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FIRST VIEW: twin sisters in port – MSC LETIZIA & MSC SOFIA CELESTE

Africa Ports & Ships

It’s not often that we find two sister ships in the same port and at adjacent berth, but it does happen and was the case last week with the arrival in the port of Durban of MSC Letizia (IMO 9702065) and MSC Sofia Celeste (IMO 9702091).

Both ships were built in 2015 at the Samsung Heavy Industries shipyard in Geoje, South Korea for their owner and operator, Mediterranean Shipping Company, and both sail today under the flag of Portugal, being registered in Madeira.

The ships have a length of 300 metres and width of 48 metres and each can carry a nominal load of 9,400 TEUs. Their deadweight is 127,447-tons.

Incidentally, there are no less than eleven ships of this class in service with MSC, all built between 2015-16, thus improving the odds of once again having two of these sister ships together in one of our South African ports.

These pictures are by Jumaine Kruger

MSC Sofia Celeste, with MSC Letizia behind her at Durban’s DCT2 North Quay. Picture by Jumaine Kruger

Africa Ports & Ships

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Tragedy as six die when Egyptian tourist submarine sinks in Red Sea

Africa Ports & Ships

Six tourists have died and another 39 were rescued when an Egyptian tourist submarine belonging to Sinbad Submarines, sank in the Red Sea near the resort city of Hurghada.

As far as is known all those on board other than the crew were Russian holidaymakers. A number of the passengers were children, some of whom were among the 21 persons who were hospitalised after their ordeal.  It is believed the five crew were among those rescued.

The accident happened at 10:00 local time on Thursday, 27 March as the submarine, which is certified to operate safely to a depth of 75 metres, cruised about a kilometre offshore near a coral reef.

The tourist submarine, fitted with large portholes through which passengers can view the underwater scenes, is one of two in the Sinbad fleet and was built in Finland.

As a safety measure the underwater vessel carries lifejackets and oxygen masks under and over each seat.

Each vessel is designed to carry 45 passengers and five crew and would normally operate in depths of up to 25 metres.

This is the second accident costing the lives of tourists in the northern Red Sea in recent months. On 25 November last year 16 people died when their tourist yacht ‘Sea Story’ sank mysteriously in rough seas. Another 28 were rescued.

The Egyptian resorts in the region are popular venues for European and UK tourists seeking sun and beach and underwater adventures.

To find out more about Sinbad Submarines go here

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Transnet reaches wage agreement with SATAWU, but UNTU remains at an impasse

 

 

 

 

Africa Ports & Ships

Transnet SOC Limited has successfully negotiated a three-year wage agreement with the South African Transport and Allied Workers’ Union (SATAWU), while discussions with another prominent union, the United National Transport Union (UNTU), have not yet reached a consensus.

The agreement, which will take effect on 1 April 2025, includes a structured wage increase: 6% for the first year, 6% for the second year, and 5.5% for the third year.

This offer, amounting to a total wage increment of 17.5% over the three years, encompasses increases to basic salaries, the 13th cheque, pension fund contributions, medical aid subsidies, and housing allowances.

Transnet has characterized this offer as reasonable and fair, particularly in light of the current financial and operational challenges facing the organization.

The company emphasized that the proposal takes into account the cost of living, employee wellbeing, job security, and the long-term financial sustainability of the organization.

However, UNTU has rejected Transnet’s offer, stating that they will not present it to their members for consideration.

The union’s refusal signals ongoing tensions in wage negotiations within the transport sector, leaving the possibility of further discussions or actions open.

Despite this setback with UNTU, Transnet remains optimistic that the wage agreement will be accepted by all employees and is hopeful for a resolution that will satisfy all parties involved.

As negotiations continue, the situation remains fluid, with potential implications for Transnet’s operations and its workforce.

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OCIMF unveils revised guidelines to enhance safety in Single Point Mooring for tankers

Africa Ports & Ships

On 25 March 2025, the Oil Companies International Marine Forum (OCIMF) announced the release of its updated guidelines for the Purchasing and Testing of Single Point Mooring (SPM) Hawsers—an essential tool for the safe mooring of tankers during oil loading and discharging operations from offshore facilities.

Single Point Mooring systems, which include connections to Floating Production Storage Offloading Facilities (FPSOs), Floating Storage and Offloading Units (FSOs), and offloading buoys, play a critical role in the marine oil transportation industry.

The proper specification and testing of SPM hawsers are vital to ensuring they possess the necessary strength and durability to perform safely in challenging conditions, thereby mitigating the risk of incidents that could lead to environmental harm.

Darron L. Biddle, OCIMF’s Publications and Advocacy Director, emphasized the importance of these guidelines, stating, “SPM Hawsers are a safety-critical piece of equipment in every offshore loading or discharge operation,” Biddle said.

OCIMF’s Publications and Advocacy Director, Darron L. Biddle. Picture courtesy: OCIMF

“It is crucial for the industry—manufacturers, purchasers, inspectors, and users—to have a consistent understanding of the various equipment configurations, along with detailed guidance on how to specify, purchase, and test them.”

The newly released second edition of the guidelines has been meticulously revised by an OCIMF Working Group, incorporating the latest product specifications and enhanced graphic visualizations to aid manufacturers and purchasers in selecting the appropriate SPM hawsers for their specific applications.

The updated document also includes a comprehensive appendix with practical tools, such as a Compliance Certificate, specification forms, checklists, and inspection report templates, which are designed to streamline the purchasing and testing processes.

This revision not only serves to standardize practices across the industry but also aims to foster a safer marine environment by promoting best practices in the design, construction, and operation of tankers and offshore vessels.

For those interested, the Guidelines for the Purchasing and Testing of SPM Hawsers, 2nd edition, is now available for purchase at OCIMF’s official website and replaces the original edition released in 2000.

OCIMF, a voluntary association of oil companies, is dedicated to enhancing safety in marine operations and environmental protection.

Its mission is to lead the global marine industry in promoting safe and responsible transportation of oil and gas products while developing best practices for offshore marine operations.

Guidelines for the Purchasing and Testing of SPM Hawsers, 2nd edition, is available to purchase from here and supersedes the 1st edition (2000).

For further information regarding OCIMF’s publications and guidelines, please visit OCIMF Publications.

