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World Bank backs freight and logistics reform in South Africa with $1.5 billion loan

Hariesh Manaadiar
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World Bank backs freight and logistics reform in South Africa with $1.5 billion loan

South Africa has secured a US$1.5 billion Development Policy Loan from the World Bank to support infrastructure modernisation and economic growth.. Freight transport reform is one of the three pillars identified in the programme, alongside energy and water and sanitation as a priority area for government intervention..

According to the National Treasury, the loan will support “necessary interventions and reforms aimed at advancing reforms in the electricity, freight and logistics sectors, and addressing pressing challenges in the water and sanitation sector“.. The Treasury added that these reforms form the foundation of faster and more inclusive economic growth..

What the World Bank is supporting

As per the World Bank’s factsheet, the objective of the freight transport sector reforms is to support the government’s efforts to transform the structure of the sector from a public monopoly to a competitive market..

In order to build the legal and institutional foundations required for transforming the sector, “the authorities have focused their attention on: (i) establishing an independent transport economic regulator to ensure fair and open access to private operators, and (ii) unbundling Transnet to allow for train operators to enter the market,” says the World Bank..

What industry wants to see

While World Bank funding supports the reform agenda, industry stakeholders are clear that operational improvements will ultimately measure success..

An executive in South Africa’s commodity export sector, who asked to remain anonymous, said priority should be given to restoring rail capacity and reliability through continued investment in rail infrastructure, signalling, locomotive availability, and network access..

“Every additional tonne moved by rail reduces logistics costs, eases pressure on the road network, and improves the international competitiveness of South African exports,” the exporter said..

The exporter added that port performance remains equally important, pointing to equipment reliability, maintenance, berth productivity, and cargo flow as areas requiring continued attention.. Higher rail volumes, improved port productivity, lower logistics costs, and stronger export competitiveness should be the measures used to assess the success of the reforms..

Terry Gale, Chairman of Exporters Western Cape, believes “the funding should support further equipment upgrades and practical improvements at South Africa’s ports“..

For Cape Town, he identified better landside congestion management when multiple vessels are worked simultaneously, a dedicated truck staging area, stronger rail links to and from the port, an automated truck booking system that can respond to wind closures, and new ship-to-shore cranes for the Cape Town Multi-Purpose Terminal..

He also called for properly equipped facilities for terminal staff, transporters, and other port users, together with the long-awaited acquisition of a port helicopter..

Positive support for Transnet’s recovery programme

The World Bank’s decision to identify freight and logistics as one of South Africa’s three infrastructure reform priorities is also positive for Transnet and the wider freight industry..

Many of the objectives supported through the programme are already reflected in Transnet’s recovery and modernisation plans, including improving operational performance, increasing export capacity, strengthening infrastructure, and enabling greater private sector participation where appropriate..

Over the past year, Transnet has reported improvements across parts of its rail and port operations while continuing to pursue infrastructure investment and operational reforms.. The World Bank’s support provides further international confidence in the direction of South Africa’s freight reform programme..

The funding itself will not solve South Africa’s logistics challenges.. The opportunity lies in translating policy reform into measurable operational improvements across rail and ports..

For exporters, importers, logistics service providers, and cargo owners, the numbers that matter remain the same: more cargo moving by rail, better performing ports, lower logistics costs, and a more competitive South African export sector..

Congratulations to Michelle Phillips – KZN Top Business Woman for 2026

Hariesh Manaadiar
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Congratulations to Michelle Phillips – KZN Top Business Woman for 2026

Shipping and Freight Resource extends its warmest congratulations to Adv Michelle Phillips, Group Chief Executive of Transnet, on being named KZN Top Business Woman for 2026..

Accepting the award, Michelle said she was deeply honoured by the recognition and explained that she does what she does because she loves it.. She acknowledged the more than 50,000 Transnet employees as part of this achievement.

The award comes during a demanding period for Transnet and South Africa’s wider logistics system.. Michelle has carried the responsibility of leading the organisation through its operational recovery, infrastructure constraints, sector reforms, and closer engagement with customers and private industry..

Michelle has spent more than 20 years within Transnet, working across legal, operational, and executive roles before being appointed Group Chief Executive in March 2024.. Her experience includes leading Transnet Port Terminals and Transnet Pipelines, giving her a practical understanding of the people, assets, and operating realities behind the organisation..

I recently had the opportunity to speak with Michelle for SFR’s Executive Insights series.. Throughout the discussion, her confidence in Transnet’s people came through clearly..

She spoke about equipment reliability, maintenance, operational discipline, customer engagement, and the work required to reduce congestion across the port system.. She also stressed the need for South Africa to recognise progress while continuing to deal honestly with the work that remains..

That balance matters.. Running Transnet involves thousands of daily decisions, many of them far removed from public view.. Trains must move, vessels must be worked, pipelines must operate safely, equipment must remain available, and customers must be kept informed when pressure builds..

Leadership in an organisation of that size is measured through the work carried out across the system every day..

While this recognition is a proud personal achievement for Michelle, it is also a welcome moment for the wider Transnet team whose work supports South Africa’s economy and trade..

Congratulations, Michelle.. SFR wishes you continued strength and success as you lead Transnet through the next stage of its recovery and growth..

How long can dock and yard teams keep solving process problems with overtime..??

Hariesh Manaadiar
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How long can dock and yard teams keep solving process problems with overtime..??

Warehouses and transport yards are remarkably forgiving places.. Throw enough people, overtime, temporary labour, phone calls, and spreadsheets at a problem, and most operations will somehow keep moving..

C3 Solutions’ State of Dock & Yard Management 2026 suggests that this way of working is still deeply embedded.. The report is based on responses from 149 supply chain and logistics professionals..

Inefficient manual processes remain the leading operational challenge, rising from 35.9% in 2025 to 40.3% in 2026.. During peak periods, 51% of respondents rely on overtime, and 50.3% bring in temporary labour. Only 34.2% turn to technology..

That is a lot of human effort being used to hold together processes that were probably never designed for the level of pressure they now carry..

Real-time yard visibility remains the most wanted capability, but buyers are paying much closer attention to implementation, usability, and whether a new system will actually work with the systems already in place..

And this is where many projects stall..

Almost 73% of respondents are exploring dock scheduling or yard management automation, yet fewer than 13% have a firm plan.. Interest is high. Commitment is much lower..

So the issue is no longer whether businesses see the problem.. The issue is whether they can turn that awareness into a workable plan..

The report goes deeper into supplier delays, transport disruption, yard visibility, software satisfaction, driver experience, vendor selection, and the barriers slowing adoption..

For anyone responsible for warehouse, transport, yard, or distribution operations, this is a useful check against what is happening on your own site..

Download The State of Dock & Yard Management 2026 here and see how your operation compares..

