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Earlier this June, Durban played host to a striking visitor at the multipurpose terminal — the gleaming white-and-yellow hull of the GREAT TEMA (IMO 9935038), a new-generation Ro-Ro/Container (Ro-Con) vessel operated by the Grimaldi Group. For those keeping an eye on the evolution of West African trade routes and the vessels that serve them, this ship is worth more than a passing glance. Built in 2023 by Hyundai Mipo Dockyard in Ulsan, South Korea, the GREAT TEMA is part of Grimaldi’s ambitious G5-class series. These vessels are designed to do it all: carry cars, containers, and rolling cargo with maximum efficiency and minimal environmental impact.   Read more…

Where ambition meets reality in Africa’s maritime future. Africa’s ports are evolving fast — but not always smoothly. While some are breaking records, others are still trying to break ground. In this post, we spotlight five ports that are worth watching in 2025 — not just for their potential, but for the hurdles they face on the way to becoming regional game-changers.  Durban remains sub-Saharan Africa’s busiest container port, but it’s also one of the most congested. A $7 billion modernisation plan is on the table, but progress remains slow.   Read more…

A landmark gathering in Luanda this June placed the spotlight firmly on Africa’s evolving role in the global supply chain — and nowhere was this more evident than in the resounding political and financial momentum behind the Lobito Corridor. Stretching from the Atlantic port of Lobito in Angola, through the Democratic Republic of Congo (DRC), and into Zambia’s Copperbelt, this ambitious logistics and infrastructure initiative is fast becoming a cornerstone of continental trade and connectivity.  Read more…

On 18 May this year the British Royal Fleet Auxiliary supply vessel ‘RFA Tidespring (A136)’ arrived in Cape Town for a short stopover, where they used their stay for a logistical operation of uplifting any bunkers, stores and fresh provisions, plus crew change requirements, prior to slipping off in the dead of night, with no AIS display to determine when they left, what their current position was, nor where she might be headed. Her stay in Cape Town was covered in Africa Ports and Ships on 2nd June.  Read more…

In a strategic move to modernise and consolidate South Africa’s liquid bulk handling capacity, Transnet National Ports Authority (TNPA) has issued a Request for Proposals (RFP) for a terminal operator to develop and manage a new liquid bulk terminal at the Port of Ngqura. The RFP invites qualified bidders to fund, design, construct, operate, maintain, and ultimately transfer the terminal under a 25-year concession agreement, marking a significant milestone in TNPA’s long-standing plan to relocate the liquid bulk tank farm from the Port of Port Elizabeth to the more modern Ngqura facility.  Read more…

In a significant move to enhance its maritime infrastructure and stimulate regional economic growth, the Government of Mozambique has approved the concession of two key port terminals: the Chongoene Mineral Terminal in Gaza Province and the Pemba Port and Logistics Terminal in Cabo Delgado.  The Chongoene Mineral Terminal, located in southern Mozambique’s Gaza Province, is set to become a strategic export hub for heavy mineral sands extracted from the Chibuto region. The government has authorised a 15-year concession agreement with Sociedade Terminal de Minérios de Chongoene — a joint venture between Chinese firm Desheng Port and Mozambique’s state-owned rail company Caminhos de Ferro de Moçambique (CFM).   Read more…

In a significant step toward privatising and modernising the Kingdom’s port infrastructure, the Saudi Ports Authority (Mawani), in collaboration with the National Center for Privatization, has signed Build-Operate-Transfer (BOT) agreements worth SAR 2.2 billion with two leading terminal operators — Red Sea Gateway Terminal (RSGT) and Saudi Global Ports (SGP) — covering eight multipurpose cargo terminals across the country.   Read more…

It took a long while to happen but the long-awaited Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships has officially entered into force worldwide, marking a significant milestone for global shipping. The Convention, adopted by the International Maritime Organization (IMO) in 2009, aims to ensure that ships are dismantled in a safe and environmentally responsible manner when they reach the end of their operational life. It sets binding international standards designed to prevent harm to workers and the environment.   Read more…

Train operations on the key coal export corridor between Ermelo and Richards Bay have been suspended following a serious derailment and collision early this morning (Thursday 26 June) at Umunywana, in northern KwaZulu-Natal. According to initial reports, the incident occurred at approximately 06h35 when a loaded 200-wagon coal train (Train 4819), en route to the Richards Bay Coal Terminal (RBCT), derailed on the No. 1 line. Moments later, a second train (Train 4810), comprising empty wagons returning from RBCT, collided with the derailed wagons on the adjacent track.  Read more…

The cruise ship CROWN PRINCESS became the topic of discussion and query among local shipwatchers when she appeared unexpectedly off the KwaZulu-Natal coast earlier in the week. What made her arrival unusual this late in the year when all other cruise ships have long retired into the summer months of the Northern Hemisphere, was that she began meandering first down then up along the coast, remaining fairly well out to sea and with her AIS showing her next port of call to be Durban.   Read more…

In a major leap for maritime decarbonisation, Chinese marine technology firm SMDERI-QET has successfully completed the world’s first ship-to-ship transfer of liquefied carbon dioxide (LCO₂). The historic operation took place on 19 June at Yangshan Deep-Water Port in Hangzhou Bay, near Shanghai. The achievement marks the first time that a full-cycle Onboard Carbon Capture and Storage (OCCS) system — from capture to liquefaction, storage, and offloading — has been deployed without relying on terminal-based infrastructure.  Read more…

Kalmar has announced the launch of Inspector, a digital inspection application to streamline routine inspections of material-handling equipment. Inspector, part of the MyKalmar ecosystem, makes equipment inspections more efficient and allows inspection data to be stored centrally for analysis and reporting purposes. The application is available as both a standalone mobile app and as an optional module for customers with a valid MyKalmar INSIGHT subscription.  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…

Africa Ports & Ships

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FIRST VIEW: A Welcome Visitor: The GREAT TEMA

Earlier this June, Durban played host to a striking visitor at the multipurpose terminal — the gleaming white-and-yellow hull of the , a new-generation Ro-Ro/Container (Ro-Con) vessel operated by the Grimaldi Group.

