TODAY’S BULLETIN OF MARITIME NEWS
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- First View : TWO CRUISE SHIPS IN ALGOA BAY
- Port Statistics for December 2017 are now available
- Ngqura Manganese Terminal delayed until October 2023
- Oiltanking has new liquid bulk storage terminal at Matola (Maputo)
- Kenya’s standard gauge railway (SGR) opens to freight traffic
- US Commerce Department hits SA steel exports with heavy anti-dumping duties
- FEATURE: Africa could learn from Asia’s success with logistics corridors
- INTERNATIONAL: Latest expansion begins at Port of Felixstowe
- INTERNATIONAL: The Royal Navy was busy over Christmas
- PRESS RELEASE: DRC: Implementation of a “Port Tax” surcharge
- Expected Ship Arrivals and Ships in Port
- Cruise News and Naval Activities
- Pics of the Day : I saw three ships come sailing by
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FIRST VIEW: TWO CRUISE SHIPS IN ALGOA BAY
Two cruise ships in Algoa Bay. Seven Seas Voyager is framed by Seabourn Sojourn in this scene, taken in 2014 by Luc Hosten. The latter ship is back in South African waters in February.
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PORT STATISTICS FOR DECEMBER 2017 ARE NOW AVAILABLE
Port statistics for the month of December 2017, covering the eight commercial ports under the administration of Transnet National Ports Authority, are now available.
Total cargo handled at all eight ports during December 2017 amounted to 25.854 million tonnes, compared with November 2017 when 25.072 million tonnes of cargo was handled, an expected decrease for the month in question.
The Port of Richards Bay was again in the forefront in terms of volume by having handled…[restrict] bulk commodity exports (mainly coal) totaling 7.939 million tonnes of all cargo handled, down on the previous month of 8.534 million tonnes throughput. Saldanha also reflected a decrease from November’s 6.585mt to December’s total of 5.933mt as the year wound down. The Port of Durban, the country’s busiest port in terms of vessel calls and the wide variety of cargo, in particular containers, motor vehicles and bulk liquid commodities, totaled 5.853mt for the month, compared with 6.526mt in November. Ngqura handled 0.922mt in November compared with 1.027mt in November – these being entirely made up of containers.
Neighbouring Port Elizabeth was also fairly constant with a figure of 971,000 tonnes in November against 0.976 million tonnes in November. A fair proportion of this cargo consists of minerals – manganese and magnetite mainly, which will transfer across the nearby Ngqura within the next five years – see report below. Liquid bulk is also due to transfer from Port Elizabeth to Ngqura, so expect this proud port’s numbers to further as these happen.
Container volumes nationally were 338,597 TEU in November compared to 375,529 TEUs in November.
The above statements reflect comparisons with the previous month. For detailed comparison with the previous year – December 2016 – please go HERE; afterwards use your BACKSPACE button to return to this page.
These statistical reports on Africa PORTS & SHIPS are arrived at using an adjustment on the overall tonnage compared to those kindly provided by Transnet. This is to include containers by weight; an adjustment necessary because Transnet NPA measures containers by the number of TEUs and does not reflect the weight which unfortunately undervalues the ports.
To arrive at such a calculation, Africa PORTS & SHIPS uses an average of 13.5 tonnes per TEU, which probably does involve some under-reporting. Africa PORTS & SHIPS will continue to emphasise this distinction, without which South African ports would be seriously under-reported internationally and locally.
