Porti & ambiente — le notizie raccolte

Thecongestion at Durban Gateway Terminalhas worsened, with delays hitting 10 days, and there is little sign that a resolution is imminent creating more frustration among the forwarding community. Sources toldThe Loadstarthe terminal’s Pier 2 was “materially constrained”, noting that while delays of 10 days were expected, “some individual services are further behind”. One forwarder toldThe Loadstar: “Honestly, it is a shit show. ICTSI has taken over one of the terminals and, apparently, productivity at the gateway has worsened. As to getting goods moved, it’s a crapshoot.” ICTSI acquired 49% of the terminal in January after a contentious battle with APM Terminals, following South Africa’s decision to allow private sector participation in its port operations. The deal with ICTSI was seen as necessary to contend with decades-long inadequacies in the port’s equipment and congestion, with criticism that improvements were not happening fast enough. Also, the introduction of new systems necessitated retraining the workforce, which is adding to the delays, with some sources suggesting that there is no resolution in sight. One local forwarding source toldThe Loadstarthat to clear the cargo backlog would “take at least a few weeks, probably more”, and that was on the basis that the number of ships and containers waiting to be handled did not increase. Indeed, some carriers are now warning customers to expect delays of 20 days. The source added that “containers discharged on 11 August are still waiting in the terminal”, and that while the number of free storage days had been extended today, there had been no update on what would happen, going forward. Part of the problem is that South Africa has struggled since the rerouting of vessels round the Cape from the Red Sea – an issue compounded by the closure of the Strait of Hormuz and now responsible for 9% of global port congestion, according to Linerlytica.

Extreme congestion at South Africa’s Durban Gateway Terminal has got so bad that on Friday, the presidency was called in to help as the port struggles to migrate to a new management system amid equipment breakdowns. And one source toldThe Loadstarthis morning little had changed over the weekend, adding that the port’s operator “hasn’t managed to claw back much of the congestion, stacks are still very elevated”. Carriers are warning shippers to expect delays of anywhere up to a week as the port tries to clear a cargo backlog, with MSC warning that impending bad weather could create further issues. Noting that August was “traditionally the windiest period of the year in Durban,” MSC told customers that “weather-related disruptions may place additional pressure on terminal performance”, while pointing out that productivity was less than a third of its usual level. It further noted that “several quay cranes are experiencing breakdowns and reliability issues, due to ageing equipment, and there is a shortage of straddle carriers”, adding that while there were investment plans under consideration, “no new equipment has been commissioned”. The South African Association of Freight Forwarders (SAAFF) said the issues had emerged in the wake of the terminal’s transition to the Navis N4 container management system, the wider operational and equipment issues compounding the situation. Chief executive Juanita Maree said: “Given the inability of the relevant port structures to contain and resolve the situation, SAAFF has escalated the matter to the highest office in the country, on behalf of industry, calling for immediate intervention. “This is now a crisis. With severe knock-on effects spreading rapidly across national supply chains, we can confirm that a delegation from the presidency has visited the port to engage directly and support mobilisation of solutions commensurate with its scale and urgency.” SAAFF is also calling for urgent changes to the rules around private sector participation in the nation’s gateways, including implementation of structures for prevention, early warning, and rapid intervention. International Container Terminal Services (ICTSI) acquired 49% of Durban Gateway Terminal this year after a contentious battle with APM Terminals, following South Africa’s decision to allow private sector participation in port operations. The deal with ICTSI was seen as necessary to deal with a decades-long problem of inadequate equipment and unending problems with congestion, but voices have expressed criticism that these developments are not happening fast enough.

