Click on headline to go direct to story: use the BACK key to return.
Entering port at Durban on 19 January 2025 was the multipurpose offshore supply vessel, Deepsea Worker (IMO 7905285), with an interesting array of equipment on her deck. Deepsea Worker has reached the impressive age of 46 years, having been well built in 1979 by the firm of Hatlo Verksted, in Ulsteinvik, Norway. Picture by Keith Betts
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦
AD Ports Group, a prominent facilitator of global trade, logistics, and industry, has begun its long-term management and development of a multipurpose terminal and an associated logistics business in Luanda, Angola. This initiative represents a significant expansion into sub-Saharan Africa, undertaken in partnership with local entities Unicargas and Multiparques.
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦
It is not very often that two passenger vessel sisterships, still operating from the same cruise company fleet, visit South African shores in the same season. In this instance, at the start of the season, one was conducting a passenger carrying positioning voyage to the Persian Gulf, avoiding the Red Sea and the Houthi menace, and the next arrival was three quarters of the way through a round the world cruise, and on the homeward leg back to Europe.
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦
The Namibian Ports Authority (Namport) and Administração dos Portos de Sines e do Algarve, SA (APS) have formalized their partnership by signing a Memorandum of Understanding (MoU) aimed at enhancing collaboration in the development of sustainable, green, and digital logistic corridors.
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦
Since the last report, Cyclone 11S has crossed westwards towards Madagascar and at 03h00 on Sunday 2 February was situated near 18.6S 58.3E, approximately 128 nautical miles northeast of Port Louis in Mauritius. The cyclone has tracked west. Minimum central pressure at midnight was 997 MB. Maximum wave height at that time 12 feet (3.65m).
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦
The Eastern Nigerian multipurpose terminal at the port of Onne has benefited with the addition of two mobile cranes and a container freight station. The USD 25 million investment by the International Container Terminal Services (ICTSI) will enable the port at Onne to meet the rising demand for dependable port services in eastern Nigeria.
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦
An Indian Navy hydrographic survey vessel, INS Sarvekshak recently completed a hydrographic survey covering an area of over 25,000 square miles around the coast of Mauritius. Following completion of the survey, India’s High Commissioner to Mauritius, Shri Anurag Srivastava, handed over newly prepared charts and survey equipment to Mauritius’ President Dharambeer Gokhool.
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦
The ceasefire in the Middle East together with the Lunar New Year will see ocean container freight rates fall further this month with carriers now taking action to slow the market decline. That’s the forecast from Xeneta, acting on the latest data. The ocean and air freight intelligence platform shows average spot rates from the Far East stand at USD….
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦
I cannot think of anyone, casual maritime observer or otherwise, who is not aware of what is still one of the most enduring aviation mysteries of the modern era. That is the disappearance, almost ten years ago, of Malaysian Airlines flight MH370, on a scheduled flight from Kuala Lumpur in Malaysia, to Beijing in China, back on 8th March 2014.
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦
Brics has emerged as a significant international force since 2009 when it was established at a summit in Russia. What began as a five-member group encompassing Brazil, Russia, India, China and South Africa, is now expanding with the integration of five new members and eight new partner countries. Even more countries may be joining in the next few years.
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦
The Indian Ocean has two cyclones posing some threat to shipping and nearby land this week, one (cyclone 12S ‘Elvis’) in the southern Mozambique Channel tracking southeastwards and threatening the southern tip of Madagascar. The second cyclone (11S) is out in mid ocean south of Diego Garcia in the Chagos Archipelago, which is currently tracking west-southwestward on a path that may take it close to Mauritius and Rodrigues.
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦
Back in early January an offshore vessel, of a class that hints strongly as to what the future might hold in the maritime world, arrived off Cape Town on yet another logistics call for bunkers. As with them all, she was in and out within a single day. Then in a loose fashion, as with the old adage about London Buses, another of her sisterships arrived not two weeks later for the same reason. So, what is so special about these vessels, and her other sisterships?
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦
The Sounion vessel disaster in the Red Sea highlighted the importance of prioritizing long-term environmental impacts during critical salvage operations, according to Ambipar Response, the emergency response division of Ambipar Group. In August 2024, the 164,000 dwt tanker Sounion, carrying more than 150,000 tonnes of crude oil, was struck by multiple missiles from Houthi rebels during a routine transit.
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦
The recent Israel-Hamas ceasefire has provided a glimmer of hope for global shipping and supply chains. However, the ongoing conflict in the Red Sea continues to present significant safety risks and operational challenges for shipowners and seafarers.
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦
Port statistics for the , covering the eight commercial ports under the administration of Transnet National Ports Authority, are now available. The statistics here reflect port cargo throughputs, ships berthed and auto and container volumes handled together with liquid and dry bulk volumes.
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦
MV Mpungu, Lake Victoria’s newest freight vessel, has completed a successful return maiden voyage between Port Bell in Uganda and Port Mwanza South on the southern shore of Africa’s largest lake.
♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦
Africa Ports & Ships
with Africa Ports & Ships – 23rd year of reporting directly from Africa (est. 2002).
SEND NEWS REPORTS AND PRESS RELEASES TO [email protected]
Africa Ports & Ships
Deepsea Worker has reached the impressive age of 46 years, having been well built in 1979 by the firm of Hatlo Verksted, in Ulsteinvik, Norway.
In those years she has operated with several other names, which have included Tender Captain (1985), Far Captain (1989), Skandi Captain (1999), and Skandi Inspector (2015). The vessel currently flies under the flag of Saint Vincent & the Grenadines.
The OSV has a gross weight of 3,345 tonnes and a deadweight of 2,500 tonnes. Her length is 81 metres and beam 18m. Deepsea Worker is owned by DOF Subsea of Bergen in Norway and managed by DOF out of their Aberdeen office in Scotland, UK.
News continues below
AD Ports Group commences port and logistics operations in Luanda, Angola
AD Ports Group, a prominent facilitator of global trade, logistics, and industry, has begun its long-term management and development of a multipurpose terminal and an associated logistics business in Luanda, Angola. This initiative represents a significant expansion into sub-Saharan Africa, undertaken in partnership with local entities Unicargas and Multiparques.
Operating as Noatum Ports Luanda Terminal, the port handles approximately 76% of Angola’s container and general cargo volumes. It also serves as a vital maritime access point for neighbouring landlocked countries, including the Democratic Republic of the Congo and Zambia. AD Ports Group holds an 81% stake in the multipurpose terminal venture and a 90% stake in the logistics venture.
