• Super Admin
• 08 Mar, 2026

The reported destruction of a significant portion of Iran's conventional naval surface fleet represents more than a tactical battlefield development -- it may mark a temporary end to Tehran's ambitions as a visible blue-water naval actor beyond the Persian Gulf. Over the past five years, the Islamic Republic of Iran Navy (IRIN), distinct from the Islamic Revolutionary Guard Corps Navy (IRGCN), had steadily expanded long-range deployments into the Indian Ocean, Atlantic approaches and occasionally the Southern Hemisphere. These voyages were designed less for combat power projection than for strategic signalling, diplomatic outreach and demonstration of endurance capability. Central to that strategy were the domestically built Moudge-class frigates and the expeditionary forward-base ship Makran, a converted tanker that allowed Iran to sustain deployments far from home ports without reliance on foreign logistics support. Together, these vessels enabled high-profile deployments that included port visits and exercises with non-Western partners -- including the Iranian naval presence in South African waters during recent multilateral 'Will for Peace' exercises. The apparent loss of multiple frigates and the destruction of Makran therefore carries disproportionate strategic consequences: 1. Collapse of long-range logistics capability: Without Makran or an equivalent afloat support platform, Iran's navy loses the ability to sustain multi-month deployments into the South Atlantic or western Indian Ocean. 2. Reduced naval diplomacy Port visits -- a key element of Iran's foreign policy messaging -- are likely to diminish sharply. Future appearances off Southern Africa or Latin America now appear unlikely in the near term. 3. Shift back to asymmetric doctrine Iran's remaining naval strength lies primarily with the IRGC Navy's fast-attack craft, mines and coastal missile systems focused on the Strait of Hormuz rather than blue-water operations. 4. Implications for commercial shipping While the destruction of larger Iranian vessels reduces the probability of conventional naval confrontation at distance, it may increase reliance on asymmetric tactics in confined waters, maintaining risk for merchant shipping transiting the Gulf and northern Arabian Sea. For Indian Ocean observers -- including ports such as Richards Bay, Durban and Cape Town that have recently hosted Iranian naval visits -- the events underline how quickly geopolitical shifts can alter naval traffic patterns and maritime diplomacy in regional waters. Transnet acts against collusion and supplier misconduct Transnet SOC Ltd has taken firm action to uphold integrity and accountability within the organisation, suspending nine employees for alleged collusion with suppliers. Disciplinary proceedings are already underway against three of the suspended officials, with charges against others expected to follow. In parallel, Transnet has initiated the process of blacklisting implicated suppliers. Transnet described the intervention as part of a broader drive to strengthen governance, protect financial sustainability, and reinforce operational accountability. An internal investigation, which included 34 audits across two operating divisions for transactions in the 2024/25 financial year, uncovered significant irregularities. Findings revealed that certain suppliers had overcharged Transnet by margins ranging from 50% to as high as 1000% on multiple items. Further investigations remain in progress. Transnet Group Chief Executive, Michelle Phillips, emphasised the organisation's uncompromising stance. She said that law enforcement agencies have been engaged to assist in the matter. "Transnet maintains a zero-tolerance stance on any form of impropriety. This extends beyond instances of overcharging, as such conduct directly undermines our operational efficiency and financial performance." Alongside consequence management, the company is finalising targeted interventions and systemic improvements designed to detect and prevent the recurrence of such practices. Warships as diplomats: how the South African Navy is tasked with building ties with other nations One of the blindingly obvious logistical requirements of virtually all shipowners, which became a primary concern once the Houthi idiocy kicked off in late 2023, was that to redirect their vessels around the Cape Sea route would incur a huge increase in fuel requirements, notwithstanding increased engineering spares, and the need to ensure enough fresh provisions were aboard their vessels to look after crew levels of comfort. The massive increase of vessels avoiding both the voyage into the Red Sea, and a Suez Canal transit, meant that those ports that were able to provide all three logistical needs of any vessel taking the long way round were going to have to up their game. The continent of Africa is not best placed with a plethora of ports that can ensure provision of logistics. Thankfully, South Africa still possesses great marine infrastructure to step into that breach. The ability to