Southern Africa’s trade growth is being strangled by container shipping’s inability to absorb increasing volumes as the sector contends with constrained port, vessel, and inland logistics networks brought about conflict in the Persian Gulf. South Africa’s citrus exports were particularly hard hit by the crisis, with year-to-date exports having collapsed some 24% when measured against last year’s numbers, down from 15.2m cartons to 11.5m. While small in terms of total merchandise – 4% of South Africa’s export activity – the Middle East is a region the country is particularly exposed to when it comes to fruit and meat, which have provided substantial injections for the South African economy. “This makes the UAE/Saudi-linked routing and demand risks material, despite the limited aggregate share,” one source toldThe Loadstar, while noting other regions have stepped in to fill the void. With total year-to-date citrus exports having climbed a little over 2%, to 62.1m cartons, Asia, Europe, and the UK are playing an increasingly prominent role, European volumes topping 24.3m (up 18.6% year on year), while 6.2m cartons have headed towards the UK (12.7%), and 2.9m (28.2%) across the Asia. “Citrus is ramping up,” the source added. More broadly, South Africa experienced something of a record-breaking month in May, with global container port throughput surpassing 17.3m teu, according to Container Trades Statistics (CTS), “highlighting the resilience of underlying cargo demand despite”. Month on month, that represented 6.2% growth, despite the persistent issues with congestion, schedule disruption, and the wider supply chain pressures that have plagued the continent more broadly. “This suggests current strains are being driven not by weak volumes, but by the system’s difficulty in absorbing elevated flows across already-constrained port, vessel, and inland logistics networks,” added the source. Seven-day average vessel waiting times at Cape Town and Durban have ticked past the 48-hour mark, and it seems that in both cases, surging reefer demand for citrus exports are responsible – although each port has nuances of its own compounding this. Kuehne + Nagel has singled out Cape Town as “the port… most constrained” in its network, and that together with reefer demand, the gateway is also dealing with increased ‘late-stack volumes’, further constraining operations, with “a high risk” of delays and rollings imminent. At Durban the picture is more complex, with landside congestion and poor truck turnarounds, while the gateway is “currently experiencing heightened tensions and sporadic disruptions, linked to anti-immigration protests”.

Nei primi nove mesi del 2026 i ricavi del terminalista filippino sono saliti del 24%, mentre la liquidità ha raggiunto 1,14 miliardi di dollari. La crescita, tuttavia, arriva soprattutto dai nuovi terminal: a perimetro comparabile i volumi sono rimasti quasi fermi Manila – Ictsi continua a crescere e si presenta alla fase finale del 2026 con una consistente capacità finanziaria per sostenere nuovi investimenti. Il gruppo terminalistico filippino ha chiuso i primi nove mesi con un utile netto attribuibile agli azionisti di 898,9 milioni di dollari, in aumento del 20%, e disponibilità liquide per 1,14 miliardi. Escludendo l’onere straordinario legato alla cessione dello Yantai International Container Terminal in Cina, il risultato ricorrente ha raggiunto 913,6 milioni, il 22% in più rispetto all’anno precedente. I ricavi delle attività portuali sono aumentati del 24% a 2,9 miliardi di dollari, mentre l’Ebitda è salito del 21% a 1,87 miliardi. Nei primi nove mesi Ictsi ha movimentato 12,11 milioni di teu, registrando una crescita complessiva del 13%. Nel solo terzo trimestre l’utile netto ha raggiunto 308,9 milioni di dollari, con ricavi in aumento del 19% a 984 milioni. Dietro l’espansione dei traffici vi è soprattutto il consolidamento del Durban Gateway Terminal in Sudafrica, assunto in gestione nel gennaio 2026, e del Batu Ampar Container Terminal di Batam, in Indonesia, entrato nel perimetro del gruppo nel settembre 2025. Escludendo questi due scali e la dismissione di Yantai, i volumi sarebbero cresciuti appena dello 0,1%. I ricavi comparabili sono invece aumentati del 15%, grazie agli adeguamenti tariffari, ai servizi accessori e a un mix di carico più remunerativo. L’integrazione delle nuove attività ha però fatto salire del 37% i costi operativi monetari, arrivati a 801,4 milioni di dollari, comprimendo il margine Ebitda dal 66% al 64%. Il gruppo ha comunque generato un flusso di cassa operativo di 1,56 miliardi e confermato un programma di investimenti da 740 milioni di dollari per il 2026, dei quali 507 milioni erano già stati utilizzati alla fine di settembre. Le risorse saranno indirizzate agli ampliamenti di terminal in Messico, Filippine, Brasile, Honduras, Australia, Ecuador e Repubblica Democratica del Congo. I risultati confermano così il ruolo di Ictsi come uno dei terminalisti più aggressivi sul piano internazionale: la liquidità disponibile può alimentare ulteriori concessioni e acquisizioni, ma la quasi stagnazione dei volumi organici mostra che la crescita dipende ormai in misura crescente dall’allargamento del portafoglio e dalla capacità di estrarre più ricavi da ogni teu movimentato.