84% of APAC shippers experienced delays & strategy change – Dimerco H2 2026 report

Hariesh Manaadiar
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84% of APAC shippers experienced delays & strategy change – Dimerco H2 2026 report

Around 84% of APAC shippers who took part in a recent survey said that they experienced shipment delays at least monthly, and an equal % have changed shipment strategy frequently or occasionally because of disruption..

Let that number sink in..

  1. What happens in the Asia-Pacific (APAC) region, the absolute center of global maritime logistics, which handles approximately 60% to 63% of all global seaborne container traffic, affects other regions as well.
  2. This information is directly from the actual shippers who are experiencing it..

These are some of the data and details covered in the recently released Asia-Pacific Freight Outlook H2 2026 by Dimerco, based on a direct market survey of APAC-connected shippers and cargo owners. These are the businesses booking freight, managing delays, reviewing providers, absorbing higher costs, and changing course when disruption hits..

The message is clear.. Market uncertainty never left the building..

Some of the other data in the report are equally interesting, or should I say scary, with 71% expecting freight demand to increase over the next six months, while 92% report that freight rates have risen over the past year..

These figures describe a market preparing for increased activity amid persistent operational pressure.

The report also reveals the factors that continue to drive these decisions.. Geopolitical disruption, port congestion, customs and regulatory delays, rate volatility, and unreliable schedules continue to affect route planning and mode choice.. Ocean freight carries much of the operational strain, while volatility at sea is also feeding into air freight capacity and pricing..

Provider relationships are under pressure as well, with more than 40% of respondents reportedly changing their primary logistics provider during the past 12 months..

This report is a record of what freight customers are saying about the market, based on their own operating experience.. The market (not just APAC) can use it to benchmark their H2 planning assumptions.. Freight forwarders and carriers can use it to understand where customer confidence is being tested and what buyers now expect from their logistics partners..

In addition to providing market context entering H2 2026, Dimerco’s report also provides key findings to guide your H2 planning..

Don’t miss out, download the Asia-Pacific Freight Outlook H2 2026 here now..

The United States has the FMC – Who protects cargo interests in your country..??

Hariesh Manaadiar
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The United States has the FMC – Who protects cargo interests in your country..??

A trucking company collected an import container and chassis from the Port of Savannah.. When the equipment became available for return, the port was closed for 3 days.. The shipping line still charged detention for those days..

The amount in dispute was $510..

Six years, 2 Federal Maritime Commission decisions, and 2 appearances before the United States Court of Appeals later, the trucker won..

On 28 April 2026, the US Court of Appeals for the District of Columbia Circuit upheld the FMC’s decision that Evergreen’s detention charges against TCW were unreasonable..

The Court agreed that TCW should not have been charged for those 3 days because it was impossible to return the equipment while the Port of Savannah was closed..

The FMC uses the term “freight fluidity” to describe the efficient movement of cargo and equipment through the supply chain.. Freight fluidity simply means keeping cargo and equipment moving without unnecessary delays..

As per the FMC, detention charges are intended to encourage the timely return of containers so they can be inspected, repositioned, and reused.. Charging TCW for 3 days when the port gates were closed could not make the container return any faster.. The charge therefore did nothing to improve freight fluidity, which was one of the main reasons the FMC found it unreasonable..

For readers outside the United States, the case raises 2 interesting questions..

Why did the trucking company receive the detention invoice directly from the carrier in the first place, which is uncommon in many countries..??

And if the same dispute happened in your country, who would you ask to review it..??

Why did the trucker receive the invoice..??

Because Evergreen, Yamaha, and TCW were parties to a tripartite equipment agreement.. Under that agreement, TCW took on the trucking activity for the full container and the return of Evergreen’s empty container and chassis within the agreed free time..

TCW received 21 days’ free time for the container and 4 days for the chassis.. Once those periods expired, TCW agreed to pay $150 per day for the container and $20 per day for the chassis..

Evergreen therefore invoiced TCW because the trucking company had accepted direct contractual responsibility for the equipment..

A COVID-related closure at Yamaha’s facility delayed the unloading and release of the container and chassis.. While TCW accepted the detention that had accrued during that period, its objection concerned only the final 3 days, during which the port was closed and the equipment could not be returned..

By 23 May 2020, the container and chassis were available for return.. The Port of Savannah was closed from 23 to 25 May, and TCW returned the equipment on 26 May, immediately after the port reopened..

TCW argued that it should not be charged for a period during which the equipment could not physically be returned.. The FMC agreed, and the Court of Appeals upheld that finding..

Why this may look unusual outside the United States

Readers in many countries will probably pause at one part of this story..

“The trucking company received the detention invoice directly from the shipping line”..

Based on my research across several major trading jurisdictions, direct contractual liability between a shipping line and a trucker appears to be uncommon outside the United States.. While exceptions certainly exist depending on the contracts between the parties, I did not find this to be the predominant commercial model..

In South Africa, detention is normally invoiced to the carrier’s contractual customer, which could be an importer, consignee, or their agent such as a freight forwarder.. The trucker generally performs the inland movement under a separate transport agreement with the cargo interest or freight forwarder..

Where the delay was caused by the trucker, the importer or freight forwarder may recover the detention charge under that inland transport contract.. The shipping line still looks to its own contractual customer for payment..

The position across much of Europe is similar.. The party contracting with the carrier under the bill of lading or service arrangement commonly receives the detention invoice, while the road haulier operates under a separate inland transport contract..

Australia, Singapore, India, parts of the Middle East, and several Latin American markets also appear to operate predominantly under commercial structures where the carrier’s direct billing relationship is with the cargo interest, freight forwarder, or another contracting customer rather than the trucker..

A trucker can become directly liable where it signs an equipment interchange agreement, tripartite agreement, or another contract accepting responsibility for the carrier’s equipment.. That is precisely what happened in the TCW case..

My research did not identify this as the predominant commercial model across the jurisdictions reviewed, although individual carriers, ports, and contracts may differ..

The TCW case therefore reflects a contractual arrangement that is far more familiar in the United States than in South Africa and many other jurisdictions..

Empty container returns also work differently

In South Africa, Europe, Australia, Singapore, and many other markets, empty containers are commonly returned to carrier-nominated private depots, inland container facilities, or off-dock yards.. They do not automatically return to the marine terminal where the full container was collected..

In the United States, empty returns to marine terminals have historically played a larger role, although off-terminal depots are also used.. This creates a closer link between terminal operating hours, appointment availability, empty-return instructions, and detention exposure..

That distinction matters in a case such as TCW’s.. Once the nominated return point is closed, the trucker may have the equipment ready, the driver available, and the transport arranged, but still be unable to complete the return..

The trucker had somewhere to go

The second difference is the protection available to the party being charged..

TCW had somewhere to go and lodge a complaint.. Rather than accepting the invoice or beginning expensive court proceedings, it approached the Federal Maritime Commission..

