Africa PORTS & SHIPS maritime news 18 February 2025
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TODAY’S BULLETIN OF MARITIME NEWS
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FIRST VIEW: MSC ELIZABETH III
The container ship MSC Elizabeth III (IMO: 9215892), operated by Mediterranean Shipping Company (MSC) is shown here departing from Durban for Ngqura in the Eastern Cape. Built in 2001 at the Hyundai Heavy Industries Co. Ltd., Ulsan, shipyard in South Korea, MSC Elizabeth III has an overall length of 210 metres and beam of 30m and a deadweight of….
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TNPA dredger Italeni fitted with new marine excavator
Transnet National Ports Authority (TNPA) has significantly boosted its dredging operations with the installation of a state-of-the-art marine excavator on the departmental dredger, Italeni. Italeni, acquired new from the builder IHC Merwede in 2014, is a grab hopper dredger considered vital to maintaining safe navigation in South Africa’s commercial ports. Read more…
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Ghana: National Action Plan for greener shipping
Ghana has commenced work to develop a National Action Plan (NAP) to cut greenhouse gas (GHG) emissions from shipping, in line with IMO’s GHG Strategy. This was reported by the IMO new service on 14 February. Spearheaded by the Ghana Maritime Authority (GMA) in collaboration with the IMO’s GreenVoyage2050 Programme, the initiative was…. Read more…
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ICS updates Flag State Performance Table
The International Chamber of Shipping (ICS) has issued its annual Flag State Performance Table for 2024/25, a key resource for shipping companies. Using a wide range of objective performance indicators, the ICS Table provides an analysis of the extent to which flag State administrations adhere to their responsibilities to follow global standards and regulations governing safety, environmental protection and the employment conditions of seafarers – as adopted by the UN International Maritime Organization (IMO) and the International Labour Organization (ILO). Read more…
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bp’s West Nile Delta (WND) project: Production commences
On 17 February bp (formerly BP) announced the start of production from the second development phase of the Raven field, offshore Egypt, which involves the subsea tieback of additional Raven infill wells to its existing onshore infrastructure. This is part of the West Nile Delta (WND) project. bp, the operator, holds an 82.75% stake in the project, while Harbour Energy owns the remaining 17.25%. Read more…
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AD Ports Group reports strong growth with strategic moves in Africa and the Red Sea Region
AD Ports Group has revealed preliminary unaudited financial results for the fourth quarter and full year ending 31 December 2024, reporting record revenues and earnings, bolstered by strategic expansions and acquisitions. The group, a leader in integrated trade, transport, and logistics solutions, continued to capitalize on its agile business strategy, overcoming geopolitical challenges to deliver impressive financial results. Read more…
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EU’s Op Aspides to continue in Red Sea for another year
In its first year, the third European Union (EU) naval task force operating in African waters and concentrating on the Red Sea has provided support and close protection to over a thousand vessels. In the course of executing its mandated protection duties for merchant and other shipping using the Red Sea, including the Bab-el-Mandeb Strait, Operation Aspides (Greek for ‘shield’) has 24 ‘kills’ to its credit. Read more…
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Citrus Growers urge action on Ports and Rail to meet SONA commitments
As South Africa continues to digest President Cyril Ramaphosa’s State of the Nation Address (SONA), the Citrus Growers’ Association (CGA) is calling for urgent action to address the country’s logistics challenges. In a statement issued by Justin Chadwick, outgoing CEO of the Citrus Growers’ Association of Southern Africa, he said the association welcomes the President’s commitment to ensuring that there are functional state-owned enterprises (SOEs). Read more…
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WHARF TALK: a tale of towing & transshipping – EVANTHIA & AGERI
Cabo de Boa Esperança and Cabo Tormentosa are one and the same place. It is an oxymoron that the Cape of Good Hope can be described as the Cape of Storms in the same sentence. And yet, both are equally true, with Good Hope signaling the optimism of the trade routes to India and the Far East, and the Cape of Storms claiming vessels for Davy Jones Locker every year. Read more…
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DP World Sokhna Handles First Passenger Vehicle Export
DP World Sokhna has successfully facilitated the first export of passenger vehicles from Ain Sokhna Port, marking a significant milestone for Egypt’s automotive sector. The roll-on-roll-off (ro-ro) car carrier vessel ULUSOY 5 departed with 498 locally assembled Nissan Sunny cars bound for Jebel Ali, Dubai. Read more…
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ICS says GHG-Emissions levy-based fund is ‘best way forward’
Speaking ahead of the UN IMO Intersessional Working Group on Reduction of GHG Emissions from Ships (ISWG-GHG 18), Secretary General of the International Chamber of Shipping, Guy Platten, said it was clear that there is increasing recognition by governments that a levy-based fund and reward mechanism, complemented by an IMO fuel standard, is the best way forward. “The ICS is encouraged that there are now 51 co-sponsors, including the …. Read more…
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Ocean Network Express unveils first owned newbuilding vessel, ‘ONE Sparkle,’ marking a major milestone
Ocean Network Express (ONE) has reached a major milestone with the unveiling of its first-ever owned and operated newbuilding container vessel, ONE Sparkle (IMO 9975612). This marks a significant moment in the company’s growth and commitment to sustainability in shipping. Read more…
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Africa’s net-zero shipping strategy
African countries have mapped out practical measures they can take to advance the green transition of shipping on the continent, focusing on maritime governance, infrastructure development, and job creation. More than 200 representatives from 35 nations gathered in Mombasa on 6-7 February for a workshop to discuss these actions, and how to…. Read more…
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Lake Victoria is turning green – the deadly bacteria behind it
Lakes, natural and man-made, provide water, food and habitats for wildlife, as well as supporting local economies. Around the world, though, there’s a growing threat to lakes: toxic bacteria which turn the water green. This is the same green as you see on stagnant ponds. It’s caused by tiny organisms called cyanobacteria and can be deadly. Read more…
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ICS, LROO and MARINA launch digital seafarer certification pilot project
In a landmark development, the International Chamber of Shipping (ICS), Lloyd’s Register OneOcean (LROO), and the Maritime Industry Authority (MARINA) of the Philippines have joined forces to launch a groundbreaking pilot project aimed at digitizing seafarer certification. Read more…
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South Africa’s history uncovered: the 1,000-year gap they don’t teach in school
Were you told that gold mining in southern Africa started after 1852? Or that the export of iron, steel, copper and gold began in the late 19th century? Or that South Africa became integrated into a global trading system only after 1652? Or that the first powerful state in South Africa was the Zulu kingdom? If you learned that any of these things were true, you are like most South Africans, who have missed out on at least a thousand years of the country’s history. Read more…
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Azule Energy completes key Offshore Gas Platforms in Angola
Azule Energy, in collaboration with its partners Sonangol E&P, Chevron, and TotalEnergies, has announced in Ambriz, Bengo Province Angola, the successful completion of the Quiluma and Maboqueiro offshore platforms, a significant milestone for Angola’s New Gas Consortium (NGC) project. This marks a crucial step in the country’s first non-associated gas development, enhancing Angola’s growing role in the global energy market. Read more…
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New collaboration boosts capacity at Cape Town Container Terminal
A new collaboration between stakeholders in the Western Cape’s fruit export sector, the Western Cape Government, and Transnet Port Terminals promises to enhance operations at the Cape Town Container Terminal (CTCT). The partnership will see the installation of two additional 500kVA generators at the terminal, each with 60 reefer container plug points, aimed at increasing capacity during the peak deciduous fruit export season. Read more…
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Africa’s $3.4 trillion opportunity: Turning vulnerabilities into resilience
It was announced simultaneously in Abidjan and Geneva on 10 February that Africa has the potential to become a major driver of global trade and economic growth. The ‘2024 Economic Development in Africa Report’, launched that day by UNCTAD Secretary-General Rebeca Grynspan and Côte d’Ivoire’s Minister of Trade, Industry and SME Promotion Souleymane Diarrassouba…. Read more…
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WHARF TALK: short sea ferry – YABUSA
Ferries undertaking the long slog from the shipyards of the Far East, back to Europe, were something that the casual maritime observer never got to see in the days before Hamas bludgeoned their way into Israel. Then the blindingly obvious, and resultant foreseen, response from Israeli forces changed all that. That outcome was followed by events that were unforeseen. Read more…
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DP World advances first phase of $80 million Sokhna Logistic Park
DP World has reached a major milestone in the development of the Sokhna Logistics Park, with 65% of the first phase now complete. The USD 80 million, state-of-the-art logistics hub, strategically located in the Suez Canal Economic Zone (SCZONE), is set to enhance Egypt’s logistics infrastructure and position the country as a key regional trade hub. Read more…
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The container ship MSC Elizabeth III (IMO: 9215892), operated by Mediterranean Shipping Company (MSC) is shown here departing from Durban for Ngqura in the Eastern Cape.
Built in 2001 at the Hyundai Heavy Industries Co. Ltd., Ulsan, shipyard in South Korea, MSC Elizabeth III has an overall length of 210 metres and beam of 30m and a deadweight of 34,677 tons. Her container capacity is a nominal 2,556 TEU. She flies the flag of Liberia.
MSC Elizabeth III is currently deployed in the Mozambique Shuttle service between South Africa and Mozambique ports of Maputo and Beira. The vessel is currently (Sunday 16 February) berthed at the Ngqura Container Terminal.
Originally named Henrika Schulte and registered under the flag of Germany she was renamed P&O Nedlloyd Atacama in 2001 and continued under the German flag. Subsequently, the container ship was renamed Ocean Promise and registered under the flag of the United Kingdom.
In 2007, the vessel returned to the name Henrika Schulte but this time under the flag of Cyprus. Two years later in 2009 she joined the MSC fleet where she has remained ever since, sailing with the name MSC Elizabeth III and registered under the flag of Liberia.
Elizabeth III is classified as a Feeder 3 container ship, indicating her suitability for regional routes and feeder services.
These pictures were taken by Trevor Jones
Africa Ports & Ships
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TNPA dredger Italeni fitted with new marine excavator

Africa Ports & Ships
Transnet National Ports Authority (TNPA) has significantly boosted its dredging operations with the installation of a state-of-the-art marine excavator on the departmental dredger, Italeni.
Italeni, acquired new from the builder IHC Merwede in 2014, is a grab hopper dredger considered vital to maintaining safe navigation in South Africa’s commercial ports.
The new technology is set to enhance dredging volumes and operational efficiency, enabling the Italeni to manage dredged material more effectively.
This sophisticated Liebherr marine excavator will help maintain the required depth for port berths, basin areas, and entrance channels, ensuring vessels can safely navigate these busy waterways.
With an investment of R76 million, the excavator is capable of handling dredged material weighing up to 2,000kg within a 20-metre radius. This upgrade boosts the Italeni’s dredging capacity to 150,000 cubic metres annually, nearly doubling its previous capacity of 94,000 cubic metres.

