Japan to increase usage of Mombasa Port

Japan to increase usage of Mombasa Port

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He was leading a delegation of senior Japanese officers from the Ministry of Transport, Foreign Affairs and defense on a fact finding mission to Mombasa recently. The delegation which was received by the KPA Managing Director Mr. Gichiri Ndua was inspecting the port’s capacity to handle both containerized and general cargo.

"We are here to assess the port capabilities in terms of infrastruc-ture and equipment before the Japanese Government can make a final decision", said Maj. Tominaga.
Major Tominage revealed that his Government was planning to ship a lot of materials including construction equipment and gen-eral merchandise to the region and in particular for the develop-ment of South Sudan. He said most of the cargo will be shipped in 40ft containers. he port of Mombasa is set to experience a rise in Japanese cargo in the near future, Major Atsushi Tominaga from the Central Transport Management Command camp has said.
M essages of Congratulations are still being received fol-lowing the recognition of the Kenya Ports Authority as a top ten distinguished corporate tax payers in the country.
KPA was presented with a trophy and certificate through the CEO Mr. Gichiri Ndua during the 8
The selection criteria were based on absolute amount of tax paid, outstanding growth in revenue commensurate to revenue remitted, Voluntary compliance, timeliness, accuracy and cooperation in the last financial year.
The Kenya Revenue Authority Commissioner General Michael Waw-eru said the ceremony was marked on the third day after Mashujaa day to signify the importance of the occasion. Waweru said tax com-pliance is the best gesture of patriotism and heroism th year old ceremony organized by the Kenya Revenue Authority and presided over by his Excellency the President of the Republic of Kenya. Safaricom and Kenya Breweries took position one and two respectively.
This is a testimony that KPA has continued to play a crucial role in National development through offering of efficient port services and substantial contribution to the exchequer.

MARINE BASED DAMAGE CONTROL PLAN

On Board Damage Control

This Classification News is intended to clarify the requirements for damage control plans and damage control booklets on board ships. To date, the SOLAS Convention has required damage control plans and booklets to be carried on board: • passenger ships, regardless of size, since at least 1974 • dry cargo ships over 100 metres in length, constructed on or after February 1, 1992 • dry cargo ships over 80 metres in length, constructed on or after July 1, 1998, and • all ships, regardless of length, constructed on or after January 1, 2009. The text of the current requirement (applicable to all ships constructed on or after January 1, 2009) can be found in SOLAS Chapter II-1, Part B-4, Regulation 19. Further guidance on what the damage control plan and damage control booklet should contain is provided in circular MSC.1/Circ.1245. The previous circular on the subject, MSC/Circ.919, gave similar information for ships which had to provide these documents under the earlier requirements.

General

1. Scope of Damage Control
   1. Damage control comprises the entire system of maintaining watertight integrity, controlling stability, repairing damage, providing for defense against gas, and caring for injured personnel. It deals with material, personnel, operations, methods and organization.
2. Importance of Preparation
   1. The control of damage is dependent, to a great extent, upon the measures taken prior to action to reduce and localize the effects of collision, grounding, or the casualties of battle. The prevention of the spread of water, fire and gas within the ship by closing all openings and the elimination of inflammable material is greatly aided by the care with which the damage control preparation for war and battle is made as covered by the Strip Ship Bill and the Clear Ship for Action Bill in later sections of this chapter.
3. Responsibility for Organization
   1. All heads of departments and division officers are responsible for the phases of damage control coming within the limits of their departments and divisions. The Damage Control Officer, however, is the coordinator of the various phases of damage control and he shall be responsible under the supervision of the Executive Officer for satisfactory organization and a master bill for carrying out efficiently all phases of damage control. Heads of departments and division officers shall cooperate to the fullest extent with the Damage Control Officer in all matters relating to damage control.
4. Compartmentation Integrity and Stability Control
   1. Watertight, airtight and fumetight integrity are important functions of damage control. Watertight integrity insures the buoyancy and stability of the ship, and the maintenance of minimum list and proper trim. Airtight and fumetight integrity contribute to the necessary protection against gas attack.
   2. In connection with watertight integrity the Damage Control Officer coordinates the various phases of stability control. In battle he is in direct charge of the control of stability. He shall assemble all pertinent data in Damage Control Central. He shall maintain the Construction Department personnel in an efficient state of training relative to the handling of water in the ship to meet the needs of stability control.

Pirates hijack Greek tanker "ELMIRA"

Pirates hijack Greek tanker

Related

• Nato forces free hijacked Italian ship | 11/10/2011
• Spanish aid workers abducted in Kenya | 14/10/2011
• S Korean forces storm hijacked ship | 22/01/2011

Somali pirates have hijacked a Greek-owned chemical tanker in the Gulf of Aden with a crew of 22 people on board including an unarmed guard, a regional maritime expert said today.
The Marshall Islands-flagged Liquid Velvet  was seized yesterday in the Gulf of Aden, said Andrew Mwangura, maritime editor of the Somalia Report .
The 11,599 DWT vessel is owned by Greek firm Elmira Tankers, according to the firm's website.
"It was taken yesterday. It was going from Suez and heading to India. Crew members are 21 Filipinos and one unarmed security guard," Mr Mwangura said.
Increasingly well-armed and violent Somali pirate gangs are expected to ramp up attacks as the monsoon season ends and the seas off the Horn of Africa flatten.
A pirate who gave his name as Khalif told Reuters he had heard of a hijacking but could not confirm details.
"We had alarm calls of a hijacking ... from our frends. They told us they have boarded a tanker ship but we didn't get further details from them," he said from the pirate haven town of Dhanane.
Piracy in the Gulf of Aden and Indian Ocean costs the world economy billions of dollars a year. British prime minister David Cameron has said British merchant ships off the coast of Somalia will soon be allowed to carry armed guards.
Pirates operating from the shores of Somalia have raked in millions of dollars in ransoms from hijacked ships, including oil tankers.

