by government officials, international development partners, and industry leaders — highlighting the national importance placed on logistics sector reform.

EFFSAA President Dawit Woubishet welcomed the partnership, describing it as a valuable opportunity for Ethiopia’s logistics sector to tap into global expertise.

“This agreement supports our mission to build a globally competitive logistics industry through better skills development, innovation, and international collaboration,” he said.

He added that BIFA’s leading role within FIATA, the global freight forwarders body, further enhances the value of the partnership.

BIFA Director General Steve Parker expressed optimism that the agreement would not only support Ethiopia’s transformation but potentially open new lines of business for members of both associations.

“We’re pleased that BIFA’s expertise has been recognised. This partnership will play a role in the transformation of Ethiopia’s logistics sector and support workforce development, regulatory progress, and trade facilitation.”

Despite being one of Africa’s fastest-growing economies, Ethiopia continues to face significant logistics bottlenecks:

EFFSAA hopes that with BIFA’s guidance and joint training initiatives, it can strengthen its institutional role, promote innovation, and help close the skills and technology gaps hampering logistics efficiency.

The move comes at a time when Ethiopia is positioning itself as a major logistics hub in the Horn of Africa, with strategic investments under way in dry ports, rail, and multimodal operations.

The partnership is expected to complement national efforts to improve trade corridors linking Ethiopia with Djibouti, Sudan, Kenya, and beyond.

Added 24 June 2025

News continues below

The UK Strategic Defence Review 2025

In the preamble notes issued by the Ministry of Defence (MoD) we are reminded that the world has changed. The threats we now face are more serious and less predictable than at any time since the end of the Cold War which ran from 1947 to 1991.

This 144-page review, known as the SDR, sets out a vision to make Britain safer, secure at home and strong abroad.

Publication reveals a landmark shift in deterrence and defence. This will involve a move to warfighting readiness achieved with a more lethal ‘integrated force’ equipped for the future and providing a strengthened homeland defence.

If the Review is accepted by Parliament, and its funding agreed by the Treasury, it points to an engine for growth driving jobs and prosperity through a new partnership with industry, radical procurement reforms, and the backing of UK businesses.

Under the heading of ‘NATO First’ the message is that Britain wishes to step up on European security by leading in NATO, with strengthened nuclear, new technology, and updated conventional capabilities. We do not know for how long Uncle Sam will continue contributing a lion’s share of NATO effort and if all 32 members will increase their spending as a percentage of GDP.

The Review envisages that UK innovation is, and will continue to be, driven by lessons from Ukraine in the way of harnessing drones, data, and digital warfare to make the Armed Forces stronger and safer.

With regard to a move to warfighting readiness we read of a ‘New Hybrid Navy’. That is to say one with Dreadnought and SSN-AUKUS submarine capability, advanced design of warships and support ships, transformed aircraft carriers, and new autonomous vessels.

All three services are considered in the Review. Amazingly there are no regiments to be disbanded, air bases closed or more warships or auxiliaries stricken from the Fleet List.

With regard to the Fleet, continuous submarine production is envisaged with up to twelve conventionally armed, nuclear-powered attack submarines through to the AUKUS programme. Although press reports lately indicate that this may not happen.

On the subject of capabilities to maximise the UK’s warfighting capabilities the Review suggests that the Royal Navy should explore alternative approaches to delivering a balanced and cost-effective fleet.

This may include using commercial vessels and burden-sharing with NATO Allies to augment the Royal Fleet Auxiliary (RFA) Fleet Solid Support ships in non-contested environments. We are reminded that dedicated professional seafarers and ships of the RFA underpin the Royal Navy’s vital operational outputs through the provision of logistics, aviation, and medical support.

Unique capabilities of the RFA sustain Continuous At Sea Deterrent (CASD), carrier strike, and amphibious operations and make a critical contribution to homeland resilience. These must be maintained.

The Review team was led by Lord Robertson of Port Ellen, a former Defence Minister and Secretary-General of NATO.

Contributions to the Review totalled 8,000 responses with 1,700 contributions from individuals, political parties, and other organisations. There were 200 from industry and 150 from experts in their respective fields.

The full report at 144-pages is available in pdf form HERE

Added 24 June 2025

News continues below

India launches indigenous ASW shallow-water craft INS ARNALA in Visakhapatnam

The Indian Navy took delivery of INS Arnala, the first of eight Anti-Submarine Warfare Shallow-Water Crafts (ASW‑SWC), during a commissioning ceremony on 18 June 2025 at Visakhapatnam’s Naval Dockyard.

Built by Kolkata’s Garden Reach Shipbuilders & Engineers (GRSE) in partnership with L&T Kattupalli and classed by the Indian Register of Shipping (IRS), the vessel is a reflection of India’s self-reliant defence ambitions.

Specially built for shallow-littoral waters, INS Arnala is tasked with underwater surveillance, submarine detection, neutralisation, mine-laying, search-and-rescue, and low-intensity maritime operations.

Measuring 77.6 m in length, 10.5 m beam, with a 1,490 tonne displacement and a shallow draft of just 2.7 m, she is India’s first diesel-engine waterjet propelled warship.

The ship’s propulsion comprises diesel engines feeding three water-jets, offering agility and speeds up to 25 knots, ideal for rapid movement in shallow waters.

The ships is equipped with RBU-6000 anti-submarine rockets, lightweight torpedo tubes, a 30 mm Naval Surface Gun, remote-operated 12.7 mm machine guns, modern hull-mounted and variable-depth sonar, and an advanced Combat Management System.

The vessel is also equipped for mine-laying, and other secondary roles.

Her crew complement consists of approximately 57 personnel, including seven officers, with space for coordination with aerial ASW assets.

The keel for INS Arnala was laid on 6 August 2021, with her launch following in December 2022. Delivered to the Navy on 8 May 2025, the vessel is classed under IRS Naval Rules with over 80% indigenous content, including critical steel supplied by SAIL’s Bokaro Steel Plant.

INS Arnala is the largest Indian Navy vessel to date featuring diesel waterjet propulsion.

At the inauguration, Chief of Defence Staff General Anil Chauhan described INS Arnala as emblematic of India’s transition from a buyer’s navy to a builder’s navy.

Vice Admiral Rajesh Pendharkar hailed the vessel as the first Indian platform to install and fire the 30 mm Naval Surface Gun, calling it the “most silent ship” thanks to its sleek design and water-jet technology

INS Arnala is the first of a class of 16 ASW shallow-water crafts under construction — eight by GRSE and eight by Cochin Shipbuilding (CSL) — with full induction planned by 2028 as replacements for the aging Abhay-class corvettes.