The Federal Maritime Commission is the independent federal agency responsible for regulating the US international ocean transportation system for the benefit of US exporters, importers, and consumers.. Its mission includes ensuring a competitive and reliable international ocean transportation system and protecting the public from unfair and deceptive practices..

Among its functions is investigating and ruling on complaints relating to the rates, charges, and practices of ocean common carriers, marine terminal operators, and ocean transportation intermediaries under the Shipping Act..

TCW therefore had access to a regulator that understood container detention, equipment returns, terminal closures, and the commercial purpose of the charge..

That is a form of protection many cargo interests and transport providers elsewhere do not have..

Different countries provide different routes

In researching this article, one of the clearest findings was that there is no single international model for dealing with detention disputes.. Commercial practices, contractual arrangements, and regulatory oversight vary between jurisdictions and, in some cases, between carriers operating within the same country..

South Africa has maritime authorities, port regulators, competition bodies, and courts.. None performs the same specialist commercial dispute role as the FMC for an individual detention invoice..

The United Kingdom has the Maritime and Coastguard Agency, whose responsibilities focus mainly on maritime safety, ship standards, pollution prevention, seafarers, and emergency response.. A commercial dispute over a container detention invoice would ordinarily remain a contractual matter between the parties..

Australia has the Australian Competition and Consumer Commission, which can investigate competition and fair-trading concerns.. Its role is broader than the FMC’s and does not provide the same specialist forum for every disputed detention charge..

Singapore has a major maritime and port authority.. India, the Middle East, Latin America, and European countries also have maritime administrations, port authorities, competition regulators, and commercial courts..

Their mandates differ.. A body responsible for port operations, vessel safety, licensing, or competition law may have no authority to decide whether a specific detention charge was reasonable..

In practice, many disputes begin with the shipping line.. The importer, consignee, freight forwarder, or trucker submits supporting records, explains why the container could not be returned, and asks for the charge to be waived or reduced..

If the carrier refuses, the remaining route may be arbitration, litigation, or a commercial settlement.. For a few hundred dollars, the legal route rarely makes financial sense..

Who protects cargo interests where you operate..??

The TCW case shows 2 sides of the US system..

The trucker had accepted direct contractual responsibility for the equipment and was therefore correctly invoiced by Evergreen..

The FMC then protected the trucker’s right to challenge the part of the invoice that arose while the port was closed and return was impossible..

That combination is what makes the case unusual..

This article does not suggest that every country or every shipping contract operates in the same way.. It reflects the predominant commercial and regulatory approaches identified during my research and uses the TCW case to show how different contractual structures and regulatory systems can produce very different outcomes..

Suppose a trucking company, importer, exporter, or freight forwarder in your country receives a detention invoice that it genuinely believes is unreasonable..

  1. Who reviews the complaint..??
  2. Who understands the difference between contractual liability and operational impossibility..??
  3. And where the amount is only a few hundred dollars, is there any realistic route beyond a commercial appeal to the shipping line..??

The United States has the Federal Maritime Commission..

Who protects cargo interests in your country..??

SATC 2026: South Africa’s transport reset faces the test of delivery

Hariesh Manaadiar
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0
SATC 2026: South Africa’s transport reset faces the test of delivery

South Africa’s transport and logistics system is at a critical point. Years of underinvestment in logistics infrastructure, together with the post-pandemic decline in rail and port performance, have weakened national competitiveness and created opportunities for neighbouring countries to capture regional cargo flows.

That was one of the key messages from Transport Minister Barbara Creecy’s opening address at SATC 2026, delivered on 6 July under the theme “Developing and Sustaining Transport Systems in an Uncertain World.”

Creecy acknowledged that transport disruption affects far more than movement from one point to another. It affects passenger journeys, freight flows, supply chain efficiency, jobs, trade, and the wider economy.

Rail and port reform remain central

Creecy said rail and port reform are now at the centre of government’s agenda for the transport sector. The priority is to rebuild rail as the backbone of South Africa’s freight logistics system and support a strategic shift from road to rail.

This shift is not only about freight efficiency. Greater use of rail can improve road safety, reduce congestion, lower wear and tear on road infrastructure, and reduce transport-related CO2 emissions.

The most significant rail reform is the opening of the national rail network to private train operators. Creecy confirmed that 11 private Train Operating Companies were approved in March to access the network, with operations due to commence in April 2027.

These operators are expected to bring expertise and capital to rail operations, while the network remains state-owned. Government’s target is to move 250 million tonnes of freight on the Transnet rail network by 2030.

Recovery signs, but execution remains key

Creecy also highlighted progress in passenger rail recovery. Over the past two years, 35 of 40 priority rail lines have been recovered, including work on signalling, stations, and perway infrastructure.

PRASA passenger trips increased from 10 million in 2020/21 to 101 million in 2025/26, with a target of 600 million passenger trips by 2030/31, in line with pre-pandemic passenger levels.

The locally manufactured Isitimela Sabantu, or “People’s Train,” has been introduced on recovered lines, providing a safer, more affordable alternative for commuters.

Ports were also part of the address. Creecy noted that private sector participation projects linked to the Ngqura Manganese Export Corridor, Richards Bay Dry Bulk Terminal, and container terminal infrastructure are expected to go to market during the current financial year.

Sustainability and digital reform

Creecy made it clear that transport reform cannot be separated from sustainability, climate resilience, and digitalisation.

She pointed to the Ngqura Liquid Gas Terminal, progress on Boegoebaai Port, green hydrogen plans, and sustainable aviation fuel initiatives as examples of transport infrastructure becoming part of South Africa’s wider energy transition.

Digitalisation is also moving into sharper focus. The Department of Transport and its 20 entities plan to develop a single digitised transport sector platform that will host online permitting services through one common citizen interface.

From policy to performance

The opening address presented a transport sector in transition. The policy direction is clear: rebuild rail, improve ports, attract private sector participation, reduce emissions, and modernise transport administration.

For cargo owners, logistics providers, investors, commuters, and the wider economy, the real measure will be delivery. South Africa’s transport reset will not be judged by reform announcements alone, but by whether freight moves more reliably, passengers travel more safely, ports perform more consistently, and the country regains the logistics confidence it has lost.

SATC 2026 opens in Pretoria – Developing and sustaining transport systems

Hariesh Manaadiar
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SATC 2026 opens in Pretoria – Developing and sustaining transport systems

The 44th Southern African Transport Conference opens today at the CSIR International Convention Centre in Pretoria, running from 6 to 9 July 2026 under the theme Developing and sustaining transport systems in an uncertain world.

This year’s conference has several sessions that speak directly to the freight and logistics sector.

One paper looks at delays at 4 South African border posts and estimates average weekly delays of 68,000 hours for heavy goods vehicles, with costs of R350 to R500 per truck per hour and wait times ranging from 7 to 70 hours per crossing.

For cross-border traders, fleet operators, freight forwarders, and cargo owners, these numbers sit inside transport rates, delivery delays, missed slots, working capital pressure, and customer complaints.