KENYA MARINE FISHERIES LAUCH NEW WATER CRAFTS

KMFRI launches state of the art reseach vessel –
Fisheries Development Minister unveils RV Uvumbuzi
The minister for Fisheries Development and MP for Funyula Honarable Dr. Paul Otuoma unveiled Sh75 million state-of-art research vessel— RV Uvumbuzi — acquired by KMFRI to promote research programmes in Lake Victoria on the 4th of June 2010.   The colorfull ceremony was held in Kisumu. In attendance included Kisumu Town West MP Olago Aluoch, Fisheries PS Prof Michemi Ntiba accompanied the minister.

‘R.V. UVUMBUZI” is a modern research vessel for aquatic research and is expected to undertake research providing information leading to informed management  decisions for Lake Victoria fisheries and environmental management.  Research undertaken using this vessel will strengthen collaborative work already going on within the East African Community. 
The ship is fitted with Multi-parameter limnological equipment including state of the art water quality monitoring system – CTD with a multi-parameter CTM 90 probe and fluorometer proxy sensor capable of self contained operations up to depths of 100 meters. A SIMRAD EK 60 dual frequency hydro-acoustic scientific echo-sounder provides real time on-board laboratory download displays of distribution and density of fishstocks.  Hydro-acoustic information is supplemented by data from mechanized pelagic (mid water) and bottom trawls.  Research undertaken using this vessel will strengthen collaborative work already going on within the East African Community.

The new stat of the art research vessel has the following additional features:

• On-board analytical laboratory
• 15 days resilience for prolonged stay off-shore
• Adequate rest cabins for crew and scientists
• State of the art communication equipment including VHF, SSB radios and satellite phones
• State of the art Navigation equipment and Radar
• Eco-sounders
• Samples storage chambers for frozen and toxic substances

 

Marine Fisheries Resources

This includes the 12 nautical miles territorial waters and the 200 nautical miles EEZ. The marine resources have considerable quantity and range of coastal and offshore marine fisheries resources with good potential for economic development.
The Kenyan marine zone is bordered by a coastline measuring some 420 km in length in a straight line, expanding to some 880 km when taking into account the actual coastal landscape. Two main river systems, the Sabaki, just north of Malindi and the Tana about 80 km further north reach the coast. 
Outflow from these rivers enrich the local fishing grounds, which in turn support commercial concentrations of shrimps (prawns). Much of the coastline is fringed by mangrove forest and swamp. The total area of the Kenyan EEZ is about 230,000 sq km.
Kenya’s known marine inshore fishing grounds include the rich inshore grounds around Lamu Archipelago, Ungwana Bay, North Kenya Bank and Malindi Bank. The inshore fisheries zone is an important part of the Kenya fishery.  The zone is exploited predominantly by artisanal fishermen who operate some 4,800 mostly un-motorized boats to produce around 6,000 – 7,000 Mtons of fish annually, valued at over KShs 500 million. Annual catches have fluctuated between 4,000 and 10,000 Mtons over more than a 20-year period.
The prawn fishery from which approximately 400mt are landed each year are fished by commercial trawlers from the two fishing grounds with brackish waters.
The offshore waters of the Kenyan zone yield catches of large tunas, billfishes and pelagic sharks to foreign fishers.
The offshore fisheries zone is exploited by vessels from Distant Water Fishing Nations (DWFNs).  The main species sought are the highly migratory tunas including skipjack, yellowfin and bigeye tuna. Some of the fish landed in Kenya and transhipped overseas.  Others are landed directly in the Distant Nations. License fees from this earned the Government around KShs 30 million per year approximately US $ 400,000).  The fees charged are 20,000 US$ for purse seiners. 

Inland fisheries

Kenya is endowed with extensive inland waters, covering in all an area of between 10 500 and 11 500 km2 (depending on rainfall/year), Inland fisheries account for about 96 percent of annual total national production. However it is the country's 6 percent share of Lake Victoria that accounts for almost all of the national freshwater capture fishery catch. Other lakes and rivers of fisheries significance include; Lake Turkana, Baringo and Naivasha. Major rivers include the Tana, Nzoia, Kuja, Yala and Athi/Sabaki. The fisher exploiting this resource are generally small scale Planked canoes, often equipped with dhow-rigged sails, are the usual forms of fishing craft. Gear kits are primarily based on gill nets, long lines, beach seines and 'mosquito' nets.