Valued at approximately USD 1.6 billion, the program significantly enhances India’s littoral anti-submarine warfare posture, securing vital coastal zones and ports against submarine threats.

India’s decision to build vessels with water-jet propulsion and shallow draft answers the distinct hydrological profile of the Arabian Sea, where seabed contours complicate submarine detection — a capability mission-essential for regional dominance.

INS Arnala, the lead ship of India’s new ASW shallow-water fleet, represents a transformational leap in coastal defence technology, maritime self-reliance, and industry collaboration.

With her induction, the Indian Navy enhances its capability to detect and neutralise undersea threats in challenging coastal waters, while symbolising the success of indigenous shipbuilding under the Aatmanirbhar Bharat agenda.

Added 23 June 2025

News continues below

Grindrod CEO to step down by year-end as he heads to Kumba CFO role

During this period, Mbambo led a sweeping realignment of Grindrod’s strategic focus, establishing a culture prioritising zero harm and operational excellence.

Under his leadership, the company extended port concession rights in Mozambique’s Maputo and Matola, secured a 25-year quayside container terminal concession in Richards Bay, consolidated ownership of core assets, and divested non-core businesses — culminating in Grindrod being ranked second in the 2024 Sunday Times Top 100 Companies Awards.

Grindrod’s board has launched a formal process to identify Mbambo’s successor and confirmed he will remain in place through the end of 2025 to assist with a seamless leadership transition.

In a significant career pivot, Mbambo has been appointed Chief Financial Officer and Executive Director of Kumba Iron Ore, a subsidiary of Anglo American, effective 1 January 2026

He will succeed Bothwell Mazarura, who is stepping aside after nearly eight years in the role.

Mbambo’s departure at the close of 2025 marks the end of a period of rapid transformation for Grindrod, successfully reshaping the company into an integrated logistics powerhouse across Southern Africa.

His move to Kumba underscores a growing pattern of cross-sector mobility — where logistics leadership talent is increasingly valued in the resource-driven mining sector.

This appointment is especially timely as South Africa’s rail and freight logistics networks open up further to private sector participation — a domain in which Mbambo has proven expertise.

Added 23 June 2025

News continues below

APM Terminals Apapa welcomes it’s First LNG-Powered containership

A festive ceremony was held to commemorate the arrival and celebrate deeper cooperation between APM, PIL, the Nigerian Ports Authority (NPA), and other stakeholders.

Owned and operated by Pacific International Lines (PIL) under the Singapore flag, Kota Oasis is the fifth LNG dual-fuel vessel in PIL’s fleet and the first of its new “O” Class series.

Measuring 260 metres in length, 46 m in beam, and with a gross tonnage of 77,850, the vessel offers an 8,200 TEU capacity. The ship is capable of running on LNG — and, later, bio-methane — to significantly reduce the carbon footprint of container shipping.

Powered by WinGD X-DF engines with Intelligent Control by Exhaust Recycling (iCER), Kota Oasis achieves Tier III compliance and significantly lowers methane slip.

LNG fuel enables a ~20% reduction in CO₂, an 85% cut in nitrogen oxides (NOₓ), and a near-total elimination of sulfur emissions and particulate matter.

Importantly, the vessel’s tanks are certified “ammonia-ready,” positioning Kota Oasis for a future upgrade to zero-carbon fuels.

Steen Knudsen, Terminal Manager at APM Terminals Apapa, praised PIL’s decision to berth Kota Oasis, describing it as a reinforcement of the terminal’s low-carbon initiatives.

He emphasised that LNG vessels benefit from faster turnovers and lower emissions per port call — helping Nigeria’s busiest container port reduce local air pollution and improve surrounding community health outcomes.

Knudsen reaffirmed that the terminal authority is investing in equipment and berth modernisation to enhance operational efficiency, accommodate larger dual-fuel and future green vessels, and support Nigeria’s wider maritime trade growth.

Olawunmi Akinyemi, Head of Operations for PIL Nigeria, acknowledged the event as a landmark for both PIL and its Nigerian and West African stakeholders.

She highlighted the commitment to sustainable service delivery and noted that the vessel’s arrival would provide competitive and eco-friendly shipping links, furthering cargo throughput and economic development.

The deployment of Kota Oasis to West Africa is part of a wider trend. PIL has delivered four 14,000 TEU LNG dual-fuel “E” class vessels since late 2024 and has ordered 13 additional LNG dual-fuel ships — including the O class series — scheduled for delivery through 2028.

The ship’s environmental performance offers substantial emissions reductions compared to older diesel-powered feeder vessels. For APM Apapa and its customers, each call by Kota Oasis equates to cleaner air in port cities and a stronger platform for meeting Scope 3 sustainability goals.

Meanwhile, only weeks after Kota Oasis, PIL launched its sixth LNG vessel, KOTA OCEAN (IMO 9977854), which is deployed on Malaysia–Africa routes, reinforcing the company’s green fleet rollout.

Added 23 June 2025

News continues below

Transnet selling tugs and ship-to-shore (STS) cranes

Readers will remember the arrival last year of a similar number of tugs built by Damen in Vietnam, of which five have taken up service at the Port of Durban and two at East London.

Of the seven tugs to be sold at auction in July, four remain in operation, two are listed as non-operational, and one, which was to be a new-build at Port Elizabeth, remains unfinished.

We haven’t ascertained further details of these vessels that are for sale but understand that they may include the four Shottel drive tractor tugs laid up at Durban.

They do not, apparently, include the two tugs based at Saldanha Bay that received no interest when they were previously placed on a For Sale notice.

Instead, the tugs in question are available at the ports of Durban, Cape Town, East London and Port Elizabeth.

The tender for the seven vessels closes on 4 July at 12:00. The firm of WH Auctioneers is handling the intended sale, from whom full details including photographs are available. 082 460 5989 | 011 574 5700

We can’t be certain but it appears these are the STS cranes that arrived in Durban from Italy in the early to mid 2000s. The delay on acquiring new STS cranes from the manufacturer was then something like 18 months and shipping company MSC stepped in by facilitating the sale of relatively new cranes from the Port of Trieste at fairly short notice.