AD Ports Group’s engagement is backed by a 20-year concession agreement with the Luanda Port Authority, signed in April 2024, committing an investment of approximately USD 250 million by 2026. The investment is directed towards modernizing the terminal and developing Noatum Unicargas Logistics, which will provide integrated logistics, transport, and freight forwarding services to a broad client base.
The terminal began operations on Friday (31 January) under this new management. Noatum Unicargas Logistics, making significant investments in new trucks and systems, is now fully integrated with the Noatum Logistics global network, enhancing Angola’s access to international markets and promoting investment-led growth in the Angolan economy.
AD Ports Group’s investment might increase to USD 380 million, depending on market demand, over the life of the concession, which may extend by another 10 years. Agreements with the Angolan government, signed in late 2024, confer significant tax and financial benefits to the operating subsidiaries of the Group.
These investments are projected to generate thousands of direct and indirect jobs locally, along with opportunities for training and upskilling. They will also include equipment and technology solutions designed for environmentally sustainable operations, aiming for lower carbon emissions.
Mohamed Eidha Al Menhali, Regional CEO of AD Ports Group, stated, “With the planned upgrade of Luanda’s multipurpose port terminal and the establishment of an integrated logistics and freight forwarding business leveraging our Group’s global network and reach, AD Ports Group is positioned to capture the growth in Angola’s container volumes, forecasted to rise by 3.3% annually over the next decade. This significant investment will strengthen ties with the UAE and bring economic prosperity to Angola.”
Ricardo Daniel Sandão Queirós Viegas D¢Abreu, Minister of Transport, Angola, emphasized the strategic importance of the Port of Luanda: “Through this partnership with AD Ports Group, we will transform the Port of Luanda into a modern, multifaceted facility that will enhance our logistical capabilities and drive economic growth across the central and western regions of Africa.”
Fridays asset transfer and commencement of operations proceeded without interruptions, with AD Ports Group committed to improving terminal efficiency and safety. A best-in-class Health, Safety, and Environment (HSE) programme is already being implemented to manage workplace hazards, environmental risks, and employee well-being.
The Luanda port terminal, under AD Ports Group’s leadership, will be significantly upgraded to handle general cargo, containers, and roll on-roll off (Ro-Ro) shipments. It will be the only terminal in Luanda with a depth of 16 metres, capable of accommodating Super Post Panamax vessels of up to 14,000 TEUs. The terminal area of 192,000 square metres will be re-engineered for high-density, efficient container handling, equipped with state-of-the-art equipment and modern IT systems.
AD Ports Group has committed over USD 800 million in planned investments across Africa in recent years, including projects in Egypt, the Republic of Congo, Tanzania, and Angola. Their decision to enter the Angolan market was bolstered by a 2023 framework agreement with the Angolan government.
New container handling equipment, expected by the third quarter of 2026, will significantly increase the terminal’s capacity from 25,000 TEUs to 350,000 TEUs and Ro-Ro volumes to over 40,000 vehicles. Contracts have been awarded to Shanghai Zhenhua Heavy Industries Co. Ltd (“ZPMC”) for the supply of three Super Post-Panamax STS cranes and eight hybrid RTG cranes, known for their efficiency and reduced environmental impact.
In the logistics venture, Noatum Unicargas Logistics will also invest in new machinery, reefer and flat-bed trucks, and IT system upgrades to ensure seamless integration across Noatum Logistics’ digital ecosystem, offering enhanced operational efficiency and full end-to-end supply chain visibility.
Added 2 January 2025
News continues below
WHARF TALK: German cruise ship – AIDASol
It is not very often that two passenger vessel sisterships, still operating from the same cruise company fleet, visit South African shores in the same season. In this instance, at the start of the season, one was conducting a passenger carrying positioning voyage to the Persian Gulf, avoiding the Red Sea and the Houthi menace, and the next arrival was three quarters of the way through a round the world cruise, and on the homeward leg back to Europe.
On 26th January, at 05:00 in the morning, the passenger cruise vessel AIDAsol (IMO 9490040) arrived off Cape Town, from Port Elizabeth. She entered Cape Town harbour, making her way into the Duncan Dock, and as expected of such a vessel, she went alongside the Passenger Cruise Terminal, located at E berth, for what was expected to be an eighteen hour stopover.
Ordered in 2007, and launched in February 2010, ‘AIDAsol’ was delivered in March 2011. She was built by Meyer Werft GmbH at Papenburg in Germany, and she is the fifth of a class of seven sisterships, collectively known as the ‘Sphinx’ series, and of which the last three built were of an upgraded design, and known as the ‘Modified Sphinx, or the ‘Icarus Class’. She was built at a cost of US$420 million (ZAR7.84 billion).
With a length of 253 metres, and a gross registered tonnage of 71,304 tons, ‘AIDAsol’ is a diesel-electric vessel. She is powered by four MaK 9M43C generators providing 9,600 kW each. Power is transferred to two Siemens DTMSZ 33S2-16YS electric motors, which provide 12,500 kW each, to drive two fixed pitch propellers for a service speed of 22 knots. She also has a single Caterpillar 3508B emergency generator providing 820 kW. She was the first AIDA cruise vessel capable of operating solely on shore power when alongside in port.
She has two Saacke-TPK Nova KLN oil fired boilers, and two Saacke-TPK Nova KIP exhaust gas boilers. For added manoeuvrability ‘AIDAsol’ is fitted with two Brunvoll FU-100-LTC-2750 bow transverse thrusters providing 2,300 kW each, and two Brunvoll FU-80-LTC-2250 stern transverse thrusters providing 1,500 kW each. Her manoeuvrability is also enhanced by being fitted with twin, asymmetric, twisted rudders. For passenger comfort she has fin stabilisers.
She is nominally owned by Carnival Corporation & PLC, of Miami in the US State of Florida, with actual ownership falling under Carnival subsidiary company Costa Crociere SpA, of Genoa in Italy, and with her operator being another Carnival subsidiary company, AIDA Kreuzfahrten GmbH, of Rostock in Germany, and management being provided by Carnival Maritime GmbH, of Hamburg in Germany.
She has a total of fourteen decks, of which twelve of them are for passenger use, with seven of the passenger decks set aside for cabins, of which there are a total of 1,097. The cabins include 487 of them having balconies, 212 of them being outside cabins, and 375 being inside cabins. She normally carries a total of 2,174 passengers on double occupancy, but is able to carry a maximum passenger complement of 2,686, all of whom are looked after by a crew of 609.