provide bunkers was the one part of the logistics need that was not in the best place to react to the huge upswing in traffic around the Cape. Both Port Louis in Mauritius, and Walvis Bay in Namibia, have set themselves up to cater for this trade. South Africa only provided limited harbour bunker facilities, and only an infant off port limits (OPL) bunker industry. That was changing rapidly with the decision to allow OPL operations in Algoa Bay. In September 2023 the South African Revenue Service (SARS) decided to crack down on the OPL industry in Algoa Bay, mainly due to issues with taxation, potential tax avoidance, and possible bending of the rules. This crackdown resulted in the detention of five bunker tankers operating in Algoa Bay, all over alleged breaches of the Customs and Excise Act that governed their OPL operation. This effective shutdown had a huge effect on the providers of bunker fuel, Trafigura, BP, and Mercuria to name but three. The timing of the OPL ban could not have come at a worse time. It took sixteen months for the impasse to be cleared, and for SARS to allow the restart of OPL bunker operations in Algoa Bay. All the while a huge loss of revenue to SARS was taking place as vessels bypassed South Africa to take bunkers in Mauritius, before they got here, or in Namibia after they had rounded the Cape. One cannot help think that the 'shooting oneself in the foot' mantra was in use by SARS throughout this period. Bunker operations were cleared for restart in February 2025, and local company African Marine Solutions (AMSOL) were the first out of the blocks with their bunker tanker 'Uhambo', which loaded a full cargo of bunker fuel in Cape Town, loaded from the stocks provided by the Astron Energy storage depot in the port, and bound for Algoa Bay. AMSOL were one of just two operators who were granted licenses to resume OPL bunkering in Algoa Bay. From that restart, AMSOL have been gradually rebuilding a small fleet of modern bunker tankers, now covering both the Eastern Cape, and KwaZulu-Natal (KZN). The Cape operation uses stocks from Cape Town, for delivery to OPL from Port Elizabeth, and the KZN operation uses stocks from Durban, for delivery to OPL from Richards Bay. In the Africa Ports and Ships edition of 29th January 2026, a report was made of the fourth bunker tanker to arrive off South African shores, and going into operation with the AMSOL fleet, and specifically out of Durban. That bunker tanker was 'Pearl Kaja', and she had been taken on long term bareboat charter from Consort Tankers Pte. Ltd., of Singapore. She was not to be the last such vessel to arrive in South Africa, from Singapore, from Consort Tankers, and to go into operation for AMSOL. On 28th February, at 18:00 in the early evening, the bunker tanker 'Pearl Kate' (IMO 9935686), a sistership to 'Pearl Kaja', arrived at the Table Bay anchorage, from Singapore. She remained at anchor overnight, and 15 hours later, the next morning at 09:00 on 1st March she left the anchorage and entered Cape Town harbour. She proceeded into the Duncan Dock, and was initially placed alongside the Landing Wall, indicating some additional logistical requirements were required. This did not take long, and shortly afterwards, she shifted across the dock, to go alongside Berth 2 of the Tanker Basin, and to start loading. Laid down in December 2021, launched in May 2022, 'Pearl Kate' was completed in September 2022 by the Penglai Zhingbai Jinglu shipyard at Penglai in China. She is 115 metres in length and has a deadweight tonnage of 7,995 tons. She is powered by two Yanmar 6EY26W six cylinder, four stroke, main engines producing 1,785 bhp (1,330 kW) each, and driving two keyless propellers, each connected to its own rudder. Her auxiliary machinery includes three generators providing 870 kW each. She has a single Jiangyin Sanjie auxiliary boiler, and for added manoeuvrability she has a single bow transverse thruster. With a cargo carrying capacity of 8,879 m3, 'Pearl Kate' provides three line segregations, has heated cargo tanks, and can pump fuel at a rate of 991 tons/hour. The first built tanker of a class of seven sisterships, and known as the 'K' Series, with each vessel having a name prefix of 'Pearl' followed by a name beginning with the letter 'K'. She was built for Consort Tankers Pte. Ltd., of Singapore, who are a major provider of bunker fuel and bunker services in Singapore, China, and the UAE. On arrival in Cape Town, she still showed her Singapore Maritime Authority bunker registration of 'SB3018B' on her hull, and her funnel still proudly displayed the houseflag logo of Consort Tankers. Nominally owned by Pearl Kate Shipping Pte. Ltd., of Singapore, who are a subsidiary company of Consort Tankers Pte. Ltd., of Singapore, 'Pearl Kate' has been placed on a long-term bareboat charter, and is now both operated and managed by African Marine Solutions Group (Pty) Ltd. (AMSOL), of Cape Town. Her classification society, the Japanese NK Society showed on 4th February that her port of registration changed from Singapore, to Port Elizabeth, along