Upon arrival, the Liebherr STS cranes were installed at Durban Container Terminal Piers 108/109 (cross-berths), an area previously reserved for smaller coastal vessels. This move significantly improved Durban’s capacity for handling larger container ships with the cross-berths subsequently used mainly as a single berth.

These were among the first modern, 21st-century STS cranes in operation at Durban, enabling the port to service larger container vessels well ahead of broader equipment replacements.

They marked the beginning of significant STS crane investment by Transnet — fast-forward two decades, Berths 108/109 remain crane-intensive and continue supporting some of the larger container ships calling at the port.

The same firm of auctioneers is handling this sale – contact 082 460 5989 | 011 574 5700 for details.

Added 22 June 2025

News continues below

WHARF TALK: multi-purpose diving support and construction vessel – CHINA MERCHANTS PIONEER

What is also interesting about the vessel is also how it represents a new direction in the complexity of vessels being built in this nation’s shipyards, and the industry for which these vessels are being built.

Even the most casual of casual maritime observers will be aware of the strides that the shipyards of China have taken in the last decade, and how they have entered into virtually every sector of the maritime world, with ship designs covering every imaginable type of commercial vessel in worldwide merchant service.

One sector they were virtually absent from was the offshore oil and gas world, where the majority of complex and specialised support, construction, and maintenance vessels were the product of shipyards in Europe, with designs emanating mainly from the prolific naval architect studios of Norway.

In recent months Cape Town has seen some very large, and very specialised, vessels arriving, en route for their maiden contracts in the oil and gas world, and all built in Chinese shipyards. It is abundantly clear that China now intends making strides into, and is moving towards, an attempt at domination in this specialised sector of shipbuilding also.

On 6th June, at 13:00 in the early afternoon, the offshore multi-purpose diving support and construction vessel ‘China Merchants Pioneer’ (IMO 9808613) arrived off Cape Town, ostensibly on a delivery voyage from Shenzhen in China. She did not enter Cape Town harbour, but instead was directed into the Table Bay anchorage, where she remained for the next day and a half. At 07:00 in the morning of 8th June she finally entered Cape Town harbour, proceeding into the Duncan Dock, and going alongside the outer berth of the Eastern Mole.

Normally an offshore vessel being placed at this berth is here for logistical purposes only, and uplifts of bunkers, stores and fresh provisions. She remained alongside the Eastern Mole for another day and a half, but she was not due to sail at this point, but instead was shifted astern, and directly across to the other side of the tanker basin, being moved to a berth on the Landing Wall. This indicates a technical input, or maintenance requirement, was on the cards.

Her gestation was rather prolonged, as ‘China Merchants Pioneer’ was laid down in November 2017, with an original delivery date set for late 2018, but she was only launched in April 2019 at the China Merchants Heavy Industries shipyard at Shenzhen in China. However, at her launching she was not named ‘China Merchants Pioneer, but actually received the name ‘Ultradeep Matisse’, which was her first name. The naming was based on the fact that the order for her construction was received from Ultradeep Solutions (UDS) Pte. Ltd., of Singapore.

She was only completed in 2023, but not for the company that ordered her. Ultradeep Solutions (UDS) Pte. Ltd., experienced financial difficulties in 2022 and could not take delivery of the vessel. She was completed by the China Merchants shipyard, and received the name under which she sailed from China, and under which she arrived with in Cape Town.

She is 143 metres in length and has a gross registered tonnage of 17,070 tons. She is a diesel electric vessel with both domestic and propulsion power produced by six Wärtsilä 6L32E/E2 six cylinder, four stroke, generators producing 3,345 kW each. Propulsion power is transferred to two ABB electric motors which power two Kongsberg AZP120 azimuth propulsion thrusters for a service speed of 14 knots.

Her auxiliary machinery includes a single Caterpillar 3512C emergency generator producing 1,120 kW. She has a dynamic positioning classification of DP3, the highest category available. Her position keeping capabilities is provided with her propulsion thrusters, and also by having two bow Kongsberg TT2650 DPN transverse thrusters providing 2,878 kW each, two stern Kongsberg TT2000 DP transverse thrusters providing 1,639 kW each, and two Kongsberg ULE retractable azimuth thrusters providing 2,500 kW each.

For her construction support operations ‘China Merchants Pioneer’ has an aft working deck area of 1,500 m2 with a deck strength of 10 tons/m2, plus an additional mezzanine storage working deck area of 650 m3. Her construction crane is a Huisman tower crane with a lifting capacity of 400 tons, and able to operate down to an impressive depth of 5,200 metres in single fall configuration, and down to a depth of 3,200 metres in a double fall configuration.

For her diving support operations ‘China Merchants Pioneer’ has a TTS deck crane with a lifting capacity of 40 tons, and able to operate down to a depth of 300 metres. Her diving operations are conducted via a Flash Tekk 24 man diving, twin bell, saturation diving system, which are launched via a 4 metre by 4 metre moonpool, and down to a depth of 300 metres. In case of having to abandon the vessel with divers still in saturation, ‘China Merchants Pioneer’ is fitted with two hyperbaric lifeboats.

Her subsea construction operations are supported by two work remote operating vehicles (WROV), which are operated from a dedicated ROV hangar, and can operate down to a depth of 3,000 metres. For crew change and logistic requirements ‘China Merchants Pioneer’ is fitted with a raised bow helideck with dimensions that allows her to accept the largest helicopter operating in the offshore oil and gas industry, namely the Sikorsky S-92A.

She was designed by Marin Teknisk AS, of Gurskøy in Norway, to their MT6027 design of diving support and construction vessel (DSCV), which is an improved version of their earlier MT6023 design, and which China Merchants shipyard had built earlier sisterships, all collectively known as the Red Class, and all ordered by Ultradeep Solutions (UDS) of Singapore.

As with ‘Ultradeep Matisse’, they were all named after great artists, such as Van Gogh, Andy Warhol, Picasso, Lichtenstein. She was to be joined by a second MT6027 sistership, to be named after Kandinsky, but the demise of Ultradeep Solutions brought meant she was not completed.

With accommodation for up to 140 persons, ‘China Merchant Pioneer’ is able to operate worldwide as she has an Ice classification of ICE C, which allows her to navigate independently in first year Baltic Sea ice thickness of up to 0.4 metres. With her DP3 classification she is able to continue her diving support operations up to wave heights of up to 7.5 metres.

Her nominal ownership is Well Target Seven Ltd., located in the British Virgin Islands, which is a shell company of one vessel, and whose other companies also called ‘Well Target’ followed by a number, also being single vessel companies, and all associated with China Merchants shipyard. She is managed by Sino cosmos Shipmanagement Ltd., of Hong Kong. Her operating company has only been recently announced.