Replacing the Liebherr excavator installed in 2014, which had reached the end of its operational life, this upgrade addresses the increasing demand for port berths suitable for larger vessels entering South African ports.
The improved Italeni will play a key role in bolstering berth availability and ensuring the competitiveness of South Africa’s ports.
Phyllis Difeto, Acting CEO of TNPA, highlighted the upgrade’s importance, stating, “The Italeni upgrade aligns with TNPA’s strategic goal of creating a smart port system through innovation and technology. The new marine excavator will ensure our waterside infrastructure remains competitive, improving customer service by maintaining ports to the required depth.”
The Italeni is the only dredging vessel in South Africa capable of accessing confined berths and quay walls, setting it apart from other vessels in the TNPA dredging fleet. This unique capability makes it indispensable for maintaining the necessary depth across various ports.
TNPA’s Dredging Services division continues to optimise port depths to provide commercially viable berths for shipping and terminal operations, ensuring the efficiency of South Africa’s maritime infrastructure.
The new excavator adheres to international regulations, including the Safety of Life at Sea (SOLAS) and MARPOL standards, ensuring that operations remain safe and environmentally responsible.
Added 18 February 2025
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Ghana: National Action Plan for greener shipping

Edited by Paul Ridgway
Africa Ports & Ships
London
Ghana has commenced work to develop a National Action Plan (NAP) to cut greenhouse gas (GHG) emissions from shipping, in line with IMO’s GHG Strategy.
This was reported by the IMO new service on 14 February.
Spearheaded by the Ghana Maritime Authority (GMA) in collaboration with the IMO’s GreenVoyage2050 Programme, the initiative was kickstarted at a national workshop in week commencing 9 February in Accra, bringing together government officials, industry leaders, and academics.
Comment
GMA Director-General Dr. Kamal-Deen Ali hailed the event as a defining moment for Ghana’s maritime sector, stating: “By developing a National Action Plan, we are laying a clear path towards sustainable shipping. We are taking this exercise seriously and will work closely with stakeholders to ensure it is comprehensive and inclusive.”
He added: “With engagement of our national stakeholders and the continuous technical support from IMO and our development partners, we are poised to make meaningful progress in reducing emissions and enhancing our maritime industry’s resilience.”
Broad range of topics
More than 50 participants engaged in interactive sessions exploring key policy actions across shipping, ports, and energy sectors. Discussions focused on securing financing, strengthening regulations, and boosting capacity-building initiatives to support seafarers and maritime administrators in implementing the NAP and transitioning to low- and zero-carbon shipping.
Dr Ali emphasized the importance of strong partnerships for Ghana to tap into the expanding maritime job space: “As our population grows, so do opportunities in the maritime sector. The green revolution is happening, and we must join it – not only to reduce emissions but also to unlock economic opportunities and drive sustainable growth.”
Astrid Dispert, GreenVoyage2050 Programme Manager at IMO, underlined Ghana’s leadership in the region: “Ghana’s commitment to a National Action Plan demonstrates strong leadership in embracing this transition and leveraging economic opportunities. Through collaboration and strategic investments, Ghana can bridge the gap in meeting future demands for green jobs and skilled seafarers.”
Engaging the next generation
Beyond policymaking, the GreenVoyage2050 team took its message to the next generation, engaging over 600 students at Accra High School and 75 university students at the Regional Maritime University. Sessions highlighted the growing demand for maritime decarbonisation professionals, encouraging students to consider careers in this evolving field.
During a visit to Tema Port, discussions centred on regional cooperation to optimize port operations, reduce congestion, and thereby cut emissions from ships.
GreenVoyage2050 Programme
GreenVoyage2050 is a major technical cooperation programme initiated by the IMO to assist developing countries in reducing GHG emissions from shipping, aligning with the 2023 IMO GHG Strategy.
Phase I of GreenVoyage2050 (2020-2023) supported partnering countries in developing policy frameworks and pilot projects to reduce GHG emissions from ships. Phase II (2024-2030) continues and expands this support, leveraging funding from the Governments of Denmark, Finland, France, Germany, the Netherlands, and Norway.
Added 18 February 2025
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ICS updates Flag State Performance Table
Africa Ports & Ships
* Latest edition of the International Chamber of Shipping (ICS) Table shows the world’s largest flag State administrations continuing to demonstrate high levels of performance with respect to enforcement of global shipping regulations.
* ICS updates and enlarges Table to include data about smaller but expanding flag States associated with ships reportedly seeking to bypass sanctions.
* Eswatini and other new flag States present a distinct concern for maritime industry.
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The International Chamber of Shipping (ICS) has issued its annual Flag State Performance Table for 2024/25, a key resource for shipping companies.
Using a wide range of objective performance indicators, the ICS Table provides an analysis of the extent to which flag State administrations adhere to their responsibilities to follow global standards and regulations governing safety, environmental protection and the employment conditions of seafarers – as adopted by the UN International Maritime Organization (IMO) and the International Labour Organization (ILO).
The ICS stresses that the Flag State Table and its criteria are not intended to be used for commercial purposes or assessments of the performance of individual ships that may elect to use a particular flag.
It is rather intended to encourage shipowners and operators to maintain an open dialogue with their flag administrations about potential improvements, which may be necessary for enhancement of safety and security of life at sea, protection of the marine environment and provision of decent working conditions for seafarers.
The latest ICS Table confirms that the vast majority of the global shipping industry is registered with flag States that strictly enforce global regulations, as shown, for example, by the results of Port State Control inspections.
Greece, Hong Kong SAR, Japan, Liberia (the largest), Malta, Marshall Islands and Singapore – where more than 53% of the world fleet is registered (according to UN Trade and Development) – continue to show all-green performance indicators on the latest ICS table.
Bahamas, China PRC and Panama, also in the top ten by tonnage, also demonstrate very good performance and a strict commitment to global maritime regulation.
Four Flag States have been included in the Table this year for the first time, reflecting the recent increase of shipping tonnage registered to smaller administrations.
The new additions, Cambodia, Eswatini, Gabon and Guinea-Bissau are reportedly used by some shipping companies seeking to bypass US/EU/G7 sanctions, leading to concerns as to whether international maritime standards are being properly enforced on board ships flying the flags of these States.
Eswatini
“Eswatini’s emergence as a flag State presents a distinct concern as it is not a member of the UN IMO and is therefore not a signatory of its international maritime Conventions,” commented ICS Secretary General, Guy Platten.
“ICS strongly encourages Eswatini and other new flag States to prioritise IMO membership and the ratification and implementation of IMO Conventions to demonstrate their commitment to global maritime governance and the responsible operation of those ships registered with their fleets,” Platten said.
“For more than 50 years, shipping has been a global industry operating under global rules, and it is vital that flag States adhere to their obligations to enforce the highest global safety standards,” he added.
“I hope that this year’s Table helps shipping companies to carefully consider the performance of flag administrations when making decisions about the flags which they choose for their ships to fly.”
To download the Flag State Performance Table, please click here
Added 18 February 2025
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bp’s West Nile Delta (WND) project: Production commences

