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Electricity Demand Surges Across MENA, Driven by Cooling and Desalination Needs

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Electricity demand in the Middle East and North Africa (MENA) has risen dramatically over the past two decades and is set to grow even further as the region grapples with extreme heat, water scarcity, and rapid economic and population expansion. According to a new report by the International Energy Agency (IEA), consumption has already tripled since 2000, and current policy trajectories suggest demand will climb another 50% by 2035—an increase equivalent to the combined electricity needs of Germany and Spain today.

Cooling and desalination account for the single largest share of this growth, representing nearly 40% of the projected increase over the next decade. Rising urbanisation, industrialisation, transport electrification, and digital infrastructure—particularly the expansion of data centres—are also fueling demand. The IEA notes that MENA has recorded the third-fastest growth in electricity consumption globally since 2000, behind only China and India.

Today, natural gas and oil dominate the region’s electricity mix, supplying more than 90% of total generation. But this reliance is gradually shifting. Countries such as Saudi Arabia and Iraq are actively reducing the use of oil in power generation, reserving it for higher-value applications or exports. Based on current policy plans, natural gas will supply half of the additional demand by 2035, while oil-fired generation will shrink from 20% of output today to just 5%. Meanwhile, solar photovoltaic capacity is expected to expand tenfold, pushing renewables’ share of generation to about 25%. Nuclear power is also set to play a stronger role, with capacity projected to triple.

“The region has already seen extraordinary growth in electricity demand, and this will only accelerate as the need for air conditioning and desalination rises,” said Fatih Birol, Executive Director of the IEA. “Over the next decade, the region’s power capacity is on track to grow by more than 300 gigawatts—three times Saudi Arabia’s current installed capacity. This transition will significantly alter the power mix, with global implications for energy markets and emissions.”

Investment in the power sector is also gathering pace. Spending reached $44 billion in 2024 and is expected to rise by 50% by 2035, with nearly 40% of that earmarked for modernising and expanding grids. Strengthening transmission systems and regional interconnections will be essential to improving efficiency, reducing losses—which are currently double the global average—and ensuring electricity security.

Energy efficiency improvements, particularly in cooling, could ease pressure on the system. Air conditioners in the region operate at less than half the efficiency levels of those in Japan, the IEA report finds. Raising standards could curb peak demand growth by the equivalent of Iraq’s entire electricity capacity.

The report also warns of the risks of slower diversification. If MENA countries fail to deliver on their targets, oil and gas demand for power generation could rise by more than 25% by 2035. This would translate into $80 billion in lost export revenues and an additional $20 billion in import costs, underscoring the importance of timely investment and policy follow-through.

With surging demand, rising temperatures, and pressing sustainability goals, the MENA region faces a pivotal decade in reshaping its electricity systems. The path it takes will not only affect regional economies and energy security but will also carry global consequences for fuel markets and climate ambitions.

Predictive, Robex Merge in $1.5B Deal to Form Mid-Tier Gold Producer in Guinea

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Australia’s Predictive Discovery (ASX: PDI) and Canada’s Robex Resources (CVE: RBX)(ASX: RXR) have announced an all-share merger valued at A$2.35 billion ($1.55 billion), creating a new mid-tier gold company in Guinea.

Under the agreement, Robex shareholders will receive 8.67 Predictive shares for each Robex share, giving them approximately 51% ownership of the combined entity. The merger brings together two of West Africa’s most advanced gold projects.

“By combining two of West Africa’s largest and most advanced gold development projects and leveraging the proven track record of both management teams in Africa, we are creating a company that positions Guinea to become one of Africa’s top five gold producers,” said Predictive CEO Andrew Pardey. Robex CEO Matthew Wilcox will lead the merged company, with Pardey serving as chair.

The merger will be submitted to a shareholder vote in December, requiring approval from at least two-thirds of Robex investors. Key shareholders, including Cohen Group and Eglinton Mining, have already expressed support.

