The New Development Bank (NDB) is pleased to announce a R5 billion loan agreement with Transnet, South Africa’s leading freight transport and logistics company. This investment, aligned with the theme of NDB’s 9th Annual Meeting, “Investing in a Sustainable Future,” will support the modernisation and improvement of South Africa’s freight rail sector.

The loan agreement, signed during NDB’s 9th Annual Meeting, aims to enhance the efficiency and capacity of South Africa’s freight rail systems. The improvement and modernization of freight rail sector program includes rail network infrastructure renewal, locomotive overhauls, and wagon fleet renewal. This program is expected to restore freight rail volumes in South Africa, improving operational performance and reliability, and contributing to a sustainable future.

NDB President, H.E. Dilma Rousseff, said, “We are delighted to partner with Transnet in this transformative initiative. This loan underscores NDB’s commitment to supporting sustainable development and economic growth in South Africa. By modernizing the freight rail sector, we aim to facilitate more efficient logistics operations that will benefit the entire region and align with our goal of investing in a sustainable future.”

Transnet Group Chief Executive, Michelle Phillips added, “This investment is important for Transnet, as we accelerate implementation of the Recovery Plan and economic reforms. The modernisation programme will enhance our operational capabilities and contribution to the growth and competitiveness of the economy. We are grateful for NDB’s support and look forward to a successful collaboration.”

About the NDB
The New Development Bank was created in 2015 by Brazil, Russia, India, China and South Africa to mobilize resources for infrastructure and sustainable development projects in the BRICS and other emerging market economies and developing countries. In 2021, the NDB began expanding its membership and admitted Bangladesh, Egypt, the United Arab Emirates and Uruguay as its new member countries. For more information, please visit www.ndb.int.

COSCO SHIPPING Development has signed an investment, construction and leasing agreement for 42 bulk carriers on 30th August. This milestone marks the largest shipbuilding and leasing transaction since the company transformed into a shipping industry and finance operator in 2016.

According to the transaction, the company will entrust a subsidiary of COSCO SHIPPING Heavy Industry to invest in the construction of 20 bulk carriers and CSSC Chengxi to invest in the construction of 22 bulk carriers, including five 64,000-ton ships, two 82,000-ton ships and 35 80,000-ton ships, with a total ship order value of more than RMB 14.3 billion. These ships will be delivered in succession from 2026 to 2027 and will be leased to COSCO SHIPPING Bulk for a long term. The ships in this transaction are energy-saving and environmentally friendly green ships, some of which are methanol-ready environmentally friendly bulk carriers.

In the face of the ship leasing market with both challenges and opportunities in recent years, COSCO SHIPPING Development has actively seized the opportunity of the green and low-carbon transformation of the shipping industry, studied and explored the market potential in the sub-sectors, and accurately matched customer needs to provide solutions.

As an industry and finance operator focusing on the main line of the shipping and logistics industry, the company currently owns more than 140 ships and has layouts in multiple sub-sectors such as container ships, bulk carriers, and multi-purpose pulp ships. Through this transaction, the scale of the company’s high-quality ship assets will leap forward significantly, after the company ordered bulk carriers and multi-purpose pulp ships in the early stage. The company invested in high-quality shipping capacity with newer ship types, green and environmentally friendly, reasonable configuration and strong versatility, laying the foundation for further consolidating the high-quality assets of the company’s shipping leasing business, highlighting the strategic positioning of shipping industry and finance operators, and helping the company to accelerate its progress towards the goal of value-oriented industry and finance investors and innovative industry and finance service providers.

In the first half of this year, Port of Klaipeda handled 16.4 million tonnes of cargo. Compared to the same period last year, this year’s volume is up by half a percent. The vast majority of these volumes were Lithuanian import and export cargoes, with road transport being the main mode of transport through the Port of Klaipeda.