Edited by Paul Ridgway
Africa Ports & Ships
London
On 17 February bp (formerly BP) announced the start of production from the second development phase of the Raven field, offshore Egypt, which involves the subsea tieback of additional Raven infill wells to its existing onshore infrastructure.
This is part of the West Nile Delta (WND) project. bp, the operator, holds an 82.75% stake in the project, while Harbour Energy owns the remaining 17.25%.
It is understood that the new wells are expected to produce approximately 220 billion cubic feet of gas and 7 million barrels of condensate. This project was safely executed ahead of schedule, allowing for an accelerated start of production.
Nader Zaki, bp Regional President for the Middle East and North Africa, commented: “Since January 2024, we have not stopped drilling for one day. The focus of the Raven Infills project has been to fight natural decline and increase production while maximizing our existing infrastructure to meet Egypt’s domestic market demand at pace.
“This further demonstrates bp’s commitment to investing in Egypt, enabled by the unparalleled support and partnership with the Ministry of Petroleum, EGPC, and EGAS.”
To quote Nader Zaki, bp Regional President for the Middle East and North Africa: “The focus of the Raven Infills project has been to fight natural decline and increase production while maximizing our existing infrastructure to meet Egypt’s domestic market demand at pace.”
Wail Shaheen, VP bp Egypt, added: “The safe start-up of this project follows our recent announcement of the successful completion of the El King exploration well. This series of achievements embodies our ongoing commitment to helping meet the increasing local energy demand by optimizing production from available resources while adding new ones.”
Raven Infills is in line with bp’s drive to deliver as a simpler, more focused, higher-value company by maximizing production from existing assets and optimizing resource efficiency.
The WND Gas Development comprises a series of gas condensate fields located offshore Egypt, within the North Alexandria and West Mediterranean Deepwater concessions.
The Raven field, the final phase of the WND project, has been in production since early 2021. Its initial phase included the development of eight subsea wells, located up to 65 km offshore, at water depths ranging from 550 to 700 metres.
Added 18 February 2025
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AD Ports Group reports strong growth with strategic moves in Africa and the Red Sea Region
Africa Ports & Ships
AD Ports Group has revealed preliminary unaudited financial results for the fourth quarter and full year ending 31 December 2024, reporting record revenues and earnings, bolstered by strategic expansions and acquisitions.
The group, a leader in integrated trade, transport, and logistics solutions, continued to capitalize on its agile business strategy, overcoming geopolitical challenges to deliver impressive financial results.
Captain Mohamed Juma Al Shamisi, Managing Director and Group CEO of AD Ports Group, attributed the success to the company’s ability to adapt to uncertain regional dynamics.
“2024 marked another year of record revenue and earnings,” Al Shamisi said. “Our strategy effectively navigated geopolitical uncertainties in several regions, while the integration of recent acquisitions enabled us to achieve greater efficiency, international significance, and financial synergies.”
Looking ahead, Al Shamisi expressed confidence that the company would enter 2025 with momentum, despite ongoing macroeconomic and geopolitical challenges, with a focus on further expanding and realizing value from its recent acquisitions.
Key Business Developments in Africa and the Red Sea Region
AD Ports Group has made significant strides in Africa and the Red Sea region, strengthening its position in key maritime markets:
Red Sea Cruise Terminals: AD Ports Group signed three 15-year concession agreements with the Red Sea Port Authority (RSPA) to develop and manage cruise terminals at Safaga, Hurghada, and Sharm El Sheikh ports in Egypt.
These agreements are a major step in enhancing the group’s presence in Egypt’s fast-growing cruise tourism sector.
Luanda Multipurpose Port Terminal, Angola: The group secured an 81% stake in a joint venture (JV) that signed a 20-year concession agreement for the operation and upgrade of the existing Luanda Multipurpose Port Terminal in Angola, further strengthening its position in West Africa.
Dar es Salaam Port, Tanzania: AD Ports Group acquired a 30% stake in a JV with Adani Ports and East Harbour Terminals, which signed a deal to acquire 95% of the company that operates a 30-year container terminal concession at Dar es Salaam Port in Tanzania.
Safina Maritime Agency, Egypt: In Egypt, AD Ports Group expanded its reach by acquiring 70% of Safina, a provider of maritime agency and cargo services, adding another layer of service capabilities in the region.
UAE
Khalifa Port, UAE: The group also marked a milestone with the inauguration of CMA Terminals at Khalifa Port, increasing its container handling capacity by 33%, bringing the total to 7.8 million TEUs in 2024.
Noatum Group Integration: The restructuring and integration of Noatum Group’s assets into AD Ports Group’s existing business verticals were completed, reinforcing its maritime, ports, and logistics operations.
In recognition of its growth, AD Ports Group received two key credit rating upgrades in 2024: Fitch Ratings raised its rating to ‘AA-’ from ‘A+’, while Moody’s assigned an initial ‘A1’ rating with a stable outlook.
Looking Ahead to 2025
Looking ahead, AD Ports Group continues to expand its reach in Africa:
Luanda Port, Angola: In 2025, the group began port and logistics operations at the Luanda Port, underscoring its commitment to improving regional infrastructure.
Pointe Noire Port, Republic of Congo: AD Ports Group also forged a partnership with CMA CGM Group, taking a 49% stake in a JV that will manage and operate the New East Mole multipurpose terminal at Pointe Noire Port. The 30-year extendable concession secured in June 2023 positions AD Ports Group as a key player in Central Africa’s maritime sector.
With these significant developments, AD Ports Group is poised to continue its upward trajectory in 2025, expanding its global footprint and delivering value from its strategic investments across Africa and the Red Sea region.
Added 17 February 2025
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EU’s Op Aspides to continue in Red Sea for another year

defenceWeb
In its first year, the third European Union (EU) naval task force operating in African waters and concentrating on the Red Sea has provided support and close protection to over a thousand vessels.
In the course of executing its mandated protection duties for merchant and other shipping using the Red Sea, including the Bab-el-Mandeb Strait, Operation Aspides (Greek for ‘shield’) has 24 ‘kills’ to its credit. These are listed as two USVs (unmanned surface vehicles), four ballistic missiles and 28 UAVs (unmanned aerial vehicles). ‘Close protection’ was provided for 370 vessels with a further 640 vessels given what the operation terms ‘support’.
Additionally, assets assigned to Aspides have been part of rescuing 50 seafarers. The operation is headquartered in the Greek city Larissa and is commanded by Hellenic Navy Rear Admiral Vasileios Gryparis.
Ahead of its mandate expiring on Wednesday, 19 February, the EU Council extended it until 28 February 2026 with what a statement terms ‘a reference amount’ in excess of 17 million euros. The extension decision follows an operation review.
To ensure and improve maritime security in its area of operation (AoO), Aspides will now collect information on arms trafficking and ‘shadow fleets’ (deceptive shipping practices) to share with EU member states, the European Commission (EC), the United Nations Office on Drugs and Crime (UNODC), Interpol, the EU Agency for Law Enforcement Co-operation (EUROPOL) and the International Maritime Organisation (IMO).
Aspides’ mandate is that of a defensive maritime security operation with the objective of restoring and safeguarding freedom of navigation in the Arabian and Red seas as well as the gulfs of Aden, Oman and the Persian Gulf. It has, according to the Operation website, three ‘naval units’ attached as well as a force headquarters aboard a frigate.
Other EU naval operations in African waters are Atalanta (western Indian Ocean and Horn of Africa) and Irini (Mediterranean Sea).
Written by defenceWeb and republished with permission. The original article can be found here
Added 17 February 2025
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Citrus Growers urge action on Ports and Rail to meet SONA commitments
Africa Ports & Ships
As South Africa continues to digest President Cyril Ramaphosa’s State of the Nation Address (SONA), the Citrus Growers’ Association (CGA) is calling for urgent action to address the country’s logistics challenges.
In a statement issued by Justin Chadwick, outgoing CEO of the Citrus Growers’ Association of Southern Africa, he said the association welcomes the President’s commitment to ensuring that there are functional state-owned enterprises (SOEs).
In the SONA the president highlighted the repositioning of entities like Transnet to provide world-class infrastructure while enabling competition in operations. The CGA said it hopes the parliamentary debate can generate some much-needed further urgency on logistics reform.
“2025 must be a year of action on the logistics front. There seems to be a general assumption that the logistics crisis is over, but we are not out of the woods yet,” warned Dr Boitshoko Ntshabele, newly appointed incoming CEO of the Citrus Growers’ Association of Southern Africa.

“We look forward to working with government to achieve the inclusive economic growth that only functional logistics can unlock.”
The establishment of a dedicated SOE Reform Unit was also highlighted by President Ramaphosa in his SONA speech. However, many reform initiatives have been launched by government in the past, to no or minimal effect. The citrus industry – as an employer of 140,000 people on farms alone – is hoping sincerely that the renewed commitment to reform will establish meaningful change.
It is essential for the citrus industry that the efficiency of the container terminals at our ports improve, Chadwick said. The only long-term way to achieve this, is through public private partnerships that government has committed to enacting.
“Citrus production is on an increased trajectory, meaning that over the next seven years it is possible for us to boost our exports from 165 million 15kg cartons to 260 million cartons. This would not only create 100,000 new jobs, but also boost our economy with much needed foreign exchange revenue for the fiscus.
“The CGA acknowledges the progress made at our ports by Transnet. As the president stated, ‘new cranes and other port equipment are being commissioned to speed up the loading and unloading of cargo and reduce waiting times for ships.’
“However, container terminal efficiency remains low, and the expected increase in citrus production will place further pressure on the ports – pressure they must be able to handle if our export economy is to grow.”
The president also highlighted the publication of the new Transnet Network Statement in December which will enable private rail operators to access the freight rail system. This has the potential to be a moment of historic importance.
“Urgency on the rail front will also boost our industry, as 90% of all citrus is currently moved to ports via roads, a more costly form of transport,” emphasized Dr Ntshabele.
In his speech, President Ramaphosa also underscored that through “opening new export markets for products we can significantly expand our agricultural sector.”
New and expanded access to markets in Asia and the United States will not only benefit the local economy, but the consumers in the destination countries as well, as South African citrus is widely valued for its counter-seasonal supply of quality citrus.
South Africa is the second largest exporter of citrus in the world, said Chadwick. The industry passionately shares President Ramaphosa’s stated goal, which is to “ensure that South African minerals, vehicles and agricultural produce reach international markets, securing jobs and earning much needed revenue for our fiscus.”
Added 16 February 2025
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WHARF TALK: a tale of towing & transshipping – EVANTHIA & AGERI

Pictures as indicated
Story by Jay Gates
Cabo de Boa Esperança and Cabo Tormentosa are one and the same place. It is an oxymoron that the Cape of Good Hope can be described as the Cape of Storms in the same sentence. And yet, both are equally true, with Good Hope signaling the optimism of the trade routes to India and the Far East, and the Cape of Storms claiming vessels for Davy Jones Locker every year.
That the Cape engenders a reputation for the loss of shipping of all shapes and sizes, and has done for over 500 years, is not solely down to the Cape of Storms. Whilst many of the losses have occurred in foul weather, many of them have been down to poor navigation, crew incompetence, and catastrophic failures, with engine failure being predominant in the latter.
At 16:00 in the afternoon of 2nd January, the Supramax bulk carrier ‘Evanthia’ (IMO 9308106) arrived in the Brazilian port of Paranaguá, located at 25°30’ South 048°30’ West, from Conakry in the West African state of Guinea. She had arrived at the South Brazilian port to load a cargo of sugar, which was destined for discharge in Bangladesh.