Her passenger facilities include seven restaurants, twelve bars, three lounges, theatre, library, TV studio, art gallery, wine tasting shop, boutiques, casino, conference room, cinema, florist, nightclub, teens club, kids club, outdoor movie screen, and a sports deck which includes a volleyball court, basketball court, jogging track, golf driving cage, putting green, and golf simulator. She carries onboard her own fleet of electric bicycles, and segways, for passenger use when alongside in port. AIDA cruises are aimed almost exclusively at the German passenger market and, as such, ‘AIDAsol’ is equipped with an onboard traditional German beer brewery.
Her spa and fitness centre is the largest at sea, and includes a gymnasium, beauty salon, wellness suite, treatment rooms, sauna, steam rooms, and with the fitness centre being directly connected to 34 of the balcony cabins. She has a large swimming pool, and a number of Jacuzzi whirlpools, and as befits a German run vessel, operated mainly for German passengers, she has a large private, nudist sun deck.
Her arrival in Cape Town was part of a 117 day round the world cruise, which started from Hamburg back on 23rd October 2024. The route itinerary for the cruise was Hamburg- La Coruña (Spain)- Mindelo (Cape Verde Islands)- Salvador- Rio de Janeiro (both Brazil)- Montevideo (Uruguay)- Buenos Aires- Puerto Madryn- Ushuaia (all Argentina)- Punta Arenas- Puerto Montt- San Antonio (all Chile)- Hanga Roa (Easter Island)- Papeete- Raiatea (both French Polynesia)- Rarotonga (Cook Islands)- Auckland- Tauranga- Napier- Wellington- Picton- Lyttleton (all New Zealand)- Sydney- Melbourne- Adelaide- Fremantle (all Australia)- Port Louis (Mauritius)- St. Denis (Reunion)- Durban (21st January 07:00-20:00)- Port Elizabeth (23rd January 08:00-19:00)- Cape Town (26th January 08:00-23:00)- Walvis Bay (29th January 08:00-20:00)- Praia (Cape Verde Islands)- Tenerife (Canary Islands)- Funchal (Madeira)- Lisbon- Porto (both Portugal)- Portland (United Kingdom)- Hamburg, where the cruise is scheduled to terminate on 17th February.
After a day alongside in Cape Town, with her passengers enjoying the delights that only Cape Town can offer to visiting tourists, ‘AIDAsol’ was ready to sail as scheduled at 23:00 on the evening of 26th January. However, the famous ‘Cape Doctor’ had other plans, and with the Southeaster being recorded at blowing in excess of 30 knots, the decision was taken to delay the sailing of ‘AIDAsol’ until such time that the wind had abated sufficiently to allow for a safe departure from E berth.
The Southeast gale continued to blow for a further full day, and rather than having 18 hours alongside in Cape Town, after an extended period of 44 hours alongside, the wind had abated sufficiently for the harbour authorities to give permission for ‘AIDAsol’ to sail. At 01:00 in the early morning of 28th January, she finally sailed from Cape Town, now bound for Walvis Bay, in Namibia, to continue her world cruise.
Being the second ‘Modified Sphinx’ series, or ‘Icarus’ class, passenger cruise vessel to call this season, ‘AIDAsol’ followed the seventh, and last, ‘Icarus’ class which called along the South African coast, which had called into Cape Town on 7th November 2024. This was the ‘AIDAstella’, whose call was covered in the 13th November 2024 edition of .
Added 2 February 2025
News continues below
Namport and APS sign MoU to strengthen logistics and energy cooperation
The agreement taps into the historical and economic ties between Namibia and Portugal, aiming to boost connectivity, trade, and investment. It aligns with the European Commission’s Global Gateway initiative, which seeks to mobilize €300 billion in investments for smart, clean, and secure connections in the energy, transport, and digital sectors.
Given its natural attributes and strategic location, the Port of Sines is highlighted as a key European logistics hub within this initiative. Meanwhile, Namibia’s abundant renewable energy resources and critical raw materials position it as a potential global leader in green hydrogen production.
The Ports of Walvis Bay and Lüderitz are pivotal in supporting this vision by facilitating exports and boosting regional trade flows.
This partnership holds special significance for the development of an Atlantic Hub and logistics corridor focused on handling critical raw materials, synthetic fuels, Green Hydrogen, and related carriers.
The MoU, which is valid for five years, will see both parties exploring potential synergies within the identified areas of collaboration in port development.
This collaboration represents a significant step towards enhancing trade and logistics between Namibia and Portugal, reinforcing their positions as strategic hubs for sustainable energy and global trade.
Added 2 February 2025
News continues below
The cyclone has tracked west
Minimum central pressure at midnight was 997 MB. Maximum wave height at that time 12 feet (3.65m). Maximum sustained winds are 35 knots, gusting to 45 knots and predicted to reach 50 knots by 14h00 on Monday 3 February.
On its present course the cyclone appears likely to cross over Madagascar within the next few days and could then cross into the Mozambique Channel to intensify in the warmer waters.
If that event takes place then the coast of Mozambique could be under further cyclone threat.
A new cyclone numbered 14S (named Taliah) has formed in the Indian Ocean and is tracking westwards in the direction of Madagascar and the African east coast.
Current position at 06h00 on Sunday 2 February is near 14.5S 116.1E tracking 280 degrees at 6 knots, with maximum sustained winds of 45 knots, gusting to 55 knots. Significant wave height at 06h00 was 24 feet (7.30 metres) and minimum central pressure was 984 MB.
Acknowledgements to JTWS and Cyclocane
Added 2 February 2025
News continues below
Further boost for Onne Multipurpose Terminal
The USD 25 million investment by the International Container Terminal Services (ICTSI) will enable the port at Onne to meet the rising demand for dependable port services in eastern Nigeria.
The development adds to the Nigerian federal government’s blue economy strategy.
Onne Multipurpose Terminal chef executive, Jacob Gulman, described the investments as further improving the terminal’s overall operations while being indicative of ICTSI’s commitment to boosting Nigeria’s competitiveness in global trade.
The largest container ship to call at the Onne Multipurpose Terminal has been the PIL vessel, the 6,606-TEU Kota Cempaka (IMO 9638965), which called in June 2024.
For additional upgrade news at Onne see US$115 million upgrade of Onne’s West Africa Container Terminal (WACT) is completed
Added 2 February 2025
News continues below
Indian Navy ship completes hydrographic survey of seas around Mauritius
Following completion of the survey, India’s High Commissioner to Mauritius, Shri Anurag Srivastava, handed over newly prepared charts and survey equipment to Mauritius’ President Dharambeer Gokhool.
The creation of new nautical charts will enable Mauritius to better plan and develop its maritime infrastructure, while managing coastal resources.
