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Located in the Gulf of Guinea along the Atlantic coastline and just 30 kilometres east of Accra is the Port of Tema, which stands as Ghana’s principal maritime hub and one of the most important ports along the West African coast. Originally constructed in 1962, Tema has evolved from a modest fishing harbour into a modern deep-water port that plays a vital role in facilitating regional trade and economic growth. The port covers a vast area with extensive berthing facilities, container terminals, and bulk handling yards. Tema port handles over 70% of Ghana’s seaborne trade…. Read more…

Saving the ocean is a test of multilateralism: Ahead of World Oceans Day, IMO Secretary-General Arsenio Dominguez said the momentum for collective international action must grow stronger, not wane. He commented: “This is our ocean, our obligation – and our opportunity.” S-G Dominguez, has called on the international community to demonstrate the ‘power of multilateralism’ by renewing global commitments and actions to protect the ocean. Leading up to World Oceans Day (today, 8 June)….   Read more…

Those specialised vessels that have the word ‘layer’ within their title are normally to be associated with the offshore oil and gas industry. They range in size and scope from the large pipe layer, which can lay pipes by the ‘S-Lay’ or ‘J-Lay’ method up to a maximum diameter of 60 inches, which to those metric only casual maritime observers equates to five feet in old money. These vessels are universally operated to lay crude oil, condensate, or natural gas, export pipes from seabed offshore locations to FPSO, or onshore, processing plants.  Read more… 

In a powerful call to action, scientists from every inhabited continent have united around a shared concern: the health of the world’s oceans is at a tipping point. But amid this urgency, there is still reason for hope — if decisive action is taken now. According to a new survey conducted by the Marine Stewardship Council (MSC) and analysed by consultancy GlobeScan, climate change is seen as the leading threat to ocean biodiversity by over two-thirds of nearly 60 prominent marine experts. Overfishing and habitat degradation also rank high among concerns.   Read more…

In spite of the uncertain geopolitical situation between the USA under President Donald Trump and South Africa under the existing administration, shipping giant is going ahead with the intended launch of an enhanced standalone USA to South Africa service due to commence in October 2025. The new service will make use of eight vessels deployed including four additional ships for consistent weekly connections. According to MSC this move will ensure service continuity while strengthening MSC’s commitment as the sole carrier offering a direct link between South Africa and the US East Coast.  Read more…

In a strong display of growing maritime collaboration, warships from the European Union Naval Force (EUNAVFOR) Operation ATALANTA and the Indian Navy have completed a high-impact naval exercise in the Indian Ocean last week, sharpening their joint response to piracy, illicit trafficking, and other maritime threats. The joint drill – one of the most complex undertaken between the two forces – simulated a piracy attack on a merchant vessel, testing how quickly and effectively the EU and India could coordinate in real time to protect shipping lanes in one of the world’s most strategic maritime corridors.    Read more…

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

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

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

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

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

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

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

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FIRST VIEW: Tema Port – Ghana’s Maritime Gateway to West Africa

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Located in the Gulf of Guinea along the Atlantic coastline and just 30 kilometres east of Accra is the Port of Tema, which stands as Ghana’s principal maritime hub and one of the most important ports along the West African coast.

Originally constructed in 1962, Tema has evolved from a modest fishing harbour into a modern deep-water port that plays a vital role in facilitating regional trade and economic growth.

The port covers a vast area with extensive berthing facilities, container terminals, and bulk handling yards. Tema port handles over 70% of Ghana’s seaborne trade, serving not only the local economy but also landlocked neighbours including Burkina Faso, Mali, and Niger. Key exports through Tema include cocoa, gold, and timber, while imports range from machinery and vehicles to consumer goods and foodstuffs.

The crown jewel of Tema’s modernization is Terminal 3, a state-of-the-art container terminal operated by Meridian Port Services (MPS), a joint venture between Ghana Ports and Harbours Authority (GPHA), APM Terminals, and Terminal Investment Limited (TiL), a subsidiary of MSC. Commissioned in 2019, Terminal 3 has significantly increased the port’s container handling capacity and efficiency.