After just two days of loading her bagged cargo, ‘Evanthia’ had completed her loading and was ready to depart. At 13:00 in the early afternoon of 4th January, she sailed from Paranaguá, now bound across the South Atlantic Ocean, and around the Cape of Good Hope, and across the Indian Ocean, heading for her next discharge port in the north of the Bay of Bengal.
Depending on which publication you read, when she was somewhere between 340 nautical miles and 270 nautical miles west of Cape Town, ‘Evanthia’ suffered what appears to be a catastrophic engine failure. The engine breakdown appeared to be so severe that the crew were unable to rectify the problem, and on 17th January her owners made the call, presumably through the Cape MRCC, to request a tow to bring her to a safe port. One would have thought Cape Town would be that port, based on its location, and the nearest engineering facility.

As most casual maritime observers are well aware, AMSOL have the AHTS ‘Umkhuseli’ on permanent standby, as an emergency towing vessel, to affect any rescue, salvage, or tow to any casualty which finds itself in trouble around the South Africa coast. On receiving the request to go to the aid of ‘Evanthia’, they despatched her to the position of ‘Evanthia’ in order to undertake the tow to a suitable port of refuge. The tow was duly connected, and on the 23rd January the tow got underway.
However, it was not to be the short three day tow to Cape Town, but turned out to be a ten day tow to Durban. As strange as that seems, there will no doubt have been a sensible commercial decision as to why Durban was preferred to Cape Town. On 2nd February, at 08:00 in the morning, the tow party arrived off the Durban Bluff, and began the slow transit from an ocean tow, to that of a harbour berthing operation.

Both ‘Umkhuseli’ and ‘Evanthia’, with assistance from Transnet harbour tugs, entered Durban harbour, and made their way to Pier 1, with ‘Evanthia’ being placed alongside at berth 103. In the meantime, ‘Umkhuseli’ was safely berthed temporarily around the corner at berth 104, whilst she prepared herself to return to her normal offshore duties. The issue now was to affect the repairs to ‘Evanthia’, or if that was to be a long affair, to find another suitable vessel to transfer her valuable cargo, to enable it to get to the destination it was originally bound for.
Built in 2005 by New Century Shipbuilding at Jingjiang in China, ‘Evanthia’ is 190 metres in length and has a deadweight tonnage of 53,284 tons. This deadweight makes her a Supramax bulk carrier. Supramax bulk carriers fall between deadweight tonnages of 50,000 to 65,000 tons, and are a subtype of the medium sized Handysize class of bulk carrier.

She was designed by the Shanghai based Merchant Ship Design and Research Institute (SDARI), and is a popular design known as a SDARI Dolphin 54, based on her deadweight. SDARI are one of the largest naval architect and ship design companies in China and, as one would expect, are fully state owned, and a part of the China State Shipbuilding Corporation (CSSC).
She is powered by a single Hudong MAN-B&W 6S50MC-C8 six cylinder, two stroke, main engine producing 12,890 bhp (9,480 kW), driving a fixed pitch propeller for a service speed of 14 knots. Her auxiliary machinery includes three Daihatsu 6DK-20 generators providing 760 kW each, and a single Volvo Penta D7AT emergency generator producing 139 kW. She also has a single Saacke TPK Nova K/KD-2.0+1.1/7 composite vertical auxiliary boiler.
Owned, operated and managed by Vulcanus Technical Maritime Enterprises SA, of Piraeus in Greece, ‘Evanthia’ was purchased by her current owners in 2017 for US$9 million (ZAR165.36 million). She has a cargo carrying capacity of 65,752 m3, and has five cargo holds, which are serviced by four cranes, each with a lifting capacity of 36 tons, and each equipped with an electro-hydraulic grab, for self-loading and self-discharging operations.

It soon became clear that her cargo would need to be transshipped to another suitable vessel with a similar cargo carrying capacity. Luckily, they did not need to look very far. A week earlier, at 06:00 in the morning of 27th January, the Supramax bulk carrier ‘Ageri’ (IMO 9588574) arrived in the Umhlanga anchorage, from Dar es Salaam in Tanzania. It is not yet known what cargo she was originally expected to load, but she was chartered to transship the sugar cargo from ‘Evanthia’, and was brought in, and then shifted across Durban harbour and placed alongside ‘Evanthia’ at berth 103 to do a straight ship to ship cargo transfer.
Built in 2012 by Cosco Guangdong shipyard at Dongguan in China, ‘Ageri’ is also 190 metres in length and has a deadweight of 57,532 tons. As with ‘Evanthia’, she is also a Supramax bulk carrier, and a product of the Shanghai Merchant Ship Design and Research Institute, but due to her larger deadweight, she is a SDARI Dolphin 57 design of the Handysize bulk carrier class.
She is also powered by a single Dalian MAN-B&W 6S50MC-C8 six cylinder, two stroke, main engine producing 12,890 bhp (9,480 kW) driving a fixed pitch propeller for a service speed of 14 knots. Her auxiliary machinery includes three MAN-B&W 5L23/30H generators providing 600 kW each, and a single Cummins emergency generator. She also has a single Alfa Laval Qingdao composite vertical auxiliary boiler.

Nominally owned by Ageri Ltd, ‘Ageri’ is operated by Golden Union Shipping Company, of Piraeus in Greece, and is managed by Larus SA, also of Piraeus. She has a cargo carrying capacity of 71,634 m2, and is fitted with four cranes each with a cargo carrying capacity of 36 tons, and equipped with grabs, which serve five cargo holds.
It is thought that once the transfer of cargo from ‘Evanthia’ to ‘Ageri’ is completed, that ‘Evanthia’ will be towed down the Maydon Channel to the Dormac engineering facility, and ‘Ageri’ will sail from Durban, and head for Bangladesh to discharge the Brazilian sugar there. The ship to ship transfer seems to be taking its time, as more than one week has passed since the process began, and both vessels are alongside each other, as at 15th February.

The cargo of sugar was loaded in Paranaguá, which is the second largest port of Brazil, in terms of tonnage, and is the largest bulk port in Latin America. It is one of the main exporting ports of agricultural products in Brazil, and is the second largest in terms of the export of sugar, both bulk sugar and bagged sugar, behind Santos. It is also the third largest container port in Brazil, only surpassed by Itajaí and Santos.
Brazil is currently the world’s largest sugar producer, and accounted for almost 50% of global trade in the commodity last year, while other major sugar producers, such as India and Thailand, had their harvests damaged by adverse weather conditions brought about by climate change. The majority of the origin of the sugar shipped out of Paranaguá is from São Paulo State (65.4%), followed by Paraná State (25.7%), with Paranaguá being located in Paraná State.
In 2024, sugar exports from Paranaguá surged to 1.64 million ton, which was a whopping 119% increase from the 747,657 tons exported from the port in 2023, with raw sugar being the fourth most exported product from Paraná State. The largest destination of the exported sugar from Paranaguá was to Africa (59.4%). Both bulk and bagged sugar saw significant increases, with bagged sugar exports nearly doubling from 105,572 tons in 2023, to 206,740 ton in 2024, marking a 96% growth. Currently, India and the sub-continent, which includes Bangladesh, remain the primary market destination, hence the ‘Evanthia’ heading originally for Bangladesh.
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DP World Sokhna Handles First Passenger Vehicle Export

Africa Ports & Ships
DP World Sokhna has successfully facilitated the first export of passenger vehicles from Ain Sokhna Port, marking a significant milestone for Egypt’s automotive sector.
The roll-on-roll-off (ro-ro) car carrier vessel ULUSOY 5 departed with 498 locally assembled Nissan Sunny cars bound for Jebel Ali, Dubai.
This achievement highlights DP World’s commitment to strengthening Egypt’s automotive industry and reinforcing Ain Sokhna’s role as a key regional trade hub. DP World aims to export up to 10,000 vehicles this year, further boosting Egypt’s economic growth.
Avnash Iyer, COO & Acting Country Head, Egypt at DP World, emphasized the collaborative efforts with Nissan Egypt and the company’s ability to streamline supply chains, connecting local manufacturers to international markets.
DP World has invested over US$ 1.3 billion in modernizing Ain Sokhna Port over the past two decades, with plans for further expansion through enhanced logistics services and infrastructure developments.
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ICS says GHG-Emissions levy-based fund is ‘best way forward’
Africa Ports & Ships