Consolidation in Gold Mining

This deal reflects the broader consolidation trend in the gold sector, driven by record metal prices and growing M&A activity among mid-tier producers.

The merger combines Predictive’s Bankan project and Robex’s Kiniero project, located just 30 km apart. The combined operation is expected to produce over 400,000 ounces of gold annually by 2029, supported by 9.5 million ounces in resources and 4.5 million ounces in reserves.

Robex, which listed on the ASX in June, plans to start production at Kiniero in December. Revenues from this operation will support the development of Bankan, which targets a final investment decision by mid-2026. Robex also operates the Nampala gold mine in Mali, expected to produce 47,000 ounces this year.

Guinea’s Growing Gold Appeal

Traditionally known for bauxite and iron ore, Guinea is attracting renewed interest from gold explorers despite challenges from artisanal mining and regulatory crackdowns. In May, the government revoked over 50 mining licences and exploration permits, impacting companies such as Endeavour Mining, Resolute Mining, Arrow Minerals, Kebo Energy SA, and Emirates Global Aluminium.

For example, Canada’s Fortuna Mining (TSX: FVI) signed a joint venture with Australia’s Desoto Resources (ASX: DES) to explore the Siguiri basin in northeastern Guinea this month.

The merger positions the new company to become a significant player in Guinea’s gold sector, combining advanced projects, experienced management, and strong production potential.

Dubai’s Jemora Group Expands Mining Influence with $10M Lucapa Rescue

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Dubai is strengthening its role as a global hub for resource investment, with Jemora Group striking a $10 million rescue deal to revive struggling diamond miner Lucapa Diamond Company (ASX: LOM).

Administrators KordaMentha confirmed that Jemora’s subsidiary, Gaston International, has signed a deed of company arrangement to inject around A$15 million (US$10 million) into Lucapa, which operates Angola’s Lulo alluvial mine and the Merlin project in Australia.

A Strategic UAE Play

Jemora, a diversified metals and mining conglomerate, is positioning Dubai as a center for global resource financing. Through Gaston, its energy and precious metals arm, Jemora aims to consolidate the UAE’s growing influence in mining, particularly in Africa and Australia.

If approved by creditors and the court, the deal would:

  • Fully repay Lucapa’s creditors.
  • Provide shareholders with a partial payout above recent market value.
  • Transfer company control to Jemora, giving the group direct access to Lucapa’s assets in Angola and Australia.

Lucapa’s Struggles, Jemora’s Opportunity

Lucapa entered administration in May after being hit by falling diamond prices, competition from synthetics, and operational setbacks at its Lulo mine — including flooding and local community disputes.

The company also sold its Mothae mine in Lesotho in 2023, leaving Lulo as its only revenue source, while attempts to raise equity and sell a stake in Merlin failed earlier this year. Administrators ruled Lucapa insolvent by May 21.

Jemora’s intervention comes at a critical moment. With diamond prices under pressure, Dubai’s move to back Lucapa not only stabilizes the miner but also reinforces the UAE’s strategy of becoming a leading global hub for commodities and mining investment.

What’s Next

Creditors will vote on the proposal on August 20, 2025, which, if approved, will restructure Lucapa’s balance sheet and bring the company under Jemora’s control.

For Dubai, the deal is more than a bailout — it is another step in building its reputation as the go-to capital for resource finance and investment.

Oil prices fall to over one-week lows as Trump announces Israel-Iran ceasefire

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Oil prices tumbled on Tuesday to their lowest level in more than a week as U.S. President Donald Trump said a ceasefire has been agreed between Iran and Israel, relieving worries of supply disruption in the area.

Brent crude futures fell $2.69 or 3.76% to $68.79 a barrel as of 0006 GMT, after falling more than 4% earlier in the session and touching its lowest level since June 11.

U.S. West Texas Intermediate crude slumped $2.7, or 3.94%, to $65.46 per barrel, having hit its weakest level since June 9 earlier in the session and falling around 6%.