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Nigerian ports get the nod for the ISPS Code from the USCG

Africa Ports & Ships

Nigeria earns high marks from U.S. Coast Guard for Port Security Excellence

Nigeria’s maritime sector received a significant boost this week as the United States Coast Guard (USCG) praised the country and its maritime authority, the Nigerian Maritime Administration and Safety Agency (NIMASA), for making “considerable progress” in implementing the International Ships and Ports Facility Security (ISPS) Code.

The accolade came after a USCG delegation, led by Joe Prince Larson of the International Port Security Programme, concluded a working tour of several Nigerian port facilities on March 25, 2025.

The team’s itinerary included inspections of the cutting-edge Lekki Deep Seaport and Dangote Port in Lagos State, as well as private terminals operated by Matrix and Julius Berger in Warri, Delta State.

These visits are part of a multi-year collaboration between the USCG and NIMASA to assess Nigeria’s compliance with the ISPS Code—a global security standard established by the International Maritime Organization (IMO) in 2004 to protect ports and ships from terrorism and other threats in the wake of the 9/11 attacks.

In an interim report presented to NIMASA’s leadership, Larson described Nigeria’s compliance as among the best in the world. “We visited Matrix and Julius Berger in Warri before heading to Lekki Deep Seaport and Dangote Port in Lagos, and the overall assessment is very positive,” he said.

“Nigeria demonstrates a clear and deep understanding of ISPS Code implementation, with compliance levels matching some of the top maritime nations globally.”

Larson noted that his team would relay these findings to USCG headquarters, expressing optimism about NIMASA’s ability to sustain this performance.

The endorsement could have far-reaching implications for Nigeria, particularly in lifting the Condition of Entry (CoE) restrictions imposed by the U.S. on vessels departing Nigerian ports.

The CoE, which mandates additional security screenings, has long frustrated Nigerian exporters, especially in the oil and gas sector, where the country ranks as Africa’s largest producer. A favourable USCG report might expedite the removal of these restrictions, streamlining trade with the U.S. and enhancing Nigeria’s global maritime reputation.

NIMASA Director General Dr. Dayo Mobereola hailed the USCG’s feedback as a testament to Nigeria’s commitment to maritime excellence.

“This positive assessment is a reward for the Federal Government’s dedication to developing the sector and the Agency’s efforts, under the Federal Ministry of Marine and Blue Economy, to meet international standards,” he said.

Mobereola credited Adegboyega Oyetola, the Minister of Marine and Blue Economy, for spearheading reforms that have elevated Nigeria’s port security framework.

The USCG-NIMASA partnership, launched in 2024, is a three-year initiative involving regular assessments to provide data-driven insights for improving port security. The Lekki Deep Seaport, operational since 2023 and billed as West Africa’s most advanced port, exemplifies Nigeria’s modernization efforts.

Meanwhile, the Dangote Port, tied to Aliko Dangote’s $20 billion refinery project—set to be the world’s largest single-train refinery—underscores the country’s growing role in global trade.

Maritime analysts suggest that Nigeria’s progress could attract more foreign investment and boost its blue economy, which the government estimates could generate $20 billion annually if fully harnessed.

Recent developments, such as the commissioning of new patrol vessels by NIMASA in late 2024 to combat piracy in the Gulf of Guinea, further signal Nigeria’s resolve to secure its waters—a region once notorious for pirate attacks but now seeing declining incidents, according to IMO reports.

As of March 26, 2025, Nigeria stands at a pivotal moment. With the USCG’s stamp of approval, the country is positioning itself as a secure and reliable maritime hub, potentially unlocking new trade opportunities and reinforcing its leadership in Africa’s shipping industry.

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WHARF TALK: Commissioning Support Operations Vessel (CSOV) – NORWIND BREEZE

Pictures by ‘Dockrat’ 
Story by Jay Gates

Rather than another use of the old adage of the London Bus analogy yet again, a change of emphasis on the idiom is required, with a tale of similar vessels all turning up one after the other. In terms of the worldwide offshore wind energy industry, and their vessels calling in at Durban and Cape Town, thanks to the Houthi idiocy, and as the old saying goes, it never rains but it pours. Although the use of the proverb in this context is positive, and not negative!

On 8th March, at 07:00 in the morning, the offshore wind farm Commissioning Support Operations Vessel (CSOV) ‘Norwind Breeze’ (IMO 9745079) arrived off Cape Town, from Las Palmas in the Canary Islands. She entered Cape Town harbour, proceeding into the Duncan Dock, and went alongside the outer berth of the Eastern Mole. Readers will now be getting used to such a vessel, and such a berth, normally means only one thing, a swift call for a purely logistics turnaround of bunkers, stores and fresh provisions.

With a slightly unusual history for a wind farm support vessel, and despite her modern looks, ‘Norwind Breeze’ was built back in 2015 initially as a Platform Supply Vessel (PSV), for work in the oil and gas industry. Named initially ‘Skandi Responder’, and then ‘MMS Responder’ for almost permanent offshore oil rig support work off Australia for MMA Offshore of Perth, in Western Australia, she was purchased in 2021 for conversion into a wind farm support vessel.

Built at the Vard Shipyard at Vung Tau in Vietnam, as a Vard 108 PSV design, and with the very distinctive Vard bow form, ‘Norwind Breeze’ is 82 metres in length and has a gross registered tonnage of 4,749 tons. She is a diesel-electric vessel and is powered by two Caterpillar 3516C HD generators, each providing 2,095 kW, and two Caterpillar C32 generators, each providing 880 kW, with power being provided for both domestic and propulsion requirements.

Power for propulsion is transferred to two Rolls-Royce Kongsberg AZP085 Azipull pods, each producing 1,600 kW each, giving her a service speed of 14 knots. Auxiliary machinery includes a single Caterpillar C6.6 emergency generator providing 138 kW, and a Corvus Orca battery system providing 500 kW of additional emissions free power. For added manoeuvrability ‘Norwind Breeze’ has three bow Brunvoll FU74 transverse thrusters, each providing 945 kW.

With her mix of Azipull pods and transverse thrusters, ‘Norwind Breeze’ has a dynamic positioning classification of DP2, which is provided by a Kongsberg K-Pos DP-21 system. Her DP capability is provided by three gyro compasses, two DGPS units, one Spotbeam system, one HiPap acoustic system, one Cyscan Laser system, and one Radius Fanbeam system.

She was purchased for conversion in 2021, by her current owners, who themselves were only created in 2021 to specifically enter the offshore wind farm commissioning market. Nominally owned by Norwind Breeze AS, of Ålesund in Norway, ‘Norwind Breeze’ is owned, operated, and managed by Norwind Offshore AS, also of Ålesund in Norway.