Her operating company is now Marine Platforms, of Lagos in Nigeria. They have taken her on a long term charter, ostensibly to cover contracts for the Chevron Oil Company in the Niger Delta, and offshore Nigeria. As such, whilst alongside the Landing Wall in Cape Town, ‘China Merchants Pioneer’ was renamed, and on 12th June she became ‘African Pioneer’, her third name in as many years, and even before she has started work in any offshore capacity.

After five days alongside the Landing Wall, and after her renaming ceremony, with any technical and maintenance requirements having been met, ‘African Pioneer’ was now ready to sail. At 17:00 in the late afternoon of 14th June, she sailed from Cape Town, now bound for her new home base, with her AIS showing ‘African Pioneer’ was now bound for the port of Onne in Nigeria, and her new operators which reflects her new name.

Added 22 June 2025

News continues below

EASA and IATA: Mitigating risks of GNSS interference – a comprehensive plan

This plan was part of the conclusions of a jointly-hosted workshop on the topic of GNSS interference.

Given the continued rise in frequency of incidents of interference with GNSS signals, the workshop concluded that a broader and more coordinated approach is needed — focusing on four key areas: improved information gathering; stronger prevention and mitigation measures; more effective use of infrastructure and airspace management, and enhanced coordination and preparedness among relevant agencies.

Reported incidents of interference with GNSS signals, known as jamming and spoofing, have been increasing across Eastern Europe and the Middle East in recent years. Similar incidents have been reported in other locations globally. The initial response focused only on containing those GNSS interference incidents.

To quote: Jesper Rasmussen, EASA Flight Standards Director: “GNSS disruptions are evolving in terms of both frequency and complexity. We are no longer just containing GNSS interference — we must build resilience. The evolving nature of the threat demands a dynamic and ambitious action plan.

“Through collaboration with partners in the European Union and IATA and by supporting the International Civil Aviation Organization (ICAO), we are committed to keeping aviation safe, secure, and navigable.”

Nick Careen, IATA Senior Vice President, Operations, Safety, and Security, added: “The number of global positioning system (GPS) signal loss events increased by 220% between 2021 and 2024 according to IATA’s data from the Global Aviation Data Management Flight Data eXchange (GADM FDX).

“And with continued geopolitical tensions, it is difficult to see this trend reversing in the near term. IATA and EASA are working together to reinforce the redundancies that are built into the system, to keep flying safe.

“The next step is for ICAO to move these solutions forward with global alignment on standards, guidance, and reporting. This must command a high priority at the ICAO Assembly later this year. To stay ahead of the threat, aviation must act together and without delay.”

The workshop concluded that four workstreams are critical:

• Agree on standard radio calls for reporting GNSS interference and standardized notice to airmen (NOTAM) coding, i.e. Q codes.

• Define and implement monitoring and warning procedures, including real-time airspace monitoring.

• Ensure dissemination of information without delays to relevant parties for formal reporting.

• Tighten controls (including export and licensing restrictions) on jamming devices.

• Support the development of technical solutions to:

Reduce false terrain warnings.

Improve situational interference with portable spoofing detectors.

Ensure rapid and reliable GPS equipment recovery after signal loss or interference.

• Maintain a backup for GNSS with a minimum operational network of traditional navigation aids.

• Better utilise military air traffic management (ATM) capabilities, including tactical air navigation networks and real-time airspace GNSS incident monitoring.

• Enhance procedures for airspace contingency and reversion planning so aircraft can navigate safely even if interference occurs.

• Improve civil-military coordination, including the sharing of GNSS radio frequency interference (RFI) event data.

• Prepare for evolving-threat capabilities, also for drones.

The workshop was held at EASA’s headquarters in Cologne, Germany on 22-23 May and was attended by over 120 experts from the aviation industry, research organizations, government bodies, and international organizations.

Added 22 June 2025

News continues below

Höegh Sunrise named in Japan as Aurora Class sets new standard for deep-sea car carriers

Africa Ports & Ships

New LNG-powered vessel delivers major leap in maritime decarbonisation ahead of ammonia-fuel rollout in 2027

The naming marks a significant milestone in Höegh Autoliners’ ambition to achieve zero-emission operations by 2040. The Aurora Class represents a major technological leap in low- and zero-carbon shipping and is being rolled out at an accelerated pace across the company’s global fleet.

With a carrying capacity of 9,100 CEUs (car equivalent units), Höegh Sunrise and her sister ships combine unmatched scale with groundbreaking environmental performance. On her maiden voyage from the Jiangsu shipyard in China to Japan, Höegh Sunrise bunkered LNG in Shanghai — a transitional fuel that already enables a 58% reduction in CO₂ emissions per transported vehicle compared to the current global average.

All Aurora Class vessels are classed by DNV, sail under the Norwegian flag, and feature reinforced decks, advanced ramp systems, and full EV compatibility across their 14 cargo decks.

The Höegh Sunrise, like the rest of the Aurora Class, is certified with DNV’s “ammonia-ready” and “methanol-ready” notations — making them the first PCTCs in the world prepared to operate on zero-carbon ammonia.

From 2027, the first of the Aurora Class ships will be delivered with ammonia-capable main engines — supplied by MAN Energy Solutions — enabling near-total decarbonisation of deep-sea operations. The vessels are also equipped to connect to shore power while docked, allowing auxiliary engines to be shut down completely during cargo handling, thus achieving zero-emission operations in port.

“We are setting new standards for sustainable deep-sea transportation,” said Höegh Autoliners CEO Andreas Enger. “With the Aurora Class, we are taking a major step toward our 2040 zero-emissions goal.”

Chief Operating Officer Sebjørn Dahl added, “Never in our nearly 100-year history have we built so many large, technically advanced, and environmentally friendly vessels at this pace. We are transforming deep-sea shipping faster than anyone thought possible just a few years ago.”

Höegh Autoliners has already signed strategic partnerships with several leading ammonia producers — including Yara Clean Ammonia, Fortescue, Sumitomo Corporation, Norwegian North Ammonia and others — to secure access to green ammonia once vessels transition from LNG.

The Aurora Class also sends a strong market signal to customers seeking low-carbon supply chains. With cargo owners increasingly focused on scope 3 emissions, the vessels meet growing demand for sustainable ocean transport of vehicles and industrial machinery.