For those keeping an eye on the evolution of West African trade routes and the vessels that serve them, this ship is worth more than a passing glance.

Built in 2023 by Hyundai Mipo Dockyard in Ulsan, South Korea, the GREAT TEMA is part of Grimaldi’s ambitious G5-class series. These vessels are designed to do it all: carry cars, containers, and rolling cargo with maximum efficiency and minimal environmental impact.

At 250 metres long and 38 metres wide, she’s no small presence on the quayside — and with a deadweight of over 45,000 tonnes and a gross tonnage of nearly 90,000, she’s built for serious work.

What makes the GREAT TEMA particularly interesting is her hybrid role. She can carry up to 4,700 lane metres of rolling cargo (that’s roughly 2,500 cars), along with 2,000 TEU of containers.

This dual-purpose design is ideal for Grimaldi’s West Africa service, which connects Northern Europe to ports like Lagos, Tema, Abidjan, and Cotonou — now extending all the way down to Durban. Her recent call here is a nod to Durban’s growing importance as a southern gateway for automotive and multipurpose cargo.

But it’s not just about size and capacity. The GREAT TEMA is also a showcase of modern marine engineering. She’s powered by a Tier III-compliant main engine, designed to meet the latest IMO standards for NOx emissions. Her propulsion system includes an integrated rudder and propeller arrangement that reduces energy loss and improves fuel efficiency.

Onboard, she features hybrid exhaust gas cleaning systems, variable frequency drives on pumps and fans, and cold ironing capability — allowing her to plug into shore power while in port, cutting emissions to near zero during stays.

Even the hull has been optimised, with low-friction coatings that reduce drag and improve hydrodynamic performance. According to Grimaldi, these innovations collectively reduce CO₂ emissions per tonne transported by 43% compared to earlier vessels in their fleet. That’s a significant leap forward, especially for a ship operating on long-haul routes across the Atlantic and along the African coast.

The GREAT TEMA sails under the Italian flag and is owned and operated by the Naples-based Grimaldi Group, a company that’s been steadily expanding its footprint in Africa with a mix of newbuilds and upgraded services. Her name, of course, pays tribute to the Ghanaian port city of Tema — one of the key hubs on Grimaldi’s West Africa loop.

As she slipped out of Durban’s harbour after her call, the GREAT TEMA left behind more than just a clean wake. She offered a glimpse into the future of multipurpose shipping in Africa: greener, more flexible, and increasingly sophisticated. For Durban, and for the region, that’s a welcome sign of things to come.

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🌍 FOCUS: Top 5 African Ports to Watch in 2025

📍 KwaZulu-Natal

Durban remains sub-Saharan Africa’s busiest container port, but it’s also one of the most congested. A $7 billion modernisation plan is on the table, but progress remains slow.

In late 2023, the port faced a crisis-level backlog with over 79 vessels anchored offshore due to equipment failures, low productivity and weather disruptions. Legal challenges are meanwhile delaying the concessioning of the strategically important Durban Container Terminal Pier 2.

Despite these setbacks, Durban’s strategic location and volume still make it a port to watch — especially if reforms and private sector partnerships gain traction.

📍 Strait of Gibraltar

Tanger Med is the gold standard in African port performance. In 2023, it handled over 8.6 million TEUs — 95% of its nominal capacity — and ranked among the world’s top 20 container ports.

But even success brings challenges: the port is nearing saturation and faces stiff competition from European ports like Algeciras and Valencia, both of which are expanding aggressively.

Tanger Med’s next test? Scaling up without losing its edge.

📍 Lagos State

Lekki is Nigeria’s most ambitious port project in decades — and it’s already operational. With a 16-metre draft and capacity for 2.5 million TEUs, it’s designed to relieve pressure on Apapa and Tin Can Island.

Container ships of over 20,000 TEU capacity are already calling.

But it’s not without controversy: 75% of the port is owned and operated by Chinese interests, raising concerns about sovereignty and profit repatriation. Still, Lekki’s potential to transform Nigeria’s maritime landscape is undeniable.

📍 Kongo Central Province

Banana is the DRC’s first deepwater port, and it’s being built from scratch by DP World in partnership with the Congolese government.

With an 18-metre draft and a 600-metre quay, it’s expected to handle 450,000 TEUs annually and cut trade costs by 12%. But the stakes are high: the DRC has long struggled with infrastructure gaps, and this port is its shot at maritime independence.

Banana has the potential of becoming a useful hub port for the region.  For that reason, if successful, Banana could become the Atlantic gateway for much of central Africa.

📍 Lamu County

Lamu was launched with big dreams — part of the $25 billion LAPSSET corridor linking Kenya to Ethiopia and South Sudan. But progress has been uneven.

While the port has handled over 100 vessels since 2021, it’s still grappling with poor road connectivity, security concerns, and local opposition from displaced fishing communities.