She was sent to the Vard AS shipyard at Brattvåg in Norway for her conversion into a Vard 410 CSOV design vessel. Originally with accommodation for 27 persons, an additional three deck high accommodation block structure was added to her aft deck to give her new accommodation for up to 60 persons. A warehouse was created under the accommodation block at the forward end of her working aft deck.

She reentered service in early 2022, and for her new commissioning support work, ‘Norwind Breeze’ was fitted with a temporary walk to work gangway. In 2023 she was sent to the Green Yard Kleven, at Ulsteinvik in Norway, for the fitting of her new permanent Uptime International active motion compensated (AMC) 3D walk to work gangway. This gangway is attached to its own integrated personnel lift tower, and for her construction support work she was also fitted with a 3D work knuckleboom crane with a lifting capacity of 2 tons.

In May 2022, as the first vessel to join the fleet of Norwind Offshore AS, ‘Norwind Breeze’ entered service with a contract to support the construction of the Hornsea 2 wind farm in the UK North Sea, which is located 49 nautical miles off the coast of East Yorkshire. The Hornsea 2 wind farm consists of 165 Gamesa 167DD wind turbines, with each turbine producing 8 MW for a field total of 1.4 GW, and providing electricity for 1.3 million homes, making it the largest wind farm on Earth. To put it into perspective, each single rotation of any one of her 165 wind turbines produces enough electricity to power one home for 24 hours.

In 2023 ‘Norwind Breeze’ began a commissioning contract on the Dogger Bank A wind farm, located 71 nautical miles off the coast of East Yorkshire, and which consists of 95 GE Haliade-X wind turbines, each producing 13 MW for a field total of 1.2 GW, and providing electricity for up to 2 million homes. When all five fields within the Dogger Bank wind farm are complete it will become the largest wind farm on Earth, producing a staggering 8.1 GW of electricity.

In May 2024 ‘Norwind Breeze’ moved to the Moray West wind farm, located just 12 nautical miles off the Scottish coast of Caithness, in the outer Moray Firth, and consisting of 60 Gamesa 222DD wind turbines, each producing 14.7 MW, for a field total of 882 MW, and providing electricity to 1.3 million homes. She spent 210 days working in the Moray West field.

The immense power output of the Gamesa 222DD wind turbines, manufactured by Siemens, makes them the most powerful wind turbines on Earth. With each wind turbine having three 108 metre long blades, giving them a rotor diameter of 222 metres, and a swept area of 39,000 m2, the Gamesa 222DD wind turbines dwarf anything currently operational in South Africa.

As expected, the time of ‘Norwind Breeze’ in Cape Town was short, and after just thirteen hours alongside, she had completed her uplift of bunkers, stores and fresh provisions, and was ready to sail. At 20:00 in the evening of 8th March, she sailed from Cape Town, with her AIS showing her next destination as being Singapore. As with her previous port of Las Palmas, and now Cape Town, her next stop in Singapore was likely to be another logistical bunker call.

The traffic of wind farm commissioning support and construction operation vessels from west to east is currently that they are nearly all heading for the newly developing wind farms in the Taiwan Strait, with the Changhua 2B and Changhua 4 wind farms off the Taiwan coast due to begin construction in the second quarter of 2025. Is this the destination of ‘Norwind Breeze’?

Whilst not necessarily linked to the ultimate destination of ‘Norwind Breeze’, the Changhua field operator is the Danish Wind energy company, Ørsted AS, of Fredericia in Denmark. Ørsted AS is also the operator of the Hornsea wind farm in the UK, which is where ‘Norwind Breeze’ was previously contracted. Also, her voyage to Cape Town, prior to Las Palmas, departed from Esbjerg in Denmark on 12th February, where she conducted a 12 hour logistics call, but which actually started the day before, on 11th February, from Fredericia, the home of Ørsted AS.

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Protect satellite navigation from interference – UN agencies urge

Edited by Paul Ridgway
Africa Ports & Ships
London

Aviation, maritime and telecoms agencies have raised the alarm over an increase in jamming and spoofing of satellite navigation systems. This was reported jointly on 25 March.

Increasing incidents of interference with aviation, maritime and other satellite telecommunications services mean States need to urgently enhance their protection of a critical radio-frequency band, the International Telecommunication Union (ITU), the International Civil Aviation Organization (ICAO), and International Maritime Organization (IMO) said with ‘grave concern’ in a joint statement.

These cases of harmful interference are in the form of jamming and spoofing that disrupt Global Navigation Satellite Systems (GNSS) operating in the frequency bands allocated to the Radio Navigation Satellite Service (RNSS).

Key actions required

The joint statement, signed by the Secretaries-General of the three UN specialized agencies, identifies five key actions required from Member States:

• Protection of RNSS from harmful interference affecting civilian and humanitarian operations.
• Strengthening resilience of RNSS-dependent navigation, positioning, and timing systems.
• Maintaining conventional navigation infrastructure for contingency support.
• Enhancing collaboration between regulatory, aviation, maritime, defence, and enforcement authorities.
• Implementing comprehensive interference reporting mechanisms.

IMO S-G’s comment

“The safety of seafarers and shipping relies on the resilience of systems to support safe navigation and communication,” said IMO Secretary-General Arsenio Dominguez.

“Interference with Global Navigation Satellite Systems poses a serious risk to shipping activities, which could cause collisions and grounding. I urge all Member States to act to protect these critical systems.”

Joint statement

The five-page joint statement is available to download here.

Ships and ports rely on GNSS for a wide array of applications relating to position, velocity and precise universal and local time which are used mainly for navigation purposes and, most importantly, on systems that are part of the Global Maritime Distress and Safety System (GMDSS).

SOLAS Convention

Regulation V/19.2.1.6 of the International Convention for the Safety of Life at Sea (SOLAS), 1974, requires that “all ships, irrespective of size, shall have a receiver for a global navigation satellite system or a terrestrial radio navigation system, or other means, suitable for use at all times throughout the intended voyage to establish and update the ship’s position by automatic means.”

IMO’s Maritime Safety Committee, through MSC.1/Circ.1644, has “urged Member States to take actions necessary to minimize interference coming from their territory, as required under the ITU Radio Regulations; consider issuing warning notices or advisories to mariners specifying the time periods and areas impacted by any known interferences to minimize negative effects upon maritime operations; and consider enacting measures that prevent unauthorized transmissions on recognized satellite navigation system frequencies.”

