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Join us as we report through 2021
‘and learn with Africa Ports & Ships’
TODAY’S BULLETIN OF MARITIME NEWS
These news reprts are updated on an ongoing basis. Check back regularly for the latest news as it develops – where necessary refresh your page at www.africaports.co.za
Click on headline to go direct to story : use the BACK key to return
FIRST VIEW: MORNING COMPOSER
EARLIER NEWS CAN BE FOUND HERE AT NEWS CATEGORIES…….
The Monday masthead shows the Port of Durban Container Terminal by night
The Tuesday masthead shows the Port of Tin Can Island, Lagos
The Wednesday masthead shows the Port of Tema, Ghana
The Thursday masthead shows the Port of Saldanha (futuristic view)
The Friday masthead shows the Port of Saldanha iron Ore Terminal
The Saturday masthead shows the Port of Richards Bay Coal Terminal (RBCT)
The Sunday masthead shows the Port of Richards Bay
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FIRST VIEW: MORNING COMPOSER
Not every ship watcher’s favourite but an essential type of ship for the cargo carried, a trade that has grown expeditiously over the previous 25 or so years. Seldom does a day go by when there is not at least one of the car carriers in the port at Durban and on some days it’s possible to see two or three at the motor vehicle terminal. Likewise on those same days there could be ships of this type calling at East London and Port Elizabeth, with these three ports having South Africa’s three official vehicle carrier terminals.
East, South and West African ports feature prominently on the trade routes covered by a number of the vehicle carrier lines, of which one happens to be EUKOR, the owner and operator of MORNING COMPOSER (IMO 9336074). The South Korean-based company delivers over 3 million Car Equivalent Units (CEU) annually, across a network of world-wide trade routes while making approximate 3,650 port calls a year. The name EUKOR incidentally, comes from combining the EU and KOR from Europe and Korea.
MORNING COMPOSER was built in 2008 and has sailed with Eukor since her launch and is possibly nearing the end as far as the company is concerned, though there is no indication of this being likely other than the ship’s age. The vehicle carrier’s gross weight is 57,542 tons and her deadweight 21,052 tons. She has a length of 200 metres, a width of 32m and draught of 8.8 to 9 metres. The ship is flagged in Panama.
Morning Composer is listed as registered to a nominal company care-of EUKOR Car Carriers of Seoul, South Korea. Her ISM manager is Wilhelmsen Ship Management Korea Ltd based in Busan, while EUKOR Car Carriers remain the ship and commercial managers operating out of Seoul.
Of additional interest in Keith Betts’ photos shown here is the port pilot boat, LUFAFA, which travelled alongside the large ship from inside the harbour until well down the channel, waiting for the marine pilot to complete his or her duties and to board the boat and return to base. Pilots must welcome such duties for there are no long ladders to negotiate, rather a handy side opening in the ship almost perfectly level with the pilot launch. It’s similarly convenient when the port helicopter is on duty – then there’s a large and mostly unencumbered topside flat deck from which to be winched aloft. – trh
The above pictures are by KEITH BETTS
Added 3 October 2021 Africa Ports & Ships
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Photographs of shipping and other maritime scenes involving any of the ports of South Africa or from the rest of the African continent, together with a short description, name of ship/s, ports etc are welome.
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Transnet infrastructure investment pays off: SA citrus exports up 12 per cent
This year Transnet Port Terminals has handled 12% more export citrus after some significant infrastructure investment.
In 2020 Transnet SOC Ltd made a capital investment of R2 billion (113,582 million euros) into equipment at its terminals and it has more recently announced its intentions to approach the market seeking an investment partner in its ports and terminals.
Recent discussions between Transnet and industry stakeholders are based on the desire to build a relationship of mutual trust with our key stakeholders, the company has said.
“Where there are challenges, we acknowledge these, and are putting forward options and interventions to improve the situation. We value the relationship with our customers, and will continue to ensure that we improve our service to them,” Transnet said in a statement.