Rare fin whale strands on South African coast, sparking scientific investigation & conservation concerns about marine mammal health. A huge fin whale, often called a "greyhound of the sea" because it's super fast, washed up on a misty morning in Gansbaai. This giant, the second-biggest whale, usually eats tiny krill and anchovies but was found dead. Her stranding brought together many people, from fishermen to scientists, to learn why she died and what it means for other whales. This rare event showed everyonehow important these amazing creatures are and how much danger they still facefrom things like ship strikes and noise in the ocean. Fin whales, often called "greyhounds of the sea," are the second-largest whale species, weighing around 65 metric tonnes and capable of sprinting at 30 km/h. They are crucial to oceanic food webs, primarily feeding on krill and anchovies. Despite a rebound since the 1986 whaling moratorium, they remain vulnerable, with strandings like the Gansbaai event highlighting their ongoing threats and ecological significance. Stay updated with the latest stories from the Mother City. July 1 broke misty and flat over Gansbaai, the kind of morning skippers pray for when clients want shark-cage footage without green faces. Jason Stafford was ticking boxes on his pre-departure sheet when a dark blade-shaped silhouette, far too large for a whale-watcher’s splash, surfaced near Die Plaat’s thunderous breakers. Twenty-three metres of gun-metal muscle - obviously a finback - rolled once, lifted its asymmetric jaw, and went limp. Stafford’s radio call reached the Dyer Island Conservation Trust within minutes, triggering a chain reaction that would unite fishermen, geneticists, toxicologists, teachers, and drone pilots for the next four days. Within ninety minutes, the Trust’s stranding trailer had bounced down the gravel track, packed with the same crates normally reserved for beaked dolphins or Cape fur seals. They found a female giant - tissue still warm - already attracting Kelp gulls and Black-backs. Protocols demand photos before anything is shifted, so smartphones rose like paparazzi while staff stretched survey tape between the dune pegs. Every measurement - fluke notch width, dorsal-to-snout run, blubber depth via modified ice-cream scoop - would feed a global catalogue that still holds only a few hundred Southern-Hemisphere fin-whale records. Wilfred Chivell, whose beard has been salted by two decades of launches in these waters, admitted he had “run out of superlatives.” The Greater Dyer Island coastline keeps meticulous observer logs; until that Monday, none listedBalaenoptera physalusas anything other than a far-off spout beyond the continental shelf. A washed-up specimen therefore shattered the local “it-won’t-happen-here” mind-set and forced environmental educators to rewrite their talking-point sheets before the first school bus arrived. Fin whales hold silver in the all-time size Olympics: second only to blues yet able to sprint at thirty kilometres per hour, earning them the mariner’s nickname “greyhounds of the sea.” The stranded cow weighed in at roughly sixty-five metric tonnes, the caloric equivalent of forty Land-Cruisers. Each sideways lunge she performed while alive could gulp seventy cubic metres of seawater, forcing krill and anchovy through 350 pairs of silky baleen plates. Unlike other rorquals, her jaw pigment is split down the middle - inky indigo on the left, brilliant ivory on the right. The asymmetry may act like counter-shaded fishing lures, confusing prey schools during the final surge. Evolution has honed more than cosmetics. A ridge of rubbery pleats runs from the chin to the navel; these accordion folds let the throat pouch balloon, creating a parachute that fills faster than a firefighter’s rescue slide. Once prey is engulfed, the tongue - heavier than a grand piano - rams upward, expelling water through the sieve of fringe. The whole sequence lasts six seconds, proof that bulk need not equal sluggishness. Researchers measured the dead female’s ventral grooves at 1.8 m, near the