Article 4.10 of the ITU Radio Regulations states: “Member States recognize that the safety aspects of radionavigation and other safety services require special measures to ensure their freedom from harmful interference; it is necessary therefore to take this factor into account in the assignment and use of frequencies.”

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Government Opens Private Sector Participation in Rail and Port Freight Logistics

Africa Ports & Ships

The South African government has taken a major step toward revitalizing its rail and port freight logistics sector by inviting private sector participation.

Minister of Transport Barbara Creecy officially launched an online Request for Information (RFI) process to facilitate collaboration with private investors and address long-standing infrastructure and efficiency challenges.

Announcing the initiative, Minister Creecy emphasized that while strategic infrastructure such as railways and ports would remain under public ownership, the government aims to foster competition and attract investment to enhance efficiency. “The efficiency of logistics systems is integral to the functioning of all economies,” she stated.

Addressing Infrastructure Challenges
The initiative comes as South Africa’s rail and port systems struggle with declining performance, theft, vandalism, underinvestment, and operational inefficiencies.

The limited availability of state resources to address these issues has further strained the sector, prompting the government to seek private-sector involvement to fund rehabilitation and modernization efforts.

“Government and Transnet have received numerous unsolicited proposals from private stakeholders offering investment, skills, and expertise to support the rehabilitation of our struggling rail and port systems,” Minister Creecy said. She noted that the overwhelming interest made it clear that broader market engagement was necessary before the government moves forward with a formal Request for Proposals (RFP) in August 2025.

Key Focus Areas

The RFI phase will initially focus on key freight corridors to maximize economic impact:

1. Northern Cape to Saldanha Bulk Minerals Corridor – Targeting iron ore and manganese exports through the Port of Saldanha, as well as manganese exports to Port Elizabeth and Ngqura.
2. Limpopo and Mpumalanga to Richards Bay Bulk Minerals Corridor – Supporting coal and chrome exports, with special attention to non-RBCT coal, chrome, and magnetite exports at the Bayvue precinct.
3. Intermodal Supply Chain Project – Enhancing the container and automotive sectors by positioning South African ports as a regional transshipment hub.

Building an Enabling Framework

To support the integration of private sector investment, the government is establishing a Private Sector Participation (PSP) Unit within the Department of Transport. This unit will assist Transnet and the Passenger Rail Agency of South Africa (PRASA) in developing and managing PSP projects.

A Memorandum of Agreement is being finalized with the Development Bank of Southern Africa (DBSA) and National Treasury to formalize the hosting of the PSP Unit. In the interim, the Department of Transport has already set up a specialized team to structure PSP contracts and oversee procurement processes.

The Road Ahead

The RFI portal will remain open from 24 March to 9 May 2025, allowing interested stakeholders to submit their inputs. The feedback from this phase will help shape the formal Request for Proposals (RFP) process, which is set to launch at the end of August 2025.

Minister Creecy outlined key guiding principles for the reform, including:

• Aligning with the Cabinet-approved Roadmap for Freight Logistics.
• Ensuring a just transition that prioritizes job retention for Transnet and PRASA employees.
• Safeguarding state ownership of immovable assets to prevent fragmentation of the transport system.
• Promoting localization, industrialization, and key sector support, particularly in steel production and local rail manufacturing.
• Upholding Broad-Based Black Economic Empowerment (B-BBEE) and gender equality, with a focus on supporting small and medium-sized enterprises (SMEs).

Expanding the Initiative to Passenger Rail

Following the current RFI process on freight logistics, the Department of Transport plans to release a second batch of RFIs in May 2025, focusing on passenger rail projects.

Minister Creecy encouraged broad participation from interested stakeholders, stating: “Together, we can build a 21st-century transport system that strengthens industrial competitiveness, deepens regional integration, and drives inclusive economic growth.”

For more details and to submit proposals, stakeholders can visit the official RFI portal at www.psp-rfi.co.za.

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Mauritanian land and sea services benefit from EU European Peace Facility

by defenceWeb

North-west African country Mauritania is another beneficiary of financial assistance from the European Union (EU) European Peace Facility (EPF).

A new 20 million euro ($21.5 million) assistance measure, announced by the Council of the EU on 24 March, is the third to the former French colony and will see the country acquire military equipment.

Previous assistance measures totalled 27 million euros and were adopted in December 2022 and July 2024.

The measures, according to the statement, support efforts of the Mauritanian armed forces to promote stability in the Sahel, counter the risk of destabilisation and protect the territorial integrity and sovereignty of Mauritania and its civilian population against internal and external aggression.

Part of the overall assistance package sees the EU providing military activity capacity on land and sea by way of surveillance, deterrence and/or operations.

Patrol boat

The latest – and final – assistance measure is complementary and will see the Mauritanian landward force acquire mobile land surveillance equipment with the navy adding a second patrol boat to its fleet strength.

The equipment, according to the EU, will support the Mauritanian Armed Forces’ efforts to increase situational awareness on national territory.

It will also contribute to a permanent presence at sea off the country’s 750 km coastline to support maritime security in co-operation with the YARIS (Yaoundé Architecture Regional Information System).

Written by defenceWeb and republished with permission. The original article can be found here

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Africa’s harbour masters to sit down in conference next week

Africa Ports & Ships

Cape Town is set to become the focal point for Africa’s maritime industry as it hosts the second edition of the African Harbour Masters Committee (AHMC) Conference from 2 – 4 April 2025.

Under the theme Navigating the Future: Sustainable Port Management in Africa, the event will bring together around 200 industry leaders, including harbour masters, government officials, and maritime professionals from at least 20 African nations.

With ports serving as vital economic gateways, the conference will focus on developing strategies to enhance port performance, improve operations, and address sustainability concerns.

Discussions will explore the impact of climate change on maritime infrastructure, the safe handling of hazardous cargo, and the need for upskilling maritime professionals to meet future challenges.

AHMC President Captain Thulani Dubeko emphasized the significance of the event, stating, “This platform allows the African Harbour Masters Committee to drive forward the objectives of the 2050 Africa Integrated Maritime Strategy under the African Union, aimed at fostering environmental and economic progress across the continent.

“Over the years, we have seen the Committee’s influence grow, thanks to key partnerships with organizations such as the Port Management Association of East and Southern Africa and the Port Management Association of West and Central Africa.”

