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FIRST VIEW: THE WORLD

Here’s a ship we’ve featured before – several times in fact, as she turns up in various places around her namesake. Not exactly a cruise ship, she is better described as the largest (43,000-gt) private residential ship afloat. She’s named THE WORLD and consists of 165 private homes on board, occupied by home-owners who fly to and from the ship as their fancy takes them, or in some cases by others who enter into an agreement with the agents who administer the vessel, hiring out these luxury apartments on board the floating apartment block when the owners are elsewhere.

About 19 countries are represented by the owners, making for a really cosmopolitan existence. At least one of these owners is South African. The ship features all the usual attractions of a cruise ship, restaurants, bars, lounges, deckside recreation areas, and even a small shopping mall that includes a supermarket. Some owners like to do their own cooking in the fully fitted apartments, although one always can ring up and arrange for a chef to come on up and do the necessary. Alternately, there are the ship’s restaurants.

The World cruises from continent to continent, place to place according to a schedule agreed generally and in advance by the individual owners, although the ship management also has a say. The 196-metre ship has 12 decks and a crew of 280 to sail the ship and to care for the comfort and requirements of those on board. The World was built in Sweden (hull) and Norway (fitting out) and entered service in 2002. One of the earliest environmentally friendly passenger ships, she burns only marine diesel fuel. She was the first to utilise the Scanship wastewater cleaning system in which wastes are filtered by a flotation system, and in January last year Wärtsilä Corporation announced that she would be retrofitted with their Advanced Wastewater treatment system and the Wärtsilä Nacos Platinum system for navigation and external communication purposes.

This picture was taken of The World arriving last week in the New Zealand port of Lyttelton, is by Alan Calvert

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TANZANIA IMPROVES ITS GLOBAL LOGISTICS INDEX POSITION

Tanzania has recorded an impressive improvement in the area of logistics according to the Global Logistics Index Report prepared by the World Bank in 2016.

The country has jumped by about 70 positions to be number 61 out of 156 economies that were ranked as compared to 2014 when it was ranked number 138. TradeMark East Africa reports that the Logistics Performance Index is an interactive benchmarking tool created to help countries identify the challenges and opportunities they face in their performance on trade logistics and what they can do to improve their performance.

Improvement in logistics can transform economies. Think of connecting the East African Community (EAC) region through efficient infrastructures where roads are passable in all seasons of the year, railway networks are operational and borders are traversable. That may amount to a significant gain to the consumers since logistical costs contribute substantially to final prices of goods in the region.

Consumer gains resulting from reduced logistics cost can be very impactful in poverty reduction when goods such as agricultural inputs, medications, food, machineries are involved. Simplifying import processes with the rest of the world through enhancing logistic performance is an important mileage that should be achieved.

Much as trading with the rest of the world is inexorable, ensuring the logistics processes within the region are at the top is a prerequisite requirement to augmenting the regional economic growth. Such efforts may lead to the increased intra-regional trade that ideally should be a building block to the increased regional exports to the rest of the world.

TradeMark East Africa (TMEA) has been in the vanguard in promoting trade in the EAC region and last year through its support the Tanzania Private Sector Foundation (TPSF) National Freight and Logistics Platform was launched.

The logistic sector in Tanzania has a number of challenges including; poorly maintained rail and road infrastructure; inefficient operational processes and poor access to key transport hubs; overlaps in administrative processes and unclear management structure, and outdated processes and insufficient human resource capabilities.

Logistics costs limit the competitive participation of a country in trade since the delivered costs of imports are higher, exports are less competitive and attraction for foreign direct investment is diminished.

TMEA’s interventions focus on reducing the cost and time of doing business in the region as well as expanding trade opportunities to enhance the business environment. This can be achieved through augmenting the capacity of the logistics sector along the trade networks in the country whose impact will be reflected across the region.

The logistics platform is the key mechanism through which the enhancing capacity of logistics players, adopting a strategy for logistics; implementing a monitoring mechanism for the strategy; improving coordination of logistics stakeholders and influencing policy will be handled. Source: Elibariki Shammy – TMEA Program Manager Business Competitiveness, Tanzania.

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DOUBTS RAISED OVER ALGERIA’S NEW DEEPWATER PORT

The Algerian government has approved plans for the construction of a new US$3.3 billion deepwater port facility at the industrial zone of El Hamdania.

The new port will seek to duplicate the success of Morocco’s Tanger Med port, which was succeeded in securing a significant number of transhipment containers that might otherwise have been handled across the Strait of Gibraltar at the Spanish port of Algeciras.