“The Port of Klaipeda, despite the storms that have been raging in recent years, has set sail and is sailing into calmer waters. Looking at the first half of this year, Klaipeda has a 37% market share among the Baltic ports, and we are experiencing a stabilising situation in cargo handling. We are analysing the figures and the competitive environment and we expect the next six months to be even more successful for the Port of Klaipeda: the new crop of grain starts, the fertiliser sector is also positive, and the “Independence” has already returned from repair. We hope to maintain the container handling rates, to surpass the 1 million TEU container handling barrier and to be a member of the millionaires’ club for the third year in a row,” says Algis Latakas, Director General of Klaipeda State Seaport Authority.

The most significant influence on the stable cargo performance at the Port of Klaipeda in recent months was the growing cargo of ro-ro (+22% or 539 thousand tonnes), construction materials (+59% or 272 thousand tonnes), scrap metal (+25% or 149 thousand tonnes), timber and forestry products (+40% or 113 thousand tonnes), and fertilisers (+32% or 198 thousand tonnes) transported by ferries. Due to the sanctions in force against Russia and Belarus, the Port of Klaipeda is no longer used for the transhipment of fertilisers, but the fertilisers produced by the Lithuanian fertiliser manufacturers – “AB Achema” and “AB Lifosa” – are loaded here. In January–Junethis year, the volume of this cargo, both in liquid, bulk and packaged form, was 32% higher than in the same period last year. The largest shipments of fertilisers in the first half of the year were to and from the United Kingdom, Germany and Denmark. The number of ships increased, with 2,638 ships (dry bulk carriers, tankers, ferries, cruise ships, small ships, etc.) calling at the port, or 3% more than in the same period last year.

In the first half of this year, compared to the same period last year, container TEU cargo (-7% or 38,213 thousand tonnes), grain (-13% or -262 thousand tonnes), oil products (-7% or -152 thousand tonnes), LNG cargo (-34% or -400 thousand tonnes) dropped, which was mainly due to the departure of the LNG terminal “Independence” for a month-long inspection and repair in the dry dock in Denmark. In May, Port of Klaipeda did not handle any LNG gas at all. The largest LNG cargoes were imported from Norway, the USA and Finland. This year, the number of passengers using the port’s services was 7% lower than last year, with more than 136,000 passengers.

This year’s 7% drop in TEU container cargo was due to several factors: a decline in transit of Ukrainian containers with used cars from the US, the end of car shipments to Belarus due to the new sanctions, and a contraction in Lithuanian industrial exports.

Of the 16.4 million tonnes of cargo handled in the Port of Klaipeda in the first half of this year, the majority of cargo was transported by road (67%), while 23% was transported by rail. The remainder consisted of LNG transported by pipeline and ship-to-ship cargo.

In the first half of this year, the Port of Klaipeda had trade relations with 47 foreign countries. The main shipments were to and from the following countries: Germany (2.8 million tonnes), Sweden (2.6 million tonnes), Poland (1.9 million tonnes), the Netherlands (1.1 million tonnes) and Belgium (0.8 million tonnes). Cargo flows to and from these five countries accounted for 56% of the port’s cargo volumes handled in the first half of this year. The main shipments to and from Germany were ro-ro cargo, containers and agricultural products, while the main shipments to and from Sweden were ro-ro cargo, building materials and containers. With Poland, the largest cargo flows were recorded in containers, petroleum products and fertilisers.

The vast majority (95%) of the cargo handled in the first half of this year in the Port of Klaipeda was Lithuanian import and export goods. Transit accounted for only 5% of freight.

In the first half of this year, “AB Vakaru laivu gamykla” repaired 47 ships, 5 of which were modernisation projects, and “UAB Klaipedos laivu remontas” carried out repairs on 11 medium tonnage ships.

For millions of families across West Africa, rice isn’t just a staple—it’s a lifeline. Though a single grain might seem small, together, they have the power to feed families, fuel economies, and secure brighter futures. At IMGS Group, we recognize the critical role that rice distribution plays in ensuring food security throughout the region, especially during times of great need.

From Ports to Plates
Côte d’Ivoire is a vital hub in West Africa’s rice supply chain, with its extensive road and railway networks enabling the efficient distribution of rice to landlocked neighbors like Burkina Faso, Mali, and Niger.

