Africa PORTS & SHIPS Maritime News

Bringing you shipping, freight, trade and transport related news of interest for Africa since 2002
Bringing you shipping, freight, trade and transport related news of interest for Africa since 2002


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Kmarin Aqua arriving in Durban. Picture: Trevor Jones, featuring in Africa PORTS & SHIPS maritime news
Kmarin Aqua Picture: Trevor Jones

The former Hanjin container ship KMARIN AQUA (IMO 9632480) seen arriving in Durban earlier in March. The 62,448-dwt ship is currently on charter with Maersk Line but remains owned by South Korean interests and managed by KMarin Ocean Services Corp of Busan, South Korea. The 250-metre long, 37.5m wide ship was built in 2013 and operated previously as HANJIN AQUA. Under this name the ship was in the news in December 2015 when she ran aground off Sangiang Island, Indonesia. She was refloated just over a month later and was able to sail for repairs. This picture is by Trevor Jones


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Kribi deepwater port as envisaged, appearing in Africa PORTS & SHIPS maritime news
Kribi deepwater port as envisaged

Cameroon’s Port Autonome de Kribi (PAK) has launched a renewed call for Expressions of Interest to pre-qualify which companies are willing to operate the multi-purpose terminal at the Kribi deepwater port.

The Cameroon government was forced to restart the process that had been concluded in August 2015 when it chose the consortium consisting of French company Necotrans and local group Kribi Port Multi Opérators (KPMO).

Necotrans was forced to abandon its concession to operate the Kribi MPT after the French group ran into financial difficulties, and in July last year the Philippine’s ICTSI and Singapore’s Olam groups respectively expressed interest in taking over the concession. This was a t a time when it was being announced that the French Bolloré group was involved with taking over the interests of Necotrans following that company’s liquidation.

Local reports subsequently quoted the Cameroonian subsidiary of Bolloré Transport Logistics as denying the takeover of the Kribi multi-purpose terminal

On 25 and 28 July 2017, the Singaporean group Olam and Philippine ICTSI respectively contacted the Cameroonian government, to express their interest in taking over from French Necotrans in the consortium declared winner (in 2015) of the contract for the concession of the multipurpose terminal at the deep water port of Kribi, awaiting commissioning in the Southern region of Cameroon.

However, Bolloré is already involved with Chinese group CHEC and France’s CMA CGM in jointly running the Kribi Container Terminal, which could have resulted in legal challenges. It also turned out that Necotrans had not signed a formal concession contract with the Cameroonian authorities before going into insolvency, which has led to the Cameroonian authorities now calling for new Expressions of Interest.


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The Mombasa ferries Kwale and Likoni at the German shipyard prior to delivery
The Mombasa ferries Kwale and Likoni in Germany prior to delivery of Likoni last year.  Kwale has still to be delivered

Kenya Ferry Services (KFS), which operates a fleet of ferries at Mombasa’s Likoni Channel, used by hundreds of thousands of people each day, has had to withdraw two vessels after technical hitches.

One of the ferries to be withdrawn for urgent repairs is the JAMBO, which was commissioned into service in August 2017.

The other is the older NYAYO which dates back to…


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MSC Maria Picture Nektarios Papadakis / Shipspotting, appearing in Africa PORTS & SHIPS maritime news
MSC Maria Picture Nektarios Papadakis / Shipspotting

We can confirm that container ship that came under attack off Port Harcourt earlier this week Pirates attack ship off Port Harcourt is MSC MARIA (IMO 9067544) which inaugurated a new service between Europe and West Africa late last year.

The attack took place on 16 March as the ship was approaching southwest of Bonny Fairway Buoy. It was 07h30 when the armed pirates arrived in a speedboat. The crew raised the alarm and activated the ship security alert system (SSAS) before…


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AU banner, featuring in Africa PORTS & SHIPS maritime news

The African Union (AU) on Monday stressed the importance of the African Continental Free Trade Area (AfCFTA) in Kigali, the capital city of Rwanda.

The international context, marked by “a worrisome weakening of multilateralism” and the principles of solidarity among peoples, make the execution of this flagship project crucial, said AU Commissioner Moussa Faki Mahamat.

He was speaking at the 18th Extraordinary Session of the Executive Council of AU, part of the ongoing AU extraordinary summit on the AfCFTA.