Trump announced on Monday that Israel and Iran have fully agreed to a ceasefire, adding that Iran will begin the ceasefire immediately, followed by Israel after 12 hours. If both sides maintain peace, the war will officially end after 24 hours, concluding a 12-day conflict.

He said that a “complete and total” ceasefire will go into force with a view to ending the conflict between the two nations.

“With the ceasefire news we are now seeing a continuation of the risk premium built into crude oil price last week all but evaporate,” said Tony Sycamore, analyst at IG.

Iran is OPEC’s third-largest crude producer, and the easing of tensions would allow it to export more oil and prevent supply disruptions, a major factor in oil prices jumping in recent days.

Both the oil contracts settled over 7% lower in the previous session after rallying to five-month-highs after the U.S. attacked Iran’s nuclear facilities over the weekend, stoking fears of a broadening in the Israel-Iran conflict.29dk2902lhttps://boereport.com/29dk2902l.html

“Technically, the overnight sell-off reinforces a layer of resistance between approximately $78.40 (October 2024 and June 2025 highs) and $80.77 (the year-to-date high), and it’s clear that it will take something extremely unexpected and detrimental to supply for crude oil to break through this layer of resistance,” Sycamore added.

CEVA Logistics Transported Five 47-Ton Dump Trucks From South Africa To The Democratic Republic Of Congo

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CEVA Logistics efficiently transported five massive XG130 47-ton dump trucks from South Africa to the Democratic Republic of Congo.

The Project Logistics team played a pivotal role in facilitating this complex operation, which spanned nearly 2,900 kilometers through diverse and challenging terrains. To meet the critical project deadline, meticulous operational planning and localized expertise were essential at each stage of transportation.

– Time-Critical Execution: The timeline between the project’s initiation and delivery was exceptionally tight, requiring expedited coordination and transport planning. This involved rapid communication with all stakeholders to ensure that every logistical step was aligned with the customer’s urgent requirements.

– Inspection Handling: Securing timely inspections from Bureau Veritas was crucial. The team had to quickly coordinate these inspections while synchronizing with the availability of the trucks and ensuring that all necessary cross-border documentation was prepared in advance.

– Cross-Country Transport: The transport route involved navigating through multiple countries, including South Africa, Zambia, and the DRC. This necessitated meticulous attention to documentation and rigorous compliance with various trade regulations, requiring the diligent preparation of paperwork to avoid potential delays or legal issues.

 Specialised Transport: Given the oversized nature of the dump trucks, specialized transport vehicles capable of managing this out-of-gauge cargo were booked promptly. The team worked closely with regional authorities to secure the necessary permits, ensuring that all logistics were in place to accommodate the heavy loads.

To address the tight project timeline, the Project Logistics team immediately initiated comprehensive port clearance procedures once the shipment details were confirmed. They swiftly secured vehicles that met the heavy cargo requirements and arranged for Bureau Veritas inspections within 48 hours. Simultaneously, all relevant documentation was processed to pre-empt any delays.

CEVA’s local cross-border teams expertly managed interactions with border agents, permit offices, and regional enforcement authorities, guaranteeing that the convoy moved seamlessly and without interruption across three national borders. The integrated project control and robust supplier network allowed CEVA to orchestrate the operation effectively, overcoming challenges posed by rough terrain and complex regulatory landscapes.

Ultimately, despite the size and urgency of the operation, the convoy departed from Durban as scheduled and arrived in Kolwezi within the required timeframe. This accomplishment stands as a testament to CEVA’s exceptional project management capabilities and its strong relationships with suppliers and regulatory bodies. The successful delivery not only met but exceeded the customer’s expectations, ensuring that their project could proceed without delay.