Recently, IMGS Group partnered with USAID in a major operation to manage the bulk handling, bagging, and distribution of rice throughout the region. From the initial discharge to on-site bagging and the final delivery to neighboring countries, our team ensured every step was executed precisely and efficiently. This operation highlights our unwavering commitment to enhancing food security throughout West Africa, where the need for reliable and efficient distribution is most urgent.

Fast Tracks to Success
Rice is crucial for West Africa, where food insecurity remains a significant challenge. Yet, logistical hurdles and infrastructure limitations can hinder the availability and affordability of this vital staple. To address these issues, strategic partnerships and government initiatives are actively working to improve trade routes, upgrade infrastructure, and streamline regulations. These efforts are focused on reducing transportation costs and ensuring more reliable access to essential commodities like rice.

During our recent operation, IMGS Group’s high-speed mobile bagging solutions and well-coordinated distribution management were key in overcoming logistical hurdles. By ensuring that rice was efficiently handled and delivered, we minimized delays and reduced costs, demonstrating our value as a reliable partner in regional supply chains.

Sowing the Seeds of a Resilient Future
The impact of rice distribution extends beyond immediate food relief; it contributes to regional stability, economic growth, and sustainable development. Côte d’Ivoire’s strategic role in rice logistics, supported by government investments and IMGS Group’s innovative solutions, ensures that vital agri-commodities are distributed effectively throughout West Africa. By promoting efficient agricultural distribution and fostering economic resilience, we are building a sustainable future for the people, the economy, and the region as a whole.

This is the decade of action. Global commitment to alter the course of climate change has never been more urgent. The landscape of energy insecurity against a backdrop of surging demand, is complex, and as commitments to targeted emissions reductions loom ever closer, how are governments meeting them and enabling power generators to plug the fossil fuel gap?

Approaches are multiple, and just one strategy is biomass; sustainable, organic material, specified for energy generation. It is classed as renewable, but sits in a framework of environmental pushes and pulls.

Almost doubled in demand
A decade ago, global appetite for wood pellets stood at around 25.5 million metric tons. Now, according to Hawkins Wright, this grew to around 46 million metric tons in 2023, with Europe still demanding the lion’s share, despite a consecutive two-year contraction, and Asia, and North America showing greater levels of uptake.

It is also big business. Polaris Market Research, estimates that the global wood pellet market was valued at USD 9.58 billion in 2023 and has a predicted compound growth rate of 4.70 percent, with expectations that it will reach USD 14.5 billion by 2032.

The power segment leads wood pellet biomass industry consumption. Polaris Market Research notes that the emergence of renewable energy sectors across all global economies, are among the main factors influencing the market growth, along with the rise in consumption of wood pellets in co-firing applications, where both coal and wood biomass are burned. The easy availability and low production cost of agricultural residue and wood waste, predominant sources of wood pellets, are also likely to fuel market growth.

It is not difficult to see why power generators consume the largest quantity of wood pellets; with significantly higher volumes of pellets needed to match the energy output from coal. Furthermore, using pre-existing power-generation infrastructures offers substantial cost-saving advantages. Although conversion technology is necessary, a lot of the basics are already in place, and makes good use of it until either a significant other renewable energy resource is found, or there is a breakthrough with the supply gaps of wind and solar.

Value-adding waste
Bruks Siwertell’s aim is to switch to renewable energy sources by 2030, with some units already upgrading to biomass boilers. Beyond this, the company is part of global power transitions as well, with its ship unloading, ship loading, conveying, and wood-processing technology found at every single juncture within the biomass logistics chain.

Wood biomass pellets are an excellent, value-adding upgrade to wood fractions or agricultural waste. Once in pelletized form, the dense, low-moisture content pellets deliver very consistent, high-efficiency combustion profiles and enable the pellets to be stored and transported much more easily than in their raw states.

Wood and wood waste is Bruks Siwertell’s largest sector, and this extends to machinery for its processing, and once it is in pelletized form, the company’s dry bulk handling systems are able to overcome some of the significant challenges of its transfer. This includes volume requirements, degradation sensitivity and self-ignition.