Aquaculture

Kenya has great potentials for aquaculture growth. It is endowed with climatic diversity, natural features and resources that favour the culture of a wide variety of aquaculture species. However, though not yet quantified, only a small portion of these resources are utilized. Aquaculture in Kenya can be categorized into three broad divisions. These are;

• Warm fresh water aquaculture dominated by the production of various species of tilapia and the African catfish (Clarias gariepinus) mainly under semi intensive systems using earthen ponds.
• Cold fresh water aquaculture involving the production of rainbow trout (Oncorynchus mykiss) under intensive systems using raceways and tanks.
• Marine water aquaculture (mariculture) which is underdeveloped

The Tilapine species constitute about 90% of aquaculture production in Kenya. Polyculture of the Tilapines with the African catfish is sometimes done to enhance productivity under mixed sex culture systems. The production of the Tilapines and the African catfish is characterized by low pond productivity mainly due to employment of low pond management practices. The result has been stagnation of National aquaculture production over the past few decades. Because of the poor perception of aquaculture as an economic activity, it has been difficult to promote its commercialization, as most potential investors are not convinced that aquaculture can be a profitable enterprise.
Aquaculture contributes about 1% of the total national fish production. Currently the total area under aquaculture stands at 722.4ha which include dam aquaculture. The production from this utilized area stand at an average of 4,300,000 Kgs per year.

Kenya Ports Authority tariffing services

Kenya Ports Authority

TARIFF

PREAMBLE

The Minister responsible for Kenya Ports Authority has approved the tariff contained in this publication. The tariff shall be effective from the 1^{st day of February 2008.}

It is notified for general information that the Board of Directors, in pursuance of the powers of Section 30 of the Kenya Ports Authority Act, CAP 391, 1978 has prepared and published this Tariff as approved by the Minister.

These charges shall apply equally to all port users (individuals, persons, firms or corporations engaged in or responsible for handling vessels and cargos including and not limited to cargo agents, charterers, brokers, freight forwarders, Shippers or consignees).

Charges and dues appear in Sections I-IV of this Tariff. In the event of any inconsistency or contradiction between the provisions of this Tariff and the provisions of the Act, the latter provisions will prevail.

The whole Tariff has been denominated in United States of America Dollar (US$). The Kenya Ports Authority Management may allow payment to be made in Kenya Shillings (Kshs.) and reserves the right to prescribe the currency of payment and the exchange rate to be applied.

Wharfage

Exemption from Compulsory Pilotage

i. Ships owned or operated by the Government other than those engaged in commercial trade.

ii. Ships owned or operated by the Authority.

iii. Authorized ferries plying as such exclusively within the Harbour limits.

iv. Ships of less than 500 Gross Tonnage

v. Ships trading exclusively between Ports in Kenya.

vi. Dredgers or similar vessels whose ordinary course of navigation does not extend beyond the Port limits.

(bb) Exemption from Light Dues

i. Naval Ships on courtesy calls and Government vessels not engaged on trading voyages.

ii. Passenger/ Cruise vessels.

iii. At the sole discretion of the Authority, vessels entering a Port on account of distress, weather, with mutinous crew or entering when disabled or for medical assistance (provided they do not stay in Port longer than 48 hours.) For any period in excess of 48 hours, such vessels shall pay the normal rate specified under CLAUSE 4 of this Tariff.

Exemption From Port /Harbour Dues

The following vessels are exempted from payment of these Dues:-

i. Naval Ships on courtesy calls and Government vessels not engaged on a trading voyage.

ii. Vessels entering the Port solely for bunkers, fresh water or provisions provided that they do not stay in the port longer than 24 hours.

(dd)

Laid Up Vessels

The Owners or Agent(s) of a vessel in Port intending to lay it up shall give Notice of such intention to the Authority and provide proof that: -

i. The Ship has no cargo on board and is not used for storage purposes.

ii. The articles of agreements with the crew thereof have been closed other than for the following who must remain on board during the entire period of lay up to maintain the Ship and facilitate safety;

• An Engineer to man the generators

• One Deck Officer

• 2-3 Seamen to deal with any emergency that may arise.

iii. The Ship has been surveyed and certificate of seaworthiness issued by a competent Authority.

On receipt of the notice and proof as above, the Authority may at its discretion grant consent and declare the date on which such vessel shall be treated as a "laid up" vessel.

(ee)

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i. Standby attributed to delay in opening or closing hatches by Ship crew.

ii. Standby attributed to delay in rigging Ships gear by crew (This delay is only applicable if advance notice of requirement of Ship gear was given to the vessel).

iii. Standby of gangs allocated on the next Ship planned for a berth attributed to failure by a completing vessel to sail on appointed time if the Authority did not contribute to the delayed sailing of the completing vessel.

iv. Standby of labour attributed to failure by Ship to provide loading/discharging instructions or stowage/bay plan.

v. Standby of labour attributed to poor supply of empty containers delivered directly to vessel from depots outside the Port.