Port Statistics continue below
Figures for the respective ports during December 2017 are:
Cargo handled by tonnes during December 2017, including containers by weight
| PORT | December 2017 million tonnes |
| Richards Bay | 7.939 |
| Durban | 5.853 |
| Saldanha Bay | 5.933 |
| Cape Town | 0.882 |
| Port Elizabeth | 0.971 |
| Ngqura | 0.922 |
| Mossel Bay | 0.194 |
| East London | 0.160 |
| Total all ports | 22.854 million tonnes |
CONTAINERS (measured by TEUs) during December 2017
(TEUs include Deepsea, Coastal, Transship and empty containers all subject to being invoiced by NPA
| PORT | December 2017 TEUs |
| Durban | 198,849 |
| Cape Town | 56,090 |
| Port Elizabeth | 11,166 |
| Ngqura | 68,278 |
| East London | 3,811 |
| Richards Bay | 403 |
| Total all ports | 338,597 TEU |
SHIP CALLS for December 2017
| PORT | December 2017 vessels | gross tons |
| Durban | 274 | 10,011,560 |
| Cape Town | 141 | 3,835,123 |
| Richards Bay | 182 | 6,996,258 |
| Port Elizabeth | 77 | 2,624,062 |
| Saldanha Bay | 32 | 2,259,963 |
| Ngqura | 35 | 2,233,439 |
| East London | 27 | 795,977 |
| Mossel Bay | 32 | 261,204 |
| Total ship calls | 800 | 29,017,586 |
— source TNPA, with adjustment[/restrict]
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NGQURA MANGANESE EXPORT TERMINAL DELAYED UNTIL OCTOBER 2023
Transnet said last week that its manganese export facility at the Port of Port Elizabeth will be transferred to the neighbouring Port of Ngqura by October 2023, some six years later than the original projected date of 2017.
According to Transnet National Ports Authority (TNPA), Port Elizabeth is South Africa’s primary export corridor for manganese mined in the Northern Cape from where the commodity serves as an important catalyst for economic growth and development.
Manganese is exported across the globe and is also handled at several other ports.
During a site visit on 11 January 2018, Nelson Mandela Bay (Port Elizabeth) Executive Mayor Councillor Athol Trollip said the municipality would continue to cooperate with Transnet to attract greater manganese export volumes through Ngqura, while minimising potential negative impacts on livelihoods and convenience of the community.
Responding to recent public concern over manganese dust emissions, Port of Port Elizabeth Manager, Rajesh Dana, outlined a manganese management five-point plan formulated by Transnet SOC LTD.
“We do not dispute the fact that our manganese operation in Port of Port Elizabeth creates an inconvenience to port tenants and residents. However, as a responsible corporate citizen we have superior operational and compliance controls in place to mitigate these negative impacts. Our independent scientific data confirms that the current operations do not pose any medical harm to the health of employees and residents,” he said.
Dana said the five-point plan would include the following:
* Reviewing controls with particular emphasis on dust suppression systems.
* The continued analysis and collation of data relating to air emissions and environmental impacts thereof, with appropriate remediation action.
* The establishment of a Hotline to register any public concerns around manganese, which Transnet will use to improve its operations. The telephone number is (041) 507 1910.
* Monthly meetings with manganese operators will continue to ensure the safe, secure and efficient export, and
* Quarterly public engagements with key stakeholders will be held to share information transparently.
Dana said Transnet would also continue to employ innovative technologies, seeking guidance from the International Manganese Institute to ensure its operations remained safe and efficient.
According to Dr Martin Prinsloo, a service provider of Transnet: “Transnet has a biological monitoring programme in place where blood samples are drawn from exposed persons on a regular basis and sent to an independent medical laboratory. Results have confirmed that not a single case of toxicology/poisoning was ever recorded in the Port of PE. The manganese ore in the port does not pose a health risk when managed responsibly like Transnet is currently doing.”
He added: “Manganese should not be perceived as a poison. It is an essential element in the human body. If a person’s manganese levels are too low, it needs to be supplemented. If too high, it can lead to neurological problems, not respiratory problems. For a healthy body, the balance must be right,” said Dr Prinsloo.
While the total annual throughput capacity of the Bulk Ore Terminal at the Port Elizabeth plant is 5.1 million tons, no more than 250,000 tons of manganese ore is stockpiled at the terminal at any given time.
TNPA says that it remains sensitive to the concerns of the community and is constantly assessing methods to improve handling operations with minimal impact on the community and the environment.