Tanger Med has already overtaken Durban and lies only behind Port Said for handling the most number of containers for an African port.

The Algerian port is being developed by China Harbour Engineering and China State Construction Engineering Corp, who together hold a 49% stake in the operating company. The balance of 51% is held by the Algerian Port Authority, who is reported to have secured a $900 million financing loan from the African Development Bank. A group of Chinese banks are also reported to have agreed on helping finance the venture.

The venture partners are aiming high and plan to have a total of 23 berths and a final terminal capacity of 6.3 million TEU, with the project divided into two phases. The new port is 70km west of Algiers and construction is due to commence nest month (March) with a completion date set at 2021 for both phases.

The project comes on top of reports that CMA CGM intends developing shipping interests in Algeria.

Not everyone is convinced about the viability of a new deepwater North African port however. Arab Socialist restrictions on private sector involvement in state-owned enterprises raises some doubt in some quarters, as Arab Business has highlighted.

Watch this space.

NAVIS N4 GOES LIVE AT PORT OF BEIRA

Cornelder de Moçambique (CdM), which operates the Port of Beira in Mozambique, and Cargotec’s Navis, the provider of operational technologies and services for ports and other logistics providers, have announced that the container terminal at the port is now operating live on the Navis N4 terminal system.

Navis N4 has replaced another operating system that was unable to support future business requirements for the terminal – these include automation and business intelligence.

“As we continue to innovate and look to implement OCR systems, automatic gates, more EDI and internet usage, as well as achieve better integration with our administrative workflows, N4 gives us the possibility to implement this and further functionality in the years to come,” said Cornelder de Moçambique’s Commercial Manager, Jan Laurens de Vries.

The Port of Beira, Mozambique’s second busiest port behind Maputo, handles approximately 200,000 TEU annually, and is a critical container shipping hub for a number of landlocked countries, including Zimbabwe, Zambia, Malawi and the Eastern DRC. Beira offers some of these countries the shortest and fastest route to the sea.

Over the past decade, investments in both equipment and software have helped to significantly improve productivity and efficiency at the Beira terminal. Nevertheless, being determined to further innovate, CdM realised that it would need to replace its existing terminal system and after a thorough evaluation, Navis N4 was chosen.

The migration from the previous operating system to Navis 4 was carried out with minimal delays to customers, thanks to the support and partnership from the N4 implementation team.

“Cornelder de Moçambique has laid an important foundation to continuously improve efficiency and productivity, leading to better services for our customers in the Southern African hinterland and overseas,” said de Vries.

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GOLDHOFER VIADUCT MODULES CHOSEN FOR REUNION COASTAL HIGHWAY


Precast offshore viaduct segment for Reunion coastal highway – see video below

The Route du Littoral is a steep coastal road in the north of the island of La Réunion and is the main link between the seaport of Le Port and the capital Saint Denis.

The road is frequently affected by rockfalls, which often leads to closed lanes and major road works and has even claimed human lives. The authorities proposed a number of solutions to solve the problem before the decision was finally taken to build a new freeway called La Nouvelle Route du Littoral.

The centerpiece of the project is an offshore viaduct with a length of 5,600 metres, which is being built to avoid the dangerous sections of the existing coastal road. In order to anchor the piers on the seabed, a floating construction platform complete with a huge crane is being used to lift the prefabricated foundation elements and position them on the seabed. The viaduct will have a total of 36 main piers and a supporting structure comprising 1,386 precast segments.

For transporting the main piers and the viaduct segments, the building consortium led by international construction and concessions company VINCI is using three split combination PST/SL 18 (P1+1/2) heavy-duty modules from the house of Goldhofer.

Two factors were decisive for the choice: on the one hand the height and width of the cargo, which would normally call for two parallel modules, and on the other hand vehicle width restrictions en route. Goldhofer’s split combinations enable the width of the decks of the modules to be increased by 50 percent. That makes them the prefect solution: wide enough to take the 36 main piers weighing 700 tons each and narrow enough for the limits on overall vehicle width.

Another relevant detail is the fact that the chosen combinations are self-propelled heavy-duty modules with hydrostatic drive equipped with two 490 hp PowerPacks. The vehicles need that kind of power in order to travel at high enough speeds. As the operation will last several months, the vehicles are fitted with fully enclosed cabs.

The main piers are transported over a distance of about one kilometre from the concrete plant to the port and there loaded onto the floating platform to be taken to the construction site. The 1,386 viaduct segments, each weighing between 210 and 285 tons are taken straight onto the viaduct.