The conference will be officially inaugurated on 2 April 2025, by South Africa’s Deputy Minister of Transport, Mkhuleko Hlengwa.

Register to attend

Maritime stakeholders and interested parties are encouraged to register to participate in this landmark gathering.

Phyllis Difeto, Acting Chief Executive of Transnet National Ports Authority (TNPA), expressed her support for the initiative, stating, “TNPA’s commitment to the work of the AHMC extends beyond this event.

“We are dedicated to fostering growth, transformation, and efficiency within the maritime sector,” she said. “As industry leaders, it is our responsibility to facilitate trade, optimise port operations, and ensure safe navigation across African waters.”

As a key chapter of the International Harbour Masters’ Association, the AHMC plays a crucial role in uniting African harbour masters to exchange insights and best practices on maritime port operations.

With its focus on sustainability and economic transformation, the upcoming conference is poised to make significant strides in shaping the future of Africa’s maritime industry.

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Chinese anger at sale of Panama Canal ports to US investor highlights tensions

Africa Ports & Ships

Maria Ryan, University of Nottingham

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Historic deep-water port set to revolutionize trade in the Democratic Republic of Congo

Africa Ports & Ships

DP World’s Banana Port Project moves forward with Mota-Engil Partnership

In a groundbreaking move poised to reshape the economic future of the Democratic Republic of Congo (DRC), global trade giant DP World has tapped Mota-Engil, a titan in construction and engineering, to spearhead the ambitious Banana Port project.

This partnership signals a transformative leap forward for the DRC, a nation eager to cement its status as a pivotal trade hub in Central Africa.

Nestled along the Atlantic coast in Kongo Central province, the Banana Port is more than just a construction project—it’s a lifeline for a country seeking to streamline its trade and bolster its economic sovereignty.

As the DRC’s first fully-equipped maritime gateway for containerized cargo, the port promises to slash transportation costs, turbocharge trade efficiency, and provide a vital boost to industries ranging from agriculture to manufacturing.

For a nation long reliant on less efficient trade routes, this development is nothing short of revolutionary.

The port’s development will unfold in phases, with the first stage set to welcome the world’s largest vessels. Featuring a 600-metre quay, a handling capacity of 450,000 TEUs annually, and a sprawling 30-hectare storage area, the initial phase alone is a game-changer.

Future plans are even grander, with a second phase extending the quay by over two kilometres, amplifying the port’s capacity to meet growing demand.

Backed by DP World and British International Investment (BII), the UK’s development finance powerhouse, the project represents a monumental investment in the DRC’s future.

Beyond its logistical might, the Banana Port is a catalyst for opportunity. Construction will rally a coalition of companies, including local firms, and create thousands of jobs—both direct and indirect—breathing new life into communities and empowering Congolese workers and businesses.

Centralized administrative and customs operations will also enhance government oversight of foreign trade, a critical step toward economic independence.

Leading the charge is Mota-Engil, a firm with a storied legacy of delivering massive infrastructure projects across Africa.

Known for its expertise in port development and transportation solutions, the company brings a blend of innovation and sustainability to the table—qualities that dovetail seamlessly with DP World’s vision.

“The Banana Port is a transformative project that will reshape the trade and logistics landscape of the Democratic Republic of Congo,” said Sultan Ahmed bin Sulayem, Group Chairman and CEO of DP World.

“By partnering with Mota-Engil, we are ensuring that this world-class infrastructure fosters economic growth and creates new opportunities for the Congolese people.”

For the DRC, the stakes couldn’t be higher. With its strategic coastal location and cutting-edge design, the Banana Port is poised to unlock unprecedented access to global markets, reduce reliance on neighbouring countries’ ports, and fuel long-term prosperity.

As construction gears up, the promise of a stronger, more connected DRC is coming into view—one ship at a time.

The Banana Port is poised to become a catalyst for national and regional economic expansion, reinforcing the DRC’s position as a strategic hub for global commerce.

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U.S. Coast Guard scores major drug bust in Arabian Sea

Africa Ports & Ships

Combined Maritime Forces reports that in a high-stakes operation on March 19, a U.S. Coast Guard cutter working with the New Zealand-led Combined Task Force (CTF) 150 intercepted a vessel in the Arabian Sea, seizing a massive haul of illegal narcotics.

The bust underscores the power of international maritime cooperation in disrupting drug smuggling networks.

A team from the Sentinel-class fast-response cutter, USCGC Emlen Tunnell (WPC-1145), boarded the suspect vessel and discovered 200 kilograms of methamphetamine and 60 kilograms of heroin. After securing the narcotics, the crew documented and disposed of the contraband, striking a significant blow to illicit trafficking in the region.

Royal New Zealand Navy Capt. Dave Barr, deputy commander of CTF 150, hailed the operation as a testament to the skill and dedication of the U.S. Coast Guardsmen operating in challenging waters far from shore.

“The waters in this area are teeming with legitimate fishing and trading vessels, so it’s crucial to accurately identify potential smugglers,” said Barr.

“This operation not only removed a significant quantity of illegal drugs from circulation but also reaffirmed our commitment to ensuring safe and secure maritime trade.”

This latest seizure is part of an ongoing multinational mission to curb the flow of illicit substances in key waterways.

Combined Maritime Forces (CMF), the world’s largest international naval partnership, continues to play a crucial role in maintaining maritime security across 3.2 million square miles of Indian Ocean, including the Arabian Sea and the Gulf of Oman.

The Emlen Tunnell is currently forward-deployed to Bahrain as part of the U.S. Coast Guard’s Patrol Forces Southwest Asia (PATFORSWA), operating alongside regional and U.S. naval forces.

CTF 150, one of five task forces under CMF, is focused on disrupting the ability of non-state actors to transport weapons, narcotics, and other illicit goods.

This successful operation highlights the effectiveness of the combined efforts of partner nations in safeguarding international waters against illicit activities.

As smuggling networks evolve, so too does the resolve of the multinational forces patrolling these vital shipping lanes, ensuring they remain open and secure for legitimate trade.

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Piracy: The Yemeni-flagged fishing dhow Al-Hidaya has been released

Africa Ports & Ships

The Yemeni-flagged dhow AL-Hidaya, hijacked on 16 March off Durdura*, in the vicinity of Eyl, on the northern coast of Puntland (Somalia) has been released.

EUNAVFOR reports that on 20 March, the hijackers of the fishing vessel abandoned the dhow in the vicinity of Dhinowda, which is to the south of where the vessel was boarded.