upper limit recorded anywhere, suggesting she was a prime hunter at the peak of her game. Even so, she carried scars of modernity: parallel propeller nicks along the right peduncle, cookie-cutter shark divots on the flank, and a ghost net strand embedded under the pectoral fin. Each lesion tells part of her biography - deep dives into shipping lanes, tropical detours where cigar-sized sharks nibble, and a brush with derelict gear she dragged for weeks before shedding. Such souvenirs are now photographed, 3-D scanned, and logged into a national ship-strike database that conservation managers hope will justify slower speed limits outside Cape Agulhas. A century ago, factory ships along Africa’s southern edge rendered fin whales into nitroglycerin, margarine, and Parisian lamp oil. Shore-based whalers at Durban and Saldanha kept meticulous ledgers: 9,300 fins processed between 1912 and 1975, their tongues sold as pet food, penises dried for swagger canes. Genetic back-casting hints that Southern-Hemisphere numbers fell from 100,000 to perhaps 20,000, a slaughter that still reverberates through oceanic food webs. Since the 1986 moratorium, sightings have rebounded in the productive Agulhas Bank, yet the IUCN retains the species as Vulnerable because recovery is patchy and slow - each female produces a calf only every three years after a year-long gestation. The Gansbaai stranding therefore removes not just one animal but an entire reproductive future: up to fifteen calves she might have nursed over the remaining decades. Scientists translate that loss into “foregone offspring” when they model population trajectories; managers translate the same data into policy briefs urging precautionary catch limits on the small-pelagic fishery that nets her main prey. Each metric tonne of sardine left in the water column equals a measurable slice of whale baby-making potential, a currency ministers can grasp when purse-seine quotas come up for review. Modern threats add layers of complexity. Seismic arrays searching for hydrocarbons fire air-gun pulses audible across ocean basins; fin whales reply by lengthening their calls, the acoustic equivalent of shouting in a noisy bar. Chronic stress disrupts feeding efficiency and lowers birth rates, a linkage confirmed by hormone assays from free-swimming individuals. The Trust’s pathology team preserved the stranded whale’s inner ear in glutaraldehyde within minutes of necropsy; high-resolution CT scans will soon reveal whether spiral-ligament damage or air-bubble emboli - classic acoustic-trauma signatures - help explain her final erratic course toward the beach. Post-mortem work began under floodlights before the tide reclaimed the carcass. Researchers sliced blubber cores with sterilised corers, bagged each organ in Whirl-Paks, and laid them on labelled trays like a macabre sushi menu. Blood oozed into Vacutainers laced with heparin; bile was aspirated for bile-acid profiling; even gut parasites were teased into ethanol. Every sample serves dual purposes: baseline health metrics for a data-poor population, and forensic clues toward cause of death. A veterinary team hopes histopathology will flag morbillivirus, domoic acid, or micro-plastic infiltration - pathologies increasingly common in other baleen whales. Parallel teams profiled the oceanography: sea-surface temperature had spiked two degrees above the thirty-year mean, possibly driving anchovy shoals offshore and beyond a predator’s lunging reach. Satellite chlorophyll maps showed a filament of warm, nutrient-poor water hugging the coast - the kind of setup linked to mass strandings of squid-eating beaked whales but rarely to filter feeders. Add an algal bloom that lingered the previous week, and the stage may have been set for confusion, toxin uptake, or starvation-induced navigational error. Meanwhile, the human tide rolled in. Schoolchildren arrived with clipboards; Instagram influencers angled selfies against the backdrop of tarpaulin-draped flesh. Staff set up a rope corridor, balancing public curiosity with dignity for the animal. Evening talks