The handing over was a further example of the growing relationship between the two Indian Ocean countries, particularly in respect of fostering maritime development and regional cooperation.
“This milestone reflects the strong bond between India and Mauritius in advancing maritime security, resource management, and regional cooperation,” a navy spokesman said.
On 25 January, while in port and in addition to its operational commitment, the Indian ship staged a joint India-Mauritius yoga session, involving the ship’s crew, personnel from the National Coast Guard, Mauritius and Indira Gandhi Centre for Indian Culture (IGCIC).
In addition, Capt Tribhuvan Singh, Commanding Officer, INS Sarvekshak called on Mr. Shakeel Ahmed Yousuf Abdul Razack Mohamed, Mauritius’ Minister of Housing and Lands, to discuss the details of the survey operations undertaken by the Indian Navy.
The operation and visit in port of INS Sarvekshak reaffirmed the continued commitment and wide-ranging partnership between the two countries in line with the vision of India’s ‘SAGAR’ (Security and Growth for All in the Region), according to a statement issued by India’s Press Information Bureau.
INS Sarvekshak, which operates under the Southern Naval Command, is equipped with state-of-the-art hydrographic survey tools, including advanced sonar systems, four survey motor boats, and two small boats. The ship also features a helicopter and a Bofors 40 mm gun, enhancing its operational versatility.
Added 2 February 2025
News continues below
Expectations of a further fall in ocean freight rates
Africa Ports & Ships
That’s the forecast from , acting on the latest data. The ocean and air freight intelligence platform shows average spot rates from the Far East stand at USD 3,795 per FEU (40ft container) into North Europe and USD 5,085 per FEU into the Mediterranean – down 22% and 13% respectively since 1 January.
Early data suggests spot rates will fall further from 1 February, down 5-10% on both trades.
From the Far East to US East Coast, average spot rates decreased 7% during January to stand at USD 6,417 per FEU. Into the US West Coast, spot rates are USD 5,021 per FEU, down 14% in the same period.
Spot rates on both US-bound trades flattened in the second half of January following a sharp early month decline. Heading into February, spot rates could fall further, particularly into the US West Coast, while the US East Coast holds a little firmer.
Peter Sand, Xeneta Chief Analyst, said the ceasefire in the Middle East does not suddenly mean there is now safe passage through the Red Sea for all container ships – “but it is enough to cause a change in market sentiment and this has a real impact on freight rates,” he observed.
“We must factor Lunar New Year celebrations in the Far East, which traditionally sees a slowdown in containerized exports at this time of year, but there is little doubt the evolving situation in the Red Sea is contributing to falling freight rates.”
Ocean container carriers are now taking action to slow the market decline through capacity management.
On the trade from the Far East to Mediterranean, blanked sailings will steadily increase to reach 38,900 TEU (20ft equivalent container) of shipping capacity in the week commencing 24 February. This is an increase of 318% from current levels.
From the Far East to North Europe, blanked sailings will reach 75,700 TEU of shipping capacity by 24 February – an increase of 449%.
“Carriers will not sit on their hands while freight rates collapse. They will do everything they can to keep rates elevated and have got much smarter at capacity management in recent years,” said Sands.
Phase 1 of the ceasefire between Israel and Hamas commenced on 19 January and is expected to last 42 days before entering Phase 2, which could see a permanent ceasefire agreed.
“February may be crucial in understanding how ocean container freight rates will develop in 2025. The ceasefire in Middle East is set to enter Phase 2 and we will see exports increase from the Far East in the first half of the month following Lunar New Year,” Sands said.
“Despite the decline in January, we must remember that average spot rates are still massively elevated on the Far East fronthauls to Europe and US compared to pre-Red Sea crisis, so they potentially have a long way to fall.
“Carriers are going to find it extremely difficult to keep rates elevated, especially given the record number of ships entering service, so we could see markets collapse if there is a large-scale return to the Red Sea.
“The situation is far from certain and we know how suddenly and dramatically the outlook can change in ocean container shipping. There is a still a long way to go before a lasting peace deal is agreed in the Middle East and other geo-political factors, such as Trump’s tariff proposals, could come into play and put upward pressure on freight rates.”
A random quote for rates during January 2025, Shanghai to Durban was: USD 2,900/20’GP, USD 3,200/40’GP&HC
Added 2 February 2025
News continues below
WHARF TALK: multi-role offshore support vessel – ARMADA 78 08
Most travelled folk have heard the old adage about London buses. That is, you will wait around for ever for a bus to turn up, and then two of them will turn up together. Every now and again, that happens in the maritime world, when the casual maritime observer gets to see two brand new sisterships turn up together, although the term ‘together’ is used quite loosely in this case. The first of the London Buses that turned up was ‘Armada 78 04’, as reported yesterday, in the 30th January 2025 edition of Africa Ports and Ships. She arrived off Cape Town on 8th January.
On 22nd January, at 08:00 in the morning, the multi-role offshore support vessel arrived off Cape Town, from Port Louis in Mauritius. She entered Cape Town harbour and proceeded into the Duncan Dock, going alongside the inner Eastern Mole berth. As with her sistership, a fortnight previously, ‘Armada 78 08’ was initially calling for logistical reasons, to uplift bunkers, stores, and fresh provisions, prior to continuing her positioning voyage to Europe. At least that was the expectation as she arrived off the port.
Built in 2024, ‘Armada 78 08’ is the eighth, and last, of eight sisterships built by the Vard shipyard at Vung Tau in Vietnam. As with her sistership ‘Armada 78 04’, which passed through Cape Town on 8th January, and which was covered only the other day in the 30th January edition of Africa Ports and Ships, she is 78 metres in length and has a gross registered tonnage of 2,105 tons.
The full technical specifications of ‘Armada 78 08’ are unchanged from those of ‘Armada 78 04’ which was covered in the article of 30th January. One has to bear in mind the revolutionary design of this class of vessel, insofar as they operate with a minimum ‘lean crew’ of 12, and with only 4 technical staff aboard to look after the overside survey equipment. This is because they have been designed for the future, as autonomous unmanned vessels, although not yet.
Already her overside survey equipment is actually operated by a person located thousands of miles away, and sitting in a darkened room, located at the Ocean Infinity Remote Control Centre, located in Southampton in the United Kingdom. Such a scenario is not that much different to that currently of a USAF General Atomics MQ-9 Reaper drone, operating over Syria, and flown remotely from an air-conditioned cabin located back in the United States.