South Africa Proposes New Toll Plaza at Beitbridge Border Post

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South Africa’s Department of Transport (DoT) has announced plans to build a new toll plaza near the Beitbridge Border Post with Zimbabwe, sparking concerns about its possible impact on cross-border trade and local communities. The proposal, which was published in the Government Gazette for public comment, falls under the South African National Roads Agency (Sanral) and National Roads Act. The toll would apply to a 1.1-kilometre stretch of the N1 on the South African side of the Beitbridge border, an area that includes roads, parking, and border facilities. This move follows Sanral’s 2018 decision to classify this section of the N1 as a national road, paving the way for tolling.

Beitbridge is the busiest border crossing between South Africa and Zimbabwe, making it one of the most critical trade arteries in Southern Africa. It connects South Africa’s economic hubs with Zimbabwe and extends further to Botswana, Malawi, Zambia, Mozambique, the Democratic Republic of the Congo, and other Southern African Development Community (SADC) countries. Every day, thousands of travelers and more than 300 trucks pass through this border, transporting goods across the region. Recent upgrades worth R4 billion were launched in 2018 to reduce congestion, improve traffic flow, and strengthen security at the crossing. These improvements have already boosted daily traffic volumes, especially for freight.

Currently, tolls and border fees for southbound traffic are collected by Zimbabwean authorities and their concessionaire, Zim Borders. The South African proposal means that these fees could now also be collected on the South African side. According to the DoT’s notice, toll collection may take place within the border post area or at another suitable location. Authorities say the collection point will be chosen carefully, taking into account existing and future activities at the border, as well as methods of payment.

However, the plan has been met with sharp criticism. The Transit Assistance Bureau (Transist), which represents cross-border transport operators, has warned that the new toll plaza will likely spark strong public opposition. Transist CEO Mike Fitzmaurice argued that adding a new toll charge near the border would make an already expensive cross-border supply chain even more costly. He pointed out that Beitbridge traffic is already under pressure due to high fees imposed by Zim Borders, as well as persistent cargo delays caused by unharmonised border systems between South Africa and Zimbabwe.

Local voices have also expressed frustration. A clearing agent in Musina, speaking anonymously, said that traders and transporters are already struggling with high transit costs and operational delays. Adding another toll charge on the South African side could make matters worse, further straining a border that is essential for trade in the region. Fitzmaurice also warned that the location of the toll gate would upset local residents who depend on daily travel between Musina and the border for work. He suggested that, if absolutely necessary, the toll should be placed on a bypass road rather than at the border itself, to avoid penalizing local commuters.

The debate highlights the tension between government efforts to generate revenue for road infrastructure and the economic realities faced by businesses and communities that rely on the Beitbridge corridor. While the DoT views the toll plaza as a way to strengthen control over this key trade route, stakeholders believe it risks undermining the efficiency and affordability of regional transport. The coming weeks of public consultation will likely see heated discussions as transporters, local residents, and businesses weigh in on the future of South Africa’s busiest border crossing.

Walvis Bay stands as Namibia’s leading port and a vital trade gateway for southern Africa

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The largest and most significant commercial port in Namibia is Walvis Bay Port. Helping Namibia and its immediate neighbors import and export commodities into and out of southern Africa is the port’s mandate. Situated on Namibia’s Atlantic coast, the port serves as a sea link between African nations and the rest of the world.

The Port of Walvis Bay is unique in that it serves landlocked nations like Botswana, Zambia, and Zimbabwe in addition to Namibia. These are landlocked nations without access to the ocean, and they import food, building materials, automobiles, and petroleum through Walvis Bay. Through the port, they also export goods like livestock, copper, and other natural resources. As a result, Walvis Bay is a major trading hub in southern Africa.

The port is well regarded for being well-designed and open. Cargo is effectively loaded onto trucks or trains when ships from all over the world dock. Very sophisticated transportation networks connect the port to neighboring countries. These include a number of rail and road systems that link southern Africa, such as the Trans-Kalahari Corridor to Botswana and the Trans-Caprivi Corridor to Zambia. By cutting down on travel time and expenses, the corridors promote trade and business.