By the first half of 2027, all twelve Aurora Class vessels are scheduled to be delivered, with an option for a further four units. All are being constructed at China Merchants Heavy Industry (CMHI) in Jiangsu.

Year built: 2024
Deadweight: 25,200 DWT
Gross tonnage: 83,687 GT
Length overall: 199.90 m
Breadth (MLD): 37.8 m
Cargo capacity: 9,100 CEU
Flag: Norway
Max deck height: 6.5 m
Max door width: 19 m
Max ramp weight: 375 mt

Added 22 June 2025

News continues below

SAS Isandlwana refit due for completion next year

This is according to an Armscor presentation on South African naval and air force contracts, delivered to the Joint Standing Committee on Defence on 13 June. The refit is being carried out by Sandock Austral Shipyards in Durban as well as at Transnet’s Prince Edward Graving Dock in Durban.

The project started on 6 May 2024 and is due to conclude on 31 March 2026, at a cost of R597 million, according to Armscor. Harbour trials are expected from August, and sea trials in October before handover on 31 March next year, although there is a chance this may be delayed to June. Armscor noted that work has progressed slower than anticipated.

Armscor currently has tender ENLS/2025/15 out for the “procurement of maintenance spares for frigates.” Issued on 4 June, closing date is 25 June 2025.

Two years ago, National Treasury allocated R1.4 billion for the refit of one of the Valour class Meko frigates and a single Heroine Class Type 209 submarine. Armscor this month in its presentation to Parliament stated that the Armscor Naval Dockyard had advertised a request for bid (RFB) to the industry for the support services required for the submarine refit, which is currently in the evaluation phase. Five orders for submarine spares have been placed, with three orders delivered and two in progress.

The Navy in 2023 told the JSCD that Project Syne, for the mid-life update of the four frigates, would cost an estimated R5 billion while Project Napoleon, for the upgrade of the three submarines, would cost R3.8 billion. According to the Department of Defence, the average cost estimate for a frigate refit is R687 million with a submarine refit costing R660 million.

The frigate SAS Amatola was partially refitted in 2015 but no further work has commenced. No refits have been done for the SAS Spioenkop and SAS Mendi, even though first refits were due in 2012/13 and second refits in 2018/19. The frigates were due to have four refits and a mid-life update during their service lives before being decommissioned in 2036 and 2037.

As for the submarine fleet, SAS Manthatisi was partially refitted in 2014, with a mid-life update scheduled for 2022 but not commenced. The refit of the SAS Charlotte Maxeke in 2015 was not completed while the SAS Queen Modjadji I’s 2016 refit was not commenced. The submarines were due for three refits and mid-life updates before being decommissioned in 2038 (SAS Manthatisi), 2039 (SAS Charlotte Maxeke), and 2040 (SAS Queen Modjadji I).

On a more positive note, Armscor told the JSCD that Project Biro for the acquisition of three Multi-Mission Inshore Patrol Vessels (MMIPVs) is progressing well and there are no challenges currently experienced. The third and final MMIPV (SAS Adam Kok III) was delivered in March 2025 with its naming ceremony taking place on 25 April.

“The logistic support elements is still being delivered progressively for each vessel. The MMIPV project is entering its final interim support phase and is progressing in accordance with the contracted functional performance and cost,” Armscor stated.

However, the option to order additional MMIPVs expires in June 2025. “A budgetary estimate of approximately R800 million (2023 value) needs to be allocated by the DoD to provide the SAN with an upgradable fourth MMIPV,” Armscor said. If the option for the fourth MMIPV is exercised, it would be delivered with minimal combat capabilities, but could be upgraded later. Such an approach would allow for a reduction in cost due to selected combat systems being fitted for but not with the MMIPV.

Armscor also provided an update on various maintenance and support contracts for SA Navy vessels. It has a R77 million order with GRIMMS for propulsion system maintenance and support. This includes a 3,000 hour service on the starboard main engine of the SAS Drakensberg, a 250 hour service on the port and starboard generators for the tug Indlovu, a service on a diesel generator for the SAS Mendi, a 6,000 hour service on diesel generators for the SAS Protea, and replacement of two engines on the SAS Tekwane T-class patrol vessel.

Greenro Solutions has been awarded a R46 million contract for various naval maintenance support while Cybicom Atlas Defence has a R62 million contract for the maintenance and support of underwater and fire control systems including the Submarine Control Station Simulator.

Reutech has a R28 million contract for the support of tracking systems on all Navy vessels, including repair of the Optronic Radar Tracker on the SAS Amatola and FORT systems on Biro vessels, and a R101 million contract for supporting communication systems. Thales South Africa Systems is busy with a R53 million contract for frigate combat management system support.

Other smaller contracts have been placed by Armscor with Saab Grintek Defence (R30 million) for naval vessel electronic warfare system support; Denel Land Systems (R8 million) for 35 mm, 76 mm and 20 mm gun support; Denel Dynamics (R15 million) for Umkhonto surface-to-air missile support; MBDA (R60 million) for Exocet missile support, including replacement of expired warheads; DNV (R13 million) for classification support services to maintain the submarines; and Greenro Solutions (R14 million) for the replacement of chiller plants on the SAS Drakensberg.

Regarding the Navy’s Exocet missiles, Armscor warned that they will become obsolete in 2031 “which needs serious consideration for either an upgrade or replacement which has significant financial implications.”

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

Added 22 June 2025

News continues below

Copernicus over the Comoros

The island’s capital, Moroni, also serves as the national capital and features a blend of Arabic and Swahili influences in its architecture and culture.

Grande Comore’s economy is primarily driven by agriculture, fishing, and tourism, with attractions including pristine beaches, coral reefs, and historical sites.

This Copernicus Sentinel-2 image from 12 July 2024 shows Grande Comore from above.

Copernicus Sentinel satellite open data supports the monitoring of islands around the world. They deliver insights on marine and coastal environments and on volcanic activity, providing communities with reliable information for evidence-based decision-making.

Copernicus Marine has released the latest version of its Product Quality Dashboard (PQ-D), a tool providing insights on the accuracy of ocean observations and predictive models. The update presents additional personalisation features, ensuring transparency on the performance of Copernicus Marine data.

The Product Quality Dashboard (PQ-D) is an online platform launched in 2021 by Copernicus Marine to provide regularly updated information on the scientific quality of its products.