Another paper looks at the Road Transport Management System, or RTMS, and notes that only 15,800 trucks, about 3.5% of the national fleet, were RTMS-certified in 2022.

The same research attributes avoided costs and impacts to that certified fleet, including 24.2 million litres of fuel, R153 million in accident costs, and 65,000 tonnes of CO2 annually.

The direct question for road freight operations here is “what happens if disciplined fleet management moves beyond a small slice of the market?”

Rail is also firmly on the agenda.

SATC 2026 includes a rail session featuring Rowlen von Gerick of Minrail Solutions, described as South Africa’s first approved private Train Operating Company, with approval to move about 3.3 million tonnes of iron ore per year on a heavy-haul corridor.

This is a practical rail reform story for freight owners who want to know whether private participation can create capacity, reliability, and confidence on live corridors.

Road safety also connects directly to freight and logistics. A session on road-rail crossings applies predictive modelling to South Africa’s 7,665 road-rail intersections and projects that accidents could rise from an average of 76 per year to 153 per year by 2030 without intervention.

For rail recovery, public safety, and cargo movement, that is a number worth following closely.

The programme also covers weigh-in-motion enforcement, with SANRAL’s WIMe accuracy trials at Mantsole on the N1.

As per SATC organisers, 10 WIM systems were installed by mid-February 2026, with trials running to the end of May, and the planned national WIMe network could include more than 170 systems.

For road freight, this points to a future where overloading enforcement becomes more automated and harder to ignore.

SATC is useful because it brings research, policy, and operations into the same room. For SFR readers, the key question is simple: which of these discussions will change how cargo actually moves?

For more information, visit the official SATC website: https://satc.org.za/

South Africa leads the world in citrus exports – a good news story

Hariesh Manaadiar
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South Africa leads the world in citrus exports – a good news story

There is no shortage of stories about what is going wrong in South Africa as a whole and specifically its logistics sector.. Port congestion, rail constraints, ageing infrastructure, and rising costs have dominated industry headlines for years..

Those stories matter because they affect businesses, exports, and the economy.. But every now and then, a story comes along that reminds us why it is equally important to recognise what is going right..

One such story emerged during a recent Agri View interview hosted by agricultural economist Wandile Sihlobo, where he spoke with Dr. Boitshoko Ntshabele, CEO of the Citrus Growers Association of Southern Africa (CGA)..

During the discussion, Dr Ntshabele confirmed that South Africa has overtaken Spain to become the world’s largest exporter of citrus by volume, a remarkable achievement that deserves recognition..

As someone who has spent more than three decades working in shipping, freight, and global trade, I found this interview refreshing..

It is easy to focus on operational failures because they are visible when things go wrong.. Success, on the other hand, usually comes from years of consistent investment, planning, and collaboration that rarely make the headlines..

That is good news for South Africa.. It is good news for agriculture.. And for those of us in shipping, freight, logistics, and exports, it is a reminder that cargo does not become an export statistic by accident.. Someone grows it, packs it, cools it, documents it, moves it, ships it, and sells it..

What I found especially useful in the interview was that Dr Ntshabele did not present this as a sudden success story.. He traced it back to decisions made years ago by the industry, especially the decision to invest heavily in research through Citrus Research International..

According to him, around 60% of the citrus levy collected goes mainly into research, covering areas such as cultivars, South African growing conditions, market needs, shipping routes, and fruit quality on arrival..

That matters because South African citrus travels far.. We are at the southern end of Africa, and fruit destined for overseas markets has to hold its quality over distance, time, handling, and temperature changes.. Good fruit on the tree is only the starting point, and export success depends on whether that fruit can arrive in the market in the condition the buyer expects.

The interview also touched directly on logistics, which is where the story becomes even more relevant for this platform..

Dr Ntshabele said the industry had identified clear issues around port efficiencies and had put an engagement model in place with Transnet based on stakeholder relations, core planning, and regular meetings..

He said the CGA continued providing better information to Transnet Port Terminals, which helped them anticipate the flow of fruit, including fruit coming from Zimbabwe on the N1, and plan for empty containers and refrigeration capacity..

He also said last year’s 204 million cartons were processed through the ports.. He described this as a good example of how “cooperation, collaboration, stakeholder management” helped Transnet provide support to the citrus industry at that moment..

That provides another practical industry example to the conversation I recently had with Michelle Phillips, Group Chief Executive of Transnet, in the SFR Executive Insights feature..

This citrus interview also shows the value of strategic collaboration between industry stakeholders and logistics service providers..

Dr Ntshabele was clear that more work remains.. He referred to roads, rail, municipal infrastructure, port efficiency, and the need for more speed in bringing rail capacity into the system..

He also explained that poor road conditions damage fruit quality, and when fruit arrives in overseas markets in poorer condition, the grower carries the loss..

That is the part of logistics that people outside the industry sometimes miss.. A delay is rarely just a delay.. A poor road is rarely just a poor road.. In a perishable export chain, time, temperature, road quality, container availability, and port planning all land in the final value of the cargo..

The longer-term ambition is also significant. Dr Ntshabele spoke about the CGA’s Vision 260, the industry’s target of exporting 260 million cartons.. He said the industry supports around 140,000 jobs across the value chain, and linked further growth to rural livelihoods, port efficiency, roads, infrastructure, rail, and market access..

South Africa becoming the world’s leading citrus exporter is an achievement for its agriculture, its exports and its logistics capabilities..

It is also a reminder that when industry invests in research, shares information, plans properly, and works with the transport system instead of only shouting at it from the outside, measurable progress is possible..

So yes, our glass is indeed half full..

But keeping it that way will need continued investment, better infrastructure, more reliable rail, stronger port performance, and more market access..

The citrus industry has shown what long-term thinking can produce.. The next test is whether South Africa’s logistics system can keep pace with that ambition..

Credit to Wandile Sihlobo and Agri View for bringing this conversation to the surface, and to the Citrus Growers’ Association of Southern Africa for telling a good news story that South Africa’s export sector should welcome..

Our glass is half full – Executive Insights with Michelle Phillips, Group CE, Transnet

Hariesh Manaadiar
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0
Our glass is half full – Executive Insights with Michelle Phillips, Group CE, Transnet

South Africa’s logistics system has had a difficult few years and decades, and few organisations have been more closely scrutinised than Transnet, the state-owned logistics infrastructure company responsible for the country’s port, rail, and pipeline network..

From port congestion and rail constraints to equipment reliability, customer frustration, and questions around global competitiveness, the pressure on the country’s freight and logistics backbone has been intense..

But according to Michelle Phillips, Group Chief Executive of Transnet, while the challenges remain, the recovery is real, the reforms are underway, and the numbers are beginning to show movement in the right direction..