Spanning 127 hectares, Terminal 3 features a 1.4-kilometre quay with a depth of 16 metres, allowing it to accommodate the world’s largest container ships, which have begun calling at the terminal. The facility is equipped with advanced ship-to-shore (STS) cranes, rubber-tyred gantry (RTG) cranes, and a fully automated terminal operating system that enhances cargo flow and turnaround times.

The terminal’s annual handling capacity exceeds 1 million TEUs, positioning Tema as a regional transshipment hub and reducing congestion both within Ghana and at neighbouring ports. The integration of customs and clearance procedures with digital infrastructure has also streamlined logistics for shippers and consignees.

Beyond its operational strengths, MPS Terminal 3 is a model for public-private partnership in African port development. The $1.5 billion investment reflects growing confidence in Ghana as a stable and strategic location for international maritime trade.

This also emphasises the advantages and importance of having terminal operator partners who are directly involved in container shipping.

As Tema Port continues to expand its role in global supply chains, its modernisation — anchored by Terminal 3 — offers a blueprint for port infrastructure development across the continent.

Pictures courtesy MPS, Ghana Ports & Harbours Authority

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World Oceans Day and UN Ocean Conference

Ahead of World Oceans Day, IMO Secretary-General Arsenio Dominguez said the momentum for must grow stronger, not wane.

He commented: “This is our ocean, our obligation – and our opportunity.”

S-G Dominguez, has called on the international community to demonstrate the ‘power of multilateralism’ by renewing global commitments and actions to protect the ocean.

Leading up to World Oceans Day (today, 8 June) and to the UN Ocean Conference to be held in Nice, France, from 9-13 June, Mr Dominguez urged governments, industry and civil society to seize the moment as an opportunity for global cooperation to do the right thing for future generations.

Mr Dominguez commented further with: “We all have a responsibility to safeguard our precious marine environment and resources, on which we all depend.

“Governments, industries, civil society: this is our ocean, our obligation – and our opportunity. This World Ocean Day, let us reaffirm our collective commitment to intensify our work through the power of multilateral action. The ocean and the planet depend on it.”

To promote the maritime sector’s role in ocean protection, Mr Dominguez will head a delegation to the Third United Nations Ocean Conference in Nice.

He will meet world leaders, ocean science experts, civil society and private sector representatives to engage them in joint efforts that leverage the capacity of the shipping industry to support ocean action.

As the largest user of ocean space, shipping moves over 80% of global trade and contributes more than US$900 billion annually to the ocean economy.

To harness the sector’s vast expertise and experience, the IMO’s Global Industry Alliance (GIA) offers a proven public-private partnership model, bringing together maritime companies and leaders from other ocean industries to support IMO climate and ocean initiatives.

It is understood that IMO will announce two new Global Industry Alliances to mobilise action on underwater noise and marine plastic pollution at the UN Ocean Conference in Nice.

IMO’s renewed commitment builds on seven decades of setting international regulations and standards to protect the marine environment from harmful shipping activities, backed by technical cooperation.

These measures have significantly reduced oil spills, ship losses, container losses and air pollution globally.

IMO is currently intensifying its work to address the triple planetary crisis of climate change, pollution and biodiversity loss by:

Acting on climate: Developing new regulations to cut greenhouse gas emissions from ships and regulate decarbonization technologies.

Preventing marine pollution: Addressing sea-based sources of marine plastic litter through a revised global action plan.

Preserving biodiversity: Developing a binding legal framework to prevent the spread of invasive aquatic species via ships, and supporting Member States in tackling underwater noise.

For more information about IMO’s work in these areas readers are invited to use the link HERE.

For IMO’s activities at UN Ocean Conference, SEE HERE.

See related report below: .

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WHARF TALK: cable layer – NEXANS AURORA

Then there is the cable layer, which is used in the oil and gas industry to lay any variety of umbilical lines, flowlines, and control lines, from subsea infrastructure that operate remotely from an oil or gas platform, or a FPSO, and lay them directly to that surface structure, and which are required for the ‘mother’ platform to operate, monitor, and manage the subsea infrastructure via the cables, or flexible pipes.