Specifically, it provides metrics on the accuracy of observation datasets and models over time and across regions. With this information at their disposal, users can assess the reliability of Copernicus Marine data for operational and scientific applications.

An introduction to PQ-D is to be found HERE

Added 22 June 2025

News continues below

Ocean Workers must be recognised as frontline in climate crisis, urges global safety body

Africa Ports & Ships

A new international report warns that seafarers, fishers, and others working on or near the ocean are among the most at-risk occupational groups in the face of accelerating climate change — and yet receive some of the lowest levels of occupational safety training.

The report, titled , is the latest in a series from the , and is based on data collected by Gallup from more than 147,000 people in 142 countries.

The findings paint a stark picture of vulnerability across the maritime workforce, particularly in the global South.

According to the data, a staggering 80% of ocean workers said they are worried about being seriously harmed by severe weather — a concern far more widespread than in any other profession.

One in three respondents (33%) reported actually having experienced serious harm from extreme weather in the last two years alone, compared to just 20% across the broader workforce.

“These numbers reflect a hard truth,” said Nancy Hey, Director of Evidence and Insight at Lloyd’s Register Foundation. “Ocean workers are directly exposed to storms, rising sea levels, and unpredictable ocean conditions — yet too many of them are unprepared and unprotected.”

The report shows that only one in four ocean workers (25%) has received occupational safety and health (OSH) training in the past two years. Alarmingly, 68% said they had never received such training at all — despite being in one of the most hazardous job sectors globally.

Seafaring and commercial fishing have long ranked among the most dangerous occupations in the world. But climate change is now compounding that risk — not just through physical dangers, but also through mental stress and psychological strain.

“Besides the harsh weather, ocean workers face emotional isolation, crew diversity challenges, and separation from family,” said Chirag Bahri, International Operations Manager at the International Seafarers’ Welfare and Assistance Network (ISWAN), and himself a former seafarer.

“They are subject to quiet storms too — in the form of insufficient training and the fear of job insecurity.”

He added that while ocean workers are essential to the global economy, their wellbeing is often overlooked. “Better training, and a stronger focus on occupational health and safety, must become a priority. The sustainability of our supply chains — and our environment — depends on it.”

The Lloyd’s Register Foundation is now calling on governments, maritime regulators, and shipping industry stakeholders to ensure that climate adaptation strategies include specific protections for ocean workers. This includes regular OSH training, weather-specific safety standards, and mental health support.

“Training must be viewed not as a one-off tick-box exercise, but as a continuous investment,” said Hey.

“Ocean workers are not just vulnerable — they also hold critical knowledge about how to safely adapt to changing marine conditions. We should be learning from them.”

Professor Maximo Q. Mejia Jr., President of the World Maritime University, echoed this sentiment: “The World Risk Poll gives us updated data that should inform all maritime policy. Protecting ocean workers means protecting the wider marine ecosystem and the global economy.”

For regions like Africa, where many coastal nations rely heavily on maritime employment — from artisanal fishing to crewing on international merchant ships — the findings of the report carry even greater urgency.

With many African ocean workers operating without consistent safety frameworks, training opportunities, or access to climate-resilient infrastructure, their exposure to climate-related harm is disproportionate and growing.

As weather patterns become more unpredictable, sea levels rise, and ocean storms intensify, the call to classify ocean workers as frontline responders in the climate crisis is not only timely — it’s essential.

The full report may be seen HERE

Added 22 June 2025

News continues below

New concept design unveiled for 3,500 TEU ammonia-fueled feeder vessel

Africa Ports & Ships

As the global maritime industry continues its push towards, the Maersk McKinney Moller Center for Zero Carbon Shipping has released a concept design for a 3,500 TEU ammonia-fueled container feeder vessel — offering a detailed glimpse into the future of low-emission shipping.

Ammonia, a carbon-free molecule when produced with renewable energy, is emerging as one of the most promising alternative fuels. When used in its green form (e-ammonia), it offers a potential reduction of up to 97% in greenhouse gas emissions compared to traditional low-sulphur fuel oil.

However, the path to adoption is complex, with the fuel’s toxicity, flammability, and infrastructure requirements posing major design and operational challenges.

The Center’s new vessel design tackles these issues head-on, prioritising crew safety and cargo efficiency. Developed as a modular concept, the vessel integrates lessons learned from previous studies and incorporates robust technical safety systems.

Key features of the 3,500 TEU design include:

In addressing spatial demands, the design compensates for ammonia’s lower energy density (0.696 t/m³), which requires roughly three times more storage volume than marine gas oil.

Despite this, the feeder vessel design retains effective cargo capacity while satisfying stringent safety requirements.

The vessel concept has been subjected to rigorous hazard and operability studies (HAZOP), quantitative risk assessments (QRA), and hazard identification (HAZID) workshops.

The safety-focused approach has resulted in dual Approvals in Principle (AiP) being granted by classification societies ABS and Lloyd’s Register.

Notable design strategies include subdividing fuel preparation rooms to limit risk exposure and incorporating pressure management systems across the fuel handling chain.

Together, these measures aim to bring risk levels down to “as low as reasonably practicable” (ALARP), a key requirement for moving ammonia into mainstream commercial operation.

The release of this design aims not only to advance technical understanding but to build wider confidence in the viability of ammonia-fueled vessels.

The Center sees such concept studies as critical milestones in the long road to maritime decarbonisation — supporting both future vessel construction and regulatory development.

As the global shipping sector intensifies its transition towards net-zero, this vessel concept represents a meaningful step in translating alternative fuel potential into real-world application.

For more detail in a PDF format, see here

Added 22 June 2025

News continues below

MSC Cruises – charting a bold course to unlock Africa’s cruise tourism potential

With more than 30,000 kilometres of coastline stretching across the Indian and Atlantic Oceans, Africa is rich in tourism assets — from pristine beaches and diverse ecosystems to cultural heritage and vibrant cities. Ports such as Cape Town, Durban, Port Elizabeth, Richards Bay, Maputo and Walvis Bay are already welcoming international cruise ships, laying a foundation for what could become a continental cruise renaissance.

At the heart of this momentum is , Managing Director of MSC Cruises South Africa, who says the time is ripe to convert Africa’s long-acknowledged tourism potential into tangible, lasting progress.

“Africa is on the cusp of a tourism renaissance,” says Volk. “Cruise tourism offers not just unforgettable experiences but acts as a powerful economic catalyst — creating jobs, stimulating development, and attracting global attention to local destinations.”