Speaking ahead of the UN IMO Intersessional Working Group on Reduction of GHG Emissions from Ships (ISWG-GHG 18), Secretary General of the International Chamber of Shipping, Guy Platten, said it was clear that there is increasing recognition by governments that a levy-based fund and reward mechanism, complemented by an IMO fuel standard, is the best way forward.
“The ICS is encouraged that there are now 51 co-sponsors, including the European Commission and ICS, of a joint submission which sets out fit for purpose text in support of a levy-based GHG pricing mechanism, with ships making annual contributions per tonne of CO2 equivalent emitted to a proposed IMO GHG Strategy Implementation Fund.
“Next week will hold some difficult discussions as some Member States are not yet fully prepared to commit but the reality is that only via a global solution will we meet our net zero targets.
“We believe that the levy proposal, that is now supported by governments responsible for a large majority of the world’s shipping tonnage, as well as by the global shipping industry, provides the best and most pragmatic means of decarbonising shipping at speed and scale.”
Platten said the shipping industry wants a simple, transparent and equitable system that can be put in place quickly and efficiently.
Amendments
The amendments to the IMO MARPOL Convention to discussed by IMO this week are scheduled to be approved by the IMO Marine Environment Protection Committee (MEPC 83) in April.
The joint submission by governments and ICS sets out convergent regulatory text for amendments to the IMO MARPOL Convention. These will require shipping companies operating ships on international voyages to make GHG contributions per tonne of CO2e
emitted to a new ‘IMO GHG Strategy Implementation Fund’.
The key purpose of this mandatory GHG charge will be to reduce the cost gap between conventional marine fuels and zero/near-zero GHG emission (ZNZ) fuels (such as green methanol, green methane including biomethane, green ammonia, green hydrogen, and
certified biogenic marine fuels including the biogenic component of some biofuel blends) and, to incentivise the accelerated uptake of green energy sources.
Revenue generated will be used to reward the production and uptake of ZNZ fuels, and the use of ZNZ technologies, whilst also providing billions of US dollars annually to support the maritime GHG reduction efforts of developing countries.
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Ocean Network Express unveils first owned newbuilding vessel, ‘ONE Sparkle,’ marking a major milestone

Africa Ports & Ships
Ocean Network Express (ONE) has reached a major milestone with the unveiling of its first-ever owned and operated newbuilding container vessel, ONE Sparkle (IMO 9975612).
This marks a significant moment in the company’s growth and commitment to sustainability in shipping.
In a statement, Jeremy Nixon, CEO of ONE, emphasized the importance of the new vessel in the company’s ongoing efforts to enhance both its operational capacity and environmental footprint.
“The naming of ONE Sparkle is a proud moment for us,” Nixon remarked.
“As our first owned newbuilding, the vessel exemplifies our commitment to a sustainable future in shipping. Featuring cutting-edge design and alternative fuel capabilities, ONE Sparkle is set to play a key role in helping us achieve our environmental goals while also enhancing our service reliability.”
The new vessel boasts a range of environmental features aimed at reducing its ecological impact, including:
* Capability to run on alternative fuels such as methanol and ammonia, with future conversion potential
* An advanced hull design that boosts energy efficiency
* The latest energy-saving technologies
* Smart technology for optimized vessel performance
* Shore power connection capability to allow for zero-emission port stays
Once delivered, ONE Sparkle will significantly bolster ONE’s position in its service route, reflecting the company’s ongoing efforts to lead the way in sustainable shipping practices.
Built at Hyundai Heavy Industries in Ulsan, South Korea, the 138,037-dwt, 335m long by 51m wide ONE Sparkle is designed to carry approximately 13,800 TEU (twenty-foot equivalent) containers. The vessel is flagged in Singapore and classed by ABS. Ship management is handled by OneSea Solutions Pte. Ltd., a joint venture between ONE and Seaspan Corporation.
This vessel is part of a series of 20 advanced ships under construction in Korea and Japan, all designed to be ready for methanol and ammonia fuels, with deliveries scheduled for 2025 and 2026.
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Africa’s net-zero shipping strategy

Edited by Paul Ridgway
Africa Ports & Ships
London
African countries have mapped out practical measures they can take to advance the green transition of shipping on the continent, focusing on maritime governance, infrastructure development, and job creation.
Broad representation
More than 200 representatives from 35 nations gathered in Mombasa on 6-7 February for a workshop to discuss these actions, and how to support the implementation of IMO’s Revised Strategy for the Reduction of Greenhouse Gas Emissions from Ships (IMO GHG Strategy) across the continent. This was reported by the IMO news service on 10 February.
Danish partnership
The event was organized by the IMO in collaboration with the Kenyan Ministry of Mining, Blue Economy and Maritime Affairs, and in partnership with the Danish Maritime Authority.
In his opening statement, IMO Secretary-General Arsenio Dominguez called for country and regional-level action for the IMO GHG Strategy to succeed: ‘The IMO’s climate ambition is clear. The focus now should be on action and implementation, and IMO stands ready to support African Member States in their efforts.’
Over two days of deliberations, delegates identified actionable steps that countries could take to:
* Increase ratification and implementation of MARPOL Annex VI (the IMO treaty regulating emissions from ships into air).
* Increase National Action Plans on GHG reduction.
* Advance sustainable port development.
* Accelerate alternative fuel production and availability.
* Create more green maritime jobs and identify green shipping investment opportunities.
* Improve seafarer training.
Outcome document due
The outcome of discussions will be reflected in a workshop document summarizing identified challenges, recommendations and needs for assistance from African countries.
Leading role for Africa
Addressing the gathering, Hon. Hassan Ali Joho, Cabinet Secretary at the Ministry of Mining, Blue Economy and Maritime Affairs of Kenya, emphasized Africa’s leading role in shaping the green transition in the Global South, as well as the benefits of greener shipping.
He commented: “Our ports, shipping routes, and maritime industries are integral to global trade and must evolve in alignment with the net-zero emissions target by 2050.
“By doing so, we can create green jobs, attract investments, and build resilient economies while addressing the pressing challenges of climate change.”
Rikke Wetter Olufesen, Deputy Director General at the Danish Maritime Authority added: “I hope this conference will inspire and further accelerate the green transition of shipping in Africa through regional collaboration and partnerships.”
The event was funded through a donation by the government of Denmark to the IMO GHG-TC Trust Fund. It builds on resolutions decided at the 7th Conference of the Association of African Maritime Administrators (AAMA) Conference held in Dar es Salaam, United Republic of Tanzania, in November 2024.
In the margins of the conference, a national workshop was held to support Kenya with the continuing development of its National Action Plan (NAP) through the GreenVoyage2050 programme.
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Lake Victoria is turning green – the deadly bacteria behind it
Africa Ports & Ships
Lauren Hart, University of Michigan; George S Bullerjahn, Bowling Green State University; Gregory J. Dick, University of Michigan, and Kefa M. Otiso, Bowling Green State University
Lakes, natural and man-made, provide water, food and habitats for wildlife, as well as supporting local economies. Around the world, though, there’s a growing threat to lakes: toxic bacteria which turn the water green.
This is the same green as you see on stagnant ponds. It’s caused by tiny organisms called cyanobacteria and can be deadly.
Cyanobacteria thrive in warm, sunny lakes and ponds that contain excess nitrogen and phosphorus nutrients derived from fertiliser, manure and sewage. When conditions are right, cyanobacteria multiply rapidly and form smelly green scums on the water’s surface.
Known to science as cyanoHABs (cyanobacterial harmful algal blooms), the scums are harmful to livestock, wildlife, pets, people and aquatic organisms like fish. Toxins make untreated water unsafe to drink, swim in, or even touch. Sometimes they can become suspended in air and be inhaled. The cyanoHABs also harm ecosystems by depleting oxygen, killing off whatever lives in the water, and disrupting food webs and fisheries.
CyanoHABs are a global threat and receive considerable scientific attention in North America and Europe. Blooms are becoming more widespread worldwide because rising temperatures promote cyanobacterial growth and more intense rainfall delivers nutrients from the landscape. Only effective management of nutrients can reverse this trend.
The problem is understudied in Africa’s main lakes, including its largest – Lake Victoria. Past research on cyanoHABs has mostly used microscopy to study the kinds found there, but microscopy cannot differentiate between toxic and non-toxic cyanobacterial cells.
We are on a large project team of scientists who have been studying the socioeconomic and environmental effects of cyanoHABs in the Winam Gulf region of Lake Victoria in south-western Kenya.
Our latest study identified which cyanobacteria were the most abundant in the gulf and which ones were producing the main toxin of concern.
These findings can improve public safety:
- local authorities can monitor for specific cyanobacteria and warn residents to stay away when blooms are present
- cyanoHAB prevention practices (nutrient reduction, land-use practices) can target the cyanobacteria that cause the problem.
Greening of lakes
Lake Victoria now receives large influxes of nutrients because of growing lakeside populations and land-use changes. Nutrients from agriculture, industry and urbanisation fuel the growth of cyanoHABs.
CyanoHABs occur in many basins in Lake Victoria but are highly concentrated in Kenya’s shallow Winam/Nyanza Gulf. Changing nutrient and temperature conditions can also alter which types of cyanobacteria dominate the gulf and the types and levels of toxins in the water. Lakeside communities that rely on the gulf for drinking water and domestic tasks are at risk of exposure to cyanoHAB toxins.
Past research on cyanoHABs has mostly used the oldest of microbiological techniques — microscopy — to classify the types of cyanobacteria in the gulf. This cannot differentiate between toxic and non-toxic cyanobacterial cells.
Modern genome sequencing technologies can identify genes encoding the production of known and novel toxins and other molecules of interest, such as those with medicinal properties. Genomic data from African Great Lakes is scarce, so the chemical capabilities of bacteria in this region are largely unexplored. But this is beginning to change.
Our latest study adds to a growing number of recent studies our team has carried out in and around Lake Victoria. In this study, our research vessel stopped at over 31 sites to collect scientific samples and data. The samples were later analysed for DNA, the biological “instruction manual” inside every living thing. DNA tells an organism how to grow, function, reproduce, and – in the case of cyanobacteria – make deadly toxins. This analysis produced near-complete genome sequences – that is, the set of all genes in the DNA – for organisms at each sampling site.
Past reports identified Microcystis as the dominant cyanobacteria in the Winam Gulf. Our research, however, found Dolichospermum was the most abundant type in major cyanoHAB events there. This finding might be due to recent environmental changes in the region.
But we linked Microcystis to microcystin. This is a liver-damaging toxin that can kill livestock, wildlife and humans, especially those whose immune system isn’t working well. In Winam Gulf, it’s often more abundant than the health limits set by the WHO.
Our study also found that Microcystis occurs mainly in murkier river mouths where green scums are not visible, making scientific monitoring and public alerts even more important.
Local authorities can now monitor for these cyanobacteria and warn residents to stay away when blooms are present.
The findings also mean that authorities know which cyanobacteria to target in prevention efforts like reducing the amount of phosphorus and other nutrients entering the gulf.
Lastly, our genomic study uncovered over 300 uncharacterised genes that may produce novel cyanobacterial molecules. These molecules could have toxic or therapeutic effects, and provide an opportunity for future investigators to explore.
A model for what is to come
Rapid human population growth and settlement around lakes and their watersheds is leading to high levels nutrients in lakes around the world. This results in excessive growth of algae and aquatic plants. This danger is likely to increase with global warming because warm temperatures promote algal blooms.
Our data provides a foundation for remedying this in Lake Victoria – and possibly discovering beneficial properties in cyanoHABs.
Lauren Hart, PhD candidate, Michigan Geomicrobiology Lab, University of Michigan; George S Bullerjahn, Distinguished Research Professor and Director, Great Lakes Center for Fresh Waters and Human Health, Bowling Green State University; Gregory J. Dick, Professor, University of Michigan, and Kefa M. Otiso, Professor of Geography, Bowling Green State University
This article is republished from The Conversation under a Creative Commons license. Read the original article.
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ICS, LROO and MARINA launch digital seafarer certification pilot project