Chargeable Delays he following delays occasioned during operations shall be paid for parties causing the delay;

NOTE

(ff)

Dangerous Cargo

i. Dangerous goods are all those substances listed in the I.M.D.G. Code published by the International Maritime Organization. (IMO)

ii. It is mandatory for Ship operators to declare all dangerous goods on board in the form prescribed under the IMDG Code. Trade names of dangerous goods are not acceptable.

iii. It is mandatory for all Ship’s Agents and Clearing and Forwarding Agents to declare all dangerous cargo by class on all documents required in the clearance process.

Waste Reception Facilities Vessels can only discharge their garbage, sludge and Ship waste into designated Waste Reception Facilities in accordance with the requirements of International Convention for the Prevention of Marine Pollution at Sea (MARPOL), on payment of appropriate published charges. Salvage Operations

Vessels within the Port limits are obliged to accept salvage services offered by the Authority. These services shall be charged separately from normal Marine Charges. The charges shall be based on the nature of salvage or as per the Lloyds Open form.

(gg)

(hh)

All chargeable delays are subject to 15 minutes free period from commencement of the delay as booked in the supervisor’s working report or any relevant document. :

(cc)

The following vessels may be exempted from compulsory Pilotage provided that such exemption will assure safety to Harbour installations, vessels or other crafts:- Wharfage charges shall be raised on all cargo passing over the quays, wharves, jetties and buoys except Transhipment cargo which is exempted.

MV PACIFIC EXPRESSE HIJACKED AND SET ON FIRE

MV PACIFIC EXPRESSE HIJACKED AND SET ON FIRE

Zanzibar Ferry Disaster

At least 192 people have reportedly been killed after a ferry carrying 600 passengers sank off the Tanzanian coast
The boat, MV Spice Islanders, sank in an area of deep sea after leaving the mainland port of Dar es Salaam.
It was travelling between Zanzibar's main island, Unguja, and Pemba, both popular tourist destinations.
Hundreds of passengers are still missing, many of them children.
Survivor Yahya Hussein, 15, said: "I realised something strange on the movement of the ship. It was like zigzag or dizziness.

"After I noticed that I jumped to the rear side of ship and few minutes later the ship went lopsided."

He said there were many children on the ship.

Another survivor Mwita Massoud said that after the ship began to list, water rushed through the main cabin and stopped the engines.

Many potential passengers had refused to board because it was so overloaded.

Mohammed Aboud Mohammed, the minister for state in the vice president's office, said about 230 people had been rescued so far.

"We appeal for calm to the public," he added.

"The government is doing its best it can to handle the situation. There is no need to panic."

Thousands of residents mobbed the docks of Stone Town on Zanzibar waiting for news, with many of those present expressing anger that the ship had been allowed to leave the port so overloaded.

Some survivors have been brought to shore in fishing vessels, while others have clung to debris in the sea, waiting for assistance.

Authorities are struggling to cope and have asked for foreign help.

In 2006, another ship capsized at the Tanzanian island of Zanzibar, claiming hundreds of lives.

kenyan ferry m.v kwale rams adocked ship mv seawind at mbaraki wharf

m.v kwale dented adocked ship mv seawind at mbaraki wharf

Mv kwale rammed a docked ship and narrowly missed colliding with another one, sparking panic among passengers on Likoni Channel on Thursday.

The 1.30pm incident occurred as Mv Kwale was returning to the island from the mainland south.

The ferry was about to land at the ramp when the coxswain lost control of the vessel and it started to drift back into the deep waters.

The vessel has a capacity of 1,550 passengers and 60 vehicles.

After ramming the Monrovian registered ship, Mv Sea Wind, the ferry hurtled down the channel where it nearly collided with a ship dredging the channel.

The incident left passengers deeply shaken.

There was a near stampede when it landed and several passengers were injured after hitting the railings as they disembarked from the vessel.

The impact left a dent on the ship, while the ferry’s railings and roofing were damaged and life rafts destroyed.

Business came to a standstill at the island matatu terminus and Mama Ngina Drive as residents followed the incident fearing that the worst could happen.

KFS managing director Musa Hassan Musa said.“We cannot say anything for now until thorough investigations are done to ascertain why the ferry hit the docked ship” he noted.

Director General at Kenya Maritime Authority

Director General at Kenya Maritime Authority

NANCY KARIGITHU is the Director General at Kenya Maritime Authority (KMA). She has consulted for the International Maritime Organisation (IMO) and is the first person from the East and Southern Africa to sit on the board of the World Maritime University in Sweden. She spoke EUGENE OMILO about her exciting career and life

My years in high school can explain why I have always been at the centre of a male dominated industry. My school, Kamuiru Secondary School in Kirinyaga, was being changed from a mixed to a boys’-only school. I happened to be in the class with the last batch of girls.

My role model then was lawyer Effie Majisu (later on Effie Owuor), who was one of the leading lights in my home district. Martha Karua too was one of the people who inspired me to pursue a career in law at the University of Nairobi.

Nancy with her husband Charles and their sons. [Photo: maxwell agwanda/ standard]

My first job was as a legal assistant at Kiambo & Company Advocates in Mombasa. Later I worked at the Attorney General’s chambers in Mombasa as a State Counsel for three years. When my contract expired in 1990, I joined KENYA Ports Authority as a senior legal officer.