The potential is there, but Lamu’s future hinges on whether the broader corridor infrastructure can catch up. Instability among Kenya’s northern neighbours isn’t helping. Nevertheless, by 2045 and  with Phase 2 complete Lamu could be handling up to 70 million tonnes of agribulk and bulk cargo and 17.5mt of refined oil products. It seems a longshot but still, the port is well worth watching. 

📍 Gaza Province

Chongoene has just been greenlit for construction, with a $55 million first-phase investment and plans to export heavy sands from Chibuto. But the project has already hit turbulence: local protests over unmet electrification promises have halted construction multiple times.

It’s a port with promise — but also a reminder that community engagement is just as critical as capital investment.

Africa’s ports are at a crossroads — some are sprinting ahead, others are still lacing up their boots. What unites them is ambition. What separates them is execution. As 2025 unfolds, these five (plus one) ports, of which some are galloping ahead while others languish, will be key indicators of where African maritime trade is headed.

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Africa’s Lobito Corridor takes centre stage in a new era of strategic infrastructure and sovereignty

Stretching from the Atlantic port of Lobito in Angola, through the Democratic Republic of Congo (DRC), and into Zambia’s Copperbelt, this ambitious logistics and infrastructure initiative is fast becoming a cornerstone of continental trade and connectivity.

Backed by a US$5 billion pledge from the United States and with strong political support from African heads of state, the Lobito Corridor is more than a railway and port modernisation scheme.

It is a bold statement of Africa’s intent to build infrastructure on its own terms — infrastructure that enables value-added industrialisation, supports local jobs, and enhances the continent’s leverage in the global green energy transition.

The intention is to electrify sections of the Lobito Corridor railway as part of the broader investment package tied to the US$5 billion commitment. Electrification is a key component for modernising the line and enhancing efficiency, reliability, and environmental performance.

The U.S.-led Lobito Corridor Private Sector Investment Finance Compact, signed in May 2024, includes provisions for infrastructure upgrades that prioritise electrification, especially in Angola and eventually Zambia and the DRC.

Electrification will help reduce long-term operational costs, support green logistics goals, and align with climate commitments from both African governments and international financiers.

While full corridor-wide electrification will take time and depend on power availability and grid improvements, the Angolan stretch is likely to see electrification first, with potential rollout further east in phased developments.

At its heart, the Lobito Corridor is a logistics lifeline. Once complete, and that includes the new and direct rail extension into Zambia, it will provide landlocked Zambia and southern DRC with a faster, more efficient export route to global markets via Angola’s Atlantic coast — bypassing congested southern corridors and revitalising intra-African trade.

Zambia’s Minister of Transport and Logistics, Frank Tayali, confirmed that the country is on track to begin construction of its section of the railway by the third quarter of 2026. The 530 km line will connect Chingola in the Copperbelt to Luacano in Angola, linking seamlessly with the rehabilitated Benguela Railway – now to be electrified — an impressive feat of Angolan post-war reconstruction.

But beyond hard infrastructure, the corridor has a transformative potential that goes deeper. It is poised to unlock industrial zones, agro-processing hubs, and cross-border manufacturing centres that can finally add value to Africa’s vast mineral and agricultural wealth before it leaves the continent.

The project has attracted unprecedented interest from the United States and European Union, who see it as a “green corridor” critical to global energy security. Minerals such as cobalt, copper and rare earths — essential for electric vehicles, renewable energy systems, and digital infrastructure — are abundant along the Lobito axis.

Yet this attention comes against a backdrop of intensifying geopolitical competition. China’s long-standing presence in African infrastructure, most notably through the TAZARA railway from Zambia to Dar es Salaam, is now being balanced by Western-backed alternatives.

The Lobito Corridor, while rooted in African aspirations, has become a stage for what some have dubbed “infrastructure diplomacy”.

Washington’s $5 billion funding commitment, unveiled at the recent US-Africa Business Summit, underscores this dynamic. “This is about mutual benefit,” insisted Troy Fritell of the US Department of State, while extending an open invitation to other African countries to engage with the corridor’s expanding network.

But African leaders at the same summit issued a clear message: cooperation must be equitable, respectful, and responsive to local development priorities.

Zambian President Hakainde Hichilema cautioned against extractive models focused solely on raw material exports, saying, “We need partnerships that create value on African soil.” Namibian President Netumbo Nandi-Ndaitwah warned of “paternalistic diplomacy dressed in commercial language.”

While concerns have been raised — particularly around land acquisition, artisanal miners, and environmental safeguards — African policymakers, scholars, and communities are increasingly shaping the narrative.

A recent report by the International Institute for Environment and Development (IIED) calls for the Lobito Corridor to be a “corridor of inclusion” — one that prioritises skills development, value addition, and local livelihoods alongside exports.

IIED researcher Lorenzo Cotula stressed the need for “genuine, long-term partnership” that benefits citizens, not just shareholders in foreign capitals.

This aligns with the goals of the African Continental Free Trade Area (AfCFTA), which seeks to boost intra-African trade and industrialisation by reconfiguring old colonial-era trade patterns.

In that context, the Lobito Corridor can become more than a railway — it can be a backbone of African integration and prosperity.

As construction ramps up and political support solidifies, the Lobito Corridor is emerging not just as a logistical solution, but as a powerful symbol of a changing Africa — one that speaks with a louder, united voice in global affairs.

The stakes are high. The rewards — if managed well — are higher still.