with the management details to those of AMSOL. Her arrival in Cape Town was announced by Cape Town based Astron Energy, who are a subsidiary of the Swiss mining and commodity trading company Glencore, and who announced that they would be deploying 'Pearl Kate' to move Low Sulphur Marine Fuel Oil (LSMFO) along the South African coast between Cape Town and Port Elizabeth. Astron Energy are the current owners of the former Caltex Refinery, located nearby at Milnerton in Cape Town. The arrival of 'Pearl Kate' was said to be as a result of yet another tanker being seized by the South African Revenue Service (SARS). Astron Energy have been seeking to recover bunker capacity it lost when SARS seized the MR2 tanker 'Essien', together with its cargo of fuel. This seizure, is contested in the Western Cape High Court by both Astron Energy and Ocean Ark Shipping Ltd., who are the owners of 'Essien'. The seizure stems from claims by SARS that 'Essien', which was on charter to Astron Energy, was improperly declared, and had failed to pay Value Added Tax (VAT) that SARS claims it is owed. Astron Energy, for whom AMSOL are operating on behalf of, have stated that 'Pearl Kate' should restore part of the bunkering capacity along the South African coast, which is currently operating under strain, and at a time when there is increased demand for bunkers in South Africa, and which is unlikely to reduce, especially now that Israel and the USA have again started attacking Iran, and those shipowners who were considering re-routing their vessels back through the Suez Canal once more, are now openly reversing that decision. Astron Energy, are a major producer of Low Sulphur Marine Fuel Oil (LSMFO) which is produced at their Milnerton Refinery, and their ability to distribute LSMFO around the South African coast are fundamental to the operation of their refinery at Milnerton. Their intention of using 'Pearl Kate' as a shuttle tanker, to move LSMFO around the coast from Cape Town to Port Elizabeth, gives the impression that they have brought her into service not simply as a bespoke bunker tanker for Algoa Bay, but to ensure stocks of LSMFO are always available for the Algoa Bay operations. Time will tell if this is indeed the case. As expected, once 'Pearl Kate' had been moved over to a loading berth, it was not expected to be long before she got underway once more, now to conduct the business that she had been brought on charter for. After just a total of 26 hours alongside in Cape Town, 'Pearl Kate' was ready to get underway. At 11:00 in the late morning of 2nd March she sailed from Cape Town and, as expected, her AIS indicated that her next destination was to be Port Elizabeth, with an ETA in the Windy City of 06:00 in the morning of 4th March. In terms of provision of marine bunkers on a global scale, South Africa is ranked as 17th in a table of 17 major bunker port complex providers. As expected, Singapore tops that published league, and by a long way, with the Amsterdam Rotterdam Antwerp (ARA) port complex in second place, Fujairah in the UAE sitting third, and Gibraltar lying in fourth place. The revival of Mozambique's LNG megaprojects on the Afungi peninsula is poised to reshape the nation's maritime landscape. With TotalEnergies and ExxonMobil forecasting up to 400 vessel calls annually, Afungi is set to emerge as one of Africa's most strategic energy export hubs. * Mozambique LNG (Area 1, TotalEnergies) * Investment: US$20 billion * Capacity: 13 mtpa * Deliveries: Targeted for 2029 * Force majeure lifted October 2025 * Rovuma LNG (Area 4, ExxonMobil) * Investment: US$30 billion * Capacity: 18 mtpa * FID expected in 2026 * Construction forecast: 12-18 months Together, these projects represent over US$50 billion in investment and a combined production capacity of 31 mtpa, positioning Mozambique alongside leading LNG exporters. President Daniel Chapo has emphasised strengthened security in Cabo Delgado, assuring investors that conditions are now stable enough to support construction. The government's commitment is seen as pivotal in restoring confidence after insurgency‑related delays. * Coral Sul FLNG (Eni): Producing since 2022, 3.4 mtpa capacity. * Coral Norte FLNG: FID approved October 2025, valued at US$7.2 billion, expected to double floating LNG output by 2028. Mozambique anticipates capital gains tax revenues from Galp's Area 4 stake in 2025-26, alongside job creation, service industry growth, and expanded port activity. The LNG revival is expected to anchor Mozambique's economy and reinforce its role as a top‑tier LNG supplier by 2029. This development should be framed as a maritime transformation story, not just an energy one. The scale of traffic -- 400 ships annually -- demands new capacity in pilotage, towage, and port services, while positioning Afungi as a gateway for East African LNG logistics. Tug LEO sinks off Southern Cape after departing Durban; search continues for missing crew A major search and rescue operation remains underway off South Africa's southern coastline following the sinking of the tug