My appointment at KPA was a turning point in my life. It is here that I was introduced to the maritime industry. Ever since I learnt to make a paper boat as a little girl in Standard Two, I had developed a fascination with marine life. After that, I always wanted to visit and probably work at the Coast. 

I was an in-house lawyer delivering legal service to the ports authority and its subsidiaries and rose to the rank of acting Assistant Corporation Secretary. During this time I studied for a Master’s degree in Maritime Law at the International Maritime Law Institute in Malta, Italy.

Private practice

In 1995, I resigned from KPA to venture into private practice. I established Karigithu & Company Advocates.

Leaving KPA to start building a reputation of my own was a challenge. When you work with a successful organisation, people view you with awe and tend to respect you more than when you are on your own.

My family supported me through it all and the company gained its feet.

When the decision to move back to public service came in 2005, I had a confidence crisis. I was convinced my departure would see my legal firm crumble. The financial prospects too disturbed me as I was doing a lot of consultancy on maritime issues, assisting several African countries set up maritime administrations as a partner at South Africa based Burport Maritime Consultancy, and the returns were irresistible. But there are some experiences that money alone cannot buy.

Looking back, I can say taking over as Director General at KMA and being part of the effort that put our maritime industry in a position where it can get international recognition has been worth the sacrifice.

I was humbled last year when Kenya eventually got into IMO’s White List. Former KPA Managing Director Brown Ondego recognised my effort and told me I had achieved a fete that had been elusive to him in six years.

When I took up my current post at KMA, the regulatory function in the industry was done by KPA yet their core business was not focused on regulation. We were not at par with technological advancements in the industry and with various IMO conventions. I am glad we have come from far.

One of my lowest moments was when we were doing the Merchant Shipping Bill. I used to constantly travel back and forth from Mombasa to Nairobi and sometimes things did not work out well. The Bill had lapsed many times with the effect being many setbacks in the industry. However it was successfully passed into an Act.

I am inspired by Philippians 4:13: “I can do all things through Christ who strengthens me.”

I am stubborn to a cause, almost tenacious. If I have a problem, I will stop at nothing to have it fixed. But if I realise I am beaten, I do eat humble pie.

I am not a party animal; I value privacy. If you ask me, the best way to spend my quality time is to be at home with my family. There isn’t enough time for that, though.

Simplicity

I am a conservative dresser. My colours are black, grey and navy blue. I remember showing up to work in a flowery dress when I got my first job and my employer was mad at me. Today, my wardrobe is practical and I wear my clothes for a long time.

My mother used to say that if there was an urgent errand, I should be the person to carry it out since I never took a lot of time to dress up. You won’t find me wasting a lot of time in front of a mirror applying makeup. There is no much time for that.  Not that I am rough, though.

My hairdo too is simple and realistic. I can’t sit for three hours in a salon to have my hair done; I’d rather spend the time with my family.

I eat simply. I like traditional vegetables and African dishes. Occasionally, I step out and try something different with my family. Mostly, we try out Chinese or Japanese cuisine.

You will normally see me in my kitchen on Sundays. I also try as much to teach my sons to cook.

I pray often because I believe God is central to what I do. The biggest thing I thank Him for is for the man I married. He has given me wings that enabled me to fly to where I am. Sometimes I feel he has lifted me up, just like in Mary Stevenson’s poem Footprints in the Sand.

To unwind, I go to the gym or try out aerobics, jogging or swimming. I am not very consistent with my exercising routine, though.

I am also into reading. When I land into a good book, I have to control myself not to read it the whole night. My latest discovery is Nigerian author Chimamanda Adichie. I loved her books Half of a Yellow Sun and Purple Hibiscus. I also read the Bible consistently.

I am the founding chairperson of Association of Women managers in the Maritime Sector in East and Southern Africa (Womesa), and my aim is to encourage policy makers to look at women as able or better managers so that the few women who are already there do not stick out. The society should believe in the fact that women, too, have a lot to offer in nation building.

I wish to inspire the girl child to look at the maritime sector as a career of choice and explore the opportunities that it has to offer.

Womesa was officially launched on December 5, 2007 in Kenya under the auspices of the IMO’s Integration of Women in the Maritime Sector (IWMS), a programme that seeks to empower women in the male dominated maritime sector.

Ship Classification Societies

a marchant ship is requasted to insure against maritime risk,they requier some asssurance that any particular vessel is structurally fit to undertake a proposed voyage. A systems of classification has been formulated over a period of more than 200 years. in this period reliable organisation have been created for the initial and continuing inspection of ships so that classificaton may be assessed and maintained.
Recent amendment to the requirements of the International Convention for (SOLAS) have raquird ships to which that convention applies to be designed, constructed and maintaned in complaince with the structural, mechanical and electrical requirements of a classification societywhich is recognised by the flag administartion or with applicable national strandards of the administration which provide an equivalent level of safety. In general flag administration  recognise specific classification societies for this purpose rather than maintaining such national standards.
The 10 major classification societies that claim to class some ninety-for percent of all commercial tonnage involved in international trade world wide are members of  the International Association of Classification Societies(IACS). These members are-
American Bureau of Shipping(ABS) of USA
Bureau Veritas (BV) of France
China Classification Society(CCS) of China
Det Norske Veritas (DNV) of Norway
Germanischer

fortune while dregging port of mombasa

middle phase dregging on the way

 www.kpa.co.ke

Van Oord is carrying out the deepening work over 18 months and will remove about 7M m3 of material and removal of non bio digradable object started on monday 12.09.2011 they hav currently removed tyre, fenders, containers and old wrecks.
Von oord hav found vessel and containers under the sea bed of Mombasa port speculated been in the channel for over a decade.

