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Africa PORTS & SHIPS maritime news 21-22 July 2024

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TODAY’S BULLETIN OF MARITIME NEWS

Newsweek commencing 21 July 2024.  Click on headline to go direct to story : use the BACK key to return.  

FIRST VIEW:   VOLANS

Africa Ports & Ships

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Masthead:  PORT OF CAPE TOWN

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FIRST VIEW:   VOLANS

Volans. Durban. 7 July 2024    Picture by Keith Betts

The well-loaded container ship Volans (IMO 9403777) sails away from Durban earlier on 7 July 2024, bound for the Middle East and India.  Built in 2010 at the Zhejiang Shipbuilding yard in Ningbo, China, she sails under the Liberian flag and is owned by Oltmann Schiffarhts, or Schiffahrtsgesellschaft Oltmann mbH & Co. of Stade, Germany.

The 50,344-dwt ship’s owner is a family owned shipping line founded in 1836 which is still in the hands of the original family, though now having moved to the 7th generation of Oltmanns.

Volans, which was originally named JPO Volans and also carried the name JPO Voh, has remained in the same company throughout its history. With a length of 265 metres and width of 32m Volans has a container capacity of 4,254 TEU. Her reefer capacity is 550 refrigerated containers.

The name Volans is taken from the heavenly Volans Constellation, originally known as <i>Piscis Volans</i> or in English, ‘Flying Fish’, one of the smaller constellations and observable only in the Southern Hemisphere where it can be seen at latitudes between +15° and -90°.

A number of the ships in the Oltmann fleet are named for the various constellations.

Just briefly, the vessel is powered by a 2-stroke MAN B&W model 8K90MC-C diesel engine producing 31,076 kW of power (42,251 HP) driving a single fixed pitch propeller to produce a speed of up to 24.5 knots.  Her current position is in the Arabian Sea heading along the Indian sub-continent coast towards Mundra.

Picture is by Keith Betts

Africa Ports & Ships

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Marine Bursary Golf Day 24 July 2024

S.A.T.S. General Botha Old Boys Association Bursary Fund

Africa Ports & Ships

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SA Port Statistics for June 2024

One of the ships that called during June. Argeo Searcher in the Maydon Channel of Durban harbour, leading toward the Bayhead repair wharves. Picture is by Trevor Jones

Africa Ports & Ships

Port statistics for the month of June 2024, covering the eight commercial ports under the administration of Transnet National Ports Authority, are now available.

The statistics here reflect port cargo throughputs, ships berthed and auto and container volumes handled together with liquid and dry bulk volumes.

Motor vehicles are measured in vehicle units being the equal of 1 tonne per unit.

Containers are counted in TEUs, with each TEU representing 13.5 tonnes.

PLEASE NOTE: The figures provided to us by TNPA reflecting ship arrivals at the ports are incorrect and a duplication of those recorded for May 2024. As soon as corrected figures are available they will appear on this page – those shown below (only the Vessel Arrivals section), are for May 2024.

Figures for the respective ports during June 2024 are:

Total cargo handled by tonnes during June 2024, including containers by weight

PORT June 2024 million tonnes
Richards Bay 6.879
Durban 6.511
Saldanha Bay 6.203
Cape Town 1.419
Port Elizabeth 1.049
Ngqura 1.401
Mossel Bay 0.100
East London 0.167
Total all ports 23.730 million tonnes

CONTAINERS (measured by TEUs) during June 2024
(TEUs include Deepsea, Coastal, Transship and empty containers all subject to being invoiced by NPA

PORT June 2024 TEUs
Durban 243,120
Cape Town 70,170
Port Elizabeth 17,147
Ngqura 60,069/td>
East London 2,098
Richards Bay 12/td>
Total all ports 392,616 TEU

MOTOR VEHICLES RO-RO TRAFFIC (measured by Units- CEUs) during June 2024

PORT June 2024 CEUs
Durban 41,524
Cape Town 3
Port Elizabeth 16,173
East London 7,513
Richards Bay 0
Total all ports 65,213

SHIP CALLS for May 2024

PORT May 2024 vessels gross tons
Durban 227 7,655,889
Cape Town 243 3,959,479
Richards Bay 105 4,543,620
Port Elizabeth 113 2,475,617
Saldanha Bay 50 3,353,585
Ngqura 51 2,366,097
East London 29 870,409
Mossel Bay 24 146,754
Total ship calls 842  (May 2024) 25,371,450
— source TNPA, with adjustments regarding container weights by Africa Ports & Ships