Manganese is an important contributor to the national economy including the Nelson Mandela Bay Metro, creating large-scale employment and contributing significantly to foreign exchange earnings for South Africa’s development.
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OILTANKING HAS NEW LIQUID BULK STORAGE TERMINAL AT MATOLA (MAPUTO)
Germany’s Oiltanking GmbH has further expanded its operations in southern Africa with a new storage facility in Matola, Maputo, while expanding its operations in Mozambique by increasing its direct stake in Oiltanking Mozambique to 80% (from 60%).
The terminal in Matola received its first vessel on 26 November 2017. With land available for further development, the company says it may expand its operations beyond the initial storage capacity of 58,600 cubic metres (cbm).
The terminal has access to…[restrict] a jetty with a draft of 11.5 metres. In addition, the terminal is equipped with rail and truck-loading facilities to serve southern Mozambique and neighbouring countries including Swaziland, Zimbabwe, Botswana, and the northern provinces of South Africa.
On the land available for further expansion in Matola, Oiltanking is planning to build a large scale pressurized LPG (Liquefied Petroleum Gas) terminal of up to 33,000 cbm, as well as adding another 70,000 cbm of liquid storage.
An additional terminal is planned by Oiltanking in Beira, located centrally along the Mozambican coast. The terminal, which is currently at the development stage, will facilitate gas and petroleum product imports into the central part of Mozambique, Zimbabwe, Malawi, Zambia and the Democratic Republic of Congo.
“Mozambique is one of the main transit hubs for petroleum products on Africa’s east coast. The recent transaction and the other projects will further strengthen Oiltanking’s presence in Africa and enhance our ability to serve new market segments on the east coast of the continent,” says Lo Vanhaelen, Managing Director Oiltanking Matola.
Oiltanking GmbH is a subsidiary of Marquard & Bahls, a Hamburg-based family-owned company that operates in the fields of energy supply, trading and logistics. Oiltanking is the second largest independent tank storage provider for petroleum products, chemicals and gases worldwide. The company owns and operates 80 terminals in 24 countries within Europe, North and South America, Middle East, Africa (including Durban and Ngqura), India as well as in Asia and has an overall storage capacity of 21 million cbm.[/restrict]
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KENYA’S STANDARD GAUGE RAILWAY (SGR) OPENS TO FRIEGHT TRAFFIC
Right on schedule, Kenya’s first standard gauge railway (SGR) freight train departed from the terminus at the port of Mombasa on 1 January, bound for Nairobi, the country’s capital.
The inland terminal is at a place named Embakisi, just outside…[restrict] Nairobi, some 472km from Mombasa. The first freight train consisted of 52 wagons, carrying 20 containers of maize and 32 TBL (Through Bill of Lading) containers, on a journey lasting 9 hours 25 minutes at an average speed of just under 50km/h.
The SGR was built by the Chinese Road and Bridge Corporation on loans generated mainly by China’s Exim Bank. The new line roughly parallels the older metre gauge railway except where the use of straighter alignments, viaducts, embankments, and cuttings cater for the rough and in places hilly terrain. As a result and because of the wider gauge the SGR trains are able to maintain a higher speed than those on the metre gauge.
The charge for a 20ft container on the train is US$500 and $700 for a 40ft container for the complete journey, which includes terminal handling charges. Transit traffic making use of the inland container depots are charged in US dollars, while local domestic traffic is in Kenyan shillings. VAT applies only on domestic traffic.
According to the Kenyan Government, at least 40% of all cargo between Mombasa and Nairobi will have to be hauled on the SGR. This will be enforced by the Kenya Revenue Authority (KRA) which is to ensure that a minimum of 40% of all freight arriving and departing the country must be carried to or from Nairobi via the Nairobi Internal Container Depot for clearance.