This was the maiden voyage of ‘Armada 78 08’, directly from the shipyard, and heading to Europe to begin her offshore support career, and so her call into Cape Town was purely for bunkers, stores, and fresh provisions. Her route to Cape Town followed exactly that of ‘Armada 78 04’ and followed a routing from Vung Tau, Singapore, Mauritius, and Cape Town.
Her departure was expected later that day, on a northward course, probably to the Cape Verde islands. Unlike her sistership ‘Armada 78 04’, the aft working deck was not replete with two Seaonics gantries for bottom sampling equipment, although she did have a heavy duty frame on her forward moonpool. Her aft working deck was effectively clear.
As would be expected of a quick logistics call, her stay alongside was short, just ten hours, and at 18:00 in the early evening of 22nd January, she sailed from Cape Town, but in a strange turn of events she turned south, and her AIS showed that she was now heading to Mossel Bay, a port that she had passed over two days prior.
Just over thirty six hours later ‘Armada 78 08’ arrived off Mossel Bay, and at 07:00 in the morning of 24th January she entered the port and went alongside. The question was why had she backtracked, and was she now in Mossel Bay. The answer actually lay back in Singapore. On 19th January, at 15:00 in the afternoon, a third sistership, ‘Armada 78 06’ sailed from Singapore, bound for Port Louis in Mauritius, with an ETA there set for 3rd February at Midday.
There have been many rumours, based on credible information, that the Malaysian Government was about to sign a contract with Ocean Infinity, the owners of the ‘Armada 78’ fleet of sisterships. The contract is expected to be for one of the ‘Armada 78’ vessels to return to the South Indian Ocean and make a further search for the remains of missing flight MH370. The only way to conduct a meaningful survey for the missing airliner would be by using underwater autonomous vehicles (UAV).
The presumed contract is to be based on a ‘No Find, No Fee’ basis, and was for an initial sum of US$70 million (ZAR1.3 billion) over 18 months. The search area was to initially lie between 33° South and 36° South, some 970 nautical miles to the southwest of Perth, in Australia, and will cover a specifically targeted area of 15,000 km2. The search area is known as the 7th Arc, which is where the Satellite Communications system board MH370 made the final ‘handshake’ with the Inmarsat receiving stations.
In the intervening years that MH370 disappeared, especially in 2015 and 2016, there had been dozens of parts of the missing aircraft that have washed up on the shores of the island of the western Indian Ocean, both Mauritius and Reunion, as well as on Madagascar, and on the coasts of East Africa. In March 2016 a cowling panel from a Rolls-Royce engine, believed to have come from one of the Rolls-Royce Trent engines on the Boeing 777-200ER, washed up on a beach close to Mossel Bay.
After her initial disappearance, and with evidence provided by Inmarsat that her likely track took the doomed airliner far down into the Southern Indian Ocean, the governments of Malaysia and Australia carried out the most expensive search in history. The search covered an area of 120,000 km2, and took almost three years, only being concluded in January 2017.
One year later, In January 2018, Ocean Infinity began a further search in the Indian Ocean, which covered a further 112,000 km2. This search, using just a single chartered vessel covered so much ground as they were using no less than 8 UAV systems to comb the seabed of the vast search area. It is also UAVs that will be central to this next search, and this is what appeared to link ‘Armada 78 08’ to her call into Mossel Bay.
Shortly after her arrival in Mossel Bay, a containerised UAV system arrived in the port and was loaded onto ‘Armada 78 08’. After a 24 hour period alongside in Mossel Bay, she sailed at 09:00 in the morning of 25th January. Her destination was now set on her AIS to be Port Louis in Mauritius, with an ETA of 5th February at 06:00 in the morning. Waiting for her will be ‘Armada 78 06’ which is said to already have two containerized UAV systems aboard.
The question asked is if both Armada 78 vessels are going to be utilised in the forthcoming search for MH370, or just one vessel. As ‘Armada 78 08’ was already heading north for Europe when she arrived in Cape Town, it is thought that she is still intended to be heading in that direction. On arrival in Port Louis it is likely that she will transfer her UAV system to ‘Armada 78 06’, which already has UAV systems aboard, and will likely be the sole search vessel for MH370.
As such, the casual maritime observer might expect ‘Armada 78 08’ to make a second logistical call into Cape Town, after making the UAV drop off in Port Louis. Time will tell, as the final details of the contract, and even if it has been signed, between Ocean Infinity and the Malaysian Government are yet to be made public. Excitedly, this is the quite likely the first time there is a South African connection to the search for MH370, and something not likely to happen again.
Ocean Infinity are already well known for conducting successful underwater searches for lost ships. South African Antarctic fans, and especially those with a historical affection for the greatest of the golden age Antarctic explorers, Sir Ernest Shackleton, will know that is was the UAV systems of Ocean Infinity, operating off the ‘S.A. Agulhas II’ in 2022 that discovered, photographed, and surveyed, the final resting place of his own doomed vessel ‘Endurance’, which sank in November 1915, at a position of 68°39’ South 52°26’ West, in the Weddell Sea.
Added 31 January 2025
News continues below
Brics: growth of China-led bloc raises questions about a rapidly shifting world order
This growth raises essential questions about whether Brics will challenge the leadership of traditional powers such as the US, UK and the European Union.
But analysts are also questioning how united the bloc really is and whether a perceived lack of unity constitutes an obstacle to the bloc’s expansion. Brics is undoubtedly diverse. Iran and Saudi Arabia compete as regional powers in the Middle East, Egypt and Ethiopia have had different conflicts around the Nile’s governance, and the skirmishes between China and India are well known.
Yet, the bloc’s strength may reside in its capacity to integrate this diverse array of countries that are not fully aligned. Building loose international organisations might be the key to navigating international politics in these times of increasing polarisation.
The rise of Brics must be contextualised within the ongoing competition between the US and China. The rivalry between the world’s two largest economies is likely to intensify in the coming years, shaping the contemporary global order. China’s announcement of a record US$1 trillion (£804 billion) trade surplus for 2024 and its solid 5% economic growth have bolstered the narrative that its development model represents an alternative to the US-sponsored neoliberal policies that have dominated much of the world in the past four decades.
Political leaders and economic elites worldwide are closely observing the US-China competition – and most countries strive to maintain an equidistant approach. Countries traditionally within the US sphere of influence, including Brazil and Peru, have been cautiously moving towards China, attracted by the economic opportunities the Asian giant offers. Others previously in China’s orbit, like Vietnam, are working to maintain or expand their ties with the US.
China is unquestionably the driving force that holds Brics together. Without China, it wouldn’t have come into existence. All Brics countries share two key characteristics. They are global south countries that do not belong to the traditional group of hegemonic powers. And they have significant economic ties with China, especially through trade relations.