If the promises of investment are matched by commitment to fairness, capacity-building, and local empowerment, the Lobito Corridor may well prove to be a flagship project of 21st-century African development — one that ensures the continent’s vast resources are no longer just extracted, but harnessed for shared growth and future resilience.

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WHARF TALK: Submarines and the Suez Canal – An Historical Perspective

On 18 May this year the British Royal Fleet Auxiliary supply vessel arrived in Cape Town for a short stopover, where they used their stay for a logistical operation of uplifting any bunkers, stores and fresh provisions, plus crew change requirements, prior to slipping off in the dead of night, with no AIS display to determine when they left, what their current position was, nor where she might be headed. Her stay in Cape Town was covered in Africa Ports and Ships on 2nd June.

As most casual maritime observers, with a penchant for all things naval, will be well aware it was that the Royal Navy Carrier Strike Group 2025 (CSG 25), led by the aircraft carrier ‘HMS Prince of Wales (R09)’, and consisting of a potent mix of destroyers, frigates, auxiliaries, and at least one attack submarine, was heading via the Mediterranean Sea, and the Suez Canal, for a set of exercises with allies, initially in the Indian Ocean.

One of the auxiliaries in CSG 25 was ‘RFA Tidespring (A136)’, but as the group entered the Mediterranean Sea, initially to conduct a NATO exercise with the Italian Navy CSG, prior to heading to Suez. However, at Gibraltar, ‘RFA Tidespring (A136)’ broke away from the CSG 25 and, instead, diverted around West Africa and sailed, seemingly, direct for Cape Town with no intermediate port calls. In the article of 2nd June, (see HERE) this unusual action was questioned.

Why would she sail ‘alone’ and not continue within the CSG 25 as would be expected, as it simply did not make much sense for her to do what she did. All her needs could have been completed at the Souda Bay NATO naval base at Crete, in the Mediterranean, or even at the Royal Navy base at Duqm, in Oman, when the CSG 25 arrived at each of these locations.

The answer may, and I stress only may, be more obvious than one might think. The writer is friendly with a retired Admiralty Pilot, who was based for a time at the Royal Navy Devonport base, at Plymouth in the UK. I posed the question to him about the strange routing of ‘RFA Tidespring (A136)’. Not strange at all, he responded almost immediately. He posed a question back at me, which was “what element of the CSG 25 would not want to make a transit of the Suez Canal?” The answer became immediately obvious.

The unknown element of CSG 25 is the protection she receives from below the surface of the ocean, and which cannot be seen by any perceived enemy, as the whereabouts of such a threat to that enemy will never be made public. Of course, as with all Carrier Strike Groups, CSG 25 has within its ranks the Royal Navy nuclear attack submarine ‘HMS Astute (S119)’. As the CSG 25 made her way through Suez, and out into the Red Sea, there was no ‘HMS Astute (S119)’ reported with them.

As my retired Admiralty pilot then stated’, “In the present world, Royal Navy Submarines NEVER go through the Suez Canal”, and for very obvious reasons. Spies cannot report their position, know their whereabouts, plot their course, nor can they take detailed photographs! No submarine is able to transit the Suez Canal submerged, for many operational and safety reasons, so you cannot hide a Submarine within a convoy as it makes its way along the waterway.

The Suez Canal averages a depth along its course of 80 feet, and the average transit time for any vessel along the waterway is between twelve and fifteen hours. For a submarine, navigation in shallow, confined waters, requires what is known as safe depth separation. This is the distance between the keel of the submarine, and the top of her sail.

There is simply not enough depth of water in the Suez Canal to ensure a submerged passage, both safe from striking the canal bottom, to remain unseen if looking down from the surface, and not stirring up enough bottom sediment to be unseen, even if the submarine itself was not visible.

That is not to say that Submarines have never transited the Suez Canal. Both during the Second World War, and for a time afterwards, whilst Britain still retained oversight of operational management of the Canal, before the 1956 Suez Crisis, Royal Navy submarines were often seen transiting through the canal when moving from one active theatre to another.

In fact, in more recent times, quite a number of United States Navy (USN) nuclear attack submarines, and nuclear cruise missile submarines have made Suez Canal transits. However, nuclear ballistic missile submarines, whether Royal Navy or United States Navy will definitely never go through Suez, as their movements are never revealed, nor where they might be lurking, and waiting to receive the fateful order that we hope never comes.

If the powers that be choose to send a Submarine through the Suez Canal, it is done for a very good reason, and is a deliberate act. Ostensibly, it is done for propaganda reasons, to send a strong message, a visible message that is likely to engender fear in a perceived enemy about what is likely to come.

There are many examples of submarine transits that were timed for this very reason. Virtually all of them were linked to unrest in the Persian Gulf region, and all due to the illegal actions of either Iraq or, more recently, due to actions by Iran and the Houthi terror group.

All USN submarines in this region come under United States Central Command (USCENTCOM), whose area of responsibility covers the Middle East, with the USN 5th Fleet providing maritime security and stability in the region. As recently as 9th September 2024, USS Georgia (SSGN-729), an Ohio Class nuclear land attack cruise missile submarine, transited through the Suez Canal, from the Mediterranean. She was escorted by the USN Arleigh Burke guided missile destroyer ‘USS Michael Murphy (DDG-112)’, at the time that both Iran, and the Houthi menace, was sending ballistic missile waves towards Israel.