A 15m-deep basin will be created in front of a new container berth, with Mombasa’s access channel dredged to the same depth – 1.5m deeper than at present – and widened to 300m at its narrowest point. The dredging major told DPC: “An important challenge is co-ordination with the harbour authorities in order not to disturb [vessel] traffic”.

Kenya Ports Authority (KPA) said that the contract to build the container terminal was awarded to Japan’s Toyo Corp and signed on 5 July. Meanwhile, a new cargo berth, number 19, is to be built by China Roads and Bridge Corp.

“As with other ports, increased cargo volumes and the advent of bigger box ships prompted Mombasa’s push for a deeper draught, a wider turning basin and longer quays,” KPA managing director Gichiri Ndua said. “Mombasa container terminal will be extended by 160m to provide a total quay length of 760m that can berth three container vessels that are 235m long.

“In the meantime, we’ve instituted pertinent measures to ensure sustained quality service. These include automation of key port services, improved security, embracement of a 24/7 work schedule, use of private container freight stations, and continued staff training.”

SHIP PARTS IN RELATION TO SIDES

THE SHIP IN RELATION TO ITS SURROUNDING

KENYA SEAFARERS AND STCW

 KENYA SEAFARERS

Kenya Seafarers are comprised of 3,280 skilled and experienced maritime staff.

The Seafarers consist of Shipmasters, Deck and Engineer Officers, Electrical and Electro-Technical Officers, Divers, Fish Workers, Deck and Engine room Ratings and off-shore gas/oil rig staff.

Owing to the lack of a National Merchant Fleet and STCW Certificates, only 20% are currently employed aboard Coastal and Foreign Ocean-going vessels.

Majority of the Merchant Navy and Engineer Officers are Britain, Egypt and South Africa trained.

With the assistance of the International Transport Workers’ Federation (ITF), 48 Kenyan Seafarers underwent a six week STCW training in South Africa at the UNICORN Tankers Training School and Dar-esssalam maritime Institute while 900 under took STCW training at Bandari College, Kenya.

Due to the absence of legally established manning agencies for Seafarers in Kenya, there is no proper replacement and recruitment of Seafarers in the Country. All replacements and recruitment of Seafarers in Kenya are carried out in close shop system, which is contrary to government directive on recruitment of seamen.

The Government directive of recruitment of Seafarers states that all recruitment of Seafarers are subject to Government control under the Office of the Merchant Shipping Superintendent.

We know that work is the best route out of poverty. But we cannot legislate employment in and poverty out. It is long and complex process requiring all elements of society to work together.

Therefore, there’s a need to harness the unique power of the office of the Merchant Shipping Superintendent, Ship Owners and Seafarers Union of Kenya to a concerted efforts in creating employment to Kenyan Merchant Mariners.

EXPANSION OF KENYA PORTS

CONSTRATION OF BERTH 19 READY TO BEGIN.





EQUIPMENT for the construction of the eagerly awaited berth No. 19 has been mobilized to the site following its arrival this week.
The construction of the new berth similar to berth 16 – 18 will involve rein-forcement of the yard, reclamation of the sea and placement of strong con-crete blocks. The 5 ha yard will also have an administration block.
The project to extend berth 18 by 160 meters to complement berth 16-18 will be carried out by a Chinese firm in 18 Months. On completion the container terminal will have a total quay length of 760 meters and accommodate three medium sized vessels.
According to Eng Dan Amadi, the Authority expects to receive an additional capacity of 200,000 TEUs per annum once the project is completed.

Speaking during an investment conference for the coast region in a paper titled Port Services and Opportunities in Coastal Region, KPA managing director Mr James Mulewa, said studies are being carried out to set up such ports from Lunga Lunga in the South Coast to Lamu.

He added that the new investment will help ease congestion at the Mombasa Port, whose berths have been used beyond limit.

“This is part of the plans we have that also include the development of a second terminal, a gas terminal and full automation of port operations. Others are the Dongo Kundu bypass and a cruise terminal to enhance trade.

“Besides the port infrastructure that includes opening a second container terminal through Dongo Kundu connecting Mombasa with the South Coast and the second port in Lamu, there are other potentials for cruise ship facilities, water sports and fish landing sites,” he said, adding that the authority had over 400 acres of land in Kilifi suitable for a major conference and sporting facility, which provides an opportunity for investment under the Public Private Partnership.

In the near future, the Mombasa Port and the second one coming up in Lamu will play an important role in the trade in the East African Community and beyond.