at the local hall were streamed to 3,000 viewers, translating jargon - “vagrant pygmy copepod,” “persistent organic pollutant,” “effective population size” - into plain-language stories residents could retell. By the fourth afternoon, only bones remained, tagged and ready for burial above the high-water mark. Months from now, after cartilage maceration, the skeleton may tour science centres as a tangible monument to ocean vulnerability. Outcomes will reverberate well beyond this dune field. Genetic bar-coding will tell whether the dead female hailed from Antarctic Sector IV or the migratory cohort that skims Madagascar on the way to the Benguela upwelling. Stable-isotope signatures of carbon and nitrogen will map the trophic footprint of her last meals, anchovy versus euphausiid, data invaluable for ecosystem-based fishery models. Most crucially, a final report will land on the desk of the Department of Forestry, Fisheries and the Environment just as officials debate expanding the Agulhas Bank Marine Protected Area; peer-reviewed numbers may tip the balance toward larger no-take zones, a legacy even a dead whale can still deliver. Fin whales, often called "greyhounds of the sea," are the second-largest whale species, weighing around 65 metric tonnes and capable of sprinting at 30 km/h. They are crucial to oceanic food webs, primarily feeding on krill and anchovies. Despite a rebound since the 1986 whaling moratorium, they remain vulnerable, with strandings like the Gansbaai event highlighting their ongoing threats and ecological significance. On a misty July 1st morning in Gansbaai, a 23-meter female fin whale, weighing approximately 65 metric tonnes, was found stranded and deceased. This rare event brought together a diverse group of people, from local fishermen to scientists, to investigate the cause of death and gather valuable data about this magnificent creature. Fin whales are exceptional for several reasons: they are the second-largest whale species, can reach speeds of 30 km/h, and possess an asymmetrical jaw pigmentation (inky indigo on the left, ivory on the right), which may aid in confusing prey. Their unique throat pleats allow their mouth to expand significantly to engulf large volumes of water and prey, a process that takes only about six seconds. Despite a rebound in population numbers since the 1986 whaling moratorium, fin whales continue to face significant threats. These include ship strikes, as evidenced by propeller nicks found on the stranded whale, entanglement in ghost nets, and the pervasive issue of ocean noise pollution from seismic surveys. Additionally, changes in ocean temperature and food availability due to climate change can impact their feeding patterns and overall health. When a whale strands, scientists follow strict protocols. They meticulously photograph and measure the carcass, collect tissue samples from various organs for genetic, toxicological, and histopathological analysis, and even preserve parts like the inner ear to check for acoustic trauma. Environmental data, such as sea-surface temperature and chlorophyll maps, are also collected to understand potential contributing factors to the stranding. A fin whale stranding has far-reaching implications. Beyond the loss of an individual, it represents a loss of reproductive potential, as each female can produce multiple calves over her lifetime. The data collected from such events contributes to global catalogues, informs conservation policies, and helps justify measures like slower speed limits in shipping lanes and expanded marine protected areas. It also serves as a powerful educational tool, raising public awareness about ocean vulnerability and the importance of conservation efforts. Oliver Daniels is a Cape Town journalist who chronicles the intersection of food, migration and identity in South Africa's kitchens—from wood-fired Gugulethu braai spots to Constantia vineyards. Born and raised on the slopes of Devil’s Peak, he still starts each week with a dawn walk across Table Mountain to catch the first Atlantic light before filing copy.