Phase 2 of the SGR will see the line being extend from Nairobi to Naivasha with a further extension reaching the border with Uganda, where it is due to connect with a similar SGG being being in that country.[/restrict]
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US COMMERCE DEPARTMENT HITS SA STEEL EXPORTS WITH HEAVY ANTI-DUMPING DUTIES
As a result of recent investigations, the US Commerce Department has set anti-dumping duty rates on carbon and alloy steel wire rod imports from South Africa and the Ukraine.
Following the investigation of the South Africa steel exports into the United States, the Commerce Department has assigned a dumping rate of 142.26% for the South African firm of…[restrict] Scaw South Africa (Pty) Ltd, or Scaw Metals Group and Consolidated Wire Industries.
Of the other South African firms investigated, Davsteel Division of Cape Gate (Pty) Ltd was found to have no shipments of the subject merchandise during the period of investigation and was dropped from the enquiry.
All other South African producers/exporters of steel rod into the US have been assigned a dumping rate of 135.46%.
In its investigation into Ukraine exports into the US, the Department assigned a dumping rate of 44.03% to ArcelorMittal Steel Kryvyi Rih OJSC and Public Joint Stock Co (PJSC) Yenakiieve Steel due to their failure to fully cooperate in the investigation. Duferco SA was found to have no sales of merchandise during the period of investigation and was dropped the company from the investigation, but all other Ukrainian producers/exports of steel rod were assigned a dumping rate of 34.98%.
South African exports of carbon and alloy steel wire rod totaled US$7.1 million in 2016. In October last year the Steel and Engineering Industries Federation of Southern Africa (Seifsa) expressed its extreme concern over the United States’s investigations into carbon and alloy steel wire rod imports which it feared would worsen local industry woes.
The US International Trade Commission will make its final determinations in these investigations by 22 February and if it confirms that imports of steel wire rod from South Africa and or Ukraine are harming the US domestic industry, the Commerce Department will issue anti-dumping orders.[/restrict]
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FEATURE: AFRICA COULD LEARN FROM ASIA’S SUCCESS WITH LOGISTICS CORRIDORS
There are important lessons Africa can learn from the success of Asia’s developing economies. Arguably the single biggest catalyst that propelled India and Malaysia to high-growth economic status was their successful introduction of transport and logistics corridors, leaving no corner of their countries unconnected.
The Malaysian economy was literally transformed by the North-South Expressway, a rail corridor connecting all of the country’s states and pushing across the border into Thailand.
Before the Expressway was up and running, Malaysia’s seven states were achieving GDP growth of between 3.9% and 5% in the period from 1989 to 1993.
After the expressway started operating, the states’ growth surged to between 7.1% and 7.7% throughout the period from 2000 to 2013.
Granted, other factors also came into play, such as Malaysia’s technology-rich economy, but its logistics corridors are key in allowing the transport of labour and interregional trade.
The same goes for India, which has 65,000 kilometres of railroads traversing three million square kilometres of land. Compare that to Africa, which has a landmass of 30 million square kilometres but only 66,011 kilometres of railroad – most of it concentrated in coastal areas.
The establishment of successful corridors in Africa could trigger a similar transformation on the continent – but only if investors can be persuaded that such corridors would be a safe and sound investment.
Biggest deal-breakers
World Bank investment surveys have repeatedly shown that protection of their legal rights is the overriding concern of investors when making decisions about where to undertake major infrastructure projects. These concerns outstrip all other considerations, including consumer payment discipline (a close second), government guarantees, government efficiency and the judiciary’s independence.
Corridor projects can be potentially high-risk investments because they are expensive and typically involve a multiplicity of stakeholders, from lenders, ship owners and rail operators to buyers, ports authorities and governments, and often have a cross-border component that can be difficult to manage.
From a coordination perspective, the African Union and the continent’s regional economic bodies would probably be best placed to manage the overall development of such corridors.
From the point of view of derisking corridor investment on a contractual level, there is much that an investor can do to build in proper recourse to the courts and secure compensation should things go sour.