Namibia’s government has made significant investments in port modernization efforts. The port now offers sophisticated amenities like massive cranes, container terminals, and warehouses. This increases the ability to clear more ships and cargo rapidly and safely. The government is also attempting to make the port more environmentally friendly by implementing clean energy and advanced technology.

Walvis Bay also boosts the surrounding economy. The majority of Namibians work in the port or in related areas such as transportation, shipping, and logistics. Increased trade creates more jobs, reducing poverty and improving living conditions. The port also generates government revenue in the form of taxes and fees.

The Port of Walvis Bay will become even more significant in the future. A robust and dependable port will be useful as Africa develops and nations trade with one another even more. Under the African Continental Free Trade Area (AfCFTA), which was established to promote trade between African nations more easily and less expensively, Walvis Bay is already serving a beneficial purpose.

The Port of Walvis Bay is more than just a place where ships dock. It is an essential component of the commerce system in southern Africa, facilitating the safe and efficient transfer of goods between countries. It helps link Africa to the rest of the globe, boosts economic progress, and generates employment possibilities.

Road Freight Dominates In Africa, Leaving Greener Alternatives Untapped

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As the push to cut carbon emissions in transport becomes a global priority, Africa still relies almost entirely on roads to move its goods. Road transport accounts for nearly 80% of the continent’s freight traffic, while rail and maritime shipping remain largely sidelined. Yet both offer more sustainable, lower-emission options, and are often more cost-effective over long distances. 

This road-first model, a legacy of outdated infrastructure planning, is proving costly for Africa. Roads are wearing out, trucks are consistently overloaded, rural areas remain cut off, and logistics costs are among the highest in the world. Yet a single freight train can replace up to 50 trucks, dramatically cutting carbon emissions. According to the World Bank, rail generates 70% less CO₂ per ton-kilometer than diesel-powered road transport. 

Why Africa Remains Tied to Road Freight

Rail and maritime freight could help reduce Africa’s carbon footprint while improving efficiency, but deep-rooted structural barriers are holding them back. 

The biggest challenge is chronic underinvestment. Most large-scale rail and maritime transport projects are either behind schedule or only partially built due to a lack of reliable funding. 

Public policy is another issue. Despite the ambitions outlined in the African Maritime Transport Charter, national strategies often fall out of step with broader regional goals, slowing progress toward truly multimodal corridors. 

The logistics sector also lacks providers that can offer integrated solutions combining road, rail, and sea. Regulations and tax systems continue to favor road freight, leaving alternative modes at a disadvantage. 

Scattered Projects Show Awareness, But Broader Impact Is Still Missing

A few projects suggest that awareness is growing. In West Africa, efforts are underway to overhaul the Abidjan–Ouagadougou rail line. A broader initiative is looking to link Abidjan, Ouagadougou, Niamey, Cotonou, and Lomé in a circular rail network that would connect ports with landlocked countries, helping to ease pressure on the roads. 

In East Africa, Kenya’s Standard Gauge Railway (SGR) between Nairobi and Mombasa has reduced port transit times by a factor of 14. In southern and central Africa, notable projects include the Kazungula route between Zambia and Botswana, the Lobito Corridor linking Angola’s coastline with the Democratic Republic of Congo and Zambia, and efforts to rehabilitate Zimbabwe’s railway system. 

North Africa is moving as well. Egypt and Sudan are planning a rail line more than 900 kilometers long, connected to roadways and several sea and river ports. 

In addition to rail, some countries are turning to short-distance coastal shipping, known as cabotage, as a way to reduce road traffic. Integrated into multimodal corridors that link sea, rail, and road, cabotage could lower both emissions and congestion. 

This strategy is backed by the African Charter on Maritime Transport and the 2050 African Integrated Maritime Strategy. Both call for strengthening Africa’s shipping fleet and improving maritime connectivity across the continent. 