At recent briefings with stakeholders, appreciation for the greater openness among the Transnet senior team was in fact expressed as well as an acknowledgment of Transnet staff’s commitment despite elements out of the company’s control such as the global shortage in reefer containers, the impact of the COVID-19 lockdown, the July unrest and the cyber attack that followed on its heels.
Fruit industry stakeholders have remarked that there has been a significant improvement in communication from Transnet’s side and a greater willingness to share plans to deal with the challenges since the appointment of new Group CEO Portia Derby in February last year. Ms Derby was formerly director-general of the Department of Public Enterprises.
New equipment procured for various ports
This citrus season Transnet Port Terminals has handled 12% more export citrus fruit.
“Durban has had particularly heightened export demand, demonstrated by reefer occupancy exceeding 75% for the past four weeks. To date, TPT has handled over 99,744 forty foot equivalent units (containers) of citrus fruit, compared to 94,185 last year. Volumes in Gqeberha and Ngqura Container Terminals are also recovering following the European Union’s delayed commencement of its service and lack of shipping opportunities that have affected volumes headed for the Middle and Far East markets.”
The R2 billion capital investment procured 22 new straddle carriers for Durban. In the Eastern Cape, an upgraded automated gate system with 6 in-gates and 4 out-gates in Ngqura and the deployment of a mixed crane operation using the new ship-to-shore cranes simultaneous with a mobile harbour crane in Gqeberha (formerly Port Elizabeth).
“To ensure the success of the citrus season,” the company continues, “Transnet also had additional seasonal reefer workers, the acquisition of about 1,300 additional plug points as well as identifying potential bottlenecks and initiating mitigations to address – in a proactive manner.”
The company said it reiterates its commitment to assisting the South Africa’s citrus industry’s continued growth.
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WHARF TALK: a tug named – OUBANGUI
Story by Jay Gates
Pictures by ‘Dockrat’
Less than a month since a brand new, Damen built, ASD 2813 tug transited through Cape Town, en-route from the Damen shipyard in Vietnam, to her new home in Cotonou in West Africa, than yet one more newbuild makes her way from yet another Damen yard to West Africa.
On 30th September at 04h00, the brand new harbour tug OUBANGUI (IMO 9770878) arrived at the Table Bay anchorage, from Port Victoria in the Seychelles, and she held off the port for a short five hours, when at 09h00 she entered Cape Town harbour and proceeded directly to the Repair Quay.
Built in 2021, and commissioned only in July, by the Albwardy Damen Shipyard at Sharjah in the UAE, Oubangui is 28 metres in length and has a deadweight of 153 tons. She is a popular Damen ASD 2810 tug, where ASD stands for Azimuth Stern Drive and her length and beam are the following numbers. The ASD 2810 is the best selling design of all Damen harbour tugs, with over 150 of them sold, all around the world, since they were first introduced way back in 2002.
She is powered by two Caterpillar 3516C TA HD/C 16 cylinder main engines, each producing 2,500 bhp (1,865 kW), and driving two Rolls-Royce US255 azimuth thrusters, with fixed pitch propellers, to give her a sea speed of 12.9 knots. She can accommodate 8 crewmembers.
She is named after the Oubangi River, or Ubangi River, which is the largest river that flows into the northern side of the mighty Congo River, and through the Republic of Congo.
Her auxiliary machinery includes two Caterpillar C4.4 TA generators providing 107 kVA, and a Caterpillar C32 ACERT generator, which gives her FiFi1 firefighting capability, via two fire monitors, the ability to pump 1,200 m3 per hour. Her bollard pull is 58 tons.
Damen are well known for building vessels for stock purposes, which enables them to respond very quickly to orders, which require quick delivery times. The order for Oubangui was only made in October 2020. She was completed for her new owners, the Port Authority of Pointe Noire, in the Republic of Congo, known as Port Autonome de Pointe-Noire (PAPN).