The largest global wood pellet exports come from North America; a sector that is estimated to continue growing, cites the Polaris report. Both Bruks and Siwertell equipment are firmly footed in this region.

Meeting export ambitions
For example, two years ago, a new deep-water marine terminal in a key Mississippi, USA, port was brought online as a shipment hub for wood pellets manufactured in the Gulf region. It was designed to receive dry bulk materials by rail, barge, and truck from a pellet producer’s regional manufacturing plants and store the pellets for export at the terminal in large-capacity domes.

The terminal needed high-capacity ship loading equipment that could meet the operator’s long-term export ambitions and strict environmental requirements for dust emissions, and a conveying system to transfer pellets from the domes to the ship loader.

In 2022, Bruks Siwertell commissioned a B1600 type-five Siwertell ship loader for the port, along with the terminal’s new shore conveying system. The ship loader is ideal for sensitive materials that are likely to degrade, such as fragile wood pellets, and it was also specially designed to keep dust generation to a minimum. Dust mitigation is achieved with a Cleveland Cascade chute and dust collectors at all transfer points.

The ship loader accommodates Panamax-sized vessels up to around 70,000 dwt, bound for markets in Europe and Asia, and loads wood pellets at a rate of over 1,000t/h.

Transatlantic biomass trade
Meeting these shipments, on the other side of the Atlantic, are several Siwertell ship unloaders. Notable examples are in the UK, Europe’s largest wood pellet importer, taking around a 33 percent share of the total European import market, according to Hawkins Wright, with the Netherlands and Denmark in second and third places at 15 percent and 14 percent, respectively.

Drax Power Station in the UK, once Western Europe’s largest coal-fired power station, has gradually transformed into the UK’s single-largest generator of renewable electricity, and in 2023, it stopped burning coal entirely.

Wood pellet supply for Drax’s boilers are predominantly US imports, which are unloaded at a number of UK locations including at Associated British Ports’ Immingham Renewable Fuels Terminal (IRFT). Since 2014, wood pellet cargoes have been discharged by two rail-mounted ST 790-D Siwertell ship unloaders; prior to this the unloaders handled coal.

In 2016, the Ligna Biomass terminal in Liverpool, UK, came online. Operated by Peel Ports, the terminal can store up to 110,000 metric tons of biomass. Like IRFT, Ligna is equipped with two ST 790-D high-capacity unloaders, which supply Drax power station with up to ten train loads of pellets per day and account for up to 40 percent of the total biomass consumed by Drax each year.

Also in the UK, a Siwertell ship unloader was ordered to support a new 299MW biomass-fueled power plant in Teesside, Middlesbrough. Delivered in 2018, the rail-mounted ST 790-type D Siwertell unloader is located close to the plant, which requires 16,000 metric tons/day of biomass. To ensure minimal dust emissions and no spillage, it is matched to a 272m-long Siwertell jetty conveyor with a movable transfer trolley. The unloader can handle both wood pellets and wood chips at a rated average capacity of around 1,200t/h.

Safety at every stage
The phaseout of coal and helping power stations make the switch from fossil fuels to renewable sources is a key capability of Siwertell ship unloaders. Globally, Siwertell ship unloaders have clocked up around 100,000 operational hours of discharging biomass.

They offer several advantages to port terminals. If a terminal is currently feeding coal to boilers, a Siwertell ship unloader can handle it. If the power generator wants to co-fire, the unloader can handle both coal and biomass, and when ready, the ship unloader can very efficiently discharge pure biomass, in a number of forms, from palm kernels and wood chips to dense, wood pellets.

Siwertell ship unloaders mitigate the self-ignition risk that accompanies all biomass with a unique, integrated safety system, which incorporates detection measures including thermal cameras, temperature and pressure sensors and spark detectors. In the event of an explosion, fast-acting valve technology prevents it propagating downstream, while emergency discharge, directly to trucks, stops damaged cargo being transported any further.