Added 21 July 2024

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WHARF TALK: MR2 products tanker – ANDREA VICTORY

The fully laden MR2 class product tanker ‘Andrea Victory’ (IMO 9288849) arrives in Cape Town to take bunkers. 17 July 2024. Picture by ‘Dockrat’

Pictures by ‘Dockrat’
Story by Jay Gates

The constant stream of increased traffic around the Cape does not always tell a story that any arrival in Cape Town, or Durban, who is calling purely for bunkers, is necessarily a divert away from the Suez Canal, as a result of yet more Houthi idiocy. Despite the bluster coming from the Houthi military spokesman, all ships are at risk, and this was brought home this week.

The latest attack is a sobering example of how idiotic these people really are. Despite the real risk to the lives of innocent crew plying their trade in international waters, there is a poetic irony about the last attack. Russia pays Iran, their ally, for drone weapons to use in Ukraine, Iran uses that income to manufacture, and provide, the same drones to the Houthis to destabilise world trade, the Houthis target shadow fleet tankers carrying Russian oil to China, the third member of the Triumvirate. The circle of life in the axis of evil continues.

However, despite the Russians continuing to direct shadow tankers down the Red Sea, there are some other tanker operators that are not going to use this route, based on their traffic pattern. It is the routing of these particular tankers that cannot always be pointed at as, necessarily, rounding the Cape sea route as a result of the risks of using the Red Sea.

On 16th July, at midnight, the fully laden MR2 class product tanker ‘Andrea Victory’ (IMO 9288849) arrived off Cape Town, from her last loading port of Dumai in Indonesia. She entered Cape Town harbour, proceeding into the Duncan Dock, and going alongside the inner Landing Wall. Thus, her arrival was not to discharge any petroleum products into the local oil storage infrastructure, but ostensibly to uplift bunkers, with the Cape Town harbour bunker tanker ‘Lipuma’ coming alongside her as soon as she was secure on the berth.

Built in 2005 by Hyundai Mipo shipyard at Ulsan in South Korea, ‘Andrea Victory’ is 183 metres in length and has a deadweight of 46,803 tons. She is powered by a single HHI MAN-B&W 7S50MC-C seven cylinder, two stroke, main engine producing 12,340 bhp (9,480 kW) and driving a fixed pitch propeller for a service speed of 14 knots.

Andrea Victory. Cape Town, 17 July 2024. Picture by ‘Dockrat’

Her auxiliary machinery includes three MAN generators providing 740 kW each. She has a single Kangrim auxiliary oil fired boiler, and a single Kangrim EGE economiser exhaust gas boiler. She has 12 cargo tanks with a cargo carrying capacity of 52,700 m3, and can carry seven grades of product at any one time. She has 12 cargo pumps, each capable of pumping at a discharge rate of 600 m3/hour.

She is one of a series of ten sisterships, all originally built to the order of BP Tankers Ltd., of the UK, and she was launched with the traditional BP name of ‘British Tranquility’. Sold on in 2018 and renamed ‘Andrea Victory’, she is currently owned and operated by WA Tankers AS, of Bergen in Norway, and is managed by Thome Shipmanagement D.O.O of Zadar, in Croatia.

Her port of departure gives a clue as to what cargo she was actually carrying on arrival in Cape Town. She had loaded firstly in Belawan, and then in Dumai, both ports to be found on the northern coast, on the Malacca Strait side of the Indonesian island of Sumatra. Both ports are principle export ports for Palm Oil, which is an edible vegetable oil, and with Indonesia being the world’s largest exporter of Palm Oil, exporting an average of 2.1 million tons per month.

Dumai is Indonesia’s largest Palm Oil exporting port, accounting for 39% of all Indonesian Palm Oil exports, with Belawan accounting for 11% of all Indonesian Palm Oil exports. In 2020, the Indonesian state owned port operator, Pelabuhan Indonesia 1 (Pelindo 1) decided to develop both Dumai and Belawan as the two major Palm Oil export ports for Indonesia.

Andrea Victory. Cape Town, 17 July 2024. Picture by ‘Dockrat’

Infrastructure upgrades in Dumai included increasing bulk liquid loading capacity from 300 tons/hour per tanker, to 500 tons/hour per tanker. At Belawan, the decision was taken to construct an integrated pipeline facility, which would connect the port loading facilities with the dozens of Palm Oil storage tank terminals, totaling hundreds of storage tanks, which are located all around the Belawan port complex.