PAPN already have two other ASD 2810 tugs operating in the port of Pointe Noire, with LOUFOULAKARI being completed by the Damen Galati shipyard, at Galati in Rumania, and delivered in 2011, and MASSABI which was completed by the Damen Song Cam shipyard, at Haiphong in Vietnam, and delivered in 2019.
The acquisition, and introduction, of modern tugs at Pointe-Noire is a result of a large investment programme for all elements of the port, where EUR128 million (ZAR2.21 billion) of public funding, and EUR200 million (ZAR3.45 billion) of private funding, was provided to bring the port up to date, with modern facilities in all areas, and for all trades, and enable Pointe Noire to compete with any other port in the region.
As with the larger Damen ASD 2813 tug, delivered to Cotonou earlier in September, Oubangui is currently registered in St.Vincent, solely for her delivery voyage, although her home port of Pointe-Noire is very visible on her hull.
Her delivery voyage from Sharjah included a short bunkers, and stores, stop at Port Victoria in the Seychelles, and her arrival in Cape Town allowed both the local Damen and Caterpillar technicians to go aboard her and ensure all of their systems were working perfectly. She was due to depart from Cape Town, bound for her new home, yesterday (3rd October.
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IN CONVERSATION: Global shortage of shipping containers highlights their importance in getting goods to Amazon warehouses, store shelves and your door in time for Christmas
The global economy depends on shipping containers. AP Photo/Seth Wenig
Take a look around you.
Perhaps you’re snacking on a banana, sipping some coffee or sitting in front of your computer and taking a break from work to read this article. Most likely, those goods – as well as your smartphone, refrigerator and virtually every other object in your home – once were loaded onto a large container in another country and traveled thousands of miles via ships crossing the ocean before ultimately arriving at your doorstep.
Today, an estimated 90% of the world’s goods are transported by sea, with 60% of that – including virtually all your imported fruits, gadgets and appliances – packed in large steel containers. The rest is mainly commodities like oil or grains that are poured directly into the hull. In total, about US$14 trillion of the world’s goods spend some time inside a big metal box.
In short, without the standardized container, the global supply chain that society depends upon – and that I study – would not exist.
A recent shortage of these containers is raising costs and snarling supply chains of thousands of products across the world. The situation highlights the importance of the simple yet essential cargo containers that, from a distance, resemble Lego blocks floating on the sea.
Trade before the container
Since the dawn of commerce, people have been using boxes, sacks, barrels and containers of varying sizes to transport goods over long distances. Phoenicians in 1600 B.C. Egypt ferried wood, fabrics and glass to Arabia in sacks via camel-driven caravans. And hundreds of years later, the Greeks used ancient storage containers known as amphorae to transport wine, olive oil and grain on triremes that plied the Mediterranean and neighboring seas to other ports in the region.
Even as trade grew more advanced, the process of loading and unloading as goods were transferred from one method of transportation to another remained very labor-intensive, time-consuming and costly, in part because containers came in all shapes and sizes. Containers from a ship being transferred onto a smaller rail car, for example, often had to be opened up and repacked into a boxcar.
Different-sized packages also meant space on a ship could not be effectively utilized, and also created weight and balance challenges for a vessel. And goods were more likely to experience damage from handling or theft due to exposure.
A trade revolution
The U.S. military began exploring the use of standardized small containers to more efficiently transport guns, bombs and other materiel to the front lines during World War II.
But it was not until the 1950s that American entrepreneur Malcolm McLean realized that by standardizing the size of the containers being used in global trade, loading and unloading of ships and trains could be at least partially mechanized, thereby making the transfer from one mode of transportation to another seamless. This way products could remain in their containers from the point of manufacture to delivery, resulting in reduced costs in terms of labor and potential damage.
In 1956 McLean created the standard cargo container, which is basically still the standard today. He originally built it at a length of 33 feet – soon increased to 35 – and 8 feet wide and tall.
This system dramatically reduced the cost of loading and unloading a ship. In 1956, manually loading a ship cost $5.86 per ton; the standardized container cut that cost to just 16 cents a ton. Containers also made it much easier to protect cargo from the elements or pirates, since they are made of durable steel and remain locked during transport.