Challenges linked to full concessions
The starting point is to be aware of the challenges around a typical build, operate, transfer (BOT) concession model, where the landlord retains ownership of, for example, the port terminal that is being built.
In the full concession model, a major problem is obviously that the operator, lender, sponsor or developer cannot take security over the port infrastructure. In addition to the usual security taken over revenue flows from throughput agreements, the best way to overcome this would be to obtain government guarantees. If these are not forthcoming, investors and lenders could be excused for displaying a healthy scepticism as to the soundness of the investment.
Avoid traffic guarantees
Operators should be wary of contracts binding them to certain volumes of traffic using or passing through the facility. For example, eight or nine years ago, coal was riding the crest of a wave, but then the price plummeted. Many traders chose to sit on their coal stocks, hoping prices would pick up. The flow of coal through logistics terminals all but dried up, leaving providers who had agreed to traffic guarantees in a precarious position.
Back-to-back arrangements would be a better option than traffic guarantees, enabling providers to escape the vagaries of commodity price fluctuations.
Take all costs into account
Logistics terminals cannot function without infrastructure such as quay walls, which more often than not the operator is expected to pay for through private investment. This infrastructure is not an asset for the operator, and neither does it generate revenue, but it is essential to the operation nevertheless. The operator must ensure that these expenses are appropriately built into the financial model and concession agreement.
Similarly, the operator must make provision in the contract for any superstructure (such as locomotives, wagons, tipplers and ship loaders) that it is expected to pay for.
Watch out for tariff control
For the bankability of a corridor project, pricing to the user is critical. A potential pricing pitfall is the existence of tariff control, which could result in investors severely burning their fingers if the powers-that-be decide to change the tariffs charged at terminals. This happened in Nigeria in 2015 when, in the absence of a ports authority, the shipping council was made the interim regulator. It promptly reduced users’ rates to 2009 levels, plunging port providers into a financial crisis. The key here is to build watertight pricing safeguards into the concession arrangements.
Biggest sticking point of all
There are of course many other contractual issues that operators should be aware of, such as fixed costs versus variable costs, but the biggest sticking point of all is probably the question of compensation on termination of the contract. It is vital to ensure that agreement is reached as to what compensation is payable, to whom and when.
There are three possible default scenarios:
- Institutional default, such as if the facility is expropriated mid-term for any reason. Provision should be made in the contract for the operator and lender to be fairly compensated for their investment and funding over the duration of the concession period.
- Operator default, which might arise for instance if traffic to and from the facility dries up and the operator is unable to continue with the concession. Here, it is important to ensure that the lender is adequately compensated, but also that the landlord or grantor of the concession does not make a windfall gain. There should also be a punitive element, in the form of a disincentive such as a discount on full compensation, so that it is not too easy for the operator to just walk away.
- Force majeure, such as where a war or environmental pollution makes a facility unusable early on in the concession. While it could be argued that such an event is simply “bad luck”, it should not result in the landlord receiving a windfall gain at the expense of the lender and developer, and the risk should be shared on both sides through a fair compensation formula.
Handled appropriately, the various contracts and projects that make up a bigger corridor project could help close the logistics gaps that are now so common across Africa, and give investors peace of mind that their legal rights will be protected. As always, the devil lies in the detail.
About Bowmans
Bowmans is a leading Pan-African law firm. Its track record of providing domestic and cross-border legal services in the fields of corporate law, banking and finance law and dispute resolution, spans over a century. With 400 specialised lawyers, Bowmans is differentiated by its geographical reach, independence and the quality of legal services it provides.
The firm delivers integrated legal services to clients throughout Africa from six offices (Cape Town, Dar es Salaam, Durban, Johannesburg, Kampala and Nairobi) in four countries (Kenya, South Africa, Tanzania and Uganda).
Bowmans works closely with leading Nigerian firm, Udo Udoma & Belo-Osagie, which has offices in Abuja, Lagos and Port Harcourt, and has strong relationships with other leading law firms across the rest of Africa. It is a representative of Lex Mundi, a global association with more than 160 independent law firms in all the major centres across the globe.