On the following morning, EUNAVFOR ATALANTA conducted a friendly approach to assist the crew and to gather information from the fishing vessel.

All eight crew members are reported to be safe, and evidence of the hijacking were gathered.

This was the fourth piracy-related case involving fishing vessels in the area during 2025 – three of them involving Yemeni-flagged craft and a fourth being a Chinese fishing vessel.

EUNAVFOR said the commitment and effectiveness of its ATALANTA forces and their regional and international maritime security partners are essential in resolving these incidents hampering maritime safety and freedom of navigation in the region.

*  See that report here

Added 24 March 2025

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Drydocks World secures FPSO Baobab Ivoirien refurbishment and Life Extension contract

Africa Ports & Ships

Refurbished FPSO to Sustain Energy Production in West Africa for 15 More Years

Drydocks World in Dubai has been awarded the contract for the refurbishment and life extension of the FPSO Baobab Ivoirien by MODEC Management Services Pte. Ltd.

The project, set to commence in May 2025, will span eight months and involve extensive structural and operational enhancements.

The refurbishment will include 1,000 tonnes of steel renewal, 250,000 square metres of tank coating, and 11,500 metres of new piping, ensuring the vessel’s continued efficiency and safety in deepwater operations.

Additionally, crew living quarters will be upgraded, and advanced technologies will be integrated to enhance overall performance.

Upon completion, the FPSO’s operational lifespan will be extended by 15 years, playing a crucial role in supporting the region’s growing energy demands.

Drydocks World, a DP World company, has an extensive track record in vessel refurbishments, life extensions, and conversions, having completed over 50 similar projects, including more than 30 FPSO upgrades.

The FPSO Baobab Ivoirien is a vital asset in Côte d’Ivoire’s offshore production, boasting a processing capacity of 70,000 barrels of oil per day (bpd) and 75 million cubic feet of natural gas per day.

Additionally, the vessel can inject 100,000 bpd of water and store up to two million barrels of crude oil.

Currently operating at the Baobab oil field, 25 km off the coast of Côte d’Ivoire, the FPSO will be transported to Drydocks World’s Dubai facility for its scheduled refurbishment.

The contract signing ceremony, held at Drydocks World, was attended by Capt. Rado Antolovic, CEO of Drydocks World, and Gary Kennedy, President of MODEC Management Services Pte. Ltd.

“This agreement with MODEC underscores our expertise in executing complex FPSO refurbishment and life extension projects,” Capt. Rado Antolovic said.

”Our extensive experience in large-scale offshore engineering makes us the ideal partner to enhance the vessel’s longevity, efficiency, and operational safety. We are proud to support MODEC in ensuring the long-term reliability of this vital asset for West Africa.”

Gary Kennedy, President of MODEC Management Services Pte. Ltd., added that the selection of Drydocks World for this critical project had followed a rigorous evaluation process.

”Their proven track record in FPSO upgrades, commitment to quality, and emphasis on safety made them the ideal choice,” he said.

”Given the deepwater nature of the FPSO’s operations, precise refurbishment and life-extension measures are essential to maintaining efficiency and long-term safety.”

Originally converted in 2003 from an Ultra Large Crude Carrier (ULCC), FPSO Baobab Ivoirien was designed with expandable topsides to maximize offshore production capacity.

FPSOs like this play a pivotal role in deepwater oil and gas processing, allowing production at sea before transferring resources to tankers or pipelines.

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Dangote plans Nigeria’s largest seaport in Ogun State’s Olokola Free Trade Zone

Africa Ports & Ships

Nigerian billionaire and industrialist Aliko Dangote has unveiled plans to construct the country’s largest seaport in the Olokola Free Trade Zone (OKFTZ), Ogun State.

This ambitious project marks a significant investment in the state’s infrastructure and economic development.

Dangote made the announcement during a courtesy visit to Ogun State Governor Dapo Abiodun, highlighting that the favourable business climate and government policies have encouraged him to revisit the Olokola Free Trade Zone.

“We earlier abandoned our vision of investing in the Olokola Free Trade Zone, but because of Governor Dapo Abiodun’s policies and investor-friendly environment, we are back. Plans are underway to construct Nigeria’s largest port,” he stated.

Although details of the seaport project are yet to be fully disclosed, its strategic location is expected to enhance maritime trade, streamline supply chains for Dangote’s businesses, and ease congestion at Nigeria’s existing ports, particularly the Apapa and Tin Can Island ports in Lagos.

The new port could also create competition for the Lekki Deep Sea Port, inaugurated in 2023, but may ultimately alleviate pressure on Nigeria’s overstretched port infrastructure.

Dangote Group’s growing reliance on maritime transport has been evident, especially following the completion of its 650,000-barrel-per-day petroleum refinery in Lekki.

The company has emphasized the need for efficient shipping and distribution channels to support its industrial operations, including cement and fertilizer production.

The planned seaport, if executed, will solidify Ogun State’s position as a major industrial and trade hub, complementing the state’s thriving manufacturing sector.

The state, already home to the 12-million-metric-ton-per-annum Dangote Cement Plant in Ibese, is also witnessing the ongoing construction of a new 6-million-metric-ton-per-annum cement factory in Itori, scheduled for completion by November 2026.

This major port project aligns with the Nigerian government’s broader initiative to expand and modernize the nation’s port infrastructure.

Last year, authorities announced plans to invest over $1 billion to boost capacity at existing ports, tackling longstanding congestion and inefficiencies.

With Dangote’s renewed commitment to Ogun State, the new seaport could be a transformative development for Nigeria’s logistics and trade sectors, reinforcing the country’s status as a key player in regional and global commerce.

The state of Ogun wraps around the state and city/ports of Lagos while its west-facing border is met by the neighbouring country of Benin. Although Ogun state envelops Lagos state in this fashion, Ogun has only a small section of seacoast in the east, which is where the new port is being considered.

The Olokola Free Trade Zone, covering an area of 10,500 ha is situated on the border between the states of Ogun and Ondo

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New PIANC publications: The Planning of Fishing Ports; Mooring of large ships at quay walls

Edited by Paul Ridgway 
Africa Ports & Ships
London

Last week PIANC (Permanent International Association of Navigation Congresses) reported the publication of Working Group 224 Planning of Fishing Ports being an update of the industry of its WG18 of 1998.