The U.S. made great use of this innovation during the Vietnam War to ship supplies to soldiers, who sometimes even used the containers as shelters.
Today, the standard container size is 20 feet long, eight feet wide and nine feet tall – a size that’s become known as a “20-foot-equivalent container unit,” or TEU. There are actually a few different standard sizes, such as 40 feet long or a little taller, though they all have the same width. One of the key advantages is that whatever size a ship uses, they all, like Lego blocks, fit neatly together with virtually no empty spaces.
This innovation made the modern globalized world possible. The quantity of goods carried by containers soared from 102 million metric tons in 1980 to about 1.83 billion metric tons as of 2017. Most of the container traffic flows across the Pacific Ocean or between Europe and Asia.
Ships get huge
The standardization of container sizes has also led to a surge in ship size. The more containers packed on a ship, the more a shipping company can earn on each journey.
In fact, the average size of a container ship has doubled in the past 20 years alone. The largest ships sailing today are capable of hauling 24,000 containers – that’s a carrying capacity equivalent to how much a freight train 44 miles long could hold. Put another way, a ship named the Globe with a capacity of 19,100 20-foot containers could haul 156 million pairs of shoes, 300 million tablet computers or 900 million cans of baked beans – in case you’re feeling hungry.
The Ever Given, the ship that blocked traffic through the Suez Canal for almost a week in March 2021, has a similar capacity, 20,000 containers.
In terms of cost, imagine this: The typical pre-pandemic price of transporting a 20-foot container carrying over 20 tons of cargo from Asia to Europe was about the same as an economy ticket to fly the same journey.
Cost of success
But the growing size of ships has a cost, as the Ever Given incident showed.
Maritime shipping has grown increasingly important to global supply chains and trade, yet it was rather invisible until the logjam and blockage of the Suez Canal. As the Ever Given was traversing the narrow 120-mile canal, fierce wind gusts blew it to the bank, and its 200,000 tons of weight got it stuck in the muck.
About 12% of the world’s global shipping traffic passes through this canal. At one point during the blockage, at least 369 ships were stuck waiting to pass through the canal from either side, costing an estimated $9.6 billion a day. That translates to $400 million an hour, or $6.7 million a minute.
[Over 110,000 readers rely on The Conversation’s newsletter to understand the world. Sign up today.]
Ship-building companies continue to work on building ever larger container vessels, and there’s little evidence this trend will stop anytime soon. Some experts forecast that ships capable of carrying loads 50% larger than the Ever Given’s will be plying the open seas by 2030.
In other words, the shipping container remains more popular – and in demand – than ever.
This is an updated version of an article originally published on April 5, 2021.
Anna Nagurney, Eugene M. Isenberg Chair in Integrative Studies, University of Massachusetts Amherst
This article is republished from The Conversation under a Creative Commons license. Read the original article.
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Nigeria’s ultra modern Records Centre in commission
The Nigerian Ports Authority (NPA), in order to achieve operational efficiency, recently commissioned a state-of-the-art ultra modern e-Documents Management and Records centre at its Corporate Headquarters in Marina Lagos.
The unveiling of the Records Management and Solution Centre was performed by the Acting Managing Director of the Authority, Mohammed Bello Koko who described it as aimed at comprehensively improving the Agency’s position at developing seamless customer-based services and operations.
He said the intent of the NPA is to sustain competitiveness in the sub-region by giving priority to documents safety through automation and digitalisation
Bello Koko, who even more recently said the NPA is poised to leverage Nigeria’s status as Africa’s biggest economy into becoming the country’s maritime hub status in the region, said that in adherence to the Authority’s plan to deploy a 360 degree Document Management solution, management intends migrating from physical archiving to digitalisation up to work flow via an Electronic Documents Management Solution (EDMS), with strategies to localise the same at Port locations as functional retention centres.