At a time when the rest of the world is coming together and consolidating itself in the resolute defence of its strategic interests, African countries have no choice but to forge ahead, said Mahamat.

The chairperson said some technical issues remain to be overcome, relating in particular to the nature of the Secretariat of the Free Trade Area, the number of ratifications required for the entry into force of the AfCFTA agreement and the admissibility of reservations.

The AfCFTA will induce an increase in intra-African trade of 52% by 2022 and significantly increase Africa’s industrial and agricultural exports, according to Mahamat.

African leaders were due to sign an agreement to launch the AfCFTA yesterday (Wednesday), the last day of the summit, according to the AU. It will make Africa the largest free trade area created since the formation of the World Trade Organization, the AU said.

The AfCFTA could create an African market of over 1.2 billion people with a GDP of 2.5 trillion U.S. dollars, said the pan-African bloc.

President Cyril Ramaphosa, who led a delegation to Wednesday’s summit, said South Africa is committed to the establishment of an AfCFTA, adding that it will boost intra-Africa trade in accordance with the aspirations of the African Union’s Agenda 2063.

He added that the AfCFTA will also offer an opportunity to create a bigger market and to improve the prospects of the African continent’s ability to attract investment. source:

Note:Nigeria, South Africa, Burundi, Lesotho, Namibia, Eritrea, Benin, Sierra Leone and Guinea Bissau abstained from the free trade area agreement.

South Africa however signed the Kigali Declaration for the launch of the AfCFTA — Africa PORTS & SHIPS.

AfCFTA: Africa positions for “the world’s largest free trade area”. What are the implications?

More than two years after the signing of the Sharm-el-Sheikh Tripartite Free Trade Area (TFTA) agreement in June 2015 – which brought together member states of the Southern African Development Community (SADC), East African Community (EAC) and Common Market for Eastern and Southern Africa (COMESA) – trade ministers from all of Africa’s 54 countries, including those of the Economic Community of West African States (ECOWAS), which already have a common external tariff, met in Niamey, the capital of Niger, in early December last year to agree final terms for the African Union’s Continental Free Trade Area (CFTA).

By and large, they made good progress. However, there are still issues to iron out. Member states have yet to agree on tariffs on all goods, for instance although on services, they successfully closed the book.

In order to make a meaningful impact, the CFTA will have to improve the quality as well as the quantity of intra-African trade. The objective of the CFTA is primarily to engender more intra-African trade, which currently comprises just 15% of the continent’s total merchandise trade. When compared with intra-regional trade in other continents – 67% in Europe, 58% in Asia and 48% in North America – this is quite low.

Efforts not very effective

Efforts, thus far, at improving the low trade interactions within the continent, have clearly not been very effective. There are signs of improvement, though. According to most recent data from Cairo-based African Export-Import Bank (Afreximbank), intra-African trade grew by 8% in the first nine months of 2017, with Guinea, Ethiopia, Burkina Faso, Equatorial Guinea, and Sierra Leone in the lead. This is definitely better than the marginal 0.6% growth to $156.94bn recorded in 2016.

Even so, there is still much road to cover before intra-African trade recovers to the 2013 peak level of $174.9bn. And as recently as 2015, intra-African trade growth was almost 9%. Afreximbank attributes the latest recovery to rising commodity prices, “improved regional trade across regional economic communities and some countries’ increased focus on promoting intra-African trade.” This could be the start of a paradigm shift.

Trading within and keeping up

After the jamboree likely to herald the signing of the CFTA, the various heads of government may as usual go back to their capitals and do little to implement the accords. However, things could be different this time: the need for improved intra-regional trade relations is now almost existential.

With additive manufacturing, automation and other fourth industrial revolution innovations likely to maintain the insurmountable advantage of developed economies, African manufactures will only thrive if they are traded within the continent. And since it is only by trading more with each other that this could be achieved, African governments will need to ensure hassle-free market access for African-made goods. This is the underlying motivation behind the CFTA.

To meet the continent’s needs, however, more of African countries’ predominantly primary commodity international trade will have to be pared down. For example, instead of exporting so much of their cocoa to Europe and the US, Ghana and Côte d’Ivoire should keep more of the crop at home to produce chocolate and other cocoa-related manufactures.