Of course, there is the ubiquitous cable layer, but which represents the communications industry, and is responsible for the laying of the vast spread of thousands of miles of cables that allow all of us to communicate from any point on the planet, bar Antarctica, to any other point on the planet, or to spends hours surfing the internet and the worldwide web. They are not to be confused with the cable repair vessels, of which one lies at the constant ready in Cape Town, to sail at a moment’s notice to repair any damaged or broken undersea communications cable. The latter is a cable ship, rather than a cable layer, and is not designed to lay new cable routes.

Lastly, courtesy of that expanding worldwide industry, that is bypassing South Africa in almost totality, is the cable layer that is designed to lay not communication cables, but electricity cables, both AC and DC, that are part of the vast development of offshore wind energy farms, and are needed to export their turbine derived wind power to onshore power grids, for electrical distribution to where it is needed. These vessels are still relative scarce in South African waters, but courtesy of the still unknown Houthi menace are occasional callers to whet the whistles of casual maritime observers who enjoy such rarities.

On 28th May, at 06:00 in the morning, the cable layer arrived off Cape Town, from the Khor Al Fakkan anchorage in the United Arab Emirates (UAE). She entered Cape Town harbour, proceeding into the Duncan Dock, and went alongside the Landing Wall. As always, such a vessel, and such a berth might indicate that her call is for more than the usual logistics reason of bunkers, stores and fresh provisions, but also of a maintenance nature.

Ordered in July 2018, and with her keel laid in April 2019 at the Crist SA shipyard at Gdynia in Poland, ‘Nexans Aurora’ was launched in June 2020. In November 2020 her hull and unfinished accommodation block was towed to the Ulstein Verft AS shipyard, at Ulsteinvik in Norway, for final outfitting and completion. She was finally delivered in May 2021.

With a length of 157 metres, and with a gross registered tonnage of 22,263 tons, ‘Nexans Aurora’ is diesel-electric vessel with all power required for both domestic and propulsion needs derived from six Bergen B33:45L6 generators providing 3,450 kW each. Power is transferred to three ABB electric motors, which power three Brunvoll AUP115 azimuth propulsion thrusters, producing 3,200 kW each for a transit seaspeed of 14 knots.

Her auxiliary machinery includes a single Scania DI16M emergency generator providing 1,300 kW. For added manoeuvrability ‘Nexans Aurora’ has a single bow Brunvoll AR115 LNC2900 retractable azimuth thruster providing 3,000 kW, and two bow Brunvoll FU115 LTC3000 transverse thrusters providing 3,000 kW each. She has an Ice classification of ICE C which allows her to operate independently in first year Baltic Sea ice with a thickness of up to 0.4 metres.

Her mix of thrusters gives ‘Nexans Aurora’ a dynamic positioning classification of DP3, the highest classification possible. Her DP3 arrangement is provided by a Kongsberg K-Pos DP-22 system which utilises outputs from one GNSS system, one GPS system, two HiPAP systems, one Spot Track system, and one Radius system, all of which are assisted by one current meter, and four hydrographic echo sounders.

Her aft deck provides a working area of 1,160 m2, with a deck strength of 15 tons/m2. Her cable laying is via a deck cable carousel, with a diameter of 29 metres, and which can hold up to 10,000 tons of high voltage, armoured, electrical cable. She also has an underdeck cable tank which can hold up to 450 tons of fibre optic cable. Her cable deck laying equipment package is from MAATS Tech Ltd., of Gloucester in the United Kingdom, which is through a stern A-Frame with a lifting capacity of 150 tons, via two stern cable sheaves, allowing two cable lay lines.

She has two Seapath knuckleboom deck cranes, each with a lifting capacity of 20 tons. Capable of laying both High Voltage Direct Current (HVDC), or High Voltage Alternating Current (HVAC) electrical cables, down to a water depth of 3,000 metres, ‘Nexans Aurora’ is fitted with a Remote Operating Vehicle (ROV) hangar, which is equipped with Merlin WR200 working ROV, which is itself attached to an umbilical that allows it to work at depths of up to 3,000 metres.