Clients include corporates, multinationals and state-owned enterprises across a range of industry sectors as well as financial institutions and governments.
Bowmans expertise is frequently recognised by independent research organisations. The firm has been named African Legal Adviser by DealMakers for the last three consecutive years and South African Law Firm of the Year for 2016 by the Who’s Who Legal. Most recently, Bowmans won the Technology, Media and Telecommunications Team of the Year Award at the prestigious African Legal Awards hosted by Legal Week and the Corporate Counsel Association of South Africa in 2017. The firm was also ‘highly commended’ in the African Law Firm of the Year – Large Practice and Litigation and Dispute Resolution Team of the Year categories.
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INTERNATIONAL NEWS
LATEST EXPANSION BEGINS AT PORT OF FELIXSTOWE
The Rt Hon Chris Grayling MP, Secretary of State for Transport (illustrated), has officiated at a formal ground-breaking ceremony to mark the start of work on the latest phase of expansion at Hutchison Ports Port of Felixstowe. This was reported by the port on 11 January.
Approximately 13 hectares of new paved container yard are to be constructed directly behind Berth 9 at the UK’s largest container port. The work will include the reclamation of 3.2 hectares of seabed.
Commenting on the latest development,…[restrict] Transport Secretary Chris Grayling said: “This important expansion of Felixstowe continues the port’s impressive record of investment to make sure it is well placed to make the most of trading opportunities both now and in the future.
“As a great, global trading nation, the UK and its ports are the natural home for international maritime business. It is great to see our largest container port expanding its offering so it can grow and prosper.”
Clemence Cheng, CEO of the Port of Felixstowe and Executive Director, Hutchison Ports, added: “Berths 8&9 were the first berths in the UK built to accommodate the latest class of ultra-large container vessels. The creation of additional container storage will allow us to optimise container handling operations between the berth and its supporting yard and further enhance the service we offer to our customers.”
Completion of the new container yard, which will comprise ten container storage blocks and allow six-high stacking, is scheduled for early 2019. The yard will add 18,000 TEU of storage capacity to the 130,000 TEU already available at the UK’s largest container port.
This work will further enhance Felixstowe’s ability to handle the world’s largest container ships. The port was the first in the UK to handle the latest class of 18,000+ TEU ships and in 2017 welcomed 166 calls by the largest class of mega-ships, more than any other port in the country.
Hutchison Ports is continuing to invest in rail facilities at the port and a new benchmark was set in 2017 when Felixstowe became the first port in the UK to handle more than 1 million TEU by rail in a single year.[/restrict]
Reported by Paul Ridgway
London
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THE ROYAL NAVY WAS BUSY OVER CHRISTMAS
The Portsmouth-based Type 23 frigate St Albans was called upon to sail on 23 December and keep watch on the new Russian warship Admiral Gorshkov as she passed close to UK territorial waters.
HMS St Albans remained at sea on Christmas Day to monitor the Russian frigate, keeping track of her activity in areas of national interest. It was planned that the frigate would return to Portsmouth on 26 December and remain ready for very short notice tasking over the holiday period.
Defence Secretary Gavin Williamson said: “I will not …[restrict]hesitate in defending our waters or tolerate any form of aggression. Britain will never be intimidated when it comes to protecting our country, our people, and our national interests.”
The festive season saw an upsurge in Russian units transiting UK waters. HMS Tyne was also called upon to escort a different vessel, a Russian intelligence-gathering ship, through the North Sea and the English Channel on Christmas Eve. A Wildcat helicopter from 815 Naval Air Squadron, based at RNAS Yeovilton, was then dispatched to monitor two further Russian vessels.
Commander Chris Ansell, CO of St Albans, said: “My ship’s company take great pride in serving Great Britain and the role they play dealing with both the routine and unexpected. Missing parts of Christmas and New Year with our families is never easy, but it is absolutely required as part of our duty to keep Britain safe all year round.