The official Brics narrative emphasises multilateralism, cooperation and fair global development. But in fact the group serves primarily as an instrument for China to project its power and influence. China achieves this through a combination of rhetoric and by using the bloc as a special trade platform linked to the “Belt and Road Initiative” (BRI).
Brics seeks to position itself as an alternative to US hegemony, promoting free trade and multilateralism. In times of political turbulence and the growth of illiberal forces, this narrative serves as a powerful legitimising tool for the group globally. But the group’s diversity also poses significant challenges to its rise as an alternative to the US-led global order. It is unlikely that Brics will evolve into a unified military alliance like Nato or a free trade area like Asean or the United States-Mexico-Canada Agreement (USMCA – formerly Nafta). The group’s diversity prevents it from acquiring these characteristics.
Aware of this, China strategically uses Brics to increase its business opportunities and international influence. It maintains a fine balance between a loose bloc and a more solidified military or economic alliance. Contrary to the Cold War era, when the two superpowers, the US and the Soviet Union, had well-defined spheres of influence, the current world order appears to be shaped by loose, interconnected international blocs.
China’s prominence within Brics is clear and unlikely to change. It accounts for two-thirds of both the group’s GDP and intra-Brics trade. The country is the primary trade partner for Brazil, Russia, India, South Africa, Egypt, Ethiopia, the UAE, Saudi Arabia and Iran. China also holds significant investments in these nations. Russia is the largest recipient of Chinese foreign direct investment within the Brics with an accumulated stock of more than USU$10 billion.
Most Brics member states are also directly or indirectly involved in BRI. While the major BRI projects may not be located within Brics countries – they are primarily in central, south and southeast Asia – Egypt, Ethiopia, South Africa, Saudi Arabia and Iran also host BRI initiatives. Though not an official BRI member, Brazil has become a key partner due to its role as a central food supplier to China.
These figures highlight that expanding Brics is one of China’s foreign policy priorities. The country uses the group to project both economic and ideological influence. Donald Trump’s plans to impose trade tariffs on several countries, including China, is likely to prompt China to intensify this policy. It is a distinct possibility that the recent episode with Colombia, where the US president reportedly threatened to impose tariffs if Colombia continued to push back against deportation flights, could encourage more countries to seek closer trading relationships with China.
Some analysts correctly claim that Brics is divided between anti-western states and those that prefer to remain nonaligned. While the anti-western group, led by Russia, advocates for a confrontational stance towards the US, the nonaligned countries – including India and Brazil – favour a more nuanced approach.
Analysts argue that the US should try to develop closer relations with non-aligned countries to influence internal Brics debates. But this overlooks the fact that China is not only the de-facto leader of Brics but also has an unequivocal strategy of favouring a nuanced approach towards the west, based on multilateralism and free trade. So, despite what Russia may want, it’s unlikely that Brics will assume a confrontational stance towards the west.
China knows that a non-confrontational approach is the best way to attract more countries and solidify the Brics as a loose bloc that advocates for more democratic global governance.
So far, this strategy appears to be working.
This article is republished from The Conversation under a Creative Commons license. Read the original article.
Added 30 January 2025
News continues below
Two cyclones, one in Mozambique Channel, pose Indian Ocean threats
The second is out in mid ocean south of Diego Garcia in the Chagos Archipelago, which is currently tracking west-southwestward on a path that may take it close to Mauritius and Rodrigues.
Here are some details courtesy the Joint Typhoon Reporting Center and others.
Situated near 16.0S 72.7E at 03:00 on Thursday 30 January, which is approximately 534 nautical miles south of Diego Garcia and has tracked west-southwestwards 245 degrees at 18 knots over the past six hours. Maximum wave height was 18 feet (5.5 metres)
Maximum sustained winds were recorded as 35 knots gusting to 45 knots.
On the present course the cyclone may approach the islands of Rodrigues, Mauritius and Reunion.
At 21:00 on Wednesday 29 January Cyclone 12S, named ‘ Elvis’, was situated in the southern Mozambique Channel near 26.0S 43.3E, approximately 271 nautical miles southeast of Europa Island.
At 21h00 on Wednesday the cyclone was tracking south-southeastwards at 11 knots.
Maximum wave height at 18:00 Wednesday was 24 ft (7.30 metres) and maximum sustained wind speeds were 45 knots, gusting to 55 knots.
On the present course it would appear the cyclone appears to be skirting the southern coast of Madagascar. Any small variation could bring heavy rains and possible flooding to Southern Madagacar.
Cyclone 12S Elvis formed in the southern Mozambique Channel, initially as a tropical depression before strengthening into a moderate tropical storm.
At 09:00 on 29 January a report (JTWS) showed Cyclone 12S Elvis tracking west-northwestward at 10 knots whereas all other reports prior to and since indicate the cyclone to be moving towards the southeast.
Added 30 January 2025
News continues below
WHARF TALK: multi-role offshore support vessel – ARMADA 78 04
On 8th January, at 11:00 in the morning, the multi-role offshore support vessel arrived off Cape Town, from Port Louis in Mauritius. She entered Cape Town harbour and proceeded into the Duncan Dock, going alongside the inner Eastern Mole berth. She was on a positioning voyage from the shipyard, and heading back to Europe, with her Cape Town call being the latest in a string of logistical stops for bunkers, stores and fresh provisions.
Built in 2023 by the Vard shipyard at Vung Tau in Vietnam, ‘Armada 78 04’ is 78 metres in length and has a gross registered tonnage of 2,105 tons. She is a hybrid powered vessel with her primary power derived from two Cummins QSK60-M generators providing 1,540 kW each, and two Scania DI16M generators providing 736 kW each. Power is transferred to two Kongsberg US205 azimuth thrusters, producing 2,000 kW each, to give her a service speed of 10 knots. She has a single Scania DI09M emergency generator providing 294 kW.
For added manoeuvrability she is fitted with three Kongsberg TT1650 bow transverse thrusters providing 720 kW each. Her hybrid power system includes two Corvus Orca battery systems, together providing 1.13 MWh of additional power. She is also prepared for future fuels with two tank spaces within her hull, additional fuel cell rooms, and she is Ammonia ready.
Her fit of azimuth propulsion and multiple transverse thrusters gives ‘Armada 78 04’ a dynamic positioning classification of DP2. She is a Vard 960 design, and her DP2 requirement is based on her owner’s requirement for her to perform geophysical surveys, geotechnical sampling using seabed drilling and seabed cone penetrating systems (CPT), as well as offshore inspection, repair, and maintenance services.