Equipped with a Nexans Capjet Trenching Unit, to allow her to conduct both trenching and dredging operations, ‘Nexans Aurora’ is also equipped with Nexans Plow Unit, to allow her to conduct ploughing operations whilst cable laying. All of which allows her to conduct not only electrical cable laying, but also bundle laying, cable jointing, cable repair, and cable protection.

Designed by Skipteknisk AS of Ålesund in Norway, to their ST297CLV design, for offshore wind farm subsea interconnections, ‘Nexans Aurora’ provides accommodation for up to 90 persons, and onboard facilities includes four lounges, gymnasium, ten meeting and conference rooms, and a large messroom. She is part of the Nexans SA Group, of Paris in France, is owned by Nexans Subsea Operations AS, of Oslo in Norway, operated by Nexans Marine Operations AS, also of Oslo, and managed by Nexans Norway AS, of Vestfold in Norway. In 2022 ‘Nexans Aurora’ was one of the three ‘Ship of the Year Award’ nominees.

In March 2021, shortly before she was delivered, Nexans SA announced the signing of a preferred supplier agreement with Empire Offshore Wind LLC to electrify the future of New York State, by connecting the Empire Wind offshore projects to the onshore grid. The project will eventually deliver renewable energy to over one million homes, and is expected to reach 70% of New York State electricity needs, derived from renewable sources, by 2030.

In 2022, ‘Nexans Aurora’ laid three 65km export cables from the Seagreen wind farm to the shore station at Angus, on the Northeast coast of Scotland. The Seagreen wind farm is located 18 nautical miles offshore, consisting of 114 Vestas 10MW turbines, which produce 1.1 GW of electricity, which is enough annual power to provide electricity for 1.6 million homes.

Also, in 2022 she lay 180 km of electrical submarine cables for the offshore Marjan increment development project. The Marjan increment program is an integrated development project for oil and gas from the Marjan offshore field, located off Ras Tanura, on the Persian Gulf coast of Saudi Arabia. The development programme included a new offshore gas oil separation plant, and 24 offshore oil, gas and water injection platforms. As part of the contract, ‘Nexans Aurora’ lay two lengths of 90 km each, of 230kV HVAC, three-core, submarine power cables with an internal fiber optical element.

In March 2023, ‘Nexans Aurora’ completed the final pull-in of the subsea interconnector cable laid between Crete and mainland Greece at Attica. The 1GW, HVDC cable finally removed the electrical grid isolation of Crete from the rest of Greece. The interconnector cable route was 335 km in length, and was laid in water depths of up to 1,200 metres, with the total project cost amounting to US$1.14 billion (ZAR20.27 billion).

In November 2023, ‘Nexans Aurora’ completed the Moray West wind farm cable laying, and cable pull in on the Caithness coastline of Northeast Scotland. The Moray West wind farm is located on the Smith Bank, in the Outer Moray Firth, approximately 12 nautical miles offshore. The wind farm site covers an area of approximately 225 km2.

In Cape Town, the requirements of ‘Nexans Aurora’ appeared to have initially been met after just over one day alongside. At 08:00 in the morning of 29th May she sailed from Cape Town, but only as far as the Table Bay Anchorage, where she remained for the next two and a half days, presumably awaiting something of importance.

At 20:00 in the evening of 31st May, she left the anchorage, and re-entered Cape Town harbour once more and, as before, she proceeded into the Duncan Dock, and this time went alongside the Repair Quay. After almost three days, she was finally ready for departure, and at 17:00 in the late afternoon of 3rd June she sailed from Cape Town, now with her AIS indicating that her next port of call was to be the British colony of Gibraltar, with her next project as yet unknown.

Again, thanks to the irony of the Houthi menace, the rare sighting of a large, complex, electrical cable layer was made real for the casual maritime observers of Cape Town. Her call gave yet further visual proof that South Africa is falling further behind the rest of the world when it comes to the development of real, clean energy, programmes which will reduce the national carbon footprint, and produce clean, renewable energy for the nation.