Inherently careful conveying
With safety assured, operators can discharge materials at high rated through-ship capacities, ensuring that the port terminal is able to keep power-generation fuel lines fed. In addition to these market-leading efficiencies, Siwertell ship unloaders handle bulk biomass carefully, preserving pellet quality, without spillage and dust.

Careful handling is achieved through steady conveying velocities, which ensure that no major impact or forces are applied to the pellets. This minimizes material degradation to negligible levels and has further advantages as well: it maintains the quality of the shipment, degraded, dusty pellets do not burn with the same consistency; and minimized dust translates into a reduced fire risk and lower environmental impact.

With Siwertell ship unloaders, loaders and conveying systems, Bruks Siwertell is well-placed as a technology provider that can help generate positive global change through renewable energy transitions. They are an excellent choice for handling biomass with respect to the environment, capacity, reliability and safety; numerous operators are already benefiting, and Bruks Siwertell is ready to help more.

Above: KwaZulu-Natal-based AfriSam Coedmore Quarry has found a fitting solution in Tru-Tracs’ belt scale.

Following worrying discrepancies in the monitoring of production output, sales and inventory, a belt scale from Tru-Trac is winning the day for KwaZulu-Natal-based AfriSam Coedmore Quarry. With groundbreaking static calibration accuracy error levels as low as 0,06%, the belt scale provides reliable data for sound decision-making.

Over the years, AfriSam Coedmore Quarry has had issues with stock capturing and evaluation. “Accurately measuring production, sales and stock levels is critical for effective management and efficient operations,” says Lloyd Maringa, Works Manager at AfriSam Coedmore Quarry.

“Traditionally, we conduct quarterly stockpile surveys though an independent third-party to gauge the levels of stock on the ground. It was during these surveys that we would always encounter huge discrepancies between what we had produced, what would have been sold and what should have been on the floor.”

In some instances, the variations were as high as 70 000 tonnes (t). In the quest to resolve the problem, the operation resorted to monthly surveys instead of the usual quarterly routines. The more frequent surveys, however, did not yield different results. Further investigations eventually pinpointed issues with the existing belt scale between the intermediate stockpile and the secondary crusher. Despite several interventions, including regular calibrations by the supplier and even the installation of a second belt scale, the challenge persisted.

“We therefore went into the market for a new belt scale supplier,” explains Dustin Naidoo, Maintenance Superintendent at AfriSam Coedmore Quarry. “Tru-Trac proposed a proof-of-concept approach, whereby they installed a belt scale on a trial basis for a month. Upon evaluation of the results, we were impressed by the high levels of accuracy.”

Since the installation of the Tru-Trac belt scale, the stock management and evaluation problems are a thing of the past. “We have now reverted to the usual quarterly stockpile surveys, which saves us both time and money,” says Maringa.

Tru-Trac’s flagship TTR FI-4 belt scale system installed at AfriSam Coedmore uses a fully floating pivotless weigh frame supported by four load cells, making it ideal for high-precision applications. It is a simple and extremely accurate system engineered to produce precise data. With a proven accuracy margin under 0,1%, the belt scale sets industry standards in metallurgical accounting.

“In addition to the accuracy of the technology, we are equally impressed by the service provided by Tru-Trac. Although they taught us to do in-house calibrations, a technician visits our site every month. Choosing Tru-Trac has proven to be one of the best business decisions we have made in recent times,” concludes Naidoo

Picton Terminals and Parrish & Heimbecker announce new bulk agricultural marine terminal in Prince Edward County

Picton Terminals by Doornekamp and Parrish & Heimbecker, Limited (P&H) are proud to announce the construction of a new bulk agricultural terminal at Picton Terminals in Prince Edward County. This state-of-the-art facility will provide crucial support to farmers in eastern Ontario by offering a closer, more efficient delivery option for their corn, wheat, and soybean crops.

The new terminal will significantly reduce travel time for local farmers, alleviate truck traffic on Highway 401 and enhance the overall efficiency of the agricultural supply chain. With high throughput and rapid turnover capabilities, this facility is designed to meet the needs of the region’s farmers while expanding P&H’s export capacity, which currently serves customers in 24 countries.