After less than 24 hours alongside in Cape Town, and with her bunker uplift completed, together with any stores loaded and fresh provisions safely replenished onboard, ‘Andrea Victory’ sailed from Cape Town at 20:00 in the evening of 17th July, with her next port of arrival given as New Orleans, in the US State of Louisiana. This destination port made eminent sense of her cargo of Palm Oil.

Of the total of Indonesian Palm Oil exports, the USA is the 5th largest importer of this product, with the Palm Oil exports from Dumai to the USA accounting for just 5% of that total, with the USA importing Palm Oil with a total value of US$2.2 billion (ZAR40.2 billion) in 2022. The port complex of New Orleans, along the banks of the Mississippi River, being the recipient of 82% of the total of Indonesian imported Palm Oil.

In terms of the agriproducts that are imported into the USA through the port complex of New Orleans, Palm Oil accounts for just 18% of that agriproduct total, but this total accounts for 35% of the total of all Palm Oil imports into the USA.

Andrea Victory. Picture by Hannes van Rijn. Shipspotting

There is only one Palm Oil import and refining terminal in the port complex of New Orleans. The Palm Oil refinery, as opposed to just storage, is the first of its kind in the USA, and it is situated on the old Huntingdon Ingalls shipyard site, located at Avondale on the west bank of the Mississippi River, some 20 nautical miles upriver from New Orleans. It was completed as recently as 2021 at a cost of US$70 million (ZAR1.28 billion). The old Avondale shipyard is located at 29°55’ North 090°11’ West.

Interestingly, had there been no Houthi menace, and no risk to a vessel bound for the USA, a voyage from Dumai to New Orleans, via the Suez Canal, covers a distance of 11,166 nautical miles, and would take 46 days at a speed of 10 knots. The same voyage, via the Cape sea route, covers a distance of 12,554 nautical miles, and takes 51 days to complete, also at a speed of 10 knots. The question raised by such a statistic is would the difference, on a commercial cost basis, lead this voyage to be one that could be considered to be yet another Red Sea diversion.

Back on 12th May 2019, ‘Andrea Victory’ was involved in a terrorist action in the waters of the UAE, off Fujairah. Four tankers lying in the outer anchorage were all the victims of a similar attack, which occurred one after the other, when an explosion at the stern of each vessel blew a hole in the hull of each vessel at the waterline. The explosive device was deemed to have been a limpet mine, and Iran was identified as the most likely perpetrator of the terrorist acts. It followed a recent limpet mine attack on two other tankers, transiting through the Strait of Hormuz, off the Iranian coast.

Andrea Victory. Off Fujairah.    Limpet mine damage. Picture: Al Jazeera

All four vessels off Fujairah were targeted at their stern, which is a vulnerable part of a vessel, and is the hardest area to cover by radar, and the most difficult area to see from the bridge. The limpet mines were thought to have been stuck to the hull by a diver, or from a small boat, and detonated by a timer. The holes were consistent with a 5 kg charge, which is similar to the amount of explosives used in a Limpet mine, and there was a lack of scorching, or burning, that a rocket or missile might leave.

The attack on ‘Andrea Victory’ had occurred just after she had arrived at the Fujairah anchorage after a voyage from Durban, where she had discharged a full cargo at the Island View oil terminal. The report also pointed out that it was probably the Iranian Revolutionary Guard that was behind the act of sabotage.

In an act of irony, despite the nation thought involved in her attack, once ‘Andrea Victory’ had her hull repaired, and been returned to commercial service, she loaded her next cargo of fuel products in the UAE. Her port of discharge was given as the port of Bandar Imam Khomeini, which is located 30°30’ North 049°04’ East, in northern Iran.

Added 21 July 2024

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Red Sea escalation: Israel bombs Yemen’s Port Hodeidah

Africa Ports & Ships

Israel’s air force has carried out an intensive airstrike on the Yemen port of Hodeidah in response to a long-range Iranian-made drone attack that evaded Israeli defences and struck a building in Tel Aviv’s business area on Friday (19 July 2024), killing one man and injuring at least 10 others.

An Israeli spokesman said the drone attack was the first time that there had been a fatality, despite the Houthi’s having launched over 200 drone or missile attacks in the direction of Israel.