For her survey work ‘Armada 78 04’ is fitted with multi-beam echo sounders, a Veripos LD900 system, Sonardyne Sprint 500 system, Nortek Signature VM100 acoustic doppler current profiling system, and has the optional fit of sidescan sonar, sub bottom profiler, magnetometer, and gradiometer. For overside work, if required, she can operate both Saab Seaeye remote operating vehicles (ROV), and Schilling HD work remote operating vehicles (WROV), plus stern launched Hugin 3000, and Hugin 6000, underwater autonomous vehicles (UAV).
For her multiple subsurface work activities ‘Armada 78 04’ is fitted with two moonpools, with dimensions of 9m x 4m, and with each moonpool fitted with a bespoke Seaonics modular launch and recovery system (LARS). The Seaonics moonpool LARS towers on ‘Armada 78 04’ included her forward tower having a CPT in situ, and the aft tower having a Vibracore in place. Both LARS, and their fitted systems, indicates that she is positioning to undertake a contract with a sub seabed surveying requirement. Her aft working deck has an area of 690 m2, and can carry 1,050 tons of cargo, and has a deck strength of 10 tons/m2.
She is the fourth of a series of eight sisterships, known as the ‘Armada’ Class, and for the nomenclature aficionado all similarly named in a rather unimaginative, and rather boring, pattern of the word Armada, followed by her class length of 78 metres, and a number to indicate which sistership entry into service she is. Hence, the first sister to enter service was named ‘Armada 78 01’, and the final sistership to enter service is named ‘Armada 78 08’.
Nominally owned by OI7804 Pte. Ltd., of Singapore, ‘Armada 78 04’ is operated by Ocean Infinity of Austen in the US state of Texas, and is managed by OSM Offshore AS, of Kristiansand in Norway. With an endurance of 35 days, she is designated to be a ‘Lean Crewed’ vessel, which is corporate speak for skeleton crew, and ‘Armada 78 04’ has accommodation for only 12 crew, and 4 onboard work systems technicians.
The reason for such a low crew count, when she is operating such complicated overside equipment is because Ocean Infinity designed her to operate with a minimal crew for the near future, but with the expectation that they will become autonomous in the future, and be operated almost entirely remotely from shore. Already, much of her systems are operated remotely, from a bespoke and hi-tech Remote Control Centre that Ocean Infinity has developed at Southampton in the United Kingdom.
Much the same as a USAF drone operator flies a Northrop Grumman RQ-4 Global Hawk drone, over the Black Sea, from an air conditioned office back in the USA, so the ROV and UAV submersibles, and other deck launched survey systems, can be operated by a single operator sitting comfortably in a dark booth in Southampton. All of the Armada 78 class are fitted with multiple communications systems, including 4G mobile, and with VSat terminals, to enable continuous remote operations of the onboard systems. Star Wars has come to town!!
With the idiocy of the Houthis still extent, the decision was taken to send all the newly built sisterships, which were bound for a European working area, via the Cape sea route. Their voyage routing has been identical up to now, with a departure from Vung Tau, followed by a bunker stop in Singapore, followed by a further bunker stop in Mauritius, and then on for a third bunker call in Cape Town, before heading for a final bunker call in the Cape Verde Islands, before arrival in their first designated European port.
As such, ‘Armada 78 04’ was alongside in Cape Town for just nine hours, and at 20:00 in the evening of 8th January she sailed from Table Bay, now bound for her next bunker call, which was to be at Mindelo in the Cape Verde Island. After almost two days in Porto Grande in the Cape Verde Islands, she sailed on 29th January, bound for Portland in the United Kingdom, where she is due to arrive on 10th February.
This was not the only ‘Armada 78’ vessel that called into Cape Town in the month of January, as the next caller, just 14 days apart, made a strange U-turn on her voyage, and ended up having her stay in South African ports end with a lot of questions, and connected with an enduring mystery that still raises greater questions to this day. That vessel, and her story, follows in the coming days!
Added 29 January 2025
News continues below
Sounion salvage effort emphasizes environmental protection effort
Africa Ports & Ships
In August 2024, the 164,000-dwt tanker Sounion (IMO 9312145), carrying more than 150,000 tonnes of crude oil, was struck by multiple missiles from Houthi rebels during a routine transit. The vessel was left stranded and ablaze for 22 days, raising concerns about a potential oil spill that could devastate the Red Sea’s ecosystem.
The international response effort, led by Ambipar Response and involving multiple salvage specialists and regional security forces such as Megatugs Salvage & Towage, EODEX, Ambrey, and the European Union Naval Force (EUNAVFOR), focused on securing the vessel and extinguishing the onboard fires. Martin Barnes, Marine Response Lead at Ambipar Response, emphasized that protecting the regional environment was the top priority.
“From the first moment of the salvage operation, we needed to ensure the long-term safety of the regional environment whilst controlling the immediate threats,” said Barnes.
“Despite the complexity of the crisis, there was a clear understanding between the various salvage and firefighting parties involved to ensure that the environmental impact of the Sounion did not reach a worst-case scenario.”
The ongoing threat of attacks from Houthi rebels risked spilling more than a million barrels of oil into the Red Sea, potentially causing an environmental disaster four times the size of the infamous Exxon Valdez spill in 1989.
Such an incident could have shut down the key trade route, impacted desalination plants, and caused untold damage to the unique ecology of the Red Sea.
“Being able to extinguish the fire, secure the tanker, and safely tow it to a Port of Refuge without significant environmental impact was a scenario that many feared would be impossible,” added Barnes.
The operation tested the global salvage industry’s capabilities and preparedness. Barnes expressed pride in leading the crucial environmental effort and praised the international coordination that overcame diplomatic and security challenges to protect the Red Sea.
“The global marine response industry plays a vital role in global environmental safety, and nowhere was that more evident than in the Sounion incident last year,” said Barnes. “Ambipar Response’s contributions, including advanced oil containment systems, real-time environmental monitoring, and rapid deployment of specialized response units, ensured that the long-term environmental impact was kept minimal.”
Barnes also noted the importance of continuous investment in preparedness for complex maritime crises and called for greater awareness and education for insurance providers, port operators, and vessel owners.
Added 29 January 2025
News continues below
Global shipping impacted by Red Sea conflict despite Israel-Hamas ceasefire
David Ashmore, an employment lawyer at global law firm Reed Smith, points out that since December 2023, the southern Red Sea and the Bab-el-Mandeb Strait have been classified as a High-Risk Area by the International Bargaining Forum (IBF).