Transport operations are limited to the hours of night, when there is much less traffic on the Route du Littoral. Two of the four lanes can then be closed, and the heavy-duty transporters carrying the viaduct segments can use the closed lanes to travel the 15 kilometres or so from the concrete plant onto the finished length of viaduct.

At the end of the last completed deck section, the precast segments are picked up using a launching gantry and lowered into place. According to the construction schedule, 1,386 journeys are to be made over a three-year period for the viaduct segments alone. That is a real challenge for the three PST/SL 18s, which will again demonstrate the reliability and quality of Goldhofer’s heavy-duty modules in daily use.

Video clip (in French) [5:42]

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LAW OF THE SEA (ITLOS) HEARING OVER IVORY COAST’S DISPUTE WITH GHANA

Argument is being heard at the International Tribunal for the Law of the Sea (ITLOS) hearing in the dispute between Ghana and the Ivory Coast over the delimitation of a boundary in the Atlantic Ocean as it affects oil exploration and exploitation.

Oral arguments began in the matter on Monday, 6 February and will continue until Friday 10 February. A second round will take place from Monday 13 February to Thursday 16 February. The hearing is taking place in Hamburg, Germany.

Ghana is asking that the customary equidistance boundary be affirmed. In her argument Ghana’s attorney-general, Ms Gloria Afua Akuffo told the Tribunal that it was assisted by a wealth of maps and charts which set out the boundary.

Ms Akuffo is leading the Ghanaian team. She asked ITLOS to uphold Ghana’s position in the maritime boundary dispute. “Not that of maritime delimitation but rather a request to declare the existence of a boundary, to which the parties have themselves long agreed and delimited in practice and in consequence,” she maintained.

“Ghana asks this Special Chamber not to be swayed by the rather extravagant case Cote d’Ivoire seeks to present here by relying on a bisector theory and its related maps to create a huge area as the so-called area in dispute.”

She said that Ivory Coast’s bisector claim was so unrealistic and without legal and geographical basis, that it should be dismissed in its entirety.

“After five decades of agreement and reliance, the plausible dispute, if any, is the much narrower dispute between the parties competing equidistance lines. Ghana therefore invites the Special Chamber to uphold what the parties have long observed in practice and under their respective domestic laws,” she said.

“Does a fairly drawn agreed line suddenly become unfair simply because one state decides that it will be economically more advantageous for it if the line were drawn somewhere else?” she stressed. She pointed out that Ivory Coast only laid claim to Ghana’s boundary after Ghana discovered oil in commercial quantities.

“Ghana developed its oil industry based on a pre-existing maritime boundary as mutually agreed and recognised by both parties.

“It is based on this tacit, mutual understanding that, over many years, Ghana has developed this industry step by step from the first licensing of blocks through decades of studies, exploratory drilling and the eventual drilling of wells,” she argued.

She said Ghana was therefore taken aback when, in 2011, Ivory Coast directed oil companies to stop working on Ghana’s oilfields.

Three lawyers representing Ghana — Professor Philippe Sands of Matrix Chambers, London; Mr Paul Reichler of Foley Hoag Chambers in Washington DC, and Mr Fui S Tsikata of Reindorf Chambers in Accra — also advanced legal arguments on Ghana’s behalf.

Using maps, diplomatic correspondence and agreements between the two countries spanning five decades, the lawyers advanced arguments to justify Ghana’s position that Ivory Coast had no legal and geographical basis to claim any maritime boundary from Ghana.

Panel of Judges
The case is currently being heard by a five-member panel of judges with Judge Boualem Bouguetaia presiding over the hearing.

The other members of the panel are judges Rudiger Wolfrum of Germany and Jin-Hyun Paik of the Republic of Korea. The two ad hoc judges are Thomas Mensah of Ghana, and Ronny Abraham of France, selected by Ghana and Ivory Coast respectively, as per the rules of ITLOS.

The hearing is continuing, with Ivory Coast still to present its arguments. The Tribunal is expected to deliver its final decision before the end of 2017. source: BFTonline

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A GUIDE TO GOOD PRACTICE ON PORT MARINE OPERATIONS

Prepared in conjunction with the Port Marine Safety Code 2016, Moving Britain Ahead

See: Guide to Good Practice

This document has been issued by the UK Maritime & Coastguard Agency (MCA) and is intended to supplement the Port Marine Safety Code. It contains useful information and more detailed guidance on a number of issues relevant to the management of ports and other marine facilities.