LEO (IMO 9007142), which had departed Durban earlier after several months laid up at the Bluff. The vessel went down approximately 80 nautical miles south of Mossel Bay after reporting severe flooding late on Saturday evening, prompting a large-scale emergency response coordinated by the South African Maritime Safety Authority and the Maritime Rescue Coordination Centre (MRCC) Cape Town. According to the MRCC, the tug transmitted a mayday distress call at 19:02 local time reporting uncontrolled water ingress and requesting immediate assistance. A mayday relay was immediately broadcast via Cape Town Radio to alert vessels in the vicinity. The crew of 18 abandoned ship into four life-rafts before the vessel sank in the early hours of Sunday morning. Two merchant ships and a local fishing vessel diverted to assist, while aerial support was deployed to search the area despite difficult weather conditions. An Incident Management System was activated to coordinate the multi-agency response. Search operations are continuing amid adverse sea conditions. The South African Search and Rescue Organisation expressed condolences to the family of the deceased and said all available resources remain committed to locating the missing seafarers. Tracking information indicates LEO was en route from Durban toward West Africa, reportedly bound for Lagos, Nigeria, following a period alongside in Durban where the vessel had remained inactive for several months. Maritime sources identify the vessel as a 66-metre platform supply tug, built in 1991 and sailing under the Comoros flag. Industry records further suggest the tug was previously known as GMTS Tracker 01, a vessel linked to a widely reported crew abandonment case in Durban during 2023, after which outstanding wages were eventually settled and crew repatriated in 2024. Recent international reporting describes the tug as Nigerian-operated and returning to West Africa after undergoing work or preparation in South Africa, although ownership and operational control details have not yet been formally confirmed by authorities. While the precise cause of the casualty remains under investigation, early reports indicate the vessel encountered rough seas along the southern Cape shipping corridor -- an area known for rapidly changing weather systems and heavy swells. The distress message citing uncontrolled flooding suggests either structural failure, machinery-space ingress, or stability loss, though investigators are expected to examine seaworthiness, maintenance history, and operational condition following the vessel's lay-up period. The search area lies along one of South Africa's busiest offshore transit routes, enabling nearby commercial vessels to respond quickly to the mayday relay. Volunteer crews from the National Sea Rescue Institute are understood to be supporting the broader rescue coordination effort alongside MRCC resources, aircraft, and passing shipping. Survivors have been landed for medical evaluation and consular assistance, with Nigerian diplomatic officials reportedly assisting affected crew members and families. A formal marine casualty investigation will be initiated once search operations conclude. Authorities are expected to focus on: - the source of flooding - vessel condition after lay-up - compliance with safety certification - weather exposure during the voyage. The loss of LEO underscores once again the risks faced by offshore support and towing vessels operating along South Africa's notoriously demanding southern coastline -- particularly during repositioning voyages between operating regions. Further updates are expected as rescue authorities release confirmed information. The loss of LEO follows a prolonged period alongside in Durban, where the tug had been laid up at the Bluff for several months prior to sailing. The vessel had remained inactive in Durban since late-2024 or early-2025, becoming a familiar sight in the harbour approaches while awaiting resolution of ownership, crewing and operational matters. The vessel is widely understood to be the former GMTS Tracker 01, previously associated with a well-publicised crew abandonment case in Durban in 2023. Seafarers aboard the vessel were left unpaid for an extended period before being repatriated the following year after intervention by maritime authorities and welfare organisations. Following settlement of outstanding wage disputes and a subsequent change in operational arrangements, the tug appears to have been prepared for repositioning to West Africa, reportedly under Nigerian operational control. The departure from Durban earlier in the week therefore marked the vessel's first significant voyage after an extended idle period. Regular harbour observers in Durban say the tug LEO had become a familiar sight along the Bluff waterfront during its lengthy lay-up, lying inactive for months while commercial traffic passed in and out of the port. Ship enthusiasts and port workers noted the vessel's weathered appearance and infrequent onboard activity, typical of offshore support vessels awaiting new employment