At the moment the NPA has two other functional retention centres in Apapa and Port Harcourt to serve the Lagos and Eastern ports respectively. This is in addition to another record centre undergoing automation which is located along the Apapa port area.
He added that the speed and seamless nature of the EDMS in records storage and processing has a bearing on the organization’s intention of achieving customer satisfaction and excellence whilst promoting the ease of doing business.
“In fact this event is very much in synchronization with our drive towards attaining compliance status of the International Organisation for Standardization (ISO).”
“This,” he said, “includes meeting legal obligations for accurate storage and retrievals.”
He added that the documents Management Solutions would institute a clear regime of improved accountability and transparency in addition to strengthening the NPA’sour auditing system and training process to a world class standard.
It is envisaged that before the end of 2021, the pilot project of the end-to-end documents management solution would have been achieved.
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WHARF TALK: bulker from Ehoala – BRANT
Story by Jay Gates
Pictures by ‘Dockrat’
Being on the crossroads of all of the major sea-lanes linking East with West, and North with South, means that bunkering is a major source of revenue for the providers in Cape Town. It also means that the shipping observer gets to see some of the more exotic vessels that ply our seas, and are not the normal fayre. Occasionally, the bunker visitor has not got a story to tell, or is even considered exotic, but it still excites the casual observer when it calls in.
On 22nd September at 22h00 the fully laden, handysize bulk carrier, BRANT (IMO 9393151) arrived at the Table Bay anchorage, from Ehoala in Madagascar. After a short three hour wait at anchor, she entered Cape Town harbour at 01h00 on 23rd September, and berthed at the Eastern Mole.
As is mostly the case, the Eastern Mole callers are almost exclusively bunker and stores only callers, and after a short eleven hour stop, Brant sailed at 13h00 the same day, 23rd September, for Sorel, in Quebec, which is located up the St. Lawrence River in Canada.
Built in 2008 by Shanhaiguan Shipbuilding at Qinhuangdao in China, Brant is 185 metres in length and has a deadweight of 30,777 tons. She is powered by a single Yichang MAN-B&W 6S46MC-C7 6 cylinder 2 stroke main engine, producing 9,655 bhp (7,200 kW) to drive a fixed pitch propeller for a service speed of 14 knots.
Her auxiliary machinery includes three Daihatsu 6DK-20 generators providing 680 kW each, and a Sisu 634DSBG emergency generator providing 125 kW. She has a composite SAACKE Qingdao Marine Boiler Works CMB-VF boiler.
One of 12 sisterships, Brant has six holds, providing a cargo carrying capacity of 37,910 m3. Her holds are served by three MacGregor Electro-Hydraulic 30 ton cranes.
Owned by Navarone SA, of Athens, Brant is operated by Canadian Forest Navigation, of Montreal in Canada, and whose funnel colours she carries, and she is managed by Navarone Marine Enterprise of Athens.
All of her sisterships are named after species of Duck and Geese, from around the world, with Brant being a derivation of the more commonly named Brent Goose. One of her sisters is named Maccoa, which South African ornithologists will know is a resident South African species of Duck.
Prior to her arrival at Ehoala in Madagascar, Brant had discharged her previous cargo in Djibouti. Her fully laden arrival in Cape Town gave a clue as to what cargo she was carrying for the end user in Canada. Ehoala is a new port, located 10km southwest of the town of Tôlanaro (Fort Dauphin), in the far southeast of Madagascar.
The port was constructed, and only brought into full operation, in 2009. Ehoala was built by the giant mining company, Rio Tinto, and was built solely to serve their local mineral sands mine, which produces Ilmenite, which is a Titanium Dioxide ore, and is exported through Ehoala. On occasion cruise ships have called at Ehoala, the original port at Fort Dauphin being far too small for modern ships.
Almost certainly, Brant is carrying a full cargo of Ilmenite, bound for Canada.