“There is a pressing need to protect UK interests close to home, in the air, above and below the waves. Our trade, economy and information networks depend on the sea, and this operation demonstrates the Royal Navy’s commitment to protecting our home waters and readiness to undertake short notice operations.
“Christmas Eve saw some particularly exciting and bumpy weather, with some of my newer sailors getting used to their sea legs, but we have made sure the job was done and I will get my team back home as soon as possible. Our families have been incredibly supportive and even sneaked a few presents into our bags so we had things to open, resulting in a great Christmas Day at sea.”
The 190-strong ship’s company of HMS St Albans were with more than 4,000 sailors and Royal Marines deployed across the globe to respond to anything that may come their way. A total of 1,540 men and women are deployed from the sands of the Gulf to the depths of the Atlantic, helping to safeguard the UK’s economic interests and maintain security at sea. A further 2,485 are being held at immediate readiness for any defence or civil task that may have emerged over the festive period.
As a high-readiness unit St Albans may be called upon at any time to help prevent arms trafficking, people smuggling, conduct counter-terrorism operations, maritime search and rescue, or escort duties like those she is portrayed here. She is equipped with a Merlin helicopter of Culdrose-based 829 Naval Air Squadron, and state-of-the-art radar.[/restrict]
Reported by Paul Ridgway
London
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DRC: Implementation of a “Port Tax” surcharge
According to the Governmental Decree No.028/CAB/VPM/MIN/TC/2017 issued on 7 August 2017 by the Ministry of Transport of the Democratic Republic of the Congo, CMA CGM wishes to inform its customers on the application of a new governmental “Port Tax” surcharge.
As from 2 January 2018 (*), this “Port Tax” surcharge will apply to all Imports in DRC from worldwide and all Exports ex DRC to worldwide and will be payable in the Democratic Republic of the Congo, as per government published tariff as referred below:
DRC published tariff “Port Tax” applicable to imports and exports
US$ 40 per 20ft
US$ 80 per 40ft
All cargo and type of equipment (dry, reefer & special equipment)
(*) FMC Corridor date of application is 26 January 2018 subject to FMC filing.
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GENERAL NEWS REPORTS – UPDATED THROUGH THE DAY
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EXPECTED SHIP ARRIVALS and SHIPS IN PORT
Port Louis – Indian Ocean gateway port
Ports & Ships publishes regularly updated SHIP MOVEMENT reports including ETAs for ports extending from West Africa to South Africa to East Africa and including Port Louis in Mauritius.
In the case of South Africa’s container ports of Durban, Ngqura, Ports Elizabeth and Cape Town links to container Stack Dates are also available.
You can access this information, including the list of ports covered, by going HERE remember to use your BACKSPACE to return to this page.
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CRUISE NEWS AND NAVAL ACTIVITIES
QM2 in Cape Town. Picture by Ian Shiffman
We publish news about the cruise industry here in the general news section.
Naval News
Similarly you can read our regular Naval News reports and stories here in the general news section.
PIC OF THE DAY : I SAW THREE SHIPS COME SAILING BY
Pictures by Ian Shiffman
Three cruise ships that arrived in South African waters recently are Fred Olsen Lines’ BOUDICCA (top), MSC Cruises MSC SINFONIA (middle) which has transferred from Durban to Cape Town briefly, and Crystal Cruises’ CRYSTAL SYMPHONY. The South Africa cruise season continues until April/May. All three ships are making multiple cruises along the Southern African coast, with the MSC ship spending almost six full months here. These pictures, taken in Cape Town, are by Ian Shiffman
THOUGHT FOR THE WEEK
“A Happy New Year! There is a glow of cheer and optimism in the very words ‘New Year.’ The old year, with its anxieties and worries, is over. It too brought happy days and sunshine, and in memory we must cherish the bright places.
– May Louise Crane
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