Speaking to Shipping and Freight Resource in this edition of Executive Insights, Phillips said Transnet’s improved performance in the 2025/26 financial year reflects the “cumulative impact of several years of focused and intentional recovery interventions across the port system as a whole.”

Transnet reportedly handled more than 304 million tons during the year, alongside a 9% increase in vessel traffic..

Performance

For Phillips, the performance, which has been described as its strongest performance in 15 years, came from a deliberate focus on equipment reliability, maintenance execution, operational planning, marine services, customer collaboration, and congestion reduction..

“One of the major issues that one had to deal with was the fact that the equipment reliability was a problem,” she said. “We had to give people the necessary tools to allow them to be able to do what is required of them.”

Marine operations were also central to the recovery, because shipping lines ultimately measure port performance by how long vessels stay in port and how reliably they can maintain their schedules..

Phillips said the reduction of congestion from the levels of late 2023 required “a lot of work and a lot of discipline across the port operations.”

The improved cargo performance has also been supported by stronger activity in key sectors, including automotive cargo, bulk commodities, agricultural commodities, and containerised trade.. Automotive volumes, she noted, have been breaking records..

Asked whether Transnet has turned the corner, Phillips said that while the numbers really speak for themselves and her message to the Transnet team has been to celebrate every victory, no matter how small, they should also be careful to avoid premature declarations of success..

For Phillips, the real test is not only what Transnet achieves today, but how today’s interventions support the future growth of South Africa’s economy..

Reform, not privatisation

On the question of the partnership between Transnet and ICTSI at Durban Container Terminal Pier 2, one of the most closely watched reforms in South Africa’s logistics sector, Phillips was clear that this should not be viewed as privatisation..

“We are very clear that we do not talk about privatisation,” she said.. “We talk about private sector participation.”

Under the model, Transnet retains ownership of the national asset, while combining that ownership with ICTSI’s global terminal operating expertise, experience, technology, innovation, and international best practice..

As per Phillips, Transnet had already been implementing improvements before the partnership with ICTSI became operational on 1 January 2026, and since then customers have started to feel the difference..

She said congestion has already reduced significantly, with vessels now largely arriving within their allocated slots and being berthed on arrival across the network..

For Phillips, the contrast with late 2023 is important because at the height of the congestion, some customers like Toyota had indicated that it took them around 21 days for a part to move from vessel to factory floor in 2023.. That number has since improved to 1 or 2 days..

“That, in my mind, is in fact what we want to hear from our customers,” Phillips said.. “We do not want to be responsible for stopping production in any factory. We do not want to be responsible for cargo not moving.”

The CPPI question

The discussion also touched upon the World Bank’s Container Port Performance Index, which has placed South African ports at/near the bottom of the global rankings, even while acknowledging improvement in some areas..

Phillips said she has been engaging with the World Bank on the index for around three years because her concern is whether the data behind the measurement can be verified, especially by the operators being assessed..

“Can you please share with us the information that you use to determine this index?” she said, describing the question she has put to the World Bank..

She said Transnet has sophisticated systems that track what happens to vessels in its container terminals by the minute and by the hour.. However, without access to the data used in the index, Transnet cannot properly cross-reference the report’s findings against its own operational records..

Phillips also questioned whether vessel presence alone tells the full story, as a vessel may be outside a port because it arrived early or it arrived late and is waiting for another slot, or is affected by rotation planning across a multi-port service.. Without that context, she said, performance conclusions can become misleading..

She also pointed out that the index itself acknowledges that it is not intended to be a comprehensive measure of port performance, yet its title creates the impression of broader coverage..

Emphasising her concern about the potential impact of these negative narratives on investment confidence, Phillips added that other global operators she has engaged with have told her they place limited emphasis on the report..

“This is a business who, for the most part, operates without support from the fiscus,” she said.. “We go to the markets like any private business. And that is why positive narratives are important.”

Phillips said while she is pleased that the World Bank has recognised South African ports as showing improvement, developing countries need measurement systems that are transparent, contextual, and supportive of long-term improvement..

On the question of the future

Phillips acknowledged that Transnet’s work is by no means complete and repeatedly returned to the need for sustainable improvement, disciplined execution, customer engagement, infrastructure investment, and continued reform..

In her own inimitable positive style, Phillips also believes South Africa must become better at recognising progress while dealing with its challenges, “We need to be a country of the glass is half full and not half empty,” she said..

“We need to keep pushing positive messages and positive narratives whilst we deal with the challenges, which are important,” added Phillips..

For Phillips, the recovery of Transnet is an economic story..

“We are here to grow the country,” she said. “We are here to grow the economy. We want to create jobs. And in order to do that, we need investment in this country and we need positive stories.”

That may be the central message from this Executive Insights discussion..

South Africa’s logistics system still has work to do.. Progress is being made, reform is moving, congestion has reduced, customer experience is improving, and Transnet’s leadership wants the country and the market to judge the recovery not only by old frustrations, but by current evidence and future direction..

The corner, in Phillips’ view, has been turned.. The next test is whether the improvement can be sustained..

Shipping and Freight Resource wishes Transnet and Michelle Phillips, all the very best..

You can view the full interview below..

 

South African Shipping Gala – the shipping industry’s flagship event returns in 2026

Hariesh Manaadiar
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South African Shipping Gala – the shipping industry’s flagship event returns in 2026

Every industry has its flagship events where competitors become colleagues, business conversations become partnerships, and achievements that often happen quietly behind the scenes receive the recognition they deserve..

For South Africa’s maritime and shipping community, the South African Shipping Gala IS THAT EVENT..

A night dedicated to the maritime industry

Held every year in November, the South African Shipping Gala in collaboration with eThekwini Maritime Cluster, Institute of Chartered Shipbrokers, South Africa, and SAASOA returns for its 3rd instalment on Friday, 13 November 2026, again at the Inkosi Albert Luthuli International Convention Centre (Durban ICC)..

The South African Shipping Gala will bring together leaders from across South Africa’s shipping, freight, logistics, port, maritime, and international trade sectors..

Beyond the elegance of the evening itself, the event continues to provide an opportunity to recognise the people, organisations, and partnerships that have helped shape the South African maritime industry while looking ahead to the next generation of innovation, investment, and growth..

For the 3rd year running, one of the evening’s highlights will be the induction of two distinguished industry leaders into the Shipping Hall of Fame, recognising outstanding lifetime contributions to South African shipping..

More than an awards evening and dinner

The maritime industry is built on relationships, and the South African Shipping Gala creates a unique opportunity for decision-makers from across the value chain to meet in one place..

These conversations frequently lead to:

  • New commercial partnerships
  • Business development opportunities
  • Industry collaboration
  • Knowledge sharing
  • Greater visibility for participating organisations
  • Stronger connections across the maritime ecosystem

For organisations looking to expand their presence in Southern Africa’s shipping sector, the South African Shipping Gala also offers sponsorship opportunities designed to provide a level of concentrated industry engagement not available elsewhere..