Overall, it is an update to account for changes, more than 25 years later, including updates to previous sections on fishery resources, planning, technology, use of IT and auction halls.

South African input

There are new chapters on Disaster Resilience, and Maintenance. The volume covers both new fishing ports as well as updates or improvements to existing fishing ports.

The working group comprised fishery ports, national fisheries organisations, consultants and universities, with 21 members from 15 countries (Argentina, Australia, Chile, Denmark, Egypt, Iceland, Iran, Ireland, Japan, Netherlands, Norway, South Africa, Spain, UK and USA).

The Planning of Fishing Ports starts with the development of fishing port and resource planning policies before focusing on the planning principles. Disaster resilient ports, institutional arrangements, cost benefits are covered before then covering auction hall layouts, ICT/IoT utilisation in depth as well as maintenance, training and the environment.

The main text is of some 171 pages. The appendices totalling 113 pages cover case studies (planning, resilience, maintenance and institutional arrangements) as well as regulations and standards on fishery products.

Finally, the publication will be of interest to those involved in the planning, design, maintenance and operation of fishing ports of all types, including greenfield ports as well as for continuing evolution of existing ports.

Orders may be placed on the PIANC publications portal of the organisation’s website
here.

Mooring of large ships

Another recent publication from PIANC is Mooring of large ships at quay walls issued in January.

With the constant increase in ship sizes, more mooring incidents are occurring. Sometimes these are due to overloading of bollards and often as a result of overloaded mooring lines or the brake holding capacity of the winches. Mooring line strength is increasing more rapidly than the capacity of existing bollards.

Often the presence of cargo handling equipment, such as a crane track, can result in bollards having to be located close to the berthing line. Consequently they are not often in the ideal situation for effective mooring, which results in relatively short mooring lines and steep line angles.

The WG 186 guideline helps in understanding the mooring issues that berth owners and operators may face, especially for container and cruise vessel berths.

WG 186 guides the reader through the mooring issues that may affect safe mooring, including the Safe Working Load of future bollards. All the aspects that need to be taken into account in executing a mooring assessment are dealt with in Chapter 3, with some case studies included, showing the effects of a passing ship, time-varying wind loading and waves acting on a moored ship.

Chapter 4 provides information on a range of measures that can be used to assist in the safe mooring of large vessels, when conventional mooring arrangements are not adequate.

For more see here.

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WHARF TALK: offshore wind farm cable layer – NDURANCE

Pictures by ‘Dockrat’ 
Story by Jay Gates

Thanks to the Houthis and their erratic programme of terror in the Southern Red Sea, the casual maritime observer in South Africa has been introduced, over the last year, to the offshore renewable power industry, better known as the Wind Energy Sector. They have witnessed the arrival of every type of vessel that serves the wind energy industry, from heavylift carriers, turbine blade carriers, through to the incredibly sophisticated jack-up construction vessels, and to the highly specialised maintenance support vessels.

The passage of these vessels, most of them going east to west, as they position from the builders and manufacturers of the Far East, mainly back to northern Europe, is now set to continue with the telegraphed breakdown of the Gaza ceasefire, and the resumption of hostilities between the belligerent parties. One vessel type not always considered for offshore wind farm construction is the one that connects all the wind turbines, and gets their combined power back to shore, and into the national electricity grid. It is the humble cable layer.

On 10th March, at 08:00 in the morning, the offshore wind farm cable layer ‘Ndurance’ (IMO 9632466) arrived off Cape Town, from Algeciras in Spain. She entered Cape Town harbour, and rather than proceeding into the Duncan Dock for a short logistic call, she instead proceeded into the Ben Schoeman Dock, and went alongside the Dormac maintenance berth at Quay 502, indicating a shoreside engineering requirement might be part of the reason for her call.

Built in 2013 by ZPMC Zhenhua Heavy Industries at Shanghai in China, ‘Ndurance’ is 99 metres in length, and has a deadweight tonnage of 12,285 tons. She is a diesel-electric vessel and power is provided by two MTU 12V4000M generators, and two MTU 16V4000M generators, providing a total of 7,280 kW for propulsion and domestic requirements. Unusually, she has two separated engine rooms for redundancy.

Her auxiliary machinery includes a single emergency generator providing 220 kW. Power from her generators is transferred to two stern Azimuth thrusters, providing 1,250 kW each, and two forward Azimuth thrusters, providing 1,000 kW each, to give her a transit service speed of 11.5 knots. Despite having four azimuth thrusters, for that little extra added manoeuvrability she also has a single bow transverse thruster providing 550 kW. The mix of thrusters gives ‘Ndurance’ a dynamic positioning classification of DP2.

For her cable laying operations ‘Ndurance’ is fitted with a cable turntable, with a 26 metre diameter cable drum capable of holding up to 5,000 tons of heavy duty electric cable. Cable is deployed over her stern sheave using a Caley ‘A’ Frame, which is capable of lifting up to 70 tons. The Caley frame is fitted with an anti-pitch system, mounted on the frame crossbeam, to ensure that the cable is not subject to undue stresses during cable laying operations.

Her working deck covers an area of 2,100 m2, and for trench ploughing operations when burying cables she has a seven point mooring system. Deck operations are supported by a deck crane with a lifting capacity of 25 tons. Her hull was designed to allow ‘Ndurance’ to beach herself when conducting near shore export cable hook-up operations. She is capable of laying cables at a rate of 1,000 metres per hour.

She has accommodation for up to 98 persons, and she is one of two sisterships. She is owned and operated by Royal Boskalis Westminster NV, of Papendrecht in Holland, and she is managed by BW Marine Cyprus Ltd., of Limassol in Cyprus. In 2018, at the IHS DPC Innovation Awards ceremony, held in London, ‘Ndurance’ won the innovation award in the ‘Dredging Support Vessel’ category.

The Boskalis Group specialise in maritime infrastructure construction and improvement services. These activities are broken down with 53% covering maritime infrastructure construction, 42.5% covering offshore maintenance services in the energy sectors, and 4.5% covering towage and transportation services.

Since her introduction to service ‘Ndurance’ has been kept extremely busy in the wind farm construction sector worldwide. Her first contract, not wind related, was in early 2014 when she laid two electricity cables in Indonesia, from Ketapang on the island of Java, across to Gilimanuk on the island of Bali. The electricity supplied from Java was to overcome critical power shortages on Bali, and to assist with development of the island tourist industry.