The construction of storage silos and receiving buildings is set to commence this fall, with the terminal expected to be operational by 2026. This development represents a major investment in the future of regional agriculture and the local economy, creating skilled jobs and fostering economic growth in Prince Edward County.

“Our team is excited to partner with the Doornekamp Group, another family-owned business, as we build this new facility at Picton Terminals. P&H is committed to serving Canadian agricultural producers, and the addition of Picton Terminals to our supply chain strategy will make it more economical for local farmers to bring their crops to global markets,” said John Heimbecker, CEO, Parrish & Heimbecker, Limited.

“The Doornekamp Group is honoured to collaborate with the visionary team at Parrish & Heimbecker. As we celebrate our first decade of port operations at Picton Terminals, we are thrilled to work with P&H to bring our shared vision of supporting regional agriculture to life. This project is an investment in the next generation of farmers, and we’re eager to get started,” said Ben Doornekamp, CEO, H. R. Doornekamp Construction Ltd.

For more information on P&H visit parrishandheimbecker.com
For more information on Picton Terminals visit pictonterminals.ca

About Parrish & Heimbecker, Limited
Parrish & Heimbecker, Limited (P&H) is a Canadian, family owned agri-business, with roots in the agriculture industry dating back to 1909. P&H is growth-oriented, diversified and vertically integrated with operations including grain handling and merchandising, flour milling, as well as crop inputs and feed mills. With over 70 locations from coast to coast, and trade links around the globe, P&H leverages its well-established network of assets, strong business relationships with customers and suppliers and ongoing infrastructure development to support Canadian agricultural producers.

About Picton Terminals
Picton Terminals by Doornekamp provides logistics solutions and diverse port services which provide better, more efficient shipping throughout the St. Lawrence Seaway & Great Lakes region. Picton Terminals offers stevedoring and unique storage options, innovative solutions and proximity to large markets. Doornekamp is known for our dedication to our core values: Commitment to customers, team and family; Quality of products and services; Resourcefulness in achieving our mission. H. R. Doornekamp Construction Ltd. celebrates 45 years of Engineering excellence in 2024.

Ships that support developing economies are struggling to make the transition, writes Thomas Zaidman, Managing Director, Sagitta Marine SA.

We live in an asymmetric world and nowhere can this be seen more clearly than in national responses to climate change and the energy transition. The shipping industry displays a similarly uneven attitude to the nature of the problem and potential solutions.

The industry’s leading edge are setting an admirable example, with projects embracing new fuels, energy efficiency and even new operating models. It is these leaders that we hear from most often, exhorting the need for change, innovation and collaboration.

Spare a thought though, for the owners and operators that still carry the majority of the world’s cargoes, the raw materials and semi-finished products that construct and sustain the world economy. Broker data puts sub-Panamax vessels at 63% of the global dry bulk fleet.

The energy transition that the world so desperately needs is happening only slowly in this sector. Many developing countries do not have the luxury of choice; they rely on small ships and limited port infrastructure to keep the lights on.

Ask the average small vessel owner or operator – and let’s not forget they are by far the majority – about climate change and the majority will express concern and a desire to do better. But this intent will be tempered by a list of realities that are much less likely to apply to the larger, international trading conglomerates.

Initiatives on green finance and insurance are welcome but for small and medium sized operators they raise costs without delivering a benefit that can be realised on the balance sheet. The exposure that these companies experience in daily business is already high, making the means to finance new, cleaner vessels potentially more expensive does not encourage innovation.

Investors in dry bulk in particular tended to come close to the end of the queue when it comes to shipyard slots for understandable reasons. Higher value vessels, increasingly featuring dual fuel engines and energy saving devices will always be preferred by yards over commodity carriers.

But fail to provide the levers that effect positive change and we cannot be surprised when it doesn’t happen. The same squeeze on demand is happening at repair yards where conversions and retrofits are booming but operators of small ships may have limited options.