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Global scientists warn of ocean biodiversity crisis — but hope remains if we act now

But amid this urgency, there is still reason for hope — if decisive action is taken now.

According to a new survey conducted by the Marine Stewardship Council (MSC) and analysed by consultancy GlobeScan, climate change is seen as the leading threat to ocean biodiversity by over two-thirds of nearly 60 prominent marine experts.

Overfishing and habitat degradation also rank high among concerns.

Yet, 45% of those surveyed remain optimistic. Why? Because solutions already exist — and they’re working.

As we mark World Oceans Day (Sunday 8 June) and the UN Ocean Conference in Nice (9-13 June), the MSC has published a report titled ‘Preserving Ocean Life: How Sustainable Fishing Supports Biodiversity’.

The report showcases inspiring global examples of fisheries adapting with new technologies and sustainable practices to reduce harm to marine ecosystems.

From seabird-safe practices in South Africa, to turtle protection in the Indian Ocean and shark conservation in the Eastern Pacific, these efforts highlight a crucial truth: protecting biodiversity and maintaining a seafood supply chain can go hand-in-hand.

Dr Beth Polidoro, MSC’s Research Director, emphasised:

“There’s consensus that our oceans are under threat from overfishing and climate change. But this report shows that change is possible — fisheries can provide food and protect marine biodiversity.”

At the upcoming UN conference, attention will center on the BBNJ Agreement (High Seas Treaty) — a proposed international framework to conserve marine biodiversity beyond national jurisdictions. Sixty signatories are needed for the treaty to enter into force.

Dr Judy Mann-Lang of the Two Oceans Aquarium Foundation, Cape Town, offered a poignant reminder:

“The ocean is remarkably resilient — if we just give it a chance. But that requires societal change and everyone working together.”

For those in the shipping and maritime sectors, this moment matters. Healthy oceans support global trade, ensure fishery sustainability, and stabilise marine ecosystems that we all depend on. The message from MSC’s latest campaign is clear:

“Sustainable fishing means more” — more fish, more life, more future.

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MSC launches standalone service between South Africa and USA

Africa Ports & Ships

The new service will make use of eight vessels deployed including four additional ships for consistent weekly connections.

According to MSC this move will ensure service continuity while strengthening MSC’s commitment as the sole carrier offering a direct link between South Africa and the US East Coast.

The service will call the following ports, offering Philadelphia as well during the citrus season (which in October will be ending for the current season).

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EU and Indian Navies join forces in major Indian Ocean exercise to strengthen maritime security

Africa Ports & Ships

The joint drill – one of the most complex undertaken between the two forces – simulated a piracy attack on a merchant vessel, testing how quickly and effectively the EU and India could coordinate in real time to protect shipping lanes in one of the world’s most strategic maritime corridors.

The exercise involved the Indian Navy frigate INS Trikand and an auxiliary vessel, alongside EUNAVFOR ATALANTA’s Italian frigate ITS Antonio Marceglia and Spanish frigate SPS Reina Sofía.

Air support was provided by onboard helicopters and an Indian Maritime Patrol Aircraft, with tactical command coordinated by ATALANTA’s flagship, ITS Luigi Rizzo.

In the simulated scenario, a commercial vessel came under a piracy threat. INS Trikand, first to respond, gathered critical intelligence on the hijacked ship, while Spanish frigate Reina Sofía worked with the Indian aircraft to maintain overwatch.

Using the gathered intel, a Spanish special forces team planned a rescue mission, supported from the air by Marceglia’s helicopter. The operation was a coordinated success, demonstrating seamless interoperability between EU and Indian units.

Once the boarding and hostage-rescue exercise was completed, the naval units executed a series of formation manoeuvres to refine joint navigation and tactical procedures.

Rear Admiral Davide Da Pozzo, ATALANTA Force Commander, praised the operation as “a huge milestone” and the first time such complex exercises have been undertaken jointly by EUNAVFOR ATALANTA and the Indian Navy.