The USN built 18 Ohio nuclear ballistic missile submarines, all carrying Trident nuclear missiles, as a deterrent to Soviet, and still Russian, aggression and sabre rattling. Four of this class, namely USS Ohio (SSGN-726), USS Michigan (SSGN-727), USS Florida (SSGN-728), and USS Georgia (SSGN-729), were all converted from Trident missile boats, to Tomahawk missile boats.
The conversions of all four took place in the early 2000s.

Of the 24 missile silos on each submarine, 14 of them were converted to hold Tomahawk cruise missile canisters, each holding 7 BGM-109 Block IV land attack missiles. This gives them a seriously deadly arsenal of 154 Tomahawks, which is enough to focus the mind of any enemy, if they know one of these submarines is headed their way.

On top of this lethal armament carried, the 171 metre long Ohio class submarines, with a crew of 155 officers and ratings, have a submerged displacement tonnage of 19,050 tons, and are powered by a single S8G pressurised water nuclear reactor (PWR), producing 60,000 bhp. This gives them unlimited range and endurance, and allows them to operate below 250 metres of water depth, and able to move at a submerged speed in excess of 25 knots.

On top of the threat of Tomahawk cruise missiles, they are also armed with the normal submarine package of Mk.48 heavy torpedoes, which can be fired through four, 21 inch, torpedo tubes. Additionally, her remaining 10 missile silos have been converted into a mix of accommodation for up to 66 Special Forces SEAL Teams, with some of the silos being converted for underwater deployment of the SEAL Teams. Also, all of the converted submarines carry a Drydeck Shelter on their hull, located behind the sail, which can hold miniature submarines, and other assets used to deploy SEAL Teams.

Over the past dozen years, there have been ten known transits through the Suez Canal, out of eleven recorded, of any one of the Ohio class Tomahawk missile submarines. The first transit, made after conversion was by ‘USS Florida (SSGN-728)’ in April 2009, and more recently the number of known annual transits has been 2013 (1), 2018 (1), 2019 (1), 2020 (2), 2022 (2), 2023 (2), and 2024 (1).

It is also known that at least two USN Los Angeles class nuclear attack submarines, namely ‘USS Annapolis (SSN-765)’ in November 1997, and ‘USS Montpelier (SSN-760)’ in February 2003, also made Suez Canal transits, both of whom were armed with torpedo tube launched Tomahawk missiles, in addition to their normal armament of torpedoes, and both headed to hotspots in the Middle East.

Most of these transits have been southbound, as a result of regional tension, with just the odd northbound transit being made. Occasionally, the submarine does not return through Suez, but heads into the Pacific Ocean, usually via stops at the Diego Garcia naval base, and the Guam naval base, usually linked to China tensions over sabre rattling with Taiwan. With the current state of affairs between Israel and Iran, it is a sure thing that one more overt surface transit, by one of these submarines, is in the offing.

In fact, surprisingly, on 19th December 2021, the Israeli Navy even sent one of their Dolphin II submarines through the Suez Canal, and on to their naval base in Eilat. This placed the submarine within easy reach of the Red Sea, Arabian Gulf, and Persian Gulf. It was seen at the time as a show of potential threat to Iran and her proxies. This class of submarine carry Popeye land attack cruise missiles, with a range of 900 nautical miles, plus have no less than ten torpedo tubes, and would have been a worry to the Iranians.

Even a Russian submarine was sent through the Suez Canal. It happened back on 22nd January 1996, when Iran purchased 3 Kilo class diesel submarines from Russia. Unfortunately, the Iranian Navy were not ready to operate them, and they had yet to be fitted out for Iranian operations, so they had to be delivered under tow of a Russian naval support vessel.

As for HMS Astute (S119)’, and ‘RFA Tidespring (A136)’, it is quite likely, although it would never be acknowledged, that she accompanied the submarine when she rounded the Cape, taking the opportunity to call in, whilst en route to rejoin CSG 25 off Oman. It is almost certain that a Royal Navy nuclear attack submarine passed through South African waters when she rounded the Cape.

It is almost certainly not the first time this will have happened, as for the last decade one Royal Navy hunter killer submarine has been permanently patrolling East of Suez, between Somalia, Yemen and Iran. As they never go through the Suez Canal, it is the logical conclusion. I would doubt that sufficient information is given to South African authorities of any such movement, or if permission is sought, based on known ANC and SAN affinity with Russia, China, and Iran. Almost certainly any western submarine will simply sail on through.

The truth of the matter is, that even if her whereabouts were known, or even given, there is not much the SAN can do about it in its current operational state. Similarly, I would doubt that the USN informs the ANC or SAN if one of their boomers is passing through. It is quite possible that in the past the Russian Navy has sent submarines around the Cape, and the time is rapidly coming, if it has not already happened, that the Chinese PLAN Navy will start upping their distant blue water game, and send a submarine of their own around the Cape.

That said, it is known that when Carrier Strike Group 2021 (CSG 21), led by the Royal Navy aircraft carrier ‘HMS Queen Elizabeth (R08)’, sailed east of Suez, and also with ‘HMS Astute (S119)’ as the hunter killer component of the strike group that the submarine did, in fact, make a transit of the Suez Canal, which occurred on 7th July 2021. On this occasion she was escorted through the canal by the Duke class frigate ‘HMS Richmond (F239)’.

It was not even her first Suez transit, as she made an earlier Suez Canal transit in July 2014, when making her way to the Gulf of Oman, and Persian Gulf. As her class carries both Tomahawk Block IV land attack cruise missiles, as well as the Spearfish heavy torpedoes, her open transit of the canal would also have been made in order to send a clear message to the proxies of Iran, and to Iran itself.