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SGM donates to Home Run for Education
Sturrock Grindrod Maritime (SGM) recently celebrated the success of two runners, Solly Malatsi and Makashule Gana, who completed a 523 km run from Soweto to Tzaneen in 16 days. This mammoth fundraising initiative called Home Run for Education raised R500,000. SGM donated R35,000 towards this worthy cause.
The funds will be donated to primary and secondary schools in Lefara, Moduane, and surrounding villages to assist poor households with school uniforms, stationery, and sanitary pads for school-going children. Many residents in this impoverished area rely on social grants to make ends meet, and employment opportunities are scarce. This makes it difficult to invest in children’s education, leading to further risk of future unemployment.
After most social running events were cancelled due to the COVID-19 pandemic, virtual runs were introduced across the country. Malatsi found they weren’t as fulfilling and decided he wanted to pair the physical challenge of running with a worthy cause that could have a long-term impact on society. With both runners originating from rural areas, they had experienced and seen first-hand the struggles their community went through by not having access to school uniforms, school shoes, and learning material. Malatsi then proposed the idea for Home Run for Education to his friend Gana who enthusiastically accepted.
HR Director for SGM, Nicola Truter, who oversees SGM’s corporate social investment initiatives, said, “SGM invests a lot in education-driven programmes and in the past year we have provided learnerships for disabled people, bursaries for maritime/engineering students and supported South African charities that stimulate young minds. Home Run for Education spoke to supporting a cause whereby two remarkable runners were willing to put in the hard yards for a bigger purpose. This really appealed to us as an organisation and we applaud them for their tenacity and resolve during their ambitious run. What they have achieved is no mean feat.”
Initially earmarked to start in July, the date was delayed due to lockdown level adjustments, but the pair officially started on the 7th and finished on 22nd August 2021. On average, they ran a distance of 35km per day, with the furthest distance covered in a day being 39km. They ran for six consecutive days and then had one resting day in between. They were quite diligent in tracking the racing distance and the finish point on one day became the starting point for the next to make sure the correct distance was covered.
SGM was approached for sponsorship by Home Run for Education and was one of the first companies to pledge a commitment to the run. “We are so grateful to SGM for supporting us and certainly don’t take it for granted,” said Malatsi. “I was surprised that a Cape Town-based company would take an interest in an initiative for rural Limpopo, but this shows the caring nature of the company. We were well supported by Andrew Sturrock, CEO of SGM and the SGM staff.
“Every ache and pain along this journey was worth it,” he said. “This cause was so much bigger than us and we wanted to make a positive impact in the communities in which we grew up. This experience was extremely challenging and humbling and what surprised us most was the solidarity of the running community as well as the overwhelming generosity of strangers who crossed our path.”
The pair would often find last-minute accommodation for the night and once the owners heard their story, they would waive their accommodation costs. This enabled them to not dip into the Home Run funds and could ensure they save as much money as possible.
Malatsi and Gana received overwhelming support from the running clubs and the communities, with many running alongside them in solidarity. They also had one crew member following them with a support vehicle in case they required any assistance along the route. They intend to do a return leg from Tzaneen to Soweto in two years. This should allow them enough planning time to apply lessons learnt from this run and give their sponsors time to budget for the event.
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The Walvis Bay Kids Haven continues to benefit from Namport’s generosity
Ms Maureen Baard, Founder of the Walvis Bay Kids Haven receiving the donation from Chairperson of the Namport Social Investment Fund Working Committee, Ms Tana Pesat
The Namibian Ports Authority, through its Social Investment Fund (NSIF) has, on Friday 1 October 2021, made a donation of N$300,000 (R300,000) to the Walvis Bay Kids Haven.
A commitment by the NSIF eight years ago has seen a total of more than N$1.5 million invested, including Friday’s donation which was motivated by Namibia celebrating the Day of the Namibian Child during the week.
Speaking at the handover ceremony, Ms Maureen Baard, Founder of the Walvis Bay Kids Haven, said that Namport has been a true friend indeed and has always extended a helping hand over the years. “I encourage other companies to follow this great example set by Namport and to support initiatives such as ours,” she said.