“The investment that will come to the coast with the regional integration are way beyond what tourism and the international airport have brought. Consider all those goods going to be handled at the two ports for industries in the Congo, Sudan, Ethiopia, Rwanda, Burundi, Uganda among others



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Intense lobbying could delay construction of Mombasa terminal

 

Transport Weekly reports that intense lobbying over award of tenders at the Mombasa port in Kenya is threatening to delay construction of the second container terminal which is funded by the Japanese government.
According to officials at the Kenya Ports Authority (KPA), some individuals who are connected to the firms that tendered for the job have been accused of lobbying for award of the multi-million dollar tender, even as the process awaits completion by the Japan Ports Consultants Limited (JPC).
The Kenya Anti Corruption Commission (KACC) said it was concerned about the manner of cancellation of some government tender processes, which ended up costing concerned parties millions of shillings besides scaring away investors.
The award of the tender is expected to be announced soon since the winner should start the job by next month, according to KPA. The project involves construction of two container handling berths and a smaller berth for pilots boats, mooring boats and tug boats for KPA.

DREDGING THE MOMBASA CHANNEL AND ANCHORAGE

The Trailing Suction Hoper (TSHD) in action

One of the dredging machines(m.v Volvox Delta) is already at the port from Van Oord Dredging and Marine Contractors of Netherlands,The dredging of the port channel and widening of the turning basin has begun.
Come the end of this project in the next 18 Months the port of Mombasa will comfortably handle bigger vessels.
The first dredger “Trailing Suction Hoper” (TSHD) is on site removing soft silt from the sea bottom .According to the Contractors the dredger operates like a floating vacuum cleaner, sucks deep water and pumps up materials from the sea bed.The dredging process will be round the clock and will have a cycle of 21 days with one day break for bunkering and supply of food and water and the first break was on 30.06.2011 thursday.
The second dredger, “Cutter Suction” is expected in September and will dredge the entrance to the habour. “This dredger is equipped with a cutting device to increase the dislodging force and will remove combination of sand and hard coral from the sea.
The waste material from this exercise will be used in the construction of the second container terminal.
The port is to be dredged to a depth of 15 meters and a width of 300 meters while the anchorage basin is to be 10 to 11m deep, 375m wide and a length of 1500m.the turning basin is to have a depth of 15m and a width of 500m upon completion.

M.V DANIA the artificial reef

East Africa’s latest ‘artificial’ reef, set in the watery heart of the Mombasa Marine Park, barely 1.5km off the Kenyan port city, has been in place now for more than 4 years.

The artificial reef has its origins in the deliberate sinking-on 27th October 2002- of a 77 meter decommissioned livestock carrier, the MV Dania, at a pre-designated site 50 meters beyond the naturally occurring reef off Mombasa’s Bamburi Beach.

The scuttling operation of the ship wreck, when eventually it went ahead, was the culminating act of ten months of painstaking planning and preparation in Mombasa.

The MV Dania was built at Norway’s Hatlo Verksted shipyard in 1965 as a general cargo vessel. She was then registered in Honduras, Central America, as the MV Rodriguez. In 1985, she started plying the trade routes between Eastern Africa and the Arabian Gulf. And finally, in 1993, she was converted into a specialized livestock carrier for the ferrying of cattle to and from Mozambique, South Africa, Mombasa and Mauritius.

On being decommissioned in 2001, due to low livestock traffic, MV Dania was to have been retired to India. The Owner of Buccaneer Diving IN Mombasa- Bruce, operating out of the nearby Voyager and White sands Hotels had other ideas. Buccaneer is Mombasa’s only IDC-PADI (Professional Association of Diving Instructors)-accredited five-star Instructors Development Centre.

The el Niño rains had wrecked havoc on the natural coral gardens in Mombasa which were previously a divers paradise. Conservation efforts have now resorted to the development of artificial reefs using wrecks of various kinds, and also to add flavor and diversity to the diving fraternity.

The coral communities that have developed on the ship wreck overtime are as productive and diverse as ecosystems that you find in other healthy naturally occurring coral reefs. Having an alternative artificial wreck reef off Mombasa will help divert the human pressure away from the fragile remaining natural reefs, while at the same time providing added tourist attraction into the wreck divers’ bargain.

On the D-day, the vessel was towed out to sea for the last time from her moorings at Comarco Marine Base at Ganjoni, Mombasa. Two hours later Capt. Bahero maneuvered her into a scuttling position in the Mombasa Marine Park. The crew began pumping water into her bowels, which sank lower and lower in the water until- through the rows of pre-cut holes in her flanks-she began to take in water by herself. Her stern was the last to dip beneath the waves, squeezing out the last remaining pockets of trapped air in a dramatic final exhalation.

On sinking of the diving wreck, divers set in place prominent ‘danger’ buoy, flanked by other ‘cautionary buoys positioned afore and aft of the ship wreck. These buoys provide a clear warning to approaching shipping, while also facilitating tie-up moorings for parties of Mombasa’s diving visitors.

The divers have since mapped out a number of recommended dive routes on and around the ship wreck. These have been color coded according to the respective levels of difficulty they involve, so as to reflect the varying degrees of diving skill required.

Quite apart from its attraction as a premier new wreck diving site in Mombasa, the ship wreck of the MV Dania is already serving, as a very useful underwater laboratory for a number of the Kenya Wildlife Service research projects and divers teaching programmes.