And she was not the first Royal Navy nuclear attack submarine to make a Suez transit, as after the atrocity of 9-11 in New York, as part of the military build up to seek out, and destroy, Osama Bin Laden and his al-Qaeda terrorist group, the Royal Navy sent the nuclear attack submarine ‘HMS Trafalgar (S107)’ through the Suez Canal. Her transit was an open show to al-Qaeda of what might be coming their way, and she actually became the first Royal Navy submarine to launch Tomahawk cruise missiles against targets in Afghanistan.

So, it appears to answer the question of what was the real reason for ‘RFA Tidespring (A136)’ to be making a seemingly lonesome voyage around the Cape, and not tagging along with CSG 25. That said, such an assertion will never be able to be proven. It also does not answer the wider question of who else is silently making their way through Cape Waters, and without permission. We are unlikely to ever know the answer. After all, the submarine branch of the Royal Navy is known, for very good reasons, as the ‘Silent Service’.

Added 29 June 2025

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TNPA seeks operator for new Liquid Bulk Terminal at Port of Ngqura

The RFP invites qualified bidders to fund, design, construct, operate, maintain, and ultimately transfer the terminal under a 25-year concession agreement, marking a significant milestone in TNPA’s long-standing plan to relocate the liquid bulk tank farm from the Port of Port Elizabeth to the more modern Ngqura facility.

The project is a key component of TNPA’s Reinvent for Growth Strategy, aimed at repositioning South Africa’s port infrastructure to support future trade demand, improve operational efficiency, and unlock investment.

The new terminal will be situated within the Liquid Bulk Precinct of the Port of Ngqura — located at the eastern edge of the port near the N2 highway.

This precinct has been designated for energy-related developments, and TNPA has indicated that future expansion could include Liquefied Natural Gas (LNG) facilities and other clean energy infrastructure.

The proposed terminal will include:

TNPA has highlighted the environmental credentials of the Port of Ngqura, which remains the only South African commercial port with full environmental authorisation for its operations. The new terminal will be developed and operated in compliance with all applicable environmental and safety regulations.

“This development demonstrates TNPA’s commitment to relocating liquid bulk operations to the Port of Ngqura,” said Dr Dineo Mazibuko, Acting General Manager for Commercial Services at TNPA.

“It is a strategic step intended to foster both regional and national economic growth, while ensuring environmental sustainability.”

The RFP marks a significant opportunity for private sector participation in South Africa’s port infrastructure and is expected to attract interest from local and international terminal operators experienced in bulk liquid handling.

Once operational, the terminal is expected to play a pivotal role in improving the region’s energy and fuel supply chain while supporting the Port of Ngqura’s evolution into a multi-cargo, future-ready hub.

Industry players, including new entrants and/or Joint Ventures (JVs) in port terminal operations, are encouraged to submit bids in response to the RF, which is accessible on the Transnet Tender Portal: HERE

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Mozambique greenlights major port concessions to boost mineral exports and regional trade

Africa Ports & Ships

The Chongoene Mineral Terminal, located in southern Mozambique’s Gaza Province, is set to become a strategic export hub for heavy mineral sands extracted from the Chibuto region.

The government has authorised a 15-year concession agreement with Sociedade Terminal de Minérios de Chongoene — a joint venture between Chinese firm Desheng Port and Mozambique’s state-owned rail company Caminhos de Ferro de Moçambique (CFM).

Key highlights of the project include:

This development is part of Gaza’s broader sustainable economic strategy, aiming to boost industrial activity, increase export revenues, and create local jobs.

In the north, in troubled Cabo Delgado province, the government reaffirmed its commitment to the Pemba Port and Logistics Terminal by extending the concession to Sociedade Comercial Pemba Bulk Terminal, Limitada.

The 20-year agreement allows the existing concessionaire to continue providing port services and invest in the terminal’s development under a public-private partnership model.

The Pemba terminal plays a crucial role in supporting logistics and trade in Cabo Delgado, a province with growing economic significance due to its proximity to offshore gas projects and regional trade routes.

These twin approvals reflect Mozambique’s strategic push to modernise its port infrastructure, attract foreign investment, and position itself as a key player in regional and global supply chains.

For shipping and logistics stakeholders, the developments at Chongoene and Pemba signal new opportunities in mineral exports, rail-port integration, and long-term concession partnerships.

📍 Stay tuned to for updates on construction milestones, operational timelines, and investment opportunities in Mozambique’s evolving port landscape.

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Saudi Arabia awards BOT contracts to Red Sea Gateway Terminal and Saudi Global Ports for eight multipurpose terminals

Africa Ports & Ships

Saudi Ports Authority is responsible for ports on both sides of the country – in the Red Sea and in the Arabian Gulf.

The 20-year contracts, signed on June 27 in the presence of Eng. Saleh bin Nasser Al-Jasser, Minister of Transport and Logistics Services and Chairman of Mawani, aim to enhance the competitiveness and efficiency of Saudi ports in alignment with the Vision 2030 strategy to position the Kingdom as a global logistics hub.

SGP will develop, manage, and operate multipurpose cargo terminals at four key ports on the Arabian Gulf:

These terminals will focus on handling a variety of cargo types including bulk, general cargo, and project cargo, with investments directed toward equipment upgrades and enhanced operational integration.