The Walvis Bay Kids Haven children’s home was established in May 2009 and aims at assisting abused, vulnerable and neglected children by providing a safe home for them until they reach adulthood. The Children’s home also provides a Baby line for mothers who do not want their babies and offers such mothers assistance in an attempt to prevent baby dumping.
This is the only Baby line facility in the entire Erongo region and is currently home to 30 (thirty) children.
Chairperson of the Working Committee of the Namport Social Investment Fund, Ms Tana Pesat, reiterated the company’s commitment to joining hands with community based programmes that aim to improve the lives of the Namibian Child.
The NSIF was founded in 2006 and has invested more than N$35 million to improve the lives of Namibians across all 14 regions.
The Fund supports the four societal pillars of health, entrepreneurship, education and environmental sustainability with the overall objective to be a good corporate citizen that endeavours to significantly impact the livelihoods of all men and woman across Namibia.
During the Fund’s previous financial year, 1 April 2020 – 31 March 2021 pledges were made to the value of N$2.86 million.
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Second big drug haul for French frigate in a week
And still the drug flow continues
The French Marine Nationale frigate FS LANGUEDOC D653, operating currently in support of Combined Maritime Forces (CMF), seized more than 3.6 tonnes of illegal drugs during a maritime counter-narcotics operation in the north-western Indian Ocean on 27 September.
This was Languedoc’s second intercept and search of a vessel suspected of smuggling within a week. The most recent seizure resulted in the confiscation of hash valued at $1.8 million. Ironically we reported that interception on the very day of Languedoc’s second intercept See that report – SEE HERE
In the latest report, Languedoc was conducting patrols in support of CMF’s Combined Task Force (CTF) 150 when it seized the illegal drugs. Royal New Zealand Navy Capt. Brendon Clark, the current commander of CTF 150, said that for the second time in a week, Languedoc has demonstrated expertise and professionalism in seizing a large volume of narcotics.
These, he said, would have otherwise been destined for market, with the funds from the sale being used to finance terrorism and criminal activity.
The first capture took place on 20 September when Languedoc seized more than 1,525 kilograms of hash and 166 kilograms of methamphetamine with a combined value of over $5.2 million.
CTF 150’s mission is to disrupt criminal and terrorist organisations and their related illicit activities, including the movement of personnel, weapons, narcotics and charcoal. CTF 150 conducts maritime security operations in the Arabian Sea and Gulf of Aden region to ensure legitimate commercial shipping transits the region freely from non-state threats.
CMF consists of a multinational maritime partnership of 34 nations that includes three task forces. It exists to uphold international rules-based order by countering illicit non-state actors on the high seas and promoting security, stability, and prosperity across approximately 3.2 million square miles of international waters encompassing some of the world’s most important shipping lanes.
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GENERAL NEWS REPORTS – UPDATED THROUGH THE DAY
in partnership with – APO
More News at https://africaports.co.za/category/News/
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THOUGHT FOR THE WEEK
And if we occasionally rise to heights of enthusiasm and energy, how quickly we feel the inflow of the courageous, daring, energetic, positive thoughts being sent out by the live men and women of the world. – William Walker Atkinson, Thought Vibration
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EXPECTED SHIP ARRIVALS and SHIPS IN PORT
Port Louis – Indian Ocean gateway port
Ports & Ships publishes regularly updated SHIP MOVEMENT reports including ETAs for ports extending from West Africa to South Africa to East Africa and including Port Louis in Mauritius.
In the case of South Africa’s container ports of Durban, Ngqura, Ports Elizabeth and Cape Town links to container Stack Dates are also available.
You can access this information, including the list of ports covered, by CLICKING HERE remember to use your BACKSPACE to return to this page.
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CRUISE NEWS AND NAVAL ACTIVITIES
QM2 in Cape Town. Picture by Ian Shiffman
We publish news about the cruise industry here in the general news section.
Naval News
Similarly you can read our regular Naval News reports and stories here in the general news section.
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