These include:

  • Diamond Sponsor — exclusive branding, five VIP tables, extensive media exposure, and prominent main-stage presence.
  • Gold Sponsor — premium branding, four VIP tables, and media recognition.
  • Silver Sponsor — strategic brand positioning, three VIP tables, and recognition across printed event materials.
  • Bronze Sponsor — logo placement, two VIP tables, and valuable industry exposure.
  • Premium Sponsor — branded social media exposure, reserved seating for ten guests, premium table positioning, and curated hospitality.

Informing the industry

At Shipping and Freight Resource (SFR), our mission has always been to inform the industry, amplify credible voices, and connect South African businesses with a global audience and as an Official Media Partner for the South African Shipping Gala, SFR will be working alongside the organisers to:

  • Highlight participating sponsors and partners
  • Share event updates and industry news
  • Increase international visibility for the Gala
  • Showcase the organisations helping shape South Africa’s maritime future
  • Extend the event’s reach to SFR’s global readership across shipping, freight, logistics, and international trade

While the Gala is proudly South African, the audience it reaches is truly global..

Event details

📅 Date: Friday, 13 November 2026
🕕 Time: 18:00
📍 Venue: Inkosi Albert Luthuli International Convention Centre (Durban ICC)

For sponsorship opportunities or additional information:

☎ Tel: +27 31 824 1388
✉ Email: ics@icssa.co.za

Beyond the Insights – Exclusive content for SFR subscribers

Hariesh Manaadiar
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0
Beyond the Insights – Exclusive content for SFR subscribers

Since 2008, Shipping and Freight Resource (SFR) has had one simple objective: to help the global trade community make better decisions through credible, practical, and independent content..

Over the years, we have published thousands of articles covering shipping, freight, logistics, customs, trade finance, Incoterms®, Bills of Lading, Letters of Credit, regulations, industry developments, and operational best practices..

We have analysed market trends, unpacked complex conventions, challenged accepted practices, and tried to make global trade a little easier to understand..

From 1 July 2026, I am adding something new..

Subscribers to SFR will receive exclusive weekly reflections on Making Global Trade FIT, every Wednesday..

This series explores the thinking that sits behind good and bad decisions in global trade..

After 37 years working across shipping, freight, and global trade, I have learnt that technical knowledge alone does not determine success.. Two people can know the same rules, work with the same systems, and face the same pressure, yet make very different decisions..

The difference is judgement.. Good judgement cannot be downloaded from a convention, copied from a checklist, or learnt from a procedure manual.. It develops through observation, curiosity, reflection, and experience..

That is what this series will focus on..

Each week, I will share one reflection drawn from my experience working with and dealing with shipping lines, ship agencies, freight forwarders, logistics service providers, importers, exporters, banks, multinational organisations, industry bodies, and training institutions..

Some reflections will challenge familiar ways of thinking.. Some will confirm what many of you have experienced yourselves.. All of them will be written with one purpose: to help us think more clearly about how we make global trade more fit for purpose..

If you are already an SFR subscriber, there is nothing further you need to do..

If you are not yet a subscriber, now is a good time to join.. Click here to subscribe and make your trade FIT..

Day of the Seafarer needs to be more than just a hashtag – #DayoftheSeafarer

Hariesh Manaadiar
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0
Day of the Seafarer needs to be more than just a hashtag – #DayoftheSeafarer

Today, 25 June 2026, marks the “Day of the Seafarer” as it does every year.. For 2026, the theme is “Carrying world trade. Carrying the risks.”

It is a painfully accurate line, especially given the fact that between 11,000 and 20,000 seafarers are stranded in the Strait of Hormuz while doing their jobs of “carrying world trade”

Seafarers caught in geopolitical risk

Yesterday, the IMO said it is working with Member States and the industry to evacuate around 11,000 seafarers following a memorandum of understanding between Iran and the United States, with IMO Secretary-General Arsenio Dominguez saying the operation will be carried out with Iran, Oman, other coastal States in the region, the United States, and the maritime industry.

IMO also said safety guarantees had been secured and conditions for safe navigation had been verified to support the operation.

While this is the formal part, the operational part is harder..

Evacuating seafarers from a high-risk region, especially bearing in mind all the instructions, protocols, routing options, navigational constraints, safety and risk protocols, traffic management, responsibilities, contingencies, and communication protocols that these ships have to follow, is not like changing a crew list on a quiet Tuesday afternoon..

It involves flag States, coastal States, shipowners, managers, agents, insurers, security advisers, ports, charterers, and sometimes governments that are not speaking to each other with great enthusiasm..

Somewhere in the middle of all that is a person on board a ship, who was just doing their job, waiting to know whether they can leave safely..

The risk has spread across trade routes

While the Strait of Hormuz is the latest issue affecting seafarers, it is part of a wider pattern.. Over the past few decades, different geopolitical conflicts have repeatedly placed seafarers in harm’s way, from the Persian Gulf to the Red Sea, the Black Sea, and the Sea of Azov..

For cargo interests, these risks may show up as delays, diversions, surcharges, vessel omissions, or tighter capacity..

For the millions of men and women who are on board, it shows up as watchkeeping under threat, uncertainty over repatriation, mental strain, and the knowledge that the ship they are working on can become part of someone else’s conflict..

That is a heavy burden to carry for people whose job is already demanding on a normal day..

So a BIG SALUTE AND  R E S P E C T  to these brave souls who weather all these conditions to keep world trade moving..

Acknowledging the seafarer

In a video message about the Day of the Seafarer 2026, IMO Secretary-General Arsenio Dominguez underscored his appreciation for the 1.8 million men and women who work at sea, saying their work is essential to the global economy and daily life around the world..

“To all seafarers: thank you. Your work is essential to the functioning of the global economy and the daily lives of people around the world. While it may not always seem visible, your safety, security and welfare remain our highest priority.”

In his own message, United Nations Secretary-General Antonio Guterres said:

“When nations clash, seafarers are often caught in the crossfire. Recent events in the Strait of Hormuz have seen tens of thousands of seafarers stranded as they work far from home to keep the world fuelled and fed… Mariners must never be the victims or pawns of geopolitical conflict.”

Day of the Seafarer needs to be more than just a hashtag – #DayoftheSeafarer

The IMO campaign invites seafarers to share what “Carrying world trade. Carrying the risks” means to them.. It also asks governments, maritime administrations, NGOs, unions, shipping companies, and industry bodies to show how they support seafarer safety, welfare, and mental health, especially in high-risk areas..

That last part is where the industry needs to do more because welfare is tested in decisions, not statements.. Questions like

  1. Do crews have access to clear information when routes change..??
  2. Are crew changes being planned early enough when trading to risky areas..??
  3. Are seafarers given proper support after transiting conflict zones..??
  4. Are chartering, operations, crewing, insurance, and commercial teams speaking to each other before the vessel is already committed..??

are all key questions that must be asked and answered..

