Mozambique has a long and extensive maritime history dating back centuries. Arab and Indian traders, dating back to the 10th century, used these harbors as trade centers. The current city of Beira was a primary trade center, providing a critical link for trade with hinterland countries. Trade settlements also developed north of Beira in Angoche, Quelimane, Mozambique Island and Pemba. 




The Portuguese explorer Vasco de Gama arrived in 1498 and the Portuguese then used Inhambane as a trading center, and in 1781 made Delagoa Bay, now Maputo as their main maritime transport hub. Around these maritime transport ports one can witness a variety of related maritime services, such as port services, ship repair and other sectors to service the shipping industry.

Today, Mozambique currently has 16 ports, with another one scheduled to be constructed in 2021 (Macuse for the Moatiz corridor) and one possibly in Techobanine - which would bring the total number of ports in Mozambique to 18.130 Due to its low lying coastal plain, most of the ports, with exception to Pemba and Nacala, have been developed in shallow bays, river mouths and estuaries, which pose problems in handling large modern ocean-going vessels. Despite a high number of ports, Maputo, Beira and Nacala are the primary commercial ports of Mozambique and continue to be an important part of Mozambique’s economy, enabling key segments of the economy to function, such as fishing and the import and export of raw materials, consumer goods, essential foodstuffs, and energy.



 As the oil and gas industry comes online, maritime transport will be an even more crucial part in Mozambique’s economy. In June 2020, cabotage services began after a long hiatus, connecting domestic shipping services to key ports throughout the country.

The steady growth of the shipping industry in Mozambique and its related services impact marine ecosystems. Ships contribute to marine and air pollution, ocean litter, create underwater noise, and can introduce and spread invasive species. Shipping accidents can also releasevast amounts of fuel into the ocean, such as the Katina, which spilled 500 tons of heavy fuel oil (HFO) into Maputo Bay when the ship’s hull split apart in 1992. 


These challenges and threats to Mozambique’s marine ecosystems need to be taken into account. While international regulations require the shipping industry to invest significantly to reduce emissions and waste, and to improve ballast water treatment, attention can be placed on other shipping related activities within Mozambique’s control.


For instance, Mozambique’s capacity to dispose of hazardous waste produced by shipping and oil exploration is limited, and non-existent in parts of the country. In addition, Mozambique's ability to handle shipping emergencies, such as oil spills, is limited. A National Oil Spill Contingency Plan (NOSCP) is under development and will help outline an overall response to emergency spills. But even once the NOSCP is approved, challenges still remain on capacity, technical equipment (e.g., ships and dispersants) and financial resources to adequately respond to environmental disasters. 


The Government cannot acquire and maintain all the equipment that is needed along the entire length of the coastline. Mozambique also has a national disaster risk reduction plan (20172030), however it does not address oil spills. 

Driven by the growth of the oil and gas sector, the most comprehensive work done to date to address emergency preparedness related to shipping (as well as oil and gas exploration and production) was developed under the UN Environment and Norway’s Oil for Development Program. Their report who carried out the EIA, the development of the infrastructure and facilities is likely to cause impacts on the environment the EIA has not been made public. But given the fact that Impacto conducted the EIA, we are confident a sound analysis was undertaken, and appropriate mitigation measures were included in the EIA.


Port and industrial complex in the Techobanine area to serve Mozambique and neighboring countries, including South Africa. The authors have dived and photographed the underwater ecosystems of the Techobanine area and witnessed first-hand the coral and marine biodiversity in the area. We know the beaches of the area include turtle nesting grounds, and most dive operators in Ponta are extremely worried about the negative impact such a port and industrial complex would have on biodiversity in the area. What we have been unable to understand is why the Port of Maputo or Matola could not handle the envisaged cargo volumes given the proximity. 


The same news reports referenced above identify important names and organizations that are involved with the project, such as Joaquim Chissano Foundation, the Muiake company, the China Railway International Group, Bela Vista Holdings (BVH), South African public rail company Transnet, and General Jacinto Veloso 2, an influential former Frelimo security minister who claims to own some of the land in which the port complex is proposed.


An EIA was delivered to the then Ministry of Environment by the time the article was written in 2010, but we do not know who undertook the EIA.137 Review of Impacto’s website did not list an EIA for Techobanine. However, the authors did find it difficult to understand how an EIA would be approved on a site that forms part of the earth’s 36 biologically richest and most endangered terrestrial ecoregions.