RSGT will assume responsibility for the multipurpose terminals at four Red Sea ports:

The inclusion of King Fahd Industrial Port in Yanbu marks a significant operational expansion for RSGT into the container segment, with the deployment of advanced equipment such as STS cranes, RTGs, and smart logistics technologies to boost throughput and reduce turnaround times.

RSGT alone will invest at least SAR 1.6 billion (USD 418 million) over the next two decades, including SAR 700 million in the first five years.

These upgrades across the four Red Sea ports will bring an additional 13 kilometres of quay length and 3.3 million square metres of terminal space under RSGT’s management. Anticipated annual throughput includes:

RSGT’s new Multi-Purpose Terminals (MPT) division will oversee these non-container operations, reflecting a strategic pivot toward service diversification. The operator already handles more than 3.1 million TEUs annually at its flagship terminal in Jeddah, with capacity for up to 6.2 million TEUs.

These privatisation deals were approved by the Supervisory Committee for Privatization in the Transport and Logistics Sector, chaired by Al-Jasser. They are expected to boost economic growth, improve port operational efficiency, and support sustainable development goals.

The agreements mark a significant milestone in the transformation of Saudi Arabia’s maritime logistics sector, signaling growing confidence from private operators in the Kingdom’s infrastructure development.

They also underscore Saudi Arabia’s commitment to leveraging public-private partnerships to advance its global logistics aspirations.

Added 29 June 2025

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Global Ship Recycling Convention enters into force after 16-year wait

The Convention, adopted by the International Maritime Organization (IMO) in 2009, aims to ensure that ships are dismantled in a safe and environmentally responsible manner when they reach the end of their operational life.

It sets binding international standards designed to prevent harm to workers and the environment — particularly in shipbreaking yards in developing countries.

Both the International Chamber of Shipping (ICS) and the European Community Shipowners’ Associations (ECSA) have welcomed the Convention’s global implementation, following years of lobbying and international negotiations.

“Today marks a historic achievement after two decades of advocacy,” said Thomas A. Kazakos, Secretary General of ICS.

“With the Hong Kong Convention finally in force, the industry can take a major step forward in ensuring that ship recycling is conducted safely, efficiently and sustainably across the globe.”

The ICS notes that as shipping continues to decarbonise, vessel lifespans may shorten, particularly as older tonnage is phased out to make way for new, energy-efficient ships.

This raises the stakes for global recycling capacity and standards, making robust regulation even more critical.

“This is a milestone for the maritime sector,” said Sotiris Raptis, Secretary General of ECSA.

“The entry into force of the Hong Kong Convention demonstrates that the IMO can deliver real, multilateral progress. But we must go further. Strengthening this Convention is essential if we are to protect the environment and the safety of workers — while also ensuring European shipping remains competitive.”

Both ICS and ECSA emphasise the importance of one global standard, warning that fragmented regulations could create confusion and weaken enforcement.

The Convention ensures that ships destined for dismantling carry an Inventory of Hazardous Materials (IHM) and are only recycled at certified facilities that meet international requirements.

The Hong Kong Convention’s implementation is expected to pressure shipbreaking yards worldwide — particularly in South Asia — to upgrade safety, waste handling, and environmental procedures to remain part of the legal global recycling supply chain.

Added 28 June 2025

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🚨 Major Coal Line Disruption: derailment and collision closes Richards Bay Corridor

According to initial reports, the incident occurred at approximately 06h35 when a loaded 200-wagon coal train (Train 4819), en route to the Richards Bay Coal Terminal (RBCT), derailed on the No. 1 line.

Moments later, a second train (Train 4810), comprising empty wagons returning from RBCT, collided with the derailed wagons on the adjacent track.

Preliminary indications suggest that around 12 wagons from the loaded train left the tracks. The empty train is reported to have derailed six Class 21E electric locomotives and approximately 10 wagons, though final figures have yet to be confirmed.

As a result of the accident, all train services between Ermelo and Richards Bay have been suspended.

This corridor is South Africa’s most vital rail link for coal exports and a prolonged closure is likely to disrupt delivery schedules and affect port operations at RBCT.

Emergency crews and recovery teams have been dispatched to the site. Investigations into the cause of the derailment and subsequent collision are underway.

No injuries have been reported at this stage.

This is a developing story. will provide updates as more information becomes available from Transnet Freight Rail and other authorities.

Added 26 June 2025

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Cape winter weather brings unexpected cruise ship visitor into Durban

What made her arrival unusual this late in the year when all other cruise ships have long retired into the summer months of the Northern Hemisphere, was that she began meandering first down then up along the coast, remaining fairly well out to sea and with her AIS showing her next port of call to be Durban.

The KZN port was not on the 3,080-passenger, 113,561-gross-ton Crown Princess’ original itinerary when she set off on 4 June from Sydney, Australia on a 113-day world cruise.

Her only call in South Arica was intended to be Cape Town, no doubt a segment terminus where some of her passengers would leave the ship and others join her for the next leg taking them into the South and then North Atlantic.

After two days of what appeared to be aimless cruising off the KZN coast on 23 and 24 June, Crown Princess entered Durban at 07h00 on 25 June to go alongside at the Nelson Mandela Cruise Terminal for a 12-hour stopover.

This was an unexpected bonus to local tourist operators as passengers went ashore on organised tours, not only to beauty spots but the large shopping centres as well.

