Africa PORTS & SHIPS maritime news 16 January 2022

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BULLETIN OF MARITIME NEWS

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FIRST VIEW:   SHEGARDIAH

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The Monday masthead shows the Port of Richards Bay
The Tuesday masthead shows the Port Harcourt
The Wednesday masthead shows the Port Elizabeth Manganese Terminal
The Thursday masthead shows the Port Elizabeth Car & Container Terminals
The Friday masthead shows the Port of Walvis Bay
The Saturday masthead shows Port of Ngqura
The Sunday masthead shows the Port of Ngqura Container Terminal

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FIRST VIEW:   SHEGARDIAH  

Picture by Keith Betts, in Africa Ports & Ships
Picture by Keith Betts
Shegardiah. Picture by Keith Betts, in Africa Ports & Ships
Picture by Keith Betts

Earlier in the year we featured the Kuwaiti MR2 products tanker SHEGARDIAH (IMO 9856701) that at that time (July) was calling at Cape Town, having arrived from Durban to complete discharging her cargo at the Mother Port. At the end of November the tanker was back in South African waters, and was photographed departing from Durban on Monday, 29 November 2021, bound for Walvis Bay.

Borrowing from Jay Gates’ report of that time – SEE HERE, the 48,578-dwt Shegardiah is owned and managed by the Kuwait Oil Tanker Company (KOTC) and operated for the state-owned Kuwait Petroleum Corporation. She was built by Hyundai Mipo shipyard at Ulsan in South Korea in 2020, entering service only on 28th April 2020 when she was handed over to her new owners.The tanker has an overall length of 183 metres, is 32m wide and is powered by a single HHI MAN-B&W 6S50ME 6 cylinder 2 stroke main engine producing 14,322 bhp (10,680 kW), driving a fixed pitch propeller to give a service speed of 14.5 knots. She has a cargo carrying capacity of 52,229 m3.

What was again visible to onlookers as the tanker sailed from Durban were some of her anti-piracy measures, including dark blue plastic drums which we assume to contain coiled razor wire, used in the event of an attempted boarding.

These barrels can be seen along the top of the hull and when released by a trigger, the coils are allowed to spiral downwards, while remaining suspended along the side of the ship with the top being secured within the barrel. The movement of the ship ensures the coils bounce upwards and sideways along the side of the hull, much in the way of coiled springs, effectively discouraging any pirate from attempting to board at that position.

Long-time readers may recall about ten or more years ago Africa PORTS & SHIPS carried a series of advertisements for the Cape Town developer of this anti-piracy device.

Pictures are by Keith Betts

Added 12 December 2021

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Photographs of shipping and other maritime scenes involving any of the ports of South Africa or from the rest of the African continent, together with a short description, name of ship/s, ports etc are welome.

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WHARF TALK: ice class vessel on unique mission – LANCE

Lance, an ice-class vessel with a new and specific purpose. Picture by 'Dockrat' in Africa Ports & Ships
Lance, an ice-class vessel with a new and specific purpose. Picture by ‘Dockrat’

Story by Jay Gates
Pictures by ‘Dockrat’

With the Antarctic shipping season now well underway, the arrival of an ice class vessel in Cape Town at this time of year is not unusual, although still a newsworthy event. Except that the arrival of this vessel, whilst previously an Antarctic research participant, has nothing to do with the current Antarctic season. In fact, this vessel is going to operate in not only a specialised and unique trade in itself, but one that is wholly unique to Cape Town.

On 3rd January at 09h00 the former polar research vessel LANCE (IMO 7638351) arrived off Cape Town from Hirtshals in Denmark, and proceeded to immediately enter Cape Town Harbour, going alongside the Repair Quay in the Duncan Dock. Her arrival at the Repair Quay was merely to allow for the completion of essential maintenance required by her new owners, prior to undertaking her maiden voyage on her latest endeavour.

Built in 1978, which makes her 43 years old, at the Sterkoder Shipyard at Kristiansund in Norway, ‘Lance’ is 61 metres in length and has a deadweight of 975 tons. She is powered by a single MaK 9MU453AK 9 cylinder 4 stroke main engine, providing 3,200 bhp (2,354 kW) to drive a controllable pitch propeller for a service speed of 12 knots.

Lance arriving in the port of Cape Town on 3 January 2022. Picture by 'Dockrat', in Africa Ports & Ships
Lance arriving in the port of Cape Town on 3 January 2022. Picture by ‘Dockrat’

Her auxiliary machinery includes two MWM TBD601-6K generators providing 280 kW each, and a single emergency generator. She has a transverse bow thruster of 300 kW, and a transverse stern thruster of 280 kW, to give her excellent manoeuvrability. She has ice classification 1A.