Israel’s response via the airstrike on the port city in Yemen, he said, was swift and came within 24 hours of the Houthi drone attack.

He said the precision air strike on the Yemen port city by Israel’s air force was directed at military targets. The Houthis responded saying that oil tanks in the port were struck and were burning fiercely and that there had been fatalities. The Houthi’s television station also described explosions among the oil tanks at the port.

The Israeli’s response was carried out by a combination of F-35 stealth fighter jets, F-15 fighters, reconnaissance aircraft, and refueling aircraft to carry out the long-range airstrike on the port of Hodeidah. The mission was aptly named ‘Operation Long Arm’.

The air strike of more than 1,700 kilometres down the Red Sea to strike strategic targets in the Houthi’s main port has inevitably led to a concern that the both long-range attacks mark an escalation in the Middle East and Red Sea region in particular that could spiral out of control.

Israeli Foreign Minister Israel Katz has meanwhile called for international action to be taken against Iran, which he called the “head of the snake” and responsible for providing the Houthis and others with more sophisticated weapons.

Added 20 July 2024

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The Ever Changing Face of Ships – the Ulstein Twin X-Stern

Ulstein’s Twin X-Stern offshore vessel.  Picture: Ulstein
Africa Ports & Ships

The shape of modern ships has undergone some radical changes in recent years as it evolves to meet the many new functions that shipping is being called on to perform.

The ULSTEIN TWIN X-STERN is one such example. Aptly dubbed the ‘4-wheel drive for the seas’, the unique design is remarkable for its exceptional manoeuvrability.

What distinguishes the design is ts dual stern configuration, equipped with main propellers at each end. This unique setup enhances manoeuvrability and motion, leading to improved fuel efficiency – a critical factor in the drive towards more sustainable and efficient maritime operations.

This has been tested with recent sea trials of the Olympic Boreas, a 90-metre construction service operation vessel (CSOV) utilising hybrid battery propulsion and prepared for methanol fuel to enable low-emission operations. This is already a nominee for the ‘Ship of the Year 2024’ Award.

The Ulstein-design Olympic Boreas on her sea trials   Picture Ulstein

Ten TWIN X-STERN vessels are currently under construction as CSOVs for the offshore energy industry. However, the design is applicable to a variety of vessel types and sizes – from the 69m long Service Operation Vessel (SOV) ULSTEIN SX234 to the 170m long Cable Laying Vessel (CLV) ULSTEIN SX225.

Ulstein says it anticipates that subsea operations and cable laying will be the next sectors to reap the benefits of these versatile vessels and adds that the challenges it solves are being recognised.

The distinct advantage of te twin stern vessel lies in its ability to transit forward or backward, as this offers significant time efficiency.

The TWIN X-STERN also enhances the ability to operate with the stern or bow facing the weather, eliminating the need for the vessel to reorient if sea state conditions change. This increases the operational window, a feature that is particularly important for other energy vessels, such as subsea and cable-laying vessels.

Cable-laying vessels, which spend a significant amount of time at sea, have limited flexibility to adjust their heading towards the weather as the final position of the cable determines the heading. The TWIN X-STERN’s seakeeping performance will be instrumental in future subsea operations, enabling safer and more effective operations.

In all three segments, manoeuvrability and workability are key to the vessel’s competitiveness and operational efficiency.

Ulstein acknowledges that the size of the deck area is a critical factor in determining the amount of cargo that cable-laying, pipe-laying and subsea vessels can carry on deck, and that in such vessels a rounded stern might pose a limitation. However, says Ulstein, it is possible to compromise on the shape of the stern above the waterline and retain the squared shape of the deck to maximize cargo capacity.

Ulstein Twin X-Stern design for the offshore industry. Picture Ulstein

Global Construction and Operations

Six of the CSOV TWIN X-STERN vessels are set to be constructed at Ulstein Verft, with an additional four being built at an external yard. These vessels, designed to endure harsh sea conditions, are the brainchild of Ulstein Design & Solutions AS, a company acclaimed for its innovative and resilient vessel designs.

Added 21 July 2024

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A new global alliance on ocean litter: Invitation to shipping and fisheries companies

Picture: www.imo.org IMO ©

Edited by Paul Ridgway
Africa Ports & Ships
London

Businesses operating in the shipping and fisheries sectors have been invited to express their interest in joining the Marine Plastic Litter Global Industry Alliance (GIA). This was reported by IMO on 17 July.