Her planned arrival at Cape Town on 25 June was rescheduled for a Friday 27 June arrival, by which time it was forecast the worst of the Cape storm would be over and the sea swells, which were the real challenge, will have mostly subsided.

Along the KZN east coast and in Durban meanwhile the weather was typical of this time of year – warm sunshine, a few breezes and relatively calm seas. Perfect weather for cruise tourists in fact.

The unexpected delay was just long enough for the Cape stormy weather, whch saw localised flooding in parts of Cape Town, to pass away to the south-east and after a 12-hour visit, Crown Princess was able to depart from Durban with Cape Town now listed as her next port of call.

The cruise ship, now en route southwards, will arrive in Cape Town at 07:00 on Saturday 28 June for an overnight visit, departing again at 18:00 on Sunday 29 June for Walvis Bay, arriving in the Namibian port on 1 July at 09:00 and departing that evening at 18:00, bound for Mindelo, on São Vicente Island in Cape Verde, where her arrival is scheduled for 9 July.

Added 26 June 2025

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World’s first Ship-to-Ship LCO₂ transfer completed in Shanghai

In a major leap for maritime decarbonisation, Chinese marine technology firm has successfully completed the world’s first ship-to-ship transfer of liquefied carbon dioxide (LCO₂).

The historic operation took place on 19 June at Yangshan Deep-Water Port in Hangzhou Bay, near Shanghai.

The achievement marks the first time that a full-cycle Onboard Carbon Capture and Storage (OCCS) system — from capture to liquefaction, storage, and offloading — has been deployed without relying on terminal-based infrastructure.

The offloaded LCO₂ was transferred directly to a second vessel for onward delivery to a storage and utilisation facility.

The project was led by SMDERI-QET, a subsidiary of the Shanghai Marine Diesel Engine Research Institute, part of the China State Shipbuilding Corporation (CSSC). It was supported by the Shanghai Port Group Energy Co. and Shanghai Port Group Logistics Co.

“This is a critical step forward,” said Su Yi, General Manager of SMDERI-QET. “For carbon capture to scale in the shipping industry, we need flexible, practical systems — not just onboard, but across the entire chain.

“This operation proves that ship-to-ship LCO₂ transfer is technically and commercially viable, even where port infrastructure is lacking.”

The OCCS system developed by SMDERI-QET captures CO₂ directly from a vessel’s exhaust gases. Using onboard equipment, the gas is liquefied and stored in pressurised tanks.

In the recent trial, the system achieved over 80% capture efficiency with 99.9% purity of the recovered LCO₂.

Since launching its first full-process OCCS unit in early 2024, SMDERI-QET has completed several ship-to-shore offloading projects.

These have enabled participating vessels to improve their Carbon Intensity Indicator (CII) ratings — an IMO benchmark for ship emissions — making it the first verified end-to-end application of OCCS in commercial shipping.

However, widespread adoption has been limited by port infrastructure gaps.

“Many ports cannot yet handle large volumes of captured CO₂,” Su explained. “They lack the pipelines, terminals, or storage units required for ship-to-shore operations — and in some cases, are restricted by depth or layout.”

The ship-to-ship transfer model bypasses these constraints. Instead of relying on quayside terminals, captured LCO₂ is offloaded from one vessel to another at anchorage or designated mooring locations.

This allows greater operational flexibility and avoids bottlenecks in port development.

“The ability to offload CO₂ without needing a terminal unlocks major potential for retrofits and for vessels operating in less-developed regions,” Su added.

“It also opens the door to a global network of floating or mobile carbon transport and storage systems.”

SMDERI-QET now plans to work with both Chinese and international stakeholders to establish technical standards and regulatory frameworks for marine carbon capture and transportation.

“We believe this success will not only help accelerate the rollout of OCCS technologies,” said Su, “but also catalyse investment in the infrastructure needed to support full-scale carbon reuse, sequestration, and trading.”

As pressure mounts on the shipping industry to cut emissions in line with IMO climate targets, scalable carbon capture solutions are gaining attention — particularly for hard-to-abate segments such as long-haul bulk and container shipping.

SMDERI-QET is a leading Chinese research platform focused on marine environmental protection technologies. It provides integrated solutions for emission reduction across the maritime sector, including onboard scrubber systems, selective catalytic reduction (SCR) units, methane abatement, fuel supply systems, and LNG subcoolers. The firm is spearheading the development of OCCS systems for carbon capture at sea.

Added 26 June 2025

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TRADE NEWS: Kalmar launches Inspector – a new digital application to streamline daily equipment inspections

Inspector, part of the MyKalmar ecosystem, makes equipment inspections more efficient and allows inspection data to be stored centrally for analysis and reporting purposes.

The application is available as both a standalone mobile app and as an optional module for customers with a valid MyKalmar INSIGHT subscription.

Added 26 June 2025

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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.

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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

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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

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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

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UK and Ethiopia forge logistics partnership to boost sector modernisation

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.

Strategic Partnership for Capacity Building

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:

* Capacity building for EFFSAA as a trade association;

* Advisory support on technical and commercial matters across the logistics chain;

*Targeted training programmes to upskill Ethiopian logistics professionals;

* Exchange of knowledge and best practices between UK and Ethiopian freight stakeholders.

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.”

Ethiopia’s Logistics Challenges and Opportunities

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

* Outdated infrastructure and limited access to seaports;
* Low technology uptake across logistics operations;
* A shortage of trained professionals;
* A disconnect between academic training and industry needs;
* Limited regulatory clarity and institutional capacity.

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.

Regional Significance

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