Originally built as a fishing and sealing vessel, for operations in the Norwegian High Arctic region, it became very soon apparent that she was too big, and expensive, a vessel to operate in that trade. In 1981 she was purchased by the Norwegian Government for a total of NOK29 million (ZAR52.3 million) and operated by the Norwegian Hydrographic Service. She was converted for survey, research and scientific support work in Norwegian waters.

She was used extensively by the Norwegian Polar Institute (NPI) for work in the Arctic, and in 1992 she was further upgraded, specifically to allow her to operate as a polar research vessel in both the Arctic and the Antarctic. In 1994 she was taken over completely by the Norwegian Polar Institute for their own exclusive use. However, between 1995 and 2000, ‘Lance’ was chartered out to the Norwegian Coast Guard for seasonal patrols in the Barents Sea.

For her work with the NPI she was equipped with five laboratories, providing 71 m3 of space, plus one container laboratory. She had two holds providing a cargo capacity of 615 m3, and a maximum of 873 tons of cargo. Cargo work was undertaken by a 10 ton crane. For scientific support work she had a stern A-frame for overside towing, and she had a CTD sampling winch.

For expeditionary support ‘Lance’ had a raised stern helideck of 13.5 metres, and a helicopter parking area above her wheelhouse for stowage of a small helicopter. She could operate with a maximum of 13 crew and 25 scientists, with an endurance of 21,000 nautical miles, steaming at 10 knots, over a period of 85 days.

Lance has a lenghty history of working in the Norwegian High Arctic region. Now she faces the remote parts of the South Atlantic Ocean. Picture by 'Dockrat'
Lance has a lengthy history of working in the Norwegian High Arctic region. Now she faces the more  remote parts of the South Atlantic Ocean. Picture by ‘Dockrat’

On 7th January 2001 ‘Lance’ arrived in Cape Town, from Tromsø, operating for the Norwegian Antarctic Research Expedition (NARE), and sailed to Antarctica on 10th January 2001 to conduct biological research for both NARE, and to provide logistic support for the Finnish Antarctic Research Programme (FINNARP).

On arrival at the Antarctic iceshelf, ‘Lance’ rendezvoused with the ‘S.A. Agulhas’ and a South African BO-105 helicopter, with two Pilots and an Engineer, from Cape Town-based Court Helicopters, was transferred over to ‘Lance’ to provide expeditionary support for the duration of her voyage. She returned to Cape Town on 11th March 2001, and sailed for Tromsø the very next day.

On completion of the new Norwegian polar research vessel ‘Kronprins Haakon’, she was decommissioned by the NPI in 2017. She was sold to a company with the nominal ownership name of Lance AS, operated by Besi AS of Tromsø and managed by Northshore AS, also of Tromsø.

She continued offering both expeditionary and scientific charters, plus some sealing voyages in the Arctic, with her final sealing voyage taking place in 2020, after which she was laid up. In June 2021, ‘Lance’ sailed for Hirtshals, in Denmark, for a major refit under new owners.

Lance will now be be operated and managed by Ovenstone Agencies (Pty) Ltd, of Cape Town. Picture by 'Dockrat', in Africa Ports & Ships
Lance will now be operated and managed by Ovenstone Agencies (Pty) Ltd, of Cape Town. Picture by ‘Dockrat’

Whilst her new owners were initially named as Ocean Logistics, of Douglas in the Isle of Man, she is actually to be operated and managed by Ovenstone Agencies (Pty) Ltd, of Cape Town. She is the replacement for Ovenstone’s ‘Geo Searcher’, which was lost when she sank, after hitting an uncharted pinnacle, off Gough Island in October 2020. For her new work supporting the Tristan Rock Lobster industry, as well as carrying passengers, mail and freight between Cape Town and Tristan da Cunha, she required an extensive overhaul and refit at Hirtshals.

Her refit included increasing her cargo hold space, and increasing the cargo carrying capacity in both holds. Her main hold was increased to 707 m3, and her smaller forward hold was both converted to a fully refrigerated hold, and increased in capacity to 220 m3. This has increased her cargo carrying capacity from 615 m3 to 927 m3, with reefer capacity, which gives ‘Lance’ an impressive capacity increase of 50%.