“This classification triggers significant financial implications for shipowners, as IBF agreements entitle seafarers to double their basic pay and increased compensation for death or disability when operating in such zones.”
Ashmore highlighted that the challenges extend beyond financial considerations. According to the Maritime Labour Convention Minimum Requirements Regulations, shipowners are responsible for the repatriation of seafarers if their Seafarer Employment Agreement (SEA) expires due to extended voyage durations caused by rerouting around conflict zones.
Additionally, shipowners must repatriate seafarers when they are unable to continue their duties or when continuing would be unreasonable, such as heading into a war zone without the seafarer’s consent.
“Navigating these challenges requires a robust understanding of safety protocols, employment obligations, and contingency planning to address the elevated risks posed by this volatile situation,” he added.
Jeb Clulow, a partner in Reed Smith’s Transportation Industry Group, provided further insights into the impact of the conflict on global trade routes.
“Between October 2023 and December 2024, the Houthis executed 136 attacks on vessels in the Red Sea, causing substantial disruption to global trade routes, particularly through the Suez Canal,” he said.
“This crucial artery, responsible for approximately 15% of the world’s maritime trade, experienced a dramatic decline in traffic due to the heightened threat of attacks.”
Clulow noted that in November 2023, 2,068 vessels navigated the Suez Canal, but by September 2024, that number had plummeted to just 868 — a 57% reduction in vessel traffic and a staggering 70% drop in deadweight tonnage.
He also highlighted the significant environmental consequences of rerouting. “Vessels taking the longer route around the Cape have emitted an estimated 41 million tonnes of CO2, equivalent to the annual emissions of 9 million cars or flying a Boeing 737, fully laden with 162 passengers, from London to Dubai 262,000 times.
“This situation highlights the delicate balance between ensuring maritime security and managing the environmental impact of alternative shipping routes,” Clulow said.
The shipping industry is having to continue grappling with these complex challenges as it navigates the uncertain circumstances in the Red Sea.
Added 29 January 2025
News continues below
SA Port Statistics for Calendar Year 2024
Port statistics for the Calendar Year 2024, covering the eight commercial ports under the administration of Transnet National Ports Authority, are now available.
The statistics here reflect port cargo throughputs, ships berthed and auto and container volumes handled together with liquid and dry bulk volumes.
Motor vehicles are measured in vehicle units being the equal of 1 tonne per unit.
Containers are counted in TEUs, with each TEU representing 13.5 tonnes.
| Richards Bay | 83.358 |
| Durban | 75.300 |
| Saldanha Bay | 63.950 |
| Cape Town | 15.328 |
| Port Elizabeth | 12.780 |
| Ngqura | 15.996 |
| Mossel Bay | 0.706 |
| East London | 1.911 |
| million tonnes |
(TEUs include Deepsea, Coastal, Transship and empty containers all subject to being invoiced by NPA
| Durban | 2,650,419 |
| Cape Town | 778,276 |
| Port Elizabeth | 178,068 |
| Ngqura | 678,913 |
| East London | 17,946 |
| Richards Bay | 60 |
| Durban | 522,936 |
| Cape Town | 36 |
| Port Elizabeth | 178,321 |
| East London | 78,279 |
| Richards Bay | 29 |
| Total all ports | 779,601 |
SHIP CALLS for Calendar Year 2024
| PORT | Calendar Year 2024 vessels | gross tons |
| Durban | 2,887 | 103,074,363 |
| Cape Town | 2,339 | 46,848,264 |
| Richards Bay | 1,387 | 60,165,475 |
| Port Elizabeth | 874 | 24,939,598 |
| Saldanha Bay | 600 | 39,026,765 |
| Ngqura | 582 | 27,636,388 |
| East London | 275 | 9,346,904 |
| Mossel Bay | 257 | 2,468,912 |
| Total ship calls | 9,201 | 313,506,669 |
News continues below
MV Mpungu opens a new chapter in Lake Victoria shipping
Africa Ports & Ships
MV Mpungu (IMO 9983188), Lake Victoria’s newest freight vessel, has completed a successful return maiden voyage between Port Bell in Uganda and Port Mwanza South on the southern shore of Africa’s largest lake.
The 96-metre long, 18m wide roll-on roll-off (ro-ro) ferry departed Port Bell on 10 January to arrive 19 hours later in Tanzania’s Port Mwanza South.
Had her ro-ro cargo of loaded trailers and trucks and other freight been carried by road transport the journey would have taken four days.
With a favouring tailwind the return journey to Port Bell took a mere 17 hours.
“We’re proud to provide a reliable, cost-effective shipping solution that promotes economic growth and supports sustainable transportation,” said a spokesperson for East Africa Marine Transport (EAMT), the owner of the vessel which is operated by Grindrod Limited.
“Let’s celebrate this new era of maritime trade and the opportunities it brings. Here’s to many successful voyages ahead!”
Speaking earlier at the launch of the vessel, Xolani Mbambo, CEO of Grindrod Limited, emphasised the importance of understanding customers’ requirements and finding innovative solutions for efficiently and cost-effectively moving their cargo to markets.
“The ferry operation aims to provide a reliable, efficient and cost-effective solution for businesses in the region, thereby promoting trade, and contributing to economic growth.
“We are excited to be part of this project and confident in our operational teams’ ability to deliver excellent results in this endeavour,” he said.
MV Mpungu was built in Uganda at the Entebbe shipbuilding facility of SECO Marine (U) Ltd and classified by Bureau Veritas and is intended to operate a scheduled freight service between Port Bell, Kisumu in Kenya and Port Mwanza South in Tanzania.
The name Mpungu is a Luganda word for Eagle.
Added 24 January 2025
More Shipping News at https://africaports.co.za/category/News/
Request a Rate Card from [email protected]
Port Louis – Indian Ocean gateway port
News continues below
QM2 in Cape Town. Picture by Ian Shiffman
We publish news about the cruise industry here in the general news section.
Similarly you can read our regular Naval News reports and stories here in the general news section.
For a Rate Card please contact us at [email protected]
Don’t forget to send us your news and press releases for inclusion in the News Bulletins. Shipping related pictures submitted by readers are always welcome. Email to [email protected]
| PORT | 2024 million tonnes |
| Richards Bay | 83.358 |
| Durban | 75.300 |
| Saldanha Bay | 63.950 |
| Cape Town | 15.328 |
| Port Elizabeth | 12.780 |
| Ngqura | 15.996 |
| Mossel Bay | 0.766 |
| East London | 1.911 |
| Total all ports during 2024 | 23.214 million tonnes |