The alliance will bring together maritime and fisheries industry leaders, with the aim of developing innovative solutions to prevent and reduce ocean plastics, while addressing common barriers to the uptake of technologies and alternative approaches.

Leveraging IMO’s experience in establishing and leading GIAs, including on greenhouse gas emissions and biofouling, this new alliance will address marine plastic litter originating from shipping and fisheries sectors.

The Marine Plastic Litter GIA will be managed by IMO as part of its OceanLitter Programme – a portfolio of projects that includes the GloLitter Partnerships project (GloLitter) and Regional Litter Project (RegLitter). It will build on and replace the project-specific GIA established previously under the GloLitter project.

Marine Plastic Litter GIA

The Marine Plastic Litter GIA is expected to include a wide spectrum of maritime stakeholders, including shipowners, ports, fisheries industry, recycling companies, technology and data providers and class societies. A taskforce will steer workstreams and activities.

Members will convene on a regular basis to share knowledge and expertise including through roundtable dialogues, develop industry guidelines and tools to help address plastic litter, and raise awareness of potential green solutions through studies and other activities.

Outputs from these activities will be shared with IMO bodies such as the Marine Environment Protection Committee (MEPC) and the London Convention/Protocol for their information and action, as appropriate.

Eligibility

Membership of the Marine Plastic Litter GIA is limited to industry companies only, defined as:

* Individual, for-profit, commercial businesses or companies including small and medium-sized enterprises (SMEs) and cooperatives, whether national or multinational.

* State-owned enterprises, to the extent that they behave or operate as commercial businesses or companies.

* Corporate foundations directly funded and/or governed by business.

Business associations and other entities, such as in the public sector or academia, are not eligible for formal membership, but may be invited to participate in specific workstreams or activities.

To be considered for membership, companies should be able to clearly demonstrate the following:

* Commitment/in addressing sea-based sources of marine plastic litter (SBMPL).

* Willingness to actively engage and contribute.

* High-level of commitment (financial and technical in-kind contribution).

Call for Expressions of Interest (EOI)

Companies interested in becoming a member are invited to submit an EOI of no more than two pages, to include the following:

* Rationale for joining the Marine Plastic Litter GIA.

* Current initiatives addressing marine plastic litter within the company (if any).

* Details on potential technical expertise or contribution (e.g. reviewing and providing feedback on Marine Plastic Litter GIA documents and products, co-drafting publications, and providing input to industry roundtable meetings. A minimum of 25 days per year of in-kind technical expertise is expected).

* Confirmation of annual membership fee of $20,000 technical in-kind contribution.

* Any other relevant information to be considered.

Further information can be found in IMO Circular Letter 4877, available via IMODOCS on application.

Added 21 July 2024

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Maersk Frankfurt on fire in Arabian Sea

Fire burning on board the new container ship, Maersk Frankfurt. Picture courtesy Indian Coast Guard

Africa Ports & Ships

A large fire is burning on board a new Maersk container ship, the 76,500-dwt, 255m long Maersk Frankfurt (IMO 9969065) which broke out following explosions as the ship sailed between the Indian port of Mundra and Colombo in Sri Lanka.

At the time of the explosion Maersk Frankfurt, which is on a time charter to Maersk and is managed by Bernard Schulte, was seven nautical miles south of the India city of Karwar.

The fire appeared to have started in a container close to the front of the vessel.

The ship remains underway at a reduced speed while several Indian Coast Guard patrol vessels in attendance, ICG Sujeet, Sachet and Samrat, are in attendance and helping prevent the fire from spreading.

A view of the burning containers on the Maersk Frankfurt, taken from one of the Indian Coast Guard patrol ships. Picture courtesy Indian Coast Guard

The seas are reported to be rough seas and inclement weather. The crew are reported to be safe and unharmed and remain onboard.

Maersk Frankfurt was en route to China via Sri Lank, Malaysia, and Singapore.

It has been a busy week for the Indian Coast Guard. On Wednesday 17 July they rescued nine crew members from a Comoros-flagged oil tanker named Prestige Falcon, which capsized in the Arabian Sea close to the coast of Oman.

Nor has it been a happy time for Maersk. Another of its container ships, Maersk Sentosa came under attack from Houthi drones which landed in the Arabian Sea close to the ship but without causing any reported damage.