While seafarers have always worked with inherent risks like weather, machinery, cargo, isolation, port pressure, fatigue, piracy, and accidents, they didn’t sign up for “geopolitical conflicts” based on the whims and fancies of so-called world leaders..

If 11,000 passengers are stranded on a few cruise ships, the same world leaders would have been up in arms much more vociferously and with a sense of urgency.. But when the “people” stuck are seafarers, the tune seems to be different and the pace slow, even from the governments to which these seafarers belong..

Day of the Seafarer 2026 lands at a time when the message is unusually direct.. World trade depends on seafarers but the same seafarers are carrying more of the world’s geopolitical risk than many people ashore will ever see..

Getting it Strait: From 20,000 stranded seafarers in Hormuz to 11,000 departures

Hariesh Manaadiar
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1
Getting it Strait: From 20,000 stranded seafarers in Hormuz to 11,000 departures

In March, Reuters reported that around 20,000 seafarers were stranded in the Gulf region as governments discussed the creation of a safe maritime corridor to facilitate vessel movements and improve crew safety.. ITF’s news also supports this number..

Fast forward to 23rd June 2026, the International Maritime Organization (IMO) has announced plans to evacuate more than 11,000 seafarers still stranded in the region..

Neither the IMO statement nor the accompanying notices explain the difference between the two figures, but whatever the reason, thousands of seafarers remain caught in one of the world’s most strategically important shipping corridors for months..

While the IMO describes this as an evacuation plan, the operation appears to involve the controlled departure of vessels carrying those crews rather than the physical evacuation of seafarers from their ships..

UPDATE: IMO just published an Operational FAQ on this evacuation plan.. The FAQ covers instructions to ships, details of contact and coordination, routing options, navigational constraints, WHAT NOT TO DO, safety and risk, traffic management, responsibilities of ships, contingencies, and communication protocols..

If completed successfully, the operation could rank among the largest geographically concentrated seafarer movements seen in modern shipping..

How unusual is an operation of this size..??

The maritime industry has experienced several major disruptions in recent decades, but few have involved the movement of such a large number of seafarers from a single geographic region..

The COVID-19 crew-change crisis remains the largest seafarer welfare emergency in modern shipping history..

Industry bodies, including the IMO, ICS, and ITF, estimated that around 400,000 seafarers were unable to leave ships because of travel restrictions.. At the same time, a similar number were unable to join vessels as replacement crew..

While COVID-19 was a global situation, the situation in Hormuz is different.. The current operation focuses on a specific region and a concentrated group of seafarers affected by a single conflict..

Historical comparisons aside, the IMO’s figure of 11,000 seafarers places the Hormuz operation among the largest concentrated seafarer movements associated with a maritime conflict in recent decades..

Ships are moving, but normal navigation has not returned – Fact

The IMO has stated that the operation will be conducted in cooperation with Iran, Oman, other coastal States, the United States, and the maritime industry..

The announcement also comes against a backdrop of continued uncertainty around navigation through the Strait of Hormuz..

Oman’s NAVAREA IX notice confirms that the normal Traffic Separation Scheme is currently considered unsafe for use and that vessels are being directed through temporary routing arrangements..

Vessel tracking data and multiple reports show commercial vessels transiting the area under controlled conditions..

The result is a situation where ships are moving, but normal navigation has not resumed.. Temporary routes, vessel-specific instructions, and heightened security measures remain in place..

A different measure of the crisis

When conflict disrupted shipping through the Strait of Hormuz earlier this year, much of the industry’s attention focused on oil prices, freight rates, insurance premiums, naval deployments, and the potential impact on global supply chains.. Less attention was paid to the people on board the ships..

The IMO announcement shifts attention to a different measure of the crisis..

  • Not how many ships were delayed
  • Not how many cargoes were disrupted
  • But how many seafarers remained in the region waiting for a safe route out

Whether the final number is 11,000 or more, the scale of the operation is significant.. It also serves as a reminder that behind every discussion about trade flows, freight rates, or maritime security are the crews who continue to operate the ships that keep global trade moving..

ICFF’s role in professionalising South Africa’s trade workforce

Ingrid Du Buisson
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ICFF’s role in professionalising South Africa’s trade workforce

South Africa’s logistics performance is usually discussed through ports, borders, transport corridors, infrastructure, and regulatory reform. These are visible pressure points, and they affect every importer, exporter, forwarder, customs broker, carrier, and supply chain participant.

But behind each customs declaration, freight movement, border release, and supply chain decision sits a less visible factor: the professional competence of the people doing the work.

Customs, freight forwarding, and supply chain management are strategic functions. They influence national revenue collection, border security, trade facilitation, supply chain resilience, investor confidence, and South Africa’s competitiveness in regional and global markets.

Professional competence is a core part of how South Africa improves trade reliability, protects compliance, and strengthens confidence in its logistics system.

Why professionalisation of the sector matters

For many years, South Africa’s customs, freight, and supply chain environment relied heavily on workplace experience, internal company training, and informal career progression. That experience remains important, but the industry now operates in a more demanding environment.

Customs modernisation, digital trade systems, African Continental Free Trade Area opportunities, WTO requirements, risk-based compliance, FIATA minimum expectations, and global supply chain digitisation are changing what practitioners need to know and how consistently they need to perform.

A SAQA (South African Qualifications Authority) recognised professional body gives the industry a formal framework for that competence.

It defines professional standards, recognises proficiency, supports ethical conduct, and gives practitioners a clearer career pathway.

For employers, it creates a stronger basis for workforce development. For regulators and trade partners, it strengthens confidence that key trade functions are being handled by people who work within recognised professional standards.

The Institute of Customs, Freight Forwarding & Supply Chain Management (ICFF) fulfils this role for South Africa’s customs, freight, and supply chain ecosystem.

ICFF is the first body in the freight forwarding sector to be recognised by the South African Qualifications Authority.

ICFF’s mission is grounded in six pillars that directly impact South Africa’s logistics performance:

1. Recognition through professional designation pathways

Through SAQA-registered designations, ICFF creates structured career progression for practitioners, from entry-level customs clerks to senior freight and supply chain leaders.

This ensures that every designation reflects measured and verified competence and proficiency levels, coupled with recognition of prior experience.

2. Professional standards

ICFF works closely with industry associations, regulators, and training institutions to ensure that professional standards remain aligned with, but not limited to:

  • WCO | SARS customs modernisation
  • WTO | African Continental Free Trade Area (AfCFTA) requirements
  • FIATA minimum requirements
  • Global supply chain digitisation
  • Emerging compliance frameworks

This alignment ensures South African professionals remain competitive in a rapidly evolving global trade environment.

3. Ethical and regulatory compliance

By embedding a code of ethics, conduct, and compliance into its professional code, ICFF strengthens the integrity of the customs, freight, and supply chain sector, an area historically vulnerable to risk.