In order to handle the outsized cargo, and motor vehicles, that are regularly carried to Tristan da Cunha, ‘Lance’ had her hatch openings increased from 4.2m x 3m to 7.2m x 4.8m, and new aluminium hatch covers manufactured. She has a container carrying capacity of just 3 TEU. Cargo can be worked using a new 5 ton deck crane, and the hatch covers can be opened and closed using a new 2 ton deck crane, and she also has a new 1 ton auxiliary deck crane. Her helideck has been removed, and she now has open deck space aft that is suitable for further cargo stowage, or for use when engaged in the Rock Lobster fishery.

Lance has been acquired to support the Tristan Rock Lobster industry, as well as carrying passengers, mail and freight between Cape Town and Tristan da Cunha, Picture by 'Dockrat', in Africa Ports & Ships
Lance has been acquired to support the Tristan Rock Lobster industry, as well as carrying passengers, mail and freight between Cape Town and Tristan da Cunha, Picture by ‘Dockrat’

For the Tristan da Cunha service, the passenger accommodation of ‘Lance’ has been upgraded, with new cabins, lounges and facilities, for a maximum of 12 passengers. These facilities are separate from those of the crew. To date, the refit of ‘Lance’ has cost in excess of US$3 million (ZAR48.2 million). The completion of her refit in Cape Town will add to that total. The finishing touches to her current refit are due to be completed by the end of January, and the maiden voyage sailing of ‘Lance’, from Cape Town to Tristan da Cunha, is scheduled for 22nd January.

Ovenstone Agencies have managed the Tristan Rock Lobster industry, and provided complete logistic support to Tristan da Cunha, since 1999. Ovenstone’s management of this important marine resource is such that they were awarded the globally sought after Marine Stewardship Council Award. This is given for management of a sustainable and well managed fishery, and it is an honour that Ovenstones have proudly held since 2011. The display of an MSC award logo on the packaging of any item of seafood is highly sought after, worldwide, by the discerning buying public.

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Added 12 January 2022

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WATCHING THE GANGWAY by Paul Ridgway

Paul Ridgway

Watching the gangway
By Paul Ridgway
12 January 2021

My chowkidar duties are nearly over and in the week ahead I pass the nightstick back to our editor who appears refreshed after the seasonal break.

Below I send you more news from Africa and beyond and before I wrap up this responsibility I have to thank our valuable contributors especially Jay Gates and Dockrat who have sent in news since we last appeared and thus enabled these pages to tell more of the fascinating maritime news story.

Of interest from where I sit within commuting distance of London are the deliberations in Europe. One such concerns the Lisbon-based European Maritime Safety Agency (EMSA) which has a useful set of publications. Useful not only to the European ship owner or port operator but for those away from Europe where administrations may wish to consider and possibly adopt what is done outside their borders.

To take a look into what is on offer I share some links here: The monthly EMSA Newsletter is available by CLICKING HERE

This edition, January 2022, appears as EMSA enters its twentieth year and refers to its new publication EMSA Outlook 2022 which gives insight into Agency activities in the year ahead. Then there is the Annual Overview of Marine Casualties and Incidents 2021 now published.

Short newsletter articles concern European Coast Guard Cooperation – gaining greater awareness of Search and Rescue activities; an update on the activities of the EMSA Academy for the Consultative Network on Technical Assistance and the visit of France’s Maritime Prefect to EMSA.

EMSA’s Annual Overview of Marine Casualties and Incidents 2021 is to be found HERE

The EMSA Outlook for 2022 is SEE HERE

Hope to speak again soon. Have a good week.

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Added 12 January 2022

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Watching the gangway: BRNC Passing Out Divisions

Half a century after he passed out of Britannia Royal Naval College, the Prince of Wales returned to take the salute at Lord High Admiral’s Divisions. Photo: Ministry of Defence Crown Copyright 2021 ©, in Africa Ports & Ships
Half a century after he passed out of Britannia Royal Naval College, the Prince of Wales returned to take the salute at Lord High Admiral’s Divisions. Photo: Ministry of Defence Crown Copyright 2021 ©

Half a century after he passed out of Britannia Royal Naval College, the Prince of Wales returned to salute a new generation of Royal Navy officers in mid-December. He was guest of honour at the annual Lord High Admiral’s Divisions – the final passing out parade of the year at the spiritual home of Royal Navy Officer training in Dartmouth, Devon.

He took the Royal Salute from the parade and was invited to inspect the passing out Divisions – a mix of fresh Royal Navy Officer Cadets and