To watch a short video on X Twitter) showing the burning fire on board the Maersk Frankfurt, click here.

Added 20 July 2024

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Transnet secures USD 1 billion loan from African Development Bank Group

Locally built Terex rail mounted gantry for loading containers onto container trains. Picture: Transnet
Africa Ports & Ships

The African Development Bank Group has approved a US$ 1 billion (R18.85bn) corporate loan to Transnet for its recovery and growth plans. The 25-year loan approved by the Bank Group’s Board of Directors on Friday, 12 July 2024, is fully guaranteed by the government of South Africa.

The loan will be used to facilitate the first phase of the company’s R152.8 billion ($8.1 billion) five-year capital investment plan to improve its existing capacity ahead of expansion for the priority segments throughout the transport value chain.

In its own statement the bank said Transnet has faced operational challenges mainly in the critical rail and port businesses resulting from underinvestment in infrastructure and equipment, theft and vandalism, and external shocks such as floods and the effects of the COVID19 pandemic.

Transnet, it said, is committed to addressing past challenges, fostering integrity, and enhancing efficiency within the organisation. “It has made progress in some key areas including reforms in governance procurement and financial management.”

The recovery plan, launched in October 2023, seeks to rehabilitate the infrastructure and accelerate the relaunch of operations over 18 months, focusing on restoring operational performance and freight volumes to meet customer demands.

“Transnet, the custodian of South Africa’s critical transport and logistics infrastructure, plays an indispensable role in the economy of the country, ensuring a competitive freight system and serving as a gateway to the SADC region,” said Solomon Quaynor, African Development Bank’s Vice President for Private Sector, Infrastructure and Industrialisation.

He added that the bank’s partnership with Transnet is aligned with South Africa’s strategic ‘Roadmap for Freight Logistics System,’ which is overseen by the National Logistics Crisis Committee, chaired at the Presidency level.

“This initiative signifies our commitment to enhancing national logistics capabilities and driving sustainable economic growth,” Quaynor said.

Added 18 July 2024

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Giant CMA CGM container ship cleared to sail after losing containers overboard

CMA CGM Benjamin Franklin at Port of Los Angeles December 2015. Picture by Port of Los Angeles
Africa Ports & Ships

The 18,000-TEU container ship, CMA CGM Benjamin Franklin (IMO 9706891), has been allowed to sail from Algoa Bay after satisfying South African maritime authorities that her cargo of containers is fully secured.

On 9 July, while the giant 400-metre long ship was sailing off the KwaZulu-Natal coast opposite Durban she reported that in bad weather one of the container stacks collapsed, with 44 loaded containers falling overboard. Caught up in the quick-flowing Agulhas Current the boxes were swept away, with some appearing off Port Shepstone to the south a short while later.

The ship had been directed to seek shelter in Algoa Bay until the remaining containers on board were made fully secure and only after a full assessment was the ship permitted to sail, which she did on the evening of Tuesday 16 July 2024.

This was after the operator of the ship had identified a suitable weather window to conduct the passage around the Cape of Good Hope, which lately should be referred to by its original name of Cape of Storms.

By Thursday morning the ship had successfully rounded the Cape and was passing St Helena Bay.

CMA CGM Benjamin Franklin would ordinarily have sailed from the Far East to Europe via the Suez Canal, but like so many other container ships, is now forced to travel the longer route around the Cape on account of the dangers of Houthi attack in the Red Sea.

SAMSA said on Thursday that the next phase of the operation is to understand the fate of the containers that are on the seabed.

“It is highly probable that these containers are located on the seabed outside of South African waters in depths of more than 500 metres,” SAMSA said perhaps hopefully in an update.

Together with the Department of Forestry, Fisheries and the Environment (DFFE), SAMSA will be working closely with the container ship’s owner and their insurers to chart a way forward regarding the missing containers.

A navigation warning to all vessels operating in the area remains active, advising them to navigate with caution.

Vessels and the public are urged to report any sightings of the lost containers to the relevant authorities by contacting the Maritime Rescue Coordinating Centre (MRCC) at 021 938 3300 with the position, number, and colour of the containers if observed.

Added 19 July 2024

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Damen contracts with Toyota Tsusho for four tugs for Namibe port

Picture: courtesy Damen Shipyards
Africa Ports & Ships

Earlier this year Damen Shipyards Group signed a contract with Toyota Tsusho for the construction and delivery of four harbour vessels for the Angolan port of Namibe.