The Kenya Seafarers Union held their elections to select new leaders over the weekend. Jackson Ambila Odhiambo, a retired major in the Kenyan navy, was elected secretary general, Athman Ngoma as chairman and Jacob Pashu Mvoi treasurer.

Ambila said there was a need to have candidates who have a background in maritime operations. "Most of the officials in the current office are not familiar with the maritime operations. This time we want to create a change. We want leaders who will understand the problems our seafarers face," said Ambila.
There was a large turnout at the elections which took place at Sacred Heart School, Mombasa. According to Union laws elections should be held after five years but the current office had served for more than 10. Some 181 union members voted, with 177 for the winning side.

Among the seamen who participated in the elections were the group of 43 seafarers who were held captive for more than 5 months by Somali pirates demanding ransom.
Joseck Nambule, one of the hostages who was released and now elected deputy secretary general, expressed disappointment in the government for failing to care for its citizens. "I'll try to reinstate our rights so that we are not neglected," said Nambule.
Salim Chiguruguru, one of the hostages who was released in 2007 and now working with Kenya Ports Authority, join other seafarers. to turn the coin of the old seafarers union .

Golden Wave RELESED

he Golden Wave (right) was attacked on 9 October 2010 and was in the hands of pirates for 123 days



A South Korean fishing trawler hijacked in October has arrived in the Kenyan port of Mombasa after its release last week by Somali pirates.

Family and friends of the 39 Kenyan, two South Korean and two Chinese sailors aboard welcomed them.

The FV Golden Wave - also known as Keummi 305 - was escorted into the port by a Finnish warship.

After disembarking, trawler captain Kim Dae-keunm told the news networks that no ransom was paid for their release.

Somalia has had no functioning central government since 1991, allowing piracy to flourish off its coast.

Some of the crew members told our reporter that their trawler was used by the pirates as a mother ship to attack other vessels

M.V ASPHALT VENTURE BACK HOME

After spending seven months in captivity, eight sailors of the MV Asphalt Venture returned to India on Saturday night. However, seven crew members still remain in captivity after Somali pirates double-crossed the ship owners even after the payment of a ransom.

"While it is wonderful to be here and to be reunited with our families, we remain deeply concerned that seven of our colleagues and friends remain in the hands of the criminal gangs," Ramesh Singh, Captain of the MV Asphalt Venture, said in a statement.

The asphalt/bitumen tanker was hijacked by pirates on its way to South Africa from Kenya, southeast of Dar-es-Salaam in Tanzania on September 28, 2010. Although these sailors were released two weeks ago, they deferred their return, hoping the rest of the crew would be released.

Despite being paid a multi-million dollar ransom (it's not clear what the final settlement was) for 15 men, the pirates at the last minute had refused to release seven Indian hostages. They said they won't change their minds unless India releases 100 Somalian pirates captured by the navy in recent months

OCTOBER 2014. RELEASE OF THE REMAINING CREW.

MV Asphalt Venture/Panama:

Seven Indian Seafarers who have been held hostage since their ship, the MV Asphalt Venture, was hijacked in the Somali Basin on 28 September 2010 have been released and are safe in Kenya.

The 1991-built, Panamanian flagged , 3884 dwt., general cargo ship “MV Asphalt Venture”, with a crew of 15 was hijacked by Somali pirates on 28 September 2010. In April 2011 the vessel with 8 of her crew was released while the remaining 7 Indian seafarers were detained ashore.

Following lengthy negotiations, the release of these men was arranged after a modest payment was made to cover the logistical and transport costs of the group holding the men.

Preparations are now being made for their return to India in the next few days. Their families have been informed.

Last July a Pirate leader is said to have been seriously injured while one gunman is said to have died during a heavy exchange of gun fire amongst gunmen holding captive seven Indian crew members of the Panama flagged MT ASPHALT VENTURE.

Reports filtering Mombasa mid-last July indicated that fighting erupted amongst pirates holding captive the crew members soon after ransom money amounting to US$ 500,000 was delivered to the gunmen to secure safe release of the hostages.

Initially the Pirates holding captive the seven former crew members of the MT ASPHALT VENTURE were demanding US1 million to release the hostages.

The hostages were held captive in a remote village known as FAA some 20 kilometers from Harardheere.
They were kept hostage by a pirate group under the leadership of Fathi Gacamey.

The Panama flagged MT ASPHALT VENTURE, a 1991 built asphalt/bitumen tanker was hijacked by Somali pirates on September 28th 2010 off Dar es Salaam while under way from Mombasa to Durban Natal, South Africa.

She was released on April 15, 2012 following a ransom payment amounting to US$ 3.5milion.

Despite the owners’ concluding a dialogue with the pirates for the full release of 15 crew and vessel and payment of the ransom, the vessel was released but 6 officers and 1 rating were taken off the tanker and made to accompany the pirates ashore.

Media reports suggested that pirates in Harardheere have taken the decision not to honor the agreement made but to prolong the hostage ordeal of the 7 seafarers in retaliation for the arrest of Somali pirates by the Indian Navy.

There are about 105 suspected Somali pirates arrested by Indian navy undergoing trial in the courts of law of India.

30 seafarers and fishers are still held hostage by Somali pirates, some for more than four and a half years and the others for more than two and half years.