Built in 2013, Artemis is one of the larger cutter suction dredgers operating internationally, measuring approximately 129 metres in length. Designed for hard ground dredging, the vessel is capable of excavating compacted clay and rock and can operate at depths of up to 31 metres.

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• Expansion of entry and exit lanes at KM4
• Dedicated access routes for mineral trucks destined for the Port of Maputo
• Improved internal traffic circulation and border infrastructure
• Digitalisation and automation of cross-border control processes
• Real-time data sharing and system integration between Mozambican and South African authorities
• Implementation of a true one-stop border post, eliminating duplicate customs and immigration stops

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The post Ressano Garcia Border Post Upgrade: Transforming the Maputo Corridor and Mineral Exports appeared first on LBH Group | Africa.

The implementation of Gate Zero, the Permit Office, OTSA and Shincell staging areas has provided some relief by reducing congestion on the N2. However, trucks frequently remain at these staging areas for periods of 24 to 48 hours before being released into the relevant stockpile areas within the terminal. Once released, trucks are generally restricted to entering and exiting through a single point on the gravel road within the port, creating a bottleneck.

A further challenge is that the Port of Richards Bay was not originally designed to accommodate the current volume of road motor transporters (RMTs). Although sections of the road infrastructure have been refurbished, the high volume of heavy vehicle traffic continues to place substantial strain on the road network. The port handles approximately 1,500 RMT movements per day, placing considerable pressure on infrastructure that was not designed for this level of sustained truck traffic.

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The post Richards Bay Port Congestion: Logistics Challenges and the Impact on South Africa’s Bulk Exports appeared first on LBH Group | Africa.

“Africa is once again becoming the focus of resource development, from bulk projects on a truly massive scale, like the Guinean iron ore developments, to the almost ’boutique’ but strategically important rare earth and platinum group metals (PGM) projects,” said Athol Emerton, managing director of LBH Mozambique.

Speaking to Freight News, he said several major infrastructure developments were expected to reshape project cargo flows. “The Lobito Corridor in Angola, renewed momentum on the Nacala Corridor and the continued development of Namibia’s transport corridors are creating additional routing options for project cargo while improving access to export markets for bulk minerals.”

South Africa’s terminal upgrade programme and the long-awaited introduction of private rail operators are also boosting confidence. In Mozambique, the planned expansion of the Port of Maputo and growing cargo volumes along the Maputo Corridor demonstrate the value of integrated corridor development, said Emerton.

Similar initiatives are under way in West Africa, where multiple corridor projects are expected to unlock future project cargo movements and support mineral exports.

“I am really excited about the future project scenario in Africa, although it does need careful focus and country-specific knowledge. We have been involved in the LNG projects in Afungi since handling the first exploration vessels back in mid-2008 and it has been rewarding to support such a broad range of project logistics as the development has progressed. It is arguably the biggest project underway in Africa,” he said.

That optimism is reflected in growing project cargo activity across the continent. According to Emerton, volumes are increasing as investment gathers pace.

“There are only two frontier continents left with real scope for resource exploration – Africa and Antarctica. And it’s far too cold down in the latter, so let’s focus on warm, friendly Africa!” he quipped.

The sector, however, is not without challenges. “In Africa, logistics for these massive projects demand a practical response: corridor capacity, port productivity, customs efficiency and multimodal connectivity all need to improve together. This means dialogue between any country’s bureaucracy and resource project investors needs to be open and pragmatic at all times,” said Emerton.

“I fear there is often great political and investor enthusiasm to unlock Africa’s large resources with projects, but the momentum slows at a practical level through complex bureaucracy, from customs regimes to heavy-lift equipment permitting.”

Practical constraints often extend well beyond ports and terminals. A country may have a modern, efficient port, but a damaged bridge several hundred kilometres inland or ageing road infrastructure can quickly become the weakest link in the logistics chain. Successfully executing complex project cargo movements therefore requires detailed local knowledge and careful planning across the entire transport corridor.

Emerton said demand for breakbulk and project cargo logistics would continue to grow as infrastructure improves and delayed projects move forward over the next two years. However, unlocking Africa’s full potential will depend on seamless integration between ocean carriers, ports, inland transport providers and last-mile logistics, supported by stronger collaboration between governments and industry.

11 Aug 2026 – By Liesl Venter FTW

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Despite paying to use the facility under a “No Ticket, No Entry” system, transporters report that trucks are still waiting up to two days to offload. Questions have also been raised about deteriorating road conditions, damage to vehicles and whether the staging system is delivering sufficient operational benefit to justify the additional cost.

With Richards Bay handling significant bulk cargo volumes, efficient truck flows and supporting infrastructure are critical to the competitiveness of the wider logistics chain.

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The post FTW: Transporters Slam Richards Bay Truck Staging Fees appeared first on LBH Group | Africa.

As Mozambique reshapes its mining sector, the new legislation places greater emphasis on local value addition, encouraging the processing and beneficiation of minerals before export.

What does this mean for investors, mining companies, and the broader economy? This brief overview unpacks the key changes, the opportunities they create, and the practical implications for stakeholders operating in the region.

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For the logistics sector, this presents significant opportunity, but also highlights the ongoing challenge of aligning infrastructure capacity with rising demand. As bulk volumes increase, pressure is mounting on ports, corridors and shipping networks to improve efficiency, reduce delays and support more reliable cargo movement.

“Bulk commodities remain the backbone of African trade and what we are seeing now is a fundamental shift in scale,” said Athol Emerton, managing director of LBH Africa. “The real challenge is not whether demand exists – it’s whether logistics systems can keep pace with the volume and operational discipline required to move bulk cargo efficiently. This pressure means our customers need reliable and accurate information distributed to their network around the globe.”

Despite strong growth fundamentals, infrastructure constraints remain a defining feature of the region. Common challenges include limited port capacity relative to bulk export demand, landside bottlenecks affecting cargo flow and competition between export cargoes and essential imports.

In this environment, execution discipline is essential, said Emerton. “Bulk logistics relies on consistent, efficient performance and even minor supply chain inefficiencies can quickly drive up costs and disrupt operations. An efficient ships agency and logistics system works hard to ensure reliability and cost efficiency.”

The importance of efficient logistics is becoming increasingly evident as bulk commodity exports continue to expand across the region. This growth is being driven by several key commodity flows across the region, including bauxite and iron ore in Guinea, iron ore exports in Liberia, energy and mineral cargoes in Angola as well as continued diversified bulk and primary commodity flows through Ghana’s ports.

Guinea, for example, has established itself as a dominant player in global bauxite supply, with seaborne exports increasing significantly in recent years and reaching record levels as infrastructure capacity expands. Simandou now also gives the country access to high-quality iron ore, supported by a world-class integrated rail and port system capable of handling up to 100+ million tonnes per annum at peak capacity. Similarly, Liberia is potentially scaling up iron ore exports through rail and port infrastructure upgrades and various opportunities

According to Emerton, copper continues to emerge as one of the most strategically important bulk commodities globally. “Demand continues to rise sharply, with projections indicating sustained long-term growth driven by energy transition requirements. At the same time, It is clear that the landlocked copper producing countries need more corridor capacity,” said Emerton. “Across Africa, copper exports remain concentrated in Central and Southern regions. However, the trade corridors connecting inland production areas to market are evolving, this important for reliable bulk corridors and ports.”

24 Jun 2026 – By Liesl Venter and Ed Richardson FTW

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