Volk underscores the critical need for cross-sector partnerships to realise the full value of cruise tourism. “Together, through strategic collaboration and forward-thinking investment, we can unlock the full value of cruise tourism across Africa,” he added.

Africa’s coastline is already proving its appeal to global travellers. MSC Cruises is preparing for a dynamic 2025/26 season, with MSC Opera returning to Southern African waters.

New highlights include extended itineraries to Port Louis (Mauritius) and, for the first time, Mamoudzou in the Comorian Archipelago, opening up previously under-explored destinations to international cruise markets.

These new routes, says MSC, reflect the growing appetite for African coastal cruising and the continent’s rising profile as a cruise destination of choice.

Volk notes that while advanced port facilities are essential, the cruise experience extends far beyond the quayside. Holistic development — from airport and transport connections to inland excursions — is key to creating truly world-class offerings.

“For example, in Durban, access to destinations like Hluhluwe Game Reserve or the Drakensberg Mountains could greatly enhance the visitor experience,” he says.

Equally important are authentic, locally grounded experiences that connect guests to the heart of each community. Whether it’s a guided township tour in Gqeberha, a dhow cruise in Maputo, or local cuisine and dance in Walvis Bay, such excursions not only enrich the journey but also create sustainable livelihoods for local entrepreneurs, guides and artisans.

MSC Cruises is preparing for the demands of the next wave of cruise tourism. New-generation vessels like the MSC World America can carry nearly 10,000 passengers and crew — offering enormous economic opportunities but also requiring significantly upgraded port and urban infrastructure.

“There’s growing recognition that we must prepare our cities and regions to handle this scale of tourism,” says Volk, highlighting the importance of integrated planning, from port terminals to roads, services and hospitality.

Environmental stewardship remains a core priority for MSC Cruises. The company is investing in cleaner fuels, advanced waste management, and efficient itinerary planning to ensure the industry grows responsibly.

But equally important, says Volk, is making sure tourism benefits local people. MSC prioritises partnerships with community-based businesses, ensuring that economic opportunities remain embedded within the destinations themselves.

“With the right training and support, communities can become co-creators of tourism experiences — preserving authenticity while fostering empowerment,” Volk emphasises.

MSC Cruises is calling on African governments, tourism boards, port authorities and the private sector to work together more closely to realise a shared tourism vision.

The company points to international examples — such as Morocco and Greece — where investment, infrastructure, and public-private coordination have turned once-sleepy coastal towns into major tourism hubs.

In Morocco, ports like Tangier and Casablanca now serve as key entry points to inland heritage sites. Similarly, Greece has leveraged its island network to build a seamless, high-value cruise offering.

Volk believes Africa is poised for a similar transformation.

With tourism already contributing 8.8% to South Africa’s GDP, the potential for growth is undeniable. And with regional cooperation, shared visa protocols, and harmonised tourism strategies, African countries can jointly promote multi-country itineraries that rival the best in the world.

“This is a moment filled with promise,” says Volk. “Africa has everything it needs to become a leading global cruise destination — but it will take collective commitment, vision and smart investment to make that future a reality.”

As MSC Cruises prepares for its most ambitious season in the region yet, the message is clear: the time to unlock Africa’s cruise tourism future is now.

Added 19 June 2025

News continues below

ONE Singapore joins fleet as Ocean Network Express expands capacity

The ceremony took place at Imabari Shipbuilding’s Hiroshima Shipyard in Japan, highlighting the company’s ongoing fleet expansion and environmental commitment.

The ONE Singapore, a 13,900-TEU vessel classed by Lloyd’s Register and flagged in Singapore, reinforces ONE’s vision for a greener future.

Designed to accommodate future use of low- and zero-carbon fuels like ammonia and methanol, she exemplifies the company’s long-term strategy of decarbonisation and fleet modernisation.

“Today’s naming of ONE Singapore signifies further progress in our fleet expansion strategy,” said Jeremy Nixon, CEO of ONE during the ceremony.

“This vessel, carrying the name of our global headquarters city, symbolises our strong connection to Singapore’s vibrant maritime ecosystem.”

The vessel follows the earlier deployment of ONE Sparkle, the company’s first wholly-owned newbuild, and her sister ships, which have progressively joined the fleet as part of a deliberate effort to strengthen service capability and future-proof operations.

Since relocating its global headquarters to Singapore in 2017, ONE has grown into a key player within the Lion City’s international maritime hub. The headquarters now functions as the operational nerve centre of ONE’s worldwide logistics network.

As the ONE Singapore enters service, she will be deployed along strategic trade routes, enhancing capacity and supporting ONE’s broader aim of operating a cleaner, more efficient fleet.

The company’s 20-vessel newbuilding programme, all designed to be ammonia- and methanol-ready, helps position ONE at the forefront of the industry’s transition toward sustainable maritime transport.

Added 19 June 2025

News continues below

TPT says it is boosting container operations across South Africa

According to TPT, these terminals handled agreed-upon volumes punctually, aligning with shipping agreements.

Ngqura Container Terminal led with an impressive 96% compliance rate, followed by Port Elizabeth at 86% and Cape Town at 83%.

Meanwhile, Durban’s Container Terminals (DCT) Pier 1 and Pier 2, despite disappointing lower compliance rates of 68% and 43% respectively in May, are showing improvement in early June, reaching 100% and 50%.

Overall, TPT’s container terminals averaged an 80% compliance rating in the first two weeks of June 2025 but the worrying results for DCT2 in particular, remain concerning.

DCT2 is the country’s busiest by far container terminal.

TPT Chief Executive Jabu Mdaki nevertheless highlighted what he called sustained progress, noting, “Our recovery efforts are delivering positive outcomes two and a half months into the new financial year, with no vessels waiting at anchor across our terminals for an extended period.”

Despite challenges from adverse weather delaying vessels from Europe and the Far East, TPT reported a 5% year-on-year increase in refrigerated container volumes by the end of May, driven by South Africa’s citrus export season.

The citrus season, which began strongly last month, is set to ramp up with increased capacity at DCT Pier 2’s Berth 108 and the upcoming deployment of newly acquired ship-to-shore cranes.

Mdaki emphasised TPT’s commitment to global competitiveness, stating, “We are creating capacity to ensure South Africa’s success and to support our customers in over 100 export markets.”

Added 19 June 2025

News continues below

Unitrans reinvents African logistics with smart tech and custom solutions

As Africa’s supply chain landscape undergoes major shifts — shaped by geopolitical uncertainty, infrastructure gaps, climate risks and rising consumer demands — Unitrans is responding with tailored, tech-enabled logistics solutions that prioritise agility, sustainability and shared success.