The order consists of two ASD 2813 Tugs, a Pushy Cat 1004 and a Stan Pilot 1905 which will be delivered in the first quarter of 2025. The relative speed of delivery is possible as a result of Damen’s practice of building its proven, standard vessels in series for stock.

The vessels are being provided to the Ministry of Transport Angola as part of a Japanese Government funded port development project in Namibe.

The four vessels which were already under construction for stock are being completed at Damen Shipyards Gorinchem, the Netherlands (Pushy Cat 1004), Damen Shipyards Antalya, Turkey (Stan Pilot 1905) and Damen Song Cam Shipyard, Vietnam (ASD Tugs 2813).

Toyota Tsusho is a new client for the Dutch shipbuilder. The large Japanese trading house, in addition to supporting the business activities of Toyota Motors, is also active in industrial, commercial and consumer sectors and frequently collaborates with the Japanese Government on infrastructure projects around the world.

“The port development project enables an increase in vessel traffic in Namibe,” said Hiroumi Ohara, Toyota Tsusho’s General Manager Africa Power & Infrastructure Department.

Port of Namibe showing section of new quay construction. Picture by TOA Corporation, Japan

“To facilitate this, the port requires a number of new, high quality workboats. We approached Damen, being aware of the company’s reputation for the fast delivery of proven, high performing vessels,” Ohara said.

He added that the four workboats will play an important role in giving a boost to the Angolan economy in the coming years.

The Namibe port development project, which was signed on 11 January 2019, involves a comprehensive development of Namibe Bay and is Toyota Tsusho’s first such project in Angola. The company has, however, a long history in Angola, having exported its cars to the country since 1966.

The project comprises two parts, the rehabilitation of the Saco-mar iron ore export terminal, and the expansion of the Namibe container terminal, which is located on the opposite shore to Saco-mar.

This has been designed to allow larger vessels to call at the port and diversifying the materials it is able to handle.

As a result, the port development project is anticipated to provide wider employment opportunities in Angola, while also providing the country with full independence in import activities, reducing the costs of freight transportation and boosting the national economy.

The Saco-mar terminal was opened in 1967 for the export of iron ore from the Kassinga Mine in the south of the country. The civil war brought a stop to this activity but Angola plans to reopen the mine and resume these port operations.

The importance of the container terminal lies with Namibe being the terminus of the Moçâmedes Railway, which serves the hinterland of southern Angola. The existing general cargo quay had a shallow depth alongside ensuring that only small shallow-draught vessels could call.

This placed Angola in the situation of having to rely on Namibia’s port of Walvis Bay for some of this container and general cargo traffic to be feedered to Namibe.

Added 18 July 2024

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GENERAL NEWS REPORTS – UPDATED THROUGH THE DAY

in partnership with – APO

More News at https://africaports.co.za/category/News/

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THOUGHT FOR THE WEEK

“Be happy for this moment. This moment is your life.”

— Omar Khayyam

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More Earlier News at https://africaports.co.za/category/News/

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Port Louis – Indian Ocean gateway port

Africa Ports & Ships publishes regularly updated SHIP MOVEMENT reports including ETAs for ports extending from West Africa to South Africa to East Africa and including Port Louis in Mauritius.

In the case of South Africa’s container ports of Durban, Ngqura, Ports Elizabeth and Cape Town links to container Stack Dates are also available.

You can access this information, including the list of ports covered, by  CLICKING HERE remember to use your BACKSPACE to return to this page.

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CRUISE NEWS AND NAVAL ACTIVITIES


QM2 in Cape Town. Picture by Ian Shiffman

We publish news about the cruise industry here in the general news section.

Naval News

Similarly you can read our regular Naval News reports and stories here in the general news section.

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For a Rate Card please contact us at info@africaports.co.za

Don’t forget to send us your news and press releases for inclusion in the News Bulletins. Shipping related pictures submitted by readers are always welcome. Email to info@africaports.co.za

Total cargo handled by tonnes during May 2024, including containers by weight

PORT May 2023 million tonnes
Richards Bay 6.467
Durban 6.120
Saldanha Bay 5.548
Cape Town 1.348
Port Elizabeth 1.437
Ngqura 1.520
Mossel Bay 0.020
East London 0.158
Total all ports during May 2023 22.619 million tonnes

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