Africa Ports & Ships
In a landmark development, the International Chamber of Shipping (ICS), Lloyd’s Register OneOcean (LROO), and the Maritime Industry Authority (MARINA) of the Philippines have joined forces to launch a groundbreaking pilot project aimed at digitizing seafarer certification.
The Memorandum of Understanding (MOU), signed this week at the International Maritime Organization (IMO) Headquarters in London, sets the stage for integrating seafarer certification systems and creating a new mobile application to streamline the process.
The initiative is designed to reduce the administrative challenges posed by paper-based systems for seafarer endorsement and verification. With multiple stakeholders in the maritime industry—such as flag administrations, port state control, and shipping companies—facing inefficiencies, this project promises to enhance operational efficiency, security, and ease of use.
As the maritime industry shifts toward digital solutions, the pilot project will explore how to digitize certification processes while addressing issues such as security, streamlined collaboration, and user accessibility.
Despite regular renewal requirements, paper certificates still dominate the industry, contributing to challenges like errors, vulnerabilities, and delays. The pilot aims to create a more secure, efficient system for seafarer certification worldwide.
Guy Platten, Secretary General of ICS, expressed enthusiasm for the project, noting that the initiative is a vital step toward supporting the maritime sector’s transition to digital.
“This pilot will not only minimize administrative burdens but will also maximize efficiency, ensuring a safer and more sustainable maritime industry,” he said. “The Philippines, being the world’s largest provider of seafarers, plays a key role in this collaboration.”
Lloyd’s Register OneOcean Co-CEO Nicholas Goubert highlighted the importance of applying digital solutions to streamline certification. “By working with ICS and MARINA, we aim to make certification more efficient, improving accessibility, security, and regulatory compliance across the sector,” Goubert said.
MARINA Administrator Sonia B. Malaluan emphasized that the Philippines is committed to embracing digital innovations in seafarer certification. “This collaboration marks a major step toward aligning with global maritime standards and moving the Philippine maritime industry toward a digital future,” she stated.
The pilot project will test the feasibility of securely consolidating and storing seafarer certificates for real-time access by key stakeholders. It will also allow seafarers to take ownership of their data, making travel and movement easier for industry professionals.
This collaboration aligns with the recent amendments to the STCW (Standards of Training, Certification, and Watchkeeping for Seafarers) code, which took effect on January 1, 2025, and supports the maritime industry’s transition to digital certification.
The three parties will develop an initial API (Application Programming Interface) integration concept, connecting MARINA’s Integrated Seafarers Management Online System (MISMO) to the pilot platform.
After validating the concept, MARINA will engage with the Filipino seafarer community—about 400,000 strong — to gather feedback on the digital certification process and explore potential adoption pathways.
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South Africa’s history uncovered: the 1,000-year gap they don’t teach in school
Peter Delius, University of the Witwatersrand; Linell Chewins, University of the Witwatersrand, and Tim Forssman, University of Mpumalanga
Were you told that gold mining in southern Africa started after 1852? Or that the export of iron, steel, copper and gold began in the late 19th century? Or that South Africa became integrated into a global trading system only after 1652? Or that the first powerful state in South Africa was the Zulu kingdom?
If you learned that any of these things were true, you are like most South Africans, who have missed out on at least a thousand years of the country’s history.
Both radical and conservative historians have focused heavily on colonial history, a story starting at the Cape and playing out within colonial boundaries. As a result, South Africa’s past has been compressed into a shortened timeline and a limited geography. That shorter version is what’s taught at schools and universities.
If we abandon 1652 – when the first Dutch settlers arrived in the Cape – as the key historical starting point, and go back a thousand years and cast our gaze 2,000km north of Table Mountain, a very different story unfolds.
Our research is attempting to rethink South African history. As many years of work in the interior show, along with our new focus on a central southern African trading landscape, Thulamela, the formative steps in South Africa’s history began here, along the Limpopo River.
Early cooperative relationships
Two thousand years ago, San hunter gatherers were the primary occupants of the region around the Limpopo River valley, an area around the confluence of the Limpopo and Shashe rivers that includes Botswana, South Africa and Zimbabwe. Contrary to popular opinion, these groups weren’t living in isolated bands. They were connected through regional networks of exchange spanning hundreds, even thousands, of kilometres.
At this time, South Africa was on the brink of fundamental change. From about 350 AD, Bantu-speaking, iron-using, livestock-owning farmers began to settle the Soutpansberg, south of the Limpopo River. They initially established mainly cooperative relationships with the San, especially in hunting and trading.
These farmers introduced a key innovation into the region – the production of metal tools, weapons, currency and jewellery. These goods were for their own use and for expanding trade networks.
At the start, iron was the most important metal but over time, copper and gold became more and more significant. The farmers were skilled in locating and extracting these ores, which, in the case of gold and copper, often involved shaft mining. Metal production also demanded pyrotechnical knowledge to smelt ores and to fashion metals into functional and decorative forms.
Local trade, global connections
Another crucial development took place in the 7th century AD. The Indian Ocean world connected to the expanding regional trade networks which had linked the coast and the interior. The transoceanic sailors and traders were initially motivated by the growing demand for ivory in Asia and the Middle East.
This external demand brought exotic glass beads and cloth deep into the interior, through African traders and rulers. A node in the system was Chibuene, a large coastal trading settlement on the Mozambican coast near modern Vilanculos. From here, beads and cloth travelled south, to the vicinity of Durban in modern-day KwaZulu-Natal, South Africa, and across the interior, past the Okavango delta to places such as the Tsodilo hills west of the delta’s panhandle in Botswana.
Between the 10th and 15th centuries, the market for gold boomed – especially in Egypt, Persia, India and China. Southern Africa played an important role in meeting this demand because of the rich gold reserves of the Zimbabwe plateau and the adjacent region of the Limpopo valley.
So, it is clear that an economic and mineral revolution took place long before Europeans settled South Africa’s Cape. Colonial processes of globalisation and the mineral revolution in the 19th century trailed far in the wake of African involvement in the vast Indian Ocean economy through their hunting, mining, smelting and artisanal skills.
Rise of states
Indian Ocean trade contributed to major transformations in the interior. The wealth it generated led to social stratification and the emergence of a distinct ruling class. Leaders’ economic, political and spiritual power intensified. These processes found expression in the establishment in 1220 of Mapungubwe, in the middle Limpopo Valley, and the first state in southern Africa.
Over the centuries that followed, linked but shifting patterns of demand gave rise to major states like Great Zimbabwe, Thulamela, and later the Venda Kingdom, the Pedi Kingdom and the Zulu Kingdom.
The little-known trading state, Thulamela, was located in the north of what’s now the Kruger Park. From 1250 to 1650 it was a key node of production and exchange. But for many decades the site was ignored. When intensive research finally started in the 1990s it made very limited progress in revealing the form and nature of the state. But renewed and interdisciplinary research at the site and surrounding areas has already produced new insights into the history of Thulamela and promises to generate many more in the near future.
New windows to a past
Given this deep history of powerful kingdoms connected by an underlying but dynamic economic system, we have to let go of the idea that the Zulu Kingdom, which formed in the early 19th century, was the first powerful state in what was to become South Africa. In fact, it was a relatively recent example of much deeper and wider transformations.
It was only in the 19th century that expanding colonial capitalism and settlement fuelled by the “second” mineral revolution penetrated the interior and encountered its kingdoms and trading opportunities.
The interaction between the two worlds culminated in a hard-fought struggle over trade, land and labour. While the African kingdoms were ultimately defeated and traders and craftsmen were displaced, their impact on the shape and nature of South African society is still felt today.
A challenge to historians now is to deepen our understanding of this missing millennium, and of pre-colonial transformations.
Researchers need to pay greater attention to a wider range of documentary sources (beyond those in English) and to oral traditions. Collaboration with scholars working on archaeology, historical linguistics and genetics will also tell us more about the forces that have shaped our present.
Peter Delius, Professor emeritus, University of the Witwatersrand; Linell Chewins, Research Associate, University of the Witwatersrand, and Tim Forssman, Senior Lecturer, University of Mpumalanga
This article is republished from The Conversation under a Creative Commons license. Read the original article.
* * *
This is republished here not only for its strong human interest but also for the few references to oversea trading taking place across the Indian Ocean at that time – much of which with the east Africa coast which is an area lacking much research. The late Professor Eric Axelson’s books on Portuguese exploration and occupation of the East Africa coastal region during the late 15th and early 16th centuries provide a hint of what went before and are recommended, in particular his references to existing trading patterns that existed between the Arab world (Oman) and possibly India and the African interior prior to the arrival of the Portuguese. This is not specific only to slave trafficking that unfortunately took place at that time and to which the Portuguese embraced. – Africa Ports & Ships
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Azule Energy completes key Offshore Gas Platforms in Angola

