Something strange is happening to your money.

It wasn't voted on. It wasn't debated in the Senate. And most Americans have no idea it's even taking place but…

President Trump is replacing the U.S. dollar.

Not with crypto. Not with a digital currency. Something far bigger than that – and it's already been signed and sealed in the back rooms of D.C., ready to be issued by the U.S. Treasury.

Bypassing every legal and political channel under the guise of "national security," Trump has enacted this total money reset using a landmark executive order (1421).

Whether you’re a Democrat or Republican, whether you support this new money or not, it doesn't matter.

Soon, every U.S. citizen will be forced to use Trump's New Dollar to fill their gas tank, buy groceries, and pay medical bills.

Which is why I've produced a critical new documentary laying out exactly what Trump's New Dollar means for your savings, your investments, and your family's financial future.

Detailing three important steps you can take today to prepare – including the name of a core band of assets connected to Trump’s initiative that could surge as a result.

As you’ll see in my briefing, the last time America reset its money like this – under Richard Nixon’s presidency in the 1970s – it created one of the greatest wealth divides in the history of our nation.

On one side, it minted an average of 1,300 new millionaires a day for over half a century. And on the other… the folks left behind, drowning in debt, with no idea how to use America’s new money to create wealth.

As Trump rolls out his new dollar, the question is:

Which side will you be on?

Good investing,
Porter Stansberry

PS. If you’re wondering what Trump’s new money will look like, when it will be issued, what it means for your investments – all of those questions are answered in my briefing.

Wednesday, August 12, 2026

The backup route runs through the worst ports on Earth.

The Strait of Hormuz handles about 138 ships a day. On March 3, 2026, four ships got through.

US and Israeli strikes triggered Iran to close the strait on February 28. The same day, Houthi attacks resumed in the Red Sea. Both major Middle Eastern sea routes shut down at once. That had never happened before.

The world's cargo had to go somewhere. It went south. Around the bottom of Africa. To the worst-performing port on Earth.

Three forces are shaping global shipping right now. A military closure pushed traffic south. Broken port infrastructure trapped it there. The cost of that trap is now priced into freight rates on every major trade lane. The bottleneck is no longer in the Middle East. It is at the bottom of the map.

It has nothing to do with SpaceX, Tesla, or anything you'd associate with Elon.

Most investors have never heard of it.

But when the "Final Phase" of Elon's "Master Plan" triggers, Larry Benedict says this is where the money goes. He has 40 years of finding trades everyone else walked past.

He's giving away the name — and a full briefing — completely free.

Click here to get the ticker before the "Final Phase" kicks in

When Hormuz closed, nearly all container traffic shifted to the Cape of Good Hope. The detour adds 3,500 nautical miles per voyage. That is 10 to 14 extra days at sea.

Those extra days eat fleet capacity. A round trip that took five weeks now takes seven. Ships spend more time in open water and less time moving cargo.

Linerlytica, a maritime data firm, reported more than 780 vessels on the Cape route by mid-2026. They carried 11.3 million TEU. A TEU is one standard shipping container. That volume absorbed roughly 5% of global fleet capacity in transit time alone. Before any ship hit port congestion.

The Cape route stopped being an emergency detour. It became the way the world ships goods.

Observation: Both Middle Eastern maritime corridors closed simultaneously for the first time in modern shipping history.
Interpretation: The reroute absorbed 5% of global fleet capacity in transit time alone. That is capacity lost to the ocean, not to any port or terminal.

The World Bank and S&P Global rank 400 container ports each year. Cape Town came in dead last. Number 400 out of 400. Durban ranked 398.

These are the two main ports on the world's backup shipping route. They were the worst-performing on the planet before the crisis hit. The pressure valve was broken before anyone turned it.

Ships at Cape Town now wait up to 12 days for a berth. Durban waits run one to five days. Every ship at anchor is a ship not finishing its rotation. Not moving empty containers back to Asia. Not picking up the next load.

Port delays convert into fleet capacity loss. Linerlytica reported that nearly 11% of the world's container fleet is now at anchor. About 3.4 million containers sit stuck in queues. A port problem at the bottom of Africa became a supply problem on every trade lane.

Observation: Cape Town ranks 400th out of 400 global container ports.
Interpretation: Congestion at these ports feeds back into fleet capacity worldwide. Ships stuck waiting are ships removed from service. The bottleneck compounds itself.

The cost shows up in the rates. In February, a container from Shanghai to the US West Coast cost $1,800. By mid-2026, the same container cost over $7,000. The bottleneck at the Cape is priced into every container on every major lane.

Some carriers are moving back toward Suez. CMA CGM, one of the world's largest shipping lines, has 60% of its fleet back through the canal. Maersk and Hapag-Lloyd, two major European carriers, tried in February. They pulled back when fighting flared. Both resumed Suez transits by mid-year. Linerlytica's Week 31 report shows Cape diversions at 5.2% of the global fleet. The lowest since January 2024.

That looks like relief. It does not fix the structure underneath.

In December 2025, two months before the crisis, South Africa finalized a 25-year concession to ICTSI. The Philippines-based port operator will modernize Durban's largest container terminal. The goal is to raise capacity from 2 million to 2.8 million TEU. That is real investment. It is also measured in years, not months.

Observation: Cape route diversions dropped to 5.2% of the global fleet, the lowest since January 2024.
Interpretation: The immediate pressure is easing. The structural deficit in African port capacity remains. Any future closure of Middle Eastern routes will hit the same broken infrastructure.

Three signals are worth tracking over the coming weeks.

Cape Town wait times tell you whether the port is still a bottleneck. If ships wait more than a week, congestion has not broken.

The pace of Suez returns matters too. Maersk and Hapag-Lloyd have been cautious. If they commit fully, it frees real capacity.

Then watch the 11% fleet-at-anchor number. That figure captures the whole system. When it drops, ships are moving again.

When the world reroutes around a crisis, the backup route becomes the constraint. The chokepoint moved from the Middle East to southern Africa. The fix is an infrastructure project that just started. It will take years to finish.

Carriers returning to Suez are betting the canal stays safe. If that bet holds, congestion eases over months. If fighting flares again, the same ships go back to the same broken ports.

138 ships a day became 4. The world rerouted around the closure and ran straight into ports that could not handle the load. Some pressure is easing as carriers return to Suez. The infrastructure gap at the bottom of Africa will take years to close.

Until next time,
The Navigator