Data from Clarksons shows that the number of ships featuring an energy efficiency technology (EET) device is just 8,700 out of the global fleet. That might be 33% in gross tonnage terms but it masks the skew towards larger ships where fuel consumption savings are potentially greater.

In tankers, more than 50% of VLCCs are said to have an EET fitted, while just 20% of medium range tankers – the workhorses of the tanker fleet – do so. The picture is repeated in the dry bulk sector, where over 45% of Capesize bulkers are fitted with an EST, but little more than 11% of the Handysize fleet feature one.

Even in the container sector, where the demand for fuel efficiency is greatest, while over 80% of 12,000+teu vessels have an EET, for ships under 3,000-teu capacity the level is just over 16%.

Clarksons says that around 70% of ships fitted with some form of EET had the technology installed at the newbuilding stage, a trend that has increased over time. Around 60% of tonnage delivered over the last three years has been EET fitted, up from 25% 10 years ago it said.

Small ship operators are struggling to make similar investments, not least because the commodity cargoes they carry rarely attract the kind of premiums that enable higher costs to be passed on.

As Vasileios Gkikas of class society ABS pointed out on Splash 24/7, from a practical point of view, the design of bulk carriers, particularly smaller ones with deck cranes, presents technical hurdles to conversions for new fuels or large scale EETs.

However, because of the predicted trajectory of the energy transition, with carbon intensive cargoes declining as we pass 2030 and approach 2050, retrofitting will need to overtake fleet renewal if ships are to comply with tightening regulations.

Despite carbon reduction goals and net zero targets, the speed and extent of the decarbonisation process will depend on factors that are to some extent outside of shipping’s control.

The fact that it is coming is not in doubt but we need to accept that not all sectors of the industry are created equal. Their contributions are different and so are their challenges.

The IMO has stated that it wants to achieve a just and equitable transition, designed to be environmentally effective, procedurally fair, socially just, globally equitable and technologically inclusive. This principle should apply equally to all sectors of the shipping industry too.

For millions of families across West Africa, rice isn’t just a staple—it’s a lifeline. Though a single grain might seem small, together, they have the power to feed families, fuel economies, and secure brighter futures. At IMGS Group, we recognize the critical role that rice distribution plays in ensuring food security throughout the region, especially during times of great need.

From Ports to Plates
Côte d’Ivoire is a vital hub in West Africa’s rice supply chain, with its extensive road and railway networks enabling the efficient distribution of rice to landlocked neighbors like Burkina Faso, Mali, and Niger.

Recently, IMGS Group partnered with USAID in a major operation to manage the bulk handling, bagging, and distribution of rice throughout the region. From the initial discharge to on-site bagging and the final delivery to neighboring countries, our team ensured every step was executed precisely and efficiently. This operation highlights our unwavering commitment to enhancing food security throughout West Africa, where the need for reliable and efficient distribution is most urgent.

Fast Tracks to Success
Rice is crucial for West Africa, where food insecurity remains a significant challenge. Yet, logistical hurdles and infrastructure limitations can hinder the availability and affordability of this vital staple. To address these issues, strategic partnerships and government initiatives are actively working to improve trade routes, upgrade infrastructure, and streamline regulations. These efforts are focused on reducing transportation costs and ensuring more reliable access to essential commodities like rice.

During our recent operation, IMGS Group’s high-speed mobile bagging solutions and well-coordinated distribution management were key in overcoming logistical hurdles. By ensuring that rice was efficiently handled and delivered, we minimized delays and reduced costs, demonstrating our value as a reliable partner in regional supply chains.

Sowing the Seeds of a Resilient Future
The impact of rice distribution extends beyond immediate food relief; it contributes to regional stability, economic growth, and sustainable development. Côte d’Ivoire’s strategic role in rice logistics, supported by government investments and IMGS Group’s innovative solutions, ensures that vital agri-commodities are distributed effectively throughout West Africa. By promoting efficient agricultural distribution and fostering economic resilience, we are building a sustainable future for the people, the economy, and the region as a whole.