Africa Ports & Ships
Azule Energy, in collaboration with its partners Sonangol E&P, Chevron, and TotalEnergies, has announced in Ambriz, Bengo Province Angola, the successful completion of the Quiluma and Maboqueiro offshore platforms, a significant milestone for Angola’s New Gas Consortium (NGC) project.
This marks a crucial step in the country’s first non-associated gas development, enhancing Angola’s growing role in the global energy market.
To celebrate this achievement, a load-out and sail-away ceremony for the Quiluma platform was held on Tuesday, 11 February at the Ambriz Petromar Yard. The event was a demonstration of the project’s progress, with all involved parties reflecting on the scale and impact of the development.
In addition to the project’s technical success, the ceremony highlighted a remarkable safety achievement: the completion of 2.5 million man-hours without a single Lost Time Injury (LTI). This achievement underscores the project’s commitment to maintaining the highest standards of safety throughout its development.
The NGC project, a joint venture between Azule Energy, Sonangol E&P, Chevron, and TotalEnergies, is the first initiative in Angola to focus on non-associated gas. It aims to provide a reliable supply of gas to the Soyo LNG plant, ensuring the country’s energy security and supporting its broader economic growth.
Alister Forder, Chief Operating Officer of Azule Energy, emphasised the significance of this milestone. “Today’s achievement reflects the technical expertise, collaborative spirit, and dedication of all the partners involved in the NGC project,” he said.
“As we prepare for NGC First Gas, this project reaffirms our commitment to unlocking Angola’s energy potential and contributing to a sustainable energy future.”
The NGC project will see the exploration and production of gas from the Quiluma and Maboqueiro shallow water fields. It includes two offshore platforms and an onshore gas processing facility, all designed to harness Angola’s natural gas resources.
The project is expected to deliver both economic and environmental benefits, boosting the country’s energy infrastructure and providing vital resources for the growing energy market.
Azule Energy, with a daily production of over 200,000 barrels of oil, plays a pivotal role in supporting Angola’s energy sector. The company is dedicated to advancing the country’s energy transition, focusing on sustainability, innovation, and growth through investments in oil and gas alongside decarbonization technologies and renewable energy sources.
Added 13 February 2025
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New collaboration boosts capacity at Cape Town Container Terminal

Africa Ports & Ships
A new collaboration between stakeholders in the Western Cape’s fruit export sector, the Western Cape Government, and Transnet Port Terminals promises to enhance operations at the Cape Town Container Terminal (CTCT).
The partnership will see the installation of two additional 500kVA generators at the terminal, each with 60 reefer container plug points, aimed at increasing capacity during the peak deciduous fruit export season.
The project, funded by the Western Cape Department of Economic Development & Tourism, Agbiz, Hortgro, the South African Table Grape Industry (SATI), the Fresh Produce Exporters’ Forum (FPEF), and the KAL Group, is a significant step in improving CTCT’s ability to handle the increased volume of exports, especially during high-demand periods.
With an added reefer stack, the upgrade will allow containers to be loaded during high wind conditions, reducing the risk of delays for perishable goods.
Agbiz CEO, Theo Boshoff, expressed his enthusiasm for the project, noting the positive impact it will have on fresh produce exports from the Western Cape.
“This project benefits exporters directly and serves as a pilot for future collaborative initiatives. The agricultural sector in South Africa relies heavily on logistics, and we’ve built a strong relationship with Transnet Port Terminals to address these challenges,” he said.
Glen Steyn, Project Manager for logistics development at the Western Cape Department of Economic Development and Tourism, highlighted the alignment of the initiative with the province’s Growth for Jobs strategy, which focuses on export promotion and improving logistics costs.
“This partnership will reduce the risk of delays in perishable cargo movements, particularly during disruptive events like high winds, ensuring smoother exports of deciduous fruit,” said Steyn.
Oscar Borchards, Western Cape Managing Executive at Transnet Port Terminals, also expressed his support for the initiative, emphasizing the importance of continuous improvements to assist exports from Cape Town.
“Our goal is to strengthen relations with stakeholders and ensure the timely delivery of fresh cargo to global markets. This project demonstrates our commitment to collaboration and we look forward to similar initiatives in the future,” he said.
The installation of the additional generators is expected to significantly enhance the terminal’s capacity, especially during peak weeks when export volumes rise, improving overall efficiency in the handling of fresh produce exports.
Added 12 February 2025
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Africa’s $3.4 trillion opportunity: Turning vulnerabilities into resilience
Edited by Paul Ridgway
Africa Ports & Ships
London
It was announced simultaneously in Abidjan and Geneva on 10 February that Africa has the potential to become a major driver of global trade and economic growth.
The ‘2024 Economic Development in Africa Report’, launched that day by UNCTAD Secretary-General Rebeca Grynspan and Côte d’Ivoire’s Minister of Trade, Industry and SME Promotion Souleymane Diarrassouba, highlights how bold policy reforms and strategic investments can strengthen Africa’s resilience to global shocks and create new economic opportunities.
In the words of Rebeca Grynspan: “Africa faces serious challenges – from volatile global markets and high debt costs to infrastructure gaps.
“But these challenges are also a chance to reshape the continent’s economic future. With bold reforms, investment, and full implementation of the AfCFTA, Africa can emerge stronger, more resilient, and more competitive.”
Africa’s reliance on commodity exports, high trade costs, and weak infrastructure make it highly vulnerable to external shocks. The report identifies key areas for action:
Reducing dependence on volatile markets, lowering costs, strengthening SMEs
Close to half of African countries rely on oil, gas, or minerals for at least 60% of export earnings, exposing them to price fluctuations. Diversifying exports and boosting intra-African trade will create more stable revenue streams.
Infrastructure gaps in transport, energy, and ICT make trade 50% more expensive than the global average, limiting competitiveness – especially for landlocked nations. Investing in logistics and digital connectivity is critical to unlocking growth.
Small and medium-sized enterprises (SMEs) provide 80% of employment across Africa but struggle with weak infrastructure, currency volatility, and limited financial access. Expanding credit, risk-management tools, and regional supply chains will boost their resilience.
Unlocking the potential of regional trade
Intra-African trade remains one of the continent’s greatest opportunities, but it accounts for just 16% of total exports, with most trade still directed outside the continent.
The full implementation of the the African Continental Free Trade Area (AfCFTA) could create a $3.4 trillion market, but unlocking this potential requires investing in infrastructure by expanding transport, energy and ICT networks, streamlining trade policies and processes such as customs and supporting industrialization through, for example, incentive tax breaks and affordable interest loans can boost manufacturing and regional production.
Policy actions for a stronger future
UN Trade and Development’s ‘2024 Economic Development in Africa Report’ outlines key strategies to turn challenges into opportunities:
* Incentives for industrialization: Tax breaks, lower capital costs, affordable interest loans to firms investing in manufacturing and production for regional markets.
* Risk-management mechanisms: Establishing regional funds and early-warning systems for trade-related risks, pooling public and private resources for contingency planning and insurance.
* Crisis-response facilities: Creating trade finance mechanisms to support businesses affected by global shocks, helping them pivot to regional markets and maintain jobs.
With the right policies, Africa can strengthen economic resilience, reduce reliance on external markets, and drive inclusive growth. The path forward lies in turning vulnerabilities into lasting opportunities through bold reforms, regional collaboration, and strategic investment.
About UN Trade and Development:
UN Trade and Development (UNCTAD) is dedicated to promoting inclusive and sustainable development through trade and investment. With a diverse membership, it empowers countries to harness trade for prosperity.
Added 10 February 2025
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WHARF TALK: short sea ferry – YABUSA

Pictures by ‘Dockrat’
Story by Jay Gates
Suggested by Jonathan Boonzaier
Ferries undertaking the long slog from the shipyards of the Far East, back to Europe, were something that the casual maritime observer never got to see in the days before Hamas bludgeoned their way into Israel. Then the blindingly obvious, and resultant foreseen, response from Israeli forces changed all that. That outcome was followed by events that were unforeseen.
It caused another lawless mob, relatively unknown up to that point, the Houthis, to decide that, in support of Hamas, that they would start attacking shipping as it made its way up, or down, the southern Red Sea. From then on, the types of vessel virtually never seen in South African ports starting appearing, as the Cape sea route became the only sensible option for vessels to make their way to and from Europe and the Far East. That act brought the Ferries to our shores.
Ferries are not normally vessels that are used on long oceanic passages, as passenger liners are. They are used on short sea routes, normally between two port pairs, often never leaving national waters. Alternatively, they cross maritime borders, and make passages between two international ports, with voyages that can last from less than one hour to as much as 48 hours.
As such, a ferry is not normally to be seen in South African waters, as there is no call for a ferry route from any South African port to anywhere. When they do arrive off either Durban or Cape Town, it is because they are on a positioning voyage from the Far East shipyard that built them, and they are mainly heading to their European home port to begin service on their assigned route.
Very rarely, a ferry that has been sold on by its original owner is on a delivery voyage to those ferry companies that rely on older second hand tonnage to undertake their routes.