“This is a promising step forward for maritime security cooperation,” he said.

The exercise was planned by the ATALANTA Operational Headquarters in Rota, Spain, and marks a tangible outcome of the EU-India Maritime Security Dialogue and high-level strategic meetings held earlier this year.

The joint effort underscores both sides’ commitment to a free, open, and rules-based maritime order in the Indo-Pacific.

EU Ambassador to India, Hervé Delphin, who visited the European vessels ahead of the exercise, said: “The strategic importance of the Indian Ocean is as crucial for the EU as it is for India.

“Our navies working together not only protect shipping lanes but also advance shared values of international law and maritime cooperation.”

This exercise follows a series of earlier cooperative engagements, including “passing exercises” (PASSEX) and joint patrols supporting humanitarian efforts like the escort of World Food Programme vessels.

Vice Admiral Ignacio Villanueva, Operation ATALANTA Commander, added: “India is making extraordinary efforts to ensure maritime security in the Indian Ocean. Our collaboration is decisive in securing this critical region.”

With piracy, drug trafficking, arms smuggling, and illegal fishing posing persistent risks to global shipping, exercises like this offer reassurance to the maritime industry that international cooperation is keeping pace with evolving threats.

As geopolitical interests converge across the Indo-Pacific, the EU and India are making clear that securing global trade routes is not just a shared priority – it’s a joint responsibility.

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Ocean currents can generate electricity – and our study shows Africa’s seas have some of the strongest

Africa Ports & Ships

Added 8 June 2025

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

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

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

Commissioning of the first phase is scheduled for early 2027.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

But beneath the surface, trouble is brewing.

Climate, Conflict, and Tariffs Threaten the Blue Economy

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

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

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

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

Upgrading marine infrastructure to handle environmental and trade shocks

Ending harmful subsidies that deplete fish stocks and damage ecosystems

Closing legal loopholes that allow unregulated exploitation of open waters

Promoting fairer, greener trade between developing nations

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

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

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

UNCTAD explains the ocean economy WATCH HERE

Deep sea mining necessary innovation or environmental risk LISTEN HERE

or READ HERE – Global Trade Update June 2025

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Liberia certifies first homegrown marine pilot and tug master

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

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

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

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

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

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

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

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

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

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

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WHARF TALK: Heavylift pipe layer JSD6000

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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Navantia launches Moroccan offshore patrol vessel

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

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

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

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

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

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

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

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

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

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

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

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

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

— President Daniel Chapo

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

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

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

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

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

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

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

The decades-long Chagos islands dispute has finally entered a new chapter. The UK officially agreed to return the sovereignty of the archipelago to Mauritius.

The Indian Ocean islands are strategically situated near key shipping lanes and regional power hubs.

Mauritius was granted independence from British colonial rule in 1965. But not the Chagos islands, which had been part of Mauritius but became a new colonial territory. The residents of the largest island in the archipelago, Diego Garcia, were forced off the land. This was used as a base to support US military operations.

Now Mauritius has regained control over the islands while leasing Diego Garcia to the UK for a 99-year period for US$136 million a year. This gives the UK (and its ally the US) access to a vital maritime corridor for global trade and power projection.

But now that the deal has been signed, there’s a more pressing question. Can Mauritius use it as the foundation for justice and economic progress?

As scholars of strategic economic development we often focus on Africa and Mauritius in particular. We believe the agreement marks an important geopolitical moment. It rights a colonial wrong, honours international justice and cements Mauritius’s global standing.

It also presents an opportunity to fund inclusive development and sustainability initiatives for Mauritius. It could boost investments in education, health and infrastructure. It could also support the resettlement of displaced Chagossians, and advance marine conservation, renewable energy and climate resilience programmes in the archipelago.

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

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

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

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

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

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

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

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

1. Investment

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

More specifically, it needs to:

2. Economic diplomacy, alliances and regional leverage

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

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

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

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

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

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

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

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

3. Chagossian justice

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

Steps should include:

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

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

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