4. Research and lifelong learning

ICFF has a dedicated Research and Knowledge component that oversees ongoing research into developments across the supply chain and ensures that proficiency standards are maintained by endorsing and supporting continuing professional development for its members. This ensures that ICFF members remain current and up to date on matters affecting their proficiency and professional capability.

5. Networking and collaboration

As ICFF-designated professionals, members have access to the ICFF network of experts, colleagues, qualifications, CPD programmes, and ICFF-endorsed training institutions.

6. Advocacy

ICFF takes the development of young talent seriously by supporting corporates with strategies to address talent pipeline development. Promoting the sector as a career of choice is high on the agenda, ensuring that well-structured qualifications are accessible through universities and other institutions aligned to the industry.

The impact of this work extends beyond professional titles. A more competent workforce helps reduce clearance delays, documentation errors, non-compliance penalties, and supply chain bottlenecks. It improves efficiency across ports and borders and supports the importers and exporters who depend on predictable cargo movement.

It also strengthens trust. International trade partners increasingly expect transparency, compliance, and professional accountability. ICFF-certified and designated professionals provide assurance that South Africa’s logistics sector is developing the capabilities required to meet those expectations.

Corporate participation

Through initiatives such as the ICFF Professional Workforce Partner™ programme, companies can support professional membership and workforce development in a more structured way. This helps move professionalisation beyond individual achievement and positions it as an industry-wide capability-building process.

For employers, this means developing teams that are better equipped to manage compliance, use digital systems, reduce operational risk, and support South Africa’s broader trade and logistics performance. For the industry, it helps create a stronger pipeline of recognised professionals who are ready for the demands of a modern, digitally enabled trade environment.

Closing perspective

South Africa’s ability to compete in regional, continental, and global trade depends on the strength of its people as much as the strength of its infrastructure, policy, and technology. Ports, corridors, regulations, and digitalisation provide the framework for trade, but it is skilled professionals who turn that framework into efficient execution.

This is where the role of the Institute of Customs, Freight Forwarding & Supply Chain Management becomes strategically important. Its SAQA recognition gives the customs, freight forwarding, and supply chain sector a formal professional structure, helping to raise standards, strengthen ethical conduct, support lifelong learning, and create clearer career pathways for practitioners.

ICFF therefore stands at an important intersection between trade facilitation, compliance, professional development, and national competitiveness. Its work is not only about recognising professionals. It is about helping South Africa build the workforce capability needed to support economic growth, improve trade performance, and participate with greater confidence in the future of global and continental trade.

Reach out to ICFF today to shape a recognised, professional, and future-ready trade workforce that supports South Africa’s trade growth and competitiveness.

About the Author : Ingrid Jens Du Buisson is the CEO of Institute of Customs Freight Forwarding & Supply Chain Management and an industry veteran of 32 years in the field of education and human capital development.

Shanghai handled 55 million TEUs but not No.1 in performance as per CPPI.. Why..??

Hariesh Manaadiar
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0
Shanghai handled 55 million TEUs but not No.1 in performance as per CPPI.. Why..??

The sixth Container Port Performance Index has landed, jointly published by the World Bank Group and S&P Global Market Intelligence.. Covering over 400 ports worldwide from 2020 to 2025, it is a key indicator of operational efficiency and supply chain reliability, sparking debates about who is top and who is bottom..

But before you get drawn in by these headlines, learn how to read the report properly.. Get that right, and it becomes a genuinely useful tool.. Get it wrong, and you will draw the wrong conclusions as many do..

Why this year’s report is different

What makes this year’s edition stand out is that, for the first time, the CPPI functions as a proper six-year trend line rather than six separate snapshots..

In the past, each edition was scored on its own, so you could not honestly line up one year against another.. You could see the ranking, but never the real direction of travel..

This year, the index features an expanded multi-year trend analysis, built consistently from 2020 to 2025, so a port’s movement can be tracked over time.. We can now say a port improved or declined by a certain amount over six years, which was not possible before.. The CPPI this year can be a tool for spotting port efficiency trends..

What the CPPI measures

The CPPI measures ONE thing.. How long a container ship spends in port, compared with how long a ship of that size doing a job of that size should reasonably take.. Less time than expected means efficient, and more time than expected means inefficient..

That clock counts everything from arrival at the port limits to sailing from the berth, time spent waiting to get in, and time spent being worked at the berth.. So a ship sitting idle hurts a port’s score just as much as a ship being worked slowly..

What it does NOT measure

It does NOT measure how much cargo a port handles.. Shanghai moves over 55 million TEUs a year, yet does not sit at number 1..

That is not a contradiction, because the index doesn’t measure volume.. Handling huge throughput and port efficiency are two different things..

It does NOT measure how big or important a port is.. It does NOT measure cost, connectivity, or service quality..

The bigger theme this year

Beyond the rankings, the real message of this edition is about how ports and the wider supply chain affect each other and it runs in both directions..

The report makes two things clear..

  1. Ships take longer to turn around for two kinds of reasons..
    • Some come from OUTSIDE the port, like congestion and the knock-on effect of vessels rerouting around trouble spots such as the Red Sea, then arriving all at once instead of spread out
    • Some come from INSIDE the port itself, like too few berths, slow handling, or ships left waiting at anchor..
    • Whichever the cause, longer turnaround is both a SIGN of a stressed supply chain AND a cause of more stress.. The delays feed on themselves..
  2. The opposite is just as true.. Ports that build up their resilience can actually absorb disruptions and keep trade moving..

The World Bank’s Bertrand De la Borde, Global Director for Transport and Logistics, put it best..

“Understanding this two-way relationship is essential.. Ports are not just passively exposed to external shocks; they also dynamically shape how those shocks are transmitted. They can either amplify disruptions or help contain them. Investing in port efficiency and digital management is not only beneficial to shipping lines – it is a core requirement to build more resilient supply chains and reduce the impact of volatility on economies and communities.”

The story in this year’s numbers fits that lens.. East Asian ports continue to perform strongly, while the report also flags promising improvements across Africa, Latin America, and South Asia..

North America staged a strong recovery, led by Los Angeles clawing back from its pandemic backlog, with berth utilisation now among the highest anywhere..

Europe went the other way, with several Mediterranean ports sliding into renewed congestion and Red Sea rerouting.. High income is clearly no longer a shield against disruption..

The ports that improved tended to do it the same way every time.. Private sector participation, predictable berthing, and digitalisation.. The report’s own advice suggests targeted investment in operational efficiency, real-time data sharing, and flexible management practices..

As Turloch Mooney of S&P Global Market Intelligence notes, ports are critical nodes in the global supply chain, and understanding their active role helps everyone prepare better for the next shock..

You can read the full report here.. You can also attend a webinar, which will present it publicly.. Register here for the Webinar on 10th June 2026..

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