In the first half of this year, Port of Klaipeda handled 16.4 million tonnes of cargo. Compared to the same period last year, this year’s volume is up by half a percent. The vast majority of these volumes were Lithuanian import and export cargoes, with road transport being the main mode of transport through the Port of Klaipeda.

“The Port of Klaipeda, despite the storms that have been raging in recent years, has set sail and is sailing into calmer waters. Looking at the first half of this year, Klaipeda has a 37% market share among the Baltic ports, and we are experiencing a stabilising situation in cargo handling. We are analysing the figures and the competitive environment and we expect the next six months to be even more successful for the Port of Klaipeda: the new crop of grain starts, the fertiliser sector is also positive, and the “Independence” has already returned from repair. We hope to maintain the container handling rates, to surpass the 1 million TEU container handling barrier and to be a member of the millionaires’ club for the third year in a row,” says Algis Latakas, Director General of Klaipeda State Seaport Authority.

The most significant influence on the stable cargo performance at the Port of Klaipeda in recent months was the growing cargo of ro-ro (+22% or 539 thousand tonnes), construction materials (+59% or 272 thousand tonnes), scrap metal (+25% or 149 thousand tonnes), timber and forestry products (+40% or 113 thousand tonnes), and fertilisers (+32% or 198 thousand tonnes) transported by ferries. Due to the sanctions in force against Russia and Belarus, the Port of Klaipeda is no longer used for the transhipment of fertilisers, but the fertilisers produced by the Lithuanian fertiliser manufacturers – “AB Achema” and “AB Lifosa” – are loaded here. In January–Junethis year, the volume of this cargo, both in liquid, bulk and packaged form, was 32% higher than in the same period last year. The largest shipments of fertilisers in the first half of the year were to and from the United Kingdom, Germany and Denmark. The number of ships increased, with 2,638 ships (dry bulk carriers, tankers, ferries, cruise ships, small ships, etc.) calling at the port, or 3% more than in the same period last year.

In the first half of this year, compared to the same period last year, container TEU cargo (-7% or 38,213 thousand tonnes), grain (-13% or -262 thousand tonnes), oil products (-7% or -152 thousand tonnes), LNG cargo (-34% or -400 thousand tonnes) dropped, which was mainly due to the departure of the LNG terminal “Independence” for a month-long inspection and repair in the dry dock in Denmark. In May, Port of Klaipeda did not handle any LNG gas at all. The largest LNG cargoes were imported from Norway, the USA and Finland. This year, the number of passengers using the port’s services was 7% lower than last year, with more than 136,000 passengers.

This year’s 7% drop in TEU container cargo was due to several factors: a decline in transit of Ukrainian containers with used cars from the US, the end of car shipments to Belarus due to the new sanctions, and a contraction in Lithuanian industrial exports.

Of the 16.4 million tonnes of cargo handled in the Port of Klaipeda in the first half of this year, the majority of cargo was transported by road (67%), while 23% was transported by rail. The remainder consisted of LNG transported by pipeline and ship-to-ship cargo.

In the first half of this year, the Port of Klaipeda had trade relations with 47 foreign countries. The main shipments were to and from the following countries: Germany (2.8 million tonnes), Sweden (2.6 million tonnes), Poland (1.9 million tonnes), the Netherlands (1.1 million tonnes) and Belgium (0.8 million tonnes). Cargo flows to and from these five countries accounted for 56% of the port’s cargo volumes handled in the first half of this year. The main shipments to and from Germany were ro-ro cargo, containers and agricultural products, while the main shipments to and from Sweden were ro-ro cargo, building materials and containers. With Poland, the largest cargo flows were recorded in containers, petroleum products and fertilisers.

The vast majority (95%) of the cargo handled in the first half of this year in the Port of Klaipeda was Lithuanian import and export goods. Transit accounted for only 5% of freight.

In the first half of this year, “AB Vakaru laivu gamykla” repaired 47 ships, 5 of which were modernisation projects, and “UAB Klaipedos laivu remontas” carried out repairs on 11 medium tonnage ships.