Some progress is already visible. In 2025, Nigeria revived its Cabotage Vessel Financing Fund (CVFF) to support local shipowners in acquiring vessels. In Mozambique, two new cabotage ships launched in April 2025 mark a similar commitment to embedding maritime freight into national logistics systems. 

AGL and the Push for Cleaner, Smarter Logistics

Africa Global Logistics (AGL) is well-positioned to lead this transition. Through its operations like Sitarail in Côte d’Ivoire and Burkina Faso, and Camrail in Cameroon and Chad, the company links ports, rail lines, and roads with integrated logistics services. 

AGL has also made environmental sustainability part of its core mission. Its “Green Terminal” label and membership in the United Nations Global Compact show its commitment to lowering emissions. Its innovation program, “Accelerate,” supports African startups developing sustainable logistics solutions. 

To build a low-carbon, competitive logistics network, Africa needs to channel investment into interconnected corridors identified as strategic under the African Continental Free Trade Area (afcfta). This means harmonizing standards, simplifying customs procedures, offering tax breaks for greener transport modes, and supporting operators with the capacity to run full multimodal supply chains by sea, rail, and road. 

FLS expands Delmas facility to support NexGen polyurethane innovation

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FLS has completed a significant upgrade to its polyurethane manufacturing facility in Delmas, Mpumalanga, positioning the site as a key global hub for the production of its advanced NexGen wear -resistant material. This development forms part of a wider modernisation programme by FLS, aimed at strengthening supply chains, increasing manufacturing efficiency and enhancing sustainability across its global footprint.

Brad Shepherd, Director Service Line – Screen and Feeder Consumables at FLS, says the investment at Delmas aligns with the company’s global strategy to standardise and optimise production processes.

“This is a milestone for us,” says Shepherd. “We are integrating cutting edge technology and modern manufacturing methodologies across all our polyurethane plants, and Delmas is leading the way. The upgrade enables us to respond more quickly and reliably to customer needs across Africa, the Middle East and Europe.”

The centrepiece of the upgrade is the introduction of purpose-built infrastructure to produce NexGen screen media – a polyurethane material developed by FLS to deliver extended wear life, reduced maintenance and improved operational efficiency. In on-site trials, screen panels made from NexGen have demonstrated up to three times the wear life of conventional rubber and polyurethane products, making it a gamechanger for industries that rely on high performance screening solutions.

IPR differentiates itself through strategic dewatering partnerships

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In the demanding conditions of Southern African mining, dewatering is not just a support function – it is mission critical. IPR (Integrated Pump Rental) has built its reputation on recognising this reality, setting itself apart from conventional pump rental providers by forming close partnerships with its customers and offering technically sound application-specific solutions backed by responsive service and support. The company is part of Atlas Copco’s Specialty Rental Division.

According to Steve du Toit, Sales Manager at IPR, the company’s focus has always been on collaboration. “We don’t just rent out pumps. We engage with our customers at every step to understand the actual challenge they are facing. We visit the site, analyse the water conditions, solids content and infrastructure limitations, and then develop a tailored solution. It is a process that is as much about engineering expertise as it is about service.”

He emphasises that the first and most critical step in solving any dewatering problem is conducting a detailed on-site assessment. “Without that, it’s guesswork. The wrong pump – whether under- or over-specified – can cause inefficiencies, higher operating costs or outright failure. We often encounter sites where legacy equipment is simply no longer suited to the job, but no one has reassessed the requirements in years. We recently helped a mine overcome exactly that challenge. They were using an outdated and oversized pump setup. Our assessment allowed us to replace it with a new correctly sized unit, which delivered the same performance with far less energy consumption and downtime.”

IPR also plays a key advisory role in helping mining customers decide whether to rent or purchase dewatering equipment. “We look at where the mine is in its lifecycle and the nature of the dewatering requirement,” says du Toit. “If it is a permanent and consistent need, purchase might make more sense. But if the operation is still developing or if the requirement is short-term or fluctuates seasonally, then renting a dewatering pump offers a more flexible and cost effective solution.”