ExxonMobil South Africa LNG, an affiliate of U.S.-headquartered energy heavyweight ExxonMobil, has penned a heads of agreement (HoA) with a strategic partnership between Vopak Terminal Durban and Transnet Pipelines to advance the development of a liquefied natural gas (LNG) import terminal at the Port of Richards Bay, South Africa. ExxonMobil’s HoA with theZululand Energy Terminal (ZET), a joint venture between Vopak and Transnet, is interpreted to signal international market interest in supplying LNG to South Africa, supporting the continued development of infrastructure required to establish a new gas import platform for the country. Oliver Naidu, Director of ZET, commented:“This agreement represents more than a commercial milestone; it is a strong vote of confidence in the Zululand Energy Terminal and the future of LNG in South Africa. The participation of a global energy leader such as ExxonMobil reinforces the strategic importance of Richards Bay as an entry point for LNG and supports our vision of developing the infrastructure needed to unlock a competitive and sustainable gas market.” The new LNG terminal is expected to position Richards Bay as a key entry point for imported LNG and support the country’s transition toward a more secure and diversified energy mix. South Africa is expected to face a significant gas supply shortfall by 2030, as existing supply from Mozambique’s Pande-Temane fields declines. This gas cliff is said to present a risk to power generation, industrial activity, employment and economic growth, reinforcing the need for new gas supply options and enabling infrastructure. The Zululand Energy Terminal is expected to be South Africa’s first LNG import facility, enabling the import, storage, regasification and distribution of LNG to both power generation and industrial users. This content is available after accepting the cookies. Uncertainty hovers over South African drilling ops, as oil push hinges on appeals outcome Michelle Phillips, Group Chief Executive of Transnet, remarked:“Transnet remains committed to supporting strategic infrastructure that strengthens South Africa’s long-term energy security and industrial competitiveness. Through Transnet Pipelines’ partnership in the Zululand Energy Terminal, we continue to support the development of critical LNG import infrastructure at Richards Bay.” Once operational, the LNG terminal is expected to strengthen South Africa’s energy security, support the development of thecountry’s gas market, enable industrial growth and competitiveness, and facilitate a balanced energy transition alongside renewable energy. Andrew Barry, Chairman of ExxonMobil LNG Market Development, underlined:“This agreement reflects ExxonMobil’s global LNG experience and our commitment to support South Africa’s energy security with reliable supply. With LNG markets continuing to expand globally, we see a strong opportunity to help meet growing demand for secure energy and look forward to working with ZET to progress this opportunity.” This content is available after accepting the cookies. Woodside quashes ExxonMobil merger rumors Based on the previously disclosed plans, the project is to be executed in two phases. Phase 1 entails the development of a floating storage unit (FSU) with a capacity of 135,000-174,000 cubic meters, onshore regasification infrastructure capable of around 400 mmscfd, and optional truck loading facilities. A new pipeline connection will link the terminal to the Lilly Pipeline via Empangeni, with a tie-in point for Richards Bay Industrial Development Zone customers. On the other hand, Phase 2 covers the construction of an onshore storage tank with a capacity of up to 220,000 cubic meters, replacing the FSU to increase send-out capacity to about 600 mmscfd, accommodating planned gas-to-power projects in Richards Bay and future gas users nationwide. Maarten Smeets, Chairman of ZET, said:“Signing this HoA with ExxonMobil strengthens the base for the development of a terminal with one of the world’s largest energy companies. Via the terminal, South Africa ensures access to the global LNG market to further strengthen its energy mix by gaining access to affordable and reliable supply.” Under a 25-year concession, ZET intends to design, construct and operate critical gas infrastructure that unlocks reliable LNG supply for industry and power generation. The project is anticipated to strengthen energy security, attract investment, create new economic opportunities across KwaZulu-Natal, and support South Africa’s evolving energy landscape. Take the spotlight and anchor your brand in the heart of the offshore world! Join us for a bigger impact and amplify your presence at the core hub of the offshore energy community!