On 6th February, at midday, the short sea ferry ‘Yabusa’ (IMO 9221243) arrived off Cape Town, from Port Louis in Mauritius. She entered Cape Town harbour, making her way into the Duncan Dock and went alongside the Landing Wall. The type of vessel she was identified her as yet another Cape sea route diversion, and her berth also identified her as calling in not only for the usual bunkers, stores and fresh provisions, but also for some shoreside engineering assistance.
Built in 2000 by Hakodate shipyard at Hakodate in Japan, ‘Yabusa’ is 102 metres in length and has a deadweight tonnage of 1,204 tons. She is powered by two NKK Pielstick 6PC2-6L six cylinder, four stroke, main engines producing 3,945 bhp (2,942 kW) each, and providing power to two controllable pitch propellers, linked to twin rudders, for a service speed of 18.7 knots. For added manoeuvrability ‘Yabusa’ is also fitted with a single bow transverse thruster.
Japan is a nation of many islands, and as with all nations that consist of numerous islands, they are linked with numerous ferry routes which, depending on the actual route pair, come in all shapes and sizes. At the end of their commercial lives in Japanese waters they are often sold on for further service, with many of them being snapped up by Greek ferry owners, and placed into service on the numerous routes connecting Greek islands, and the Greek mainland.
Originally launched as ‘Hayabusa No.3’, she was built to service the ferry route between the port of Aomori, on the island of Honshu, and the port of Hakodate, on the island of Hokkaido. She undertook the 61 nautical mile across the Tsugaru Strait that separates the two islands, on a twice daily schedule, with her passage between the two ports completed in a run of three hours and forty minutes.

She could carry up to 105 passengers, and up to 26 commercial trucks, and was operated by Seikan Ferry Co. Ltd., of Hakodate City. Her original owners were a consortium made up of two ferry companies, Kyoei Unyu and Kitanihon Kaiu, with ‘Yabusa’ originally being built to the order of Kyoei Unyu.
She operated on her service until early 2024, when she was replaced by the brand new ‘Hayabusa III’, which replaced her, and her last passage was completed on 18th January 2024. For the nomenclature aficionado, ‘Hayabusa’ translate from Japanese as the ‘Peregrine Falcon’, and her owner referred to her as the ‘Millennium Falcon’, which was a homage to the spaceship piloted by Han Solo and his Wookie co-pilot, Chewbacca, in the Star Wars movie series.
The word ‘Hayabusa’ holds much reverence in Japan, and has been used to name both spaceships which were sent to near-earth asteroids, in order to land on them, take surface samples, and return them to earth. The first ‘Hayabusa’ spacecraft headed for the asteroid ‘Itokawa’ in November 2005, and the second ‘Hayabusa’ spacecraft headed for the asteroid ‘Ryugu’ in November 2019. Both missions were successful.
The name ‘Hayabusa’ has also been given to a class, and the lead vessel, of a Japanese naval guided missile patrol boat, as well as by the Suzuki motorcycle company to a 1300cc machine. For the railway fans, it is also the name given to one of Japanese Railways famous high-speed ‘Shinkansen’ trains, with the ‘Hayabusa’ operating her service at an astonishing 300 kilometres per hour, or 200 miles per hour.
On her retirement from service ‘Hayabusa No.3’ was sold to a new nominal owner of Sunquest Oceanic Company, of Majuro in the Marshall Islands, and her name was shortened to simply ‘Yabusa’, with her flag and port changed to Panama. She was bound for Greece, where her true owners were to be Saronic Ferries, based in the port of Piraeus.

Saronic Ferries are a consortium of Nova Ferries and 2Way Ferries, who operate a small fleet of ro-pax ferries from Piraeus to five ports in the Saronic Gulf. The destinations from Piraeus are to the four islands of Aegina, Agistri, Methena, and Poros. The shortest route from Piraeus is to the port of Souvala on Aegina, which is a passage of just 55 minutes, with the passage to the port of Poros, on the island of the same name, taking a maximum of 2 hours 40 minutes.
She departed from Aomori on 3rd February 2024, bound for Shanghai in China, where ‘Yabusa’ arrived on 8th February, and went alongside the Cosco Shipyard in Shanghai, in order to begin a conversion program to make her suitable for her new role out of Piraeus, and which was designed to increase her capacity for her routes.
Her time alongside in Shanghai stretched to almost ten months, and was only completed in November 2024. The change showed that her accommodation decks, and aft deck had been increased, and that the owners would complete her conversion and outfitting when she arrived back in Greece. Her two-tone white and grey colours are not by design, but simply that her new upperworks have yet to receive their new owner’s corporate colours. With her conversion work in Shanghai complete, ‘Yabusa’ sailed on 29th December, bound for Singapore for her first bunker call on her homeward voyage.

In a play on words, her ferry voyage back to Greece was to be undertaken by the specialist vessel ferry delivery company TOS, of Rotterdam. She arrived in Singapore on 5th January 2025, and spent ten days at anchor there receiving her logistical requirements. On 15th January she departed from Singapore, now bound for her next bunker call, which was to be Port Louis in Mauritius, and where she arrived on 25th January. After a three day stopover in Port Louis, ‘Yabusa’ sailed on 28th January, bound for Cape Town.
After a short period alongside in Cape Town, which lasted for almost four days, ‘Yabusa’ had concluded her logistics call, which included having loaded her bunkers from the harbour bunker tanker ‘Southern Valour’, as well as taking on her required stores and fresh provisions, and receiving any necessary shoreside engineering and technical assistance. At 10:00 in the morning of 10th February, she sailed from Cape Town, with her AIS now displaying that her next bunker port call, and her last one, was to be Las Palmas in the Canary Islands.
After Las Palmas, it was highly likely that ‘Yabusa’ would enter the Mediterranean Sea, and head directly for Piraeus, where her conversion and outfitting would be completed, for her entry into service in the Saronic Gulf. It was also highly likely that on arrival back in Piraeus her flag of registry would be changed from Panama to that of Greece, and she would be renamed again, now receiving a Greek name that more suited her new life, and role, in home waters.
Added 12 February 2025
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DP World advances first phase of $80 million Sokhna Logistic Park

Africa Ports & Ships
* Park will offer a comprehensive range of trade enabling services
* Strategically located within the Suez Canal Economic Zone with direct access to the Port of Ain Sokhna
DP World has reached a major milestone in the development of the Sokhna Logistics Park, with 65% of the first phase now complete.
The USD 80 million, state-of-the-art logistics hub, strategically located in the Suez Canal Economic Zone (SCZONE), is set to enhance Egypt’s logistics infrastructure and position the country as a key regional trade hub.
Spanning 300,000 square metres, the facility is designed to provide cost-effective, integrated supply chain solutions, leveraging DP World’s extensive global network. Scheduled for completion in June 2025, the park will drive efficiency, reduce logistics costs, and strengthen connectivity between Egypt, the Middle East, Africa, and beyond.
Situated just ten kilometres from Sokhna Port, the park offers direct access to Greater Cairo’s key markets and major industrial zones. Its strategic location will enable businesses to reduce operational costs and improve efficiency with streamlined cargo movements.
Built to the highest international standards, the park is designed to support a range of industries, such as agriculture, pharmaceuticals, retail, automotive and textiles.
It will feature bonded and non-bonded warehouses, office space and open cargo and container yards, with logistics activities including warehousing, freight forwarding, customs clearing, and value-added services like labelling, coding, sorting, packing and inspection.
“We are pleased with the progress made so far and remain focused on completing the first phase within the next few months,” says Ranjit Ray, Senior Vice President, Economic Zones, MENA region, DP World.
He said the facility will support a wide range of cargo across imports, exports, and transit, and will be integrated with DP World’s operations at Sokhna Port, offering a full range of multi-modal supply chain services, including freight forwarding and logistics solutions.
“Coupled with access to DP World’s global trade infrastructure network, this will provide cost-effective supply chain solutions for both local and international businesses,” Ranjit Ray pointed out.
The new facility has already drawn interest from both local and international markets, including businesses already established in Jebel Ali Free Zone (JAFZA) in Dubai, who are looking to expand regionally.
Added 11 February 2025
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Port Louis – Indian Ocean gateway port
Africa 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.
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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.
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Total cargo handled by tonnes during Calendar Year 2024, including containers by weight
- see full report for the latest month and year in the news section
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 |
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