Later in 2014, she positioned back to Europe to undertake her first wind farm contract by laying the export cables from the Luchterduinen wind farm field. This field lies in the North Sea, some 13 nautical miles off the Dutch town of Noordwijk, and produces 129 MW of power. The field consists of 43 Vestas V112 wind turbines, each producing 3MW, and provides electricity to 135,000 homes in Holland.

In 2015 she laid the export cables for the Gwynt y Môr wind farm field, which provides 576 MW of power, and lies in Liverpool Bay, off the coast of North Wales, where ‘Gwynt y Môr’ means ‘Sea Wind’ in the Welsh language. The field consists of 160 Siemens SWT107 wind turbines, each producing 3.6 MW, and provides electricity to 400,000 homes in North Wales.

In 2017 ‘Ndurance’ laid the export cables for the Galloper wind farm field, which provides 353 MW of power, and lies in the North Sea, 17 nautical miles off the English county of Suffolk. The field comprises of 56 Siemens SWT154 wind turbines, each producing 6 MW of power, and providing electricity for 444,000 homes in East Anglia.

In 2018 she began work laying the three export cables on the Hornsea 1 wind farm field, which at the time was the largest wind farm in the world, being the first to ever produce in excess of 1 GW of power. The field lies in the North Sea, 65 nautical miles off the coast of East Yorkshire, and produces 1.2 GW of power, comprising of 174 Gamesa SWT154 turbines, each producing 7 MW each, and providing electricity for no less than 1 million homes in the North of England.

In early 2020 ‘Ndurance’ moved to the Hornsea 2 wind farm field to lay the field export cables. This field consists of 165 Gamesa 167DD wind turbines, each producing 8 MW of electricity and capable of providing power to an even more impressive 1.3 million homes in England. The total output of the Hornsea 2 field is 1.4 GW, which makes it the largest wind power field on Earth.

Later in 2020 ‘Ndurance’ began laying the two export cables of the 857 MW Triton Knoll wind farm field, which also lies in the North Sea, 18 nautical miles off the coast of Lincolnshire. This field comprises of 90 Vestas V164 wind turbines, each producing 9.5 MW, and produces electricity for 935,000 homes in central England.

In 2023 ‘Ndurance’ was back in Dutch North Sea waters, 13 nautical miles off the Dutch port of Vlissingen, and started laying the two export cables, and the field interconnector cables, of the Borssele I and Borssele II wind farm fields, which together produce 752 MW of power. Power comes from 94 Gamesa SWT154, each producing 8 MW of power. She then moved to the adjacent Borssele III and Borssele IV wind farm fields, which produce 731 MW of power, and where she laid the two export cables. This combined field comprises 77 Vestas V164 wind turbines, producing 9.5 MW each.

In 2024, prior to her positioning voyage to Cape Town, ‘Ndurance’ completed the laying of the two export cables, and interconnector cables, of the Hollandse Kust wind farm field, which lies 29 nautical miles off the Dutch town of Egmont aan Zee. The field produces 760 MW of power from 52  Vestas V236 wind turbines, each producing a whopping 15 MW each, and providing electricity to 1 million homes in Holland.

The stay of ‘Ndurance’ in Cape Town was not long, and after just 15 hours alongside, her bunkers, stores, fresh provisions, and maintenance requirements were all completed. At 23:00 in the late evening of 10th March, she sailed from Cape Town, with her next destination, as per her AIS, given as Singapore, likely to be a final logistic stop for bunkers and other needs. That she is heading East is possibly a clue as to where she is ultimately heading to for her next cable laying contract.

Boskalis are well known for announcing new contracts, but not identifying where the contract is to be carried out. They currrently have a number of contracts about to start, where one of them is in Taiwan, and is connected to the new 920 MW combined Changhua 2B and Changhua 4 wind farm fields, which lie 19 nautical miles off the coast of Changhua County, facing the Taiwan Strait, and comprises 66 Gamesa 236DD wind turbines, each producing an impressive 14 MW of power. The field operator announced that the laying of  field interconnector cables would be commencing in 2025. Is this the destination of ‘Ndurance’?

Having written about all of these large offshore wind farm fields around the world, in the UK, Holland, and Taiwan, and of which they only represent a small number of the operational fields, a look at the equivalent South African wind power production gives some perspective.

In 2024, South Africa operated a total of 41 wind farms, of which the largest was the Impofu wind farm field, located in the Eastern Cape. It operated 57 wind turbines, producing a total of 5.8 MW of power. The total output of all 41 wind farms in South Africa came to a total of 109 MW. Compare this to just two fields, one in Holland, and one in the UK, as per this article.

The total output of the Borssele field in Holland is 1,483 MW, which is 255.7 times greater than that of the output of the Impofu field, or 13.6 times greater than the total of the whole wind power output of South Africa. The total output of the Hornsea field in the UK is 2,600 MW, which is 448.3 times greater than that of the output of the Impofu field, or 23.8 times greater than the whole wind power output of South Africa.

Europe, as with South Africa, also produces power from Coal, Gas, Nuclear, Solar and Wind facilities. That said, Holland produces 12,000 MW of power solely from wind farms, both onshore and offshore, which provide 18% of the total power requirements of Holland. This figure is still 110.1 times greater than the total output from the wind farms of South Africa.

In the UK, 15,000 MW of power comes from offshore wind farms, and 16,000 MW from onshore wind farms. This 31,000 MW of renewable wind power only represents 5% of all UK energy requirements and is an eye watering 284.4 times greater than the total output of all wind farms in South Africa. The comparison of how some nations are moving steadily ahead in this sector of the energy industry brings into focus how far South Africa is falling behind in harnessing free, renewable, pollution free, power.

For the nomenclature aficianado, it is not a spelling mistake to think that the ‘E’ has been missed in error when mentioning ‘Ndurance’, but this is the strange corporate marketing ploy of Boskalis, of deliberately misspelling Endurance. It is the same with her sistership, which is named ‘Ndeavour’, rather than Endeavour. The grating spelling errors are, sadly, deliberate.

For buffs of exploration history, and as many maritime historians know, ‘Endurance’ was the famous lost vessel of the great Antarctic explorer, Sir Ernest Shackleton, and ‘Endeavour’ was the even more famous vessel of the greatest explorer of all time, that of Captain James Cook, on his first circumnavigation, and a voyage of which he called at Cape Town in 1771.  

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The Blue Economy: The Horn of Africa, Nile Valley and the African Great Lakes

Africa Ports & Ships