Batteries used to power electric vehicles could be manufactured in the Democratic Republic of Congo and Zambia, where the key input, cobalt, is found in abundance, instead of exporting the mineral to China.

Were the CFTA able to boost the quality of trade as much as the quantity, it could be truly groundbreaking. Considering how hard it has been to achieve even the slightest consensus on trade integration, however, this is probably too much to ask. But politicians cannot go on talking about the need for greater beneficiation without ever taking any concrete action.

“To meet the continent’s needs, however, more of African countries’ predominantly primary commodity international trade will have to be pared down. For example, batteries used to power electric vehicles could be manufactured in the Democratic Republic of Congo and Zambia, where the key input, cobalt, is found in abundance, instead of exporting the mineral to China.”

Strangely, the bulk of the small intra-African trade is in manufactures. But these tend to be goods like processed food products, cement, and so on, which are not complicated to manufacture. And even these supposedly simpler manufactures have to contend with cheaper imports in some African countries.

EPAs and other trade agreements

The CFTA signing will still be a work in progress. Negotiations on such important issues like intellectual property rights, tariffs for some goods, what constitutes proper competitive behaviour and so on, are still ongoing. Besides, there is the bigger issue of how African countries would extricate themselves from constraining bilateral and multilateral trade agreements with developed economies, which at first glance seem beneficial to African countries but on further scrutiny have been found to be ultimately detrimental to their long-term industrial development.

The European Union’s Economic Partnership Agreements (EPAs) top the list. In 2016, for instance, Africa’s trade with the European Union was valued at €262bn ($324bn), with a relatively small trade deficit of €28.6bn.

However, the fact that 62% of Africa’s exports were primary products and 71% of its imports were manufactures puts that deficit in a different light.
Thus, African countries will in addition to trading more with each other also need to exclude outsiders with as much zeal, at least for a while.

Vision to reality

When the CFTA vision becomes a reality, intra-African trade could increase by at least 50% over the next five years, according to some estimates. A market of more than 1.2bn people with a combined GDP of $2.2 trillion is a far stronger bulwark against limiting external trade forces than the tiny ones that inevitably get overwhelmed in negotiations with big countries – even as stand-alone economies – like the US, Britain and China.

Incidentally, even these countries which already trade a great deal within their own continents are becoming increasingly isolationist.

So, just as African countries are beginning to find trade unity, previously globalist and more integrated ones abroad are beginning to flirt with insularity. Benedict Oramah, president of Afreximbank, put it succinctly in remarks he made in early December:

“When the CFTA vision becomes a reality, intra-African trade could increase by at least 50% over the next five years. A market of more than 1.2bn people with a combined GDP of $2.2 trillion is a far stronger bulwark against limiting external trade forces.

“While the speed with which the CFTA has been concluded appears to indicate Africa’s preference for unity, we have to be mindful that the attainment of the ultimate goal of the CFTA of strengthening Africa’s role in global trade may be more difficult to achieve under the wave of isolationism sweeping across other markets.”

In any case, the trade barriers that really require attention on the continent would barely surface in negotiations or be amenable to them. For instance, infrastructure – which with its terrible state and its huge financing deficit ($93bn per annum) adds to logistical costs and retail prices – is one of the reasons why African goods are not competitive.

Non-tariff barriers like that would require not just collaboration between African governments but a sense of initiative by each of them. Source: African Business


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African countries yesterday placed their signatures to an agreement that will launch the African Continental Free Trade Area (AfCFTA) in Kigali, Rwanda*.

The UN Economic Commission for Africa (UNECA) has estimated the agreement’s implementation could increase intra-African trade by 52 percent by 2022, compared with trade levels in 2010.

Here’s what you need to know about the biggest trade agreement signed since the World Trade Organisation (WTO) was established.

What is AfCFTA?

African heads of government agreed to establish a continental free trade area in 2012 and started negotiations in 2015.

The agreement is set to be signed by all 55 member states of the African Union, bringing together 1.2 billion people with a combined gross domestic product (GDP) of more than $2 trillion.

The draft agreement commits countries to removing tariffs on 90 percent of goods, with 10 percent of “sensitive items” to be phased in later.

The agreement will also liberalise services and aims to tackle so-called “non-tariff barriers” which hamper trade between African countries, such as long delays at the border.