The Code and this guide are applicable both to statutory harbour authorities and to other marine facilities which may not necessarily have statutory powers and duties. These are collectively referred to in the Code as organisations’, and may include, but not be limited to, the following examples:

  • Competent Harbour Authorities (authorities with statutory pilotage responsible for managing a pilotage service)
  • Municipal Port or Harbour Authorities
  • Trust Port or Harbour Authorities
  • Private Port or Harbour Authorities
  • Marine berths, terminals or jetties

 

While applicable to all ports the guide should be applied reasonably and proportionately to each port. It is designed to provide general guidance and examples of how an organisation could meet its commitments in terms of compliance with the Code.

This Guide should not be viewed as the only means of complying with the Code and for some organisations; it may not be the best means of achieving compliance.

Exposure from failing to comply with best practice
The following extract is from a successful prosecution of a harbour authority which was found to fail in its duty to adequately implement four foundational elements of PMSC compliance. This case demonstrates the importance that courts may place on authorities or organisations adopting ‘industry best practice’ and the exposure that they may face if they fail to take adequate steps towards compliance. The harbour authority was subsequently fined for contraventions under section 3(1) of the Health and Safety at Work Act 1974:

To the charge that it was the Port Authority’s duty under the Health and Safety at Work etc Act 1974, Section 3, to conduct their undertaking in such a way as to ensure, so far as was reasonably practicable, that persons not in their employment who may be affected by the conduct of the Harbour Authority’s undertaking were not exposed thereby to risks to their health or safety.

Part of the indictment read that:
“You failed to provide a safe system of work in that you did fail to provide a Safety Management System to reduce to a level as low as reasonably practicable the risks associated with marine operations in the Harbour Area, in terms of the Port Marine Safety Code, and failed to appoint a suitable individual or individuals to share the function of Designated Person to provide you as the duty holder with independent assurance that your Safety Management System was working effectively and to audit your compliance with the Port Marine Safety Code.”

Like the Code, the Guide does not have any legal force, though it does refer to existing legal powers and duties. Further, while it describes typical legal powers and duties, it is not practicable for this Guide to cover the specific legal position for each harbour authority or organisation, and it should not be relied on for that purpose.

The Guide has been developed with representatives from industry, the (UK) Department for Transport, and the Maritime & Coastguard Agency.

The Guide is designed to be a living document; one that will be maintained by the ports industry and can be reviewed and updated on an annual basis.

Of 192 pages length after its Glossary and Introduction, A Guide to Good Practice on Port Marine Operations contains the following 13 sections and 8 annexes:

Section 1 The Legal Background

Section 2 Accountability of the Duty Holder

Section 3 Consultation

Section 4 Risk Assessment

Section 5 Marine Safety Management Systems (MSMS)

Section 6 Emergency Preparedness and Response

Section 7 Conservancy

Section 8 Management of Navigation

Section 9 Pilotage

Section 10 Towage operations

Section 11 Marine Services

Section 12 Professional Qualifications and Competencies for Port Marine Personnel

Section 13 Accident Reporting & Investigation

Annex A Components of a Marine Safety Management System

Annex B SMS Manual Contents list example

Annex C Port Marine Safety Code Aide memoire

Annex D An example of a training matrix used by ABP

Annex E Port Marine Training, Assessment and Certification Record Sheet

Annex F UK Ports and Harbours information form

Annex G Example of a Port Passage Plan

Annex H Pilot Training Matrix

Edited by Paul Ridgway
London

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EXPECTED SHIP ARRIVALS and SHIPS IN PORT

Port Louis – Indian Ocean gateway port

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

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

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

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CRUISE NEWS AND NAVAL ACTIVITIES

QM2 in Cape Town. Picture by Ian Shiffman

We publish news about the cruise industry here in the general news section, but this is also available in a dedicated Cruise News section. This section will include various stories and news not covered in the general news so if you have an interest in this sector don’t forget to check regularly on our CRUISE NEWS page.

This you will find here in CRUISE NEWS & REVIEWS

Naval News

Similarly you can read our regular Naval News reports and stories which also have their own dedicated section, although some stories may be duplicated in the general news section.

Find the Naval Review section HERE

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PICS OF THE DAY : TALISMAN

Wilhelmsen Line’s car carrier TALISMAN (67,140-gt, built 2000) sails from Durban after completing cargo operations at the car terminal. Talsiman is one of four Mark IV RoRo ships in service with Wilhelmsen, the others being Tamerlane, Tarago and Tamesis. Talisman was built at the Daewoo Shipbuilding & Marine Engineering yards in Geoje in South Korea. These pictures are by Keith Betts

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