“There’s no one-size-fits-all approach anymore,” says Edwin Hewitt, CEO of Unitrans.

“Our customers demand flexibility, real-time data and integrated thinking. We’ve built our business around those needs.”

The scale of Unitrans’s operations reflects its role as a key player in Africa’s supply chain evolution. The company annually:

* Moves over 80 million passengers via commuter services

Yet, it’s how Unitrans integrates these services with cutting-edge tech that sets it apart. AI-powered systems, advanced telematics, and smart analytics now form the backbone of its operations — from agriculture to freight, and from passenger transport to bulk logistics.

Rather than viewing Africa’s logistical hurdles — such as poor infrastructure or weather volatility — as barriers, Unitrans sees them as catalysts for innovation.

Its drone-assisted farming programmes and vehicle telematics are improving operational efficiency, safety, and sustainability, particularly in remote or complex environments.

“We don’t just react to change, we plan for it,” says Hewitt. “The key is embedding technology into daily operations where it can actually drive transformation.”

Unitrans’s model of integrated partnerships is another standout feature. By collaborating closely with customers, suppliers and tech providers — and sharing both risks and rewards — the company creates more agile, responsive and transparent supply chains.

Whether forecasting demand or enabling live data exchange across the logistics chain, Unitrans believes the future lies in connected ecosystems where all parties are aligned.

“You can’t succeed in this space without strong, strategic collaboration,” Hewitt emphasises.

As African economies grow and diversify, Unitrans is doubling down on resilience. With strategic investment in technology and human capital, the company aims to build supply networks that are not only efficient, but adaptable to the unknowns ahead — from regulatory shifts to climate events.

“Africa’s logistics needs are evolving fast. We’re ready to meet them head-on — through partnerships, innovation, and a relentless focus on real-world impact,” says Hewitt.

Added 18 June 2025

News continues below

Maersk launches largest dual-fuel methanol vessel in new Berlin Class

Africa Ports & Ships

A.P. Moller – Maersk has officially unveiled the Berlin Mærsk, the first in a new class of large container ships designed to run on dual-fuel methanol propulsion, underlining the company’s long-term commitment to fleet renewal and maritime decarbonisation.

The naming ceremony was held at Hyundai Heavy Industries (HHI) in Ulsan, South Korea, marking a significant step in Maersk’s green fleet transformation. With a capacity of 17,480 TEU, the Berlin Mærsk becomes the largest dual-fuel methanol-powered vessel in Maersk’s fleet to date.

This new vessel is part of a six-ship series scheduled for delivery within 2025. All six are being constructed by HHI and will sail under the Danish flag.

“With the launch of the Berlin Mærsk class, we continue to build an ocean toolkit adaptable to multiple fuel pathways,” said Anda Cristescu, Head of Chartering & Newbuilding at Maersk.

“Fleet renewal is essential for maintaining our competitive edge and is a cornerstone of our decarbonisation strategy.”

The Berlin Mærsk will enter service on 7 July, making its maiden call at Shanghai before commencing operations on Maersk’s AE3 route, which links Eastern Asia with Northern Europe — a key trade corridor for containerised goods.

While the new vessel bears a strong resemblance to the earlier Ane Mærsk class — which introduced 12 dual-fuel ships into Maersk’s fleet — the Berlin Mærsk features a wider beam to accommodate increased cargo volume.

This design tweak not only boosts capacity but enhances the vessel’s overall fuel efficiency, making it a new industry benchmark in sustainable shipping.

“Since our decision to order the first dual-fuel methanol vessel in 2021, the industry has seen significant momentum in alternative fuel adoption,” said Ole Graa Jakobsen, Head of Fleet Technology at Maersk.

“The Berlin Mærsk class builds on the foundation laid by Laura Mærsk and the Ane Mærsk class, taking our innovation and optimisation to the next level.”

Maersk has now introduced 14 dual-fuel vessels into its fleet as part of its ambition to operate a more climate-resilient and versatile shipping network.

The Berlin Mærsk series further cements the company’s position at the forefront of green fleet transition, as other global carriers also move to embrace methanol-based propulsion.

Added 18 June 2025

News continues below

Young dry bulk tonnage set to plunge 22% by 2028, says Veson Nautical analyst

Africa Ports & Ships

The global dry bulk fleet is heading toward a dramatic structural shift, with the supply of younger, more efficient vessels projected to shrink by nearly a quarter over the next three years.

Speaking at the 2025 Marine Money Week in New York, Oliver Kirkham, Senior Valuation Analyst at Veson Nautical, warned that the proportion of bulk carriers under 15 years of age will fall by 22% by 2028, marking a stark drop in modern tonnage capable of meeting tightening emissions and efficiency standards.

Kirkham attributed the decline to years of low newbuilding activity combined with an ageing fleet ill-suited to the demands of a greener, regulation-driven marketplace.

“We’re seeing a clear bifurcation in the fleet,” Kirkham noted.

“Modern, regulation-compliant vessels are gaining ground, while a large swathe of older ships is falling behind — slower, less efficient, and increasingly penalised by emissions rules.”

The looming shortfall in young tonnage is expected to intensify scrapping trends. A significant number of vessels are approaching their third special survey — an expensive milestone that comes just as environmental regulations tighten and dry dock availability becomes increasingly constrained.

Owners face a critical decision: pay heavily for upgrades or retreat to less profitable trades where older vessels may linger, albeit with diminishing returns.

This divergence is already shaping commercial dynamics. Modern bulk carriers are commanding premium charter rates, attracting long-term contracts and the interest of ESG-minded traders and listed operators.

Meanwhile, ageing tonnage is being pushed to shorter regional routes, often in jurisdictions with more relaxed oversight.

Kirkham highlighted the strategic implications: “We’re entering a cycle where the winners will be those with the clearest view,” he said.

“A data-driven, forward-looking approach will be essential as the industry adapts to a leaner, more efficient global fleet.”

With dry bulk shipping under pressure to modernise, the years ahead could be defined by tightening supply, rising scrappage, and a revaluation of older assets—reshaping trade flows and investment priorities across the maritime sector.

Added 18 June 2025

News continues below

SA Port Statistics for May 2025

By Africa Ports & Ships

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

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

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

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

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

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

SHIP CALLS for May 2025

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

Added 17 June 2025