or ownership resolution. Her departure earlier this week therefore attracted quiet interest among local watchers, marking the end of a prolonged stay in Durban harbour -- a voyage that has now ended in tragedy off the southern Cape. Joint ITF-JNG statement: Designation of High Risk Area in the Strait of Hormuz Edited by Paul Ridgway AfricaPorts & Ships London On 2 March the International Transport Workers' Federation (ITF) and the Joint Negotiating Group (JNG), as social partners of the International Bargaining Forum (IBF), designated the Strait of Hormuz and surrounding waters as a High Risk Area following the sharp escalation of military tensions involving the United States, Israel and Iran, and the widening instability across the region. This designation reflects the rapidly deteriorating security environment, confirmed reports of attacks on commercial vessels, and the growing risk posed to seafarers. More than 200 vessels are currently anchored in or near the Strait amid significant uncertainty regarding safe transit. The International Maritime Organization has urged maximum caution and advised vessels to avoid the area where possible. They must never be exposed to military risk or used as leverage in geopolitical conflict. Their safety must come before all commercial considerations. The High Risk Area designation activates enhanced protection measures for IBF-covered seafarers operating in or near the affected waters. Shipowners and operators must: * Conduct enhanced risk assessments prior to transit * Provide seafarers with clear, timely information regarding security conditions * Ensure all contractual, insurance and safety protections are fully implemented * Engage with crews and their representatives regarding voyage planning and risk mitigation. Additionally, the IBF Warlike Operations Area Committee (WOAC) agrees to include into the existing conditions for the designated High Risk Area, the seafarers' right to refuse to sail into the area. The ITF and JNG are closely monitoring developments and will continue engaging with each other over the coming days regarding a potential upgrade of the area to a Warlike Operations Area. This designation would activate additional protections for seafarers, it is understood. All parties are urged to respect international law, protect civilian shipping, and take immediate steps to de-escalate tensions. The safety of life at sea must remain paramount. The ITF and JNG will continue working jointly to assess risks, provide guidance to the industry, and ensure seafarers receive the protection and support they urgently need. The Joint Negotiating Group (JNG) allows for the coordination of the views of employers from across the world in the maritime industry. The JNG today consists of the International Maritime Employers' Council (IMEC), the International Mariners Management Association of Japan (IMMAJ), the Korean Shipowners Association (KSA) and Taiwan-based company Evergreen. The International Bargaining Forum (IBF) is the forum that brings together the International Transport Workers' Federation (ITF) and the international maritime employers that make up the Joint Negotiating Group (JNG). IBF negotiations include both central negotiations and local negotiations which allow for development of core principles which can then be incorporated into specific local arrangements. This unique approach to pay negotiations is the only example of international collective bargaining. South African consumers are being urged to brace for rising costs as fuel prices climb sharply in March, driven by international oil market volatility linked to escalating hostilities between Iran, the US and Israel. The Road Freight Association (RFA) has expressed "dismay and concern" at the increase, noting that diesel prices are rising between R0.60 and R0.65 per litre. Diesel is the primary fuel for medium and heavy commercial transporters, meaning the hike will immediately burden daily operations and filter through to freight rates. "Transporters will be faced with - either immediately or later, depending on their operating models or agreements - factoring this increase (and any others that may arise) into their pricing when offering freight transportation services," said Gavin Kelly, CEO of the RFA. "This means that the gains which were achieved through the gradual reduction of the basic fuel price during 2025 will be erased and the consumer will, inevitably, begin to feel this change in increasing prices at the till." Kelly warned that fuel is a fundamental input cost in the transport sector, with knock‑on effects across the wider economy. Rising logistics costs are expected to add upward pressure on inflation, influencing future interest rate decisions and eroding household purchasing power. The RFA cautions that the combination of global supply risks, logistics disruptions, and domestic fuel price increases will intensify economic strain, with consumers bearing the brunt in higher retail prices. Source: https://africaports.co.za/2026/03/08/africa-ports-ships-maritime-news-8-9-march-2026/