Eventually, free movement of people and even a single currency could become part of the free trade area.

Why a single market for Africa?

By creating a single continental market for goods and services, the member states of the African Union hope to boost trade between African countries.

Intra-African trade is relatively limited; UNCTAD, the main UN body dealing with trade, said it made up only 10.2 percent of the continent’s total trade in 2010.

David Luke, coordinator of the African Trade Policy Centre at UNECA, hopes the free trade area will correct this “historical anomaly”.

“Colonialism created a situation where neighbours stopped trading with each other. The main trading route was between African countries and European countries and between African countries and the US,” he told Al Jazeera.

Removing barriers to trade is expected to not just grow trade within Africa, Luke said, but also grow “the kind of trade this continent needs”.

Between 2010 and 2015, fuels represented more than half of Africa’s exports to non-African countries, while manufactured goods made up only 18 percent of exports to the rest of the world, a UNECA report said.

Within Africa, 43 percent of goods traded are manufactured products

Commodity prices are volatile, making economies that rely on their export vulnerable. Moreover, Luke said, the export of commodities tends to be capital- rather than labour-intensive.

“When you have this kind of economy, your young people cannot find jobs. And when they cannot find jobs, you see them trying to get to Europe and drowning in the Mediterranean,” Luke said.

“If you are making the basic things that everybody consumes, then you are creating jobs.”

Luke hopes the free trade area will also make Africa more competitive outwardly.

“If you can move further up the supply chain, you are better placed in a global context as well,” he said.

What are the challenges?

On Sunday, Nigerian President Muhammadu Buhari cancelled his attendance at the signing ceremony. A statement said the decision was made “to allow time for broader consultations”.
<p?> The Nigeria Labour Congress (NLC) had warned Buhari against signing the agreement, calling it a “renewed, extremely dangerous and radioactive neo-liberal policy initiative”.

Nigeria’s sudden stalling [along with South Africa’s] signals that not everybody is satisfied individual countries will be better off under the deal. See below.

A research paper by UNCTAD concedes that elimination of all tariffs between African countries would take an annual $4.1bn out of the trading states’ coffers, but would create an overall annual welfare gain of $16.1bn in the long run.

But there are fears that the benefits of the free trade area could be unevenly distributed.

Sylvester Bagooroo, a programme officer at Third World Network Africa, thinks the treaty focusses too much on cutting tariffs, without sufficient consideration of the varying production capabilities of African countries.

Africa’s most advanced countries are at an advantage with their more strongly developed manufacturing capabilities. Allowing them to sell their goods and services to the continent’s less developed countries could undercut industrial development there.

“If you don’t build on productive capacities, when you liberalise you are only going to be trading imported goods across Africa, and that will be a big blow to domestic manufacturing across the continent,” Bagooroo said.

“We need to pay attention to the big economies against the small economies. We need to pay attention to the dominant sectors against the weaker sectors.”

Eyerusalem Siba, a research fellow at the Brookings Institution’s Africa Growth Initiative, is concerned with the domestic policies “which need to be in place to assist workers and also businesses when competition increases”.

“It’s a good idea to integrate eventually, but are we ready for it? Not every expert I have spoken with agrees with it.”

Governments will need to develop a more skilled workforce adaptable to the demands of globalisation and at the same time create social policies for those who will lose jobs due to increased competition, Siba said.

“Competition tends to have a detrimental impact on wages in low-cost jobs, so countries need to think about how they’re going to address that situation.

“At the same time countries which are already connected to the global economy may benefit from integration, while others have to wait for the benefits to trickle down.

“It’s a good idea to integrate eventually, but are we ready for it? Not every expert I have spoken with agrees with it,” she concludes.

What’s next?

The text that was signed yesterday contains the legal framework for the free trade area, which will then need to be ratified by the individual countries through their respective domestic processes.

AfCFTA will come into force after it has been ratified by either 15 or 22 countries – a number that has yet to be agreed on.

A second phase of negotiations will be held later to cover investment, competition policy and intellectual property.

There are other details that still need to be ironed out; countries will need to submit which products they consider “sensitive”, thus exempting them from the tariff cut for now, for example. And the African Union Commission will need to establish a secretariat to preside over the agreement.

Still, UNECA’s Luke is hopeful African countries will move “very quickly”.

“This is something that the Africans have said they want to do for themselves. It’s not the World Bank; it’s not the IMF, it’s not anybody saying ‘You better do this or we’ll withhold something from you’. This is something that they voluntarily wanted to do.

“We do expect that they would want to get this treaty up and running as quickly as possible,” Luke said. source: Aljazeera

* Nigeria, South Africa, Burundi, Lesotho, Namibia, Eritrea, Benin, Sierra Leone and Guinea Bissau abstained from the free trade area agreement. South Africa however signed the Kigali Declaration for the launch of the AfCFTA.


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The Manufacturers Association of Nigeria (MAN) says Nigeria must be cautious before rushing into a free trade agreement with other African countries.

The President of MAN, Frank Jacob, urged the Federal Government to renegotiate trade conditions that will impede economic growth in its review of the Africa Continental Free Trade Area (AfCFTA) agreement.

He said MAN is apprehensive that the rules of origin (ROO) in the AfCFTA cannot be adequately enforced to guard against the influx of European Union (EU) goods into the Nigerian market.

The rules of origin are used to determine the country of origin of a product for the purpose of international trade.

“We are afraid that the rules of origin cannot be adequately enforced because goods from the EU can find their way into one of the African countries that have bilateral agreement with the EU,” Jacob said.

“When the goods get into the African country, they can repackage them, change the label from made in Europe to that of the African country. That same goods will surely find its way to Nigeria which is the main target market for the EU.”

The MAN President said the market access of the agreement was a concern to manufacturers as it leaves low protection to locally produced goods.

“The agreement says that 90% of the tariff plan would be liberalised, leaving only 10 per cent to protect manufacturers, and that 10 per cent is too low,” he said.

“That means the rest of the 90% is open, duty free, people can import. What we are saying is that the 10% is too small, even at the current Common External Tariff (CET) regime, we enjoy more than 10 per cent,” he said.

President Muhammadu Buhari recently cancelled his trip to Kigali, Rwanda, to sign the framework agreement for establishing the African Continental Free Trade Area (AfCFTA).

According to a statement from the Presidency, the trip was cancelled to allow for more consultations with stakeholders in Nigeria over the trade agreement.

Buhari was to sign the framework agreement for establishing AfCFTA during a summit that would host leaders of African countries.

The Nigerian Labour Congress (NLC) and the Organised Private Sector (OPS) have kicked against AfCFTA.

By Oluwatoyin Amao
Ships & Ports (Nigeria)

Note: South Africa also declined to sign the agreement at this stage, thus the sub-continent’s two biggest economies have opted to sit the matter out, for now! – Africa PORTS & SHIPS


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Shaldag Mark II naval patrol boat of the NIgeria Navy, featuring in Africa PORTS & SHIPS maritime news
Shaldag Mark II naval patrol boat of the NIgeria Navy

Three personnel including one senior official of the Israel Shipyards have been arrested on suspicion of having bribed an African official in order to secure tender for naval ships.

The reports say the three personnel including at least one from…


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Maersk Honam, whose bridge probably stopped the fire from spreading further, featured in Africa PORTS & SHIPS maritime news
Maersk Honam, whose bridge probably stopped the fire from spreading further

More than two weeks after a fire broke out among containers packed in the front of the 15,000-TEU container ship MAERSK HONAM, the fire is still alight despite efforts at curtailing it.

On 6 March the ship was sailing in the Arabian Sea and was some 900 n.miles south of Salalah when the fire was noticed. Five seafarers died in the fire, four of them aboard the ship and one later from his injuries. One of those who died was a South African from Johannesburg.

The rest of the crew was safely evacuated to another ship and were taken to a port in India. An Indian Coast Guard ship arrived on the scene to help control the fire and was later joined by fire-fighting tugs deployed by Ardent and Smit Salvage who were contracted to save the ship.

Despite earlier reports that the fire had been extinguished, it is reported to…



Evening photo of Saga Sky. Photograph taken from MAIB Accident Investigation Report 3/2018, reproduced by kind courtesy ©, appearing in Africa PORTS & SHIPS maritime news
Evening photo of Saga Sky. Photograph taken from MAIB Accident Investigation Report 3/2018, reproduced by kind courtesy ©


On 20 November 2016 at about 08h50, the general cargo ship Saga Sky collided with the rock carrying barge Stema Barge II approximately two miles off the south coast of the United Kingdom in the waters of the English Channel, Dover Strait.

Both vessels had been affected by adverse weather conditions created by Storm Angus. As a result of the accident, two subsea power cables were severed.

The accident report was issued by the Marine Accident Investigation Branch on 15 March 2018.

Safety lessons

Despite several prompts from the UK Coastguard, Saga Sky’s…

Edited by Paul Ridgway


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Illustration kindly provided by Commander, US Naval Forces Europe-Africa US Sixth Fleet ©,appearing in Africa PORTS & SHIPS maritime news
Illustration kindly provided by Commander, US Naval Forces Europe-Africa US Sixth Fleet ©

The Harpers Ferry-class dock landing ship USS Oak Hill (LSD 51) and embarked Marines from the 26th Marine Expeditionary Unit (MEU) arrived in the Black Sea port city of Batumi on 17 March for a scheduled port visit. This was reported by the news service of the Commander, US Naval Forces Europe-Africa US Sixth Fleet, text provided by Ensign Cody L Keim USN.

This port visit contributes to the strengthening of alliances and demonstrates a shared commitment to promote security and stability within the region at the same time unique opportunities are sought to enhance interoperability with US partners in the Black Sea.

In the words of Captain Brian Finman, Deputy Commodore, Amphibious Ready Group 4: “I have waited my entire naval career to visit the Black Sea and am very excited that the USS Oak Hill and the embarked Marines from the 26th Marine Expeditionary Unit are visiting Batumi, Georgia. We are incredibly fortunate to be visiting a city as beautiful and culturally rich as Batumi. We look forward to learning more about Batumi and our Georgian partners, further building upon our foundation of mutual respect.”

From 8-15 March Oak Hill and the embarked members of the 26th MEU participated in the amphibious assault exercise Spring Storm 2018.

This was a Romanian-led exercise in the Black Sea to enhance amphibious operations and staff interoperability between Romanian and US naval forces.

Oak Hill entered the Black Sea to demonstrate the US commitment to the collective defence of NATO allies and partners. This naval operation is in support of NATO allies in Eastern Europe and falls under Operation Atlantic Resolve.

The US Navy routinely operates in the Black Sea consistent with the Montreux Convention and international law.

Oak Hill (LSD 51) is one of the US Navy’s dock landing ships, designed to provide amphibious assault capabilities and fast response with an embarked landing force. Her home port is Little Creek, Virginia.

The 26th MEU, based at Camp Lejeune, North Carolina, is comprised of a Command Element (CE), the Ground Combat Element (GCE), the Aviation Combat Element (ACE), and the Logistics Combat Element (LCE).

US 6th Fleet, headquartered in Naples, conducts the full spectrum of joint and naval operations, often in concert with allied and interagency partners, in order to advance US national interests and security and stability in Europe and Africa.

Edited by Paul Ridgway


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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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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.



OACL's Boundary off Durban, March 2017, picture by Keith Betts, appearing in Africa PORTS & SHIPS maritime news

OACL's Boundary off Durban, March 2017, picture by Keith Betts, appearing in Africa PORTS & SHIPS maritime news

OACL's Boundary off Durban, March 2017, picture by Keith Betts, appearing in Africa PORTS & SHIPS maritime news
Boundary. Pictures: Keith Betts

Ocean Africa Container Lines, a division of the Grindrod Group, currently has four coastal feeder ships working from Durban to ports on the east and west coasts. Gone, at least for now, are the halcyon days on eight or nine of these ships plying their trade to Mozambique to Angola and all portsin between. One of the ships currently in service is the 750-TEU BOUNDARY (IMO 9126998), a happy reflection of the past with the perpetuation of famous ship’s names from among those company vessels going back many years. Owned by German interests and represented by agents Jebsen Shipping Management, the 14,587-dwt, 157-metre long, 23.5m wide Boundary has been on charter to OACL since January 2017. OACL operates a fortnightly service from Beira in Mozambique to Namibe in Angola with ports in between and using BOUNDARY, BORDER and BARRIER, plus a weekly service utilising the ship HORIZON between the ports of the Eastern Cape, Port Elizabeth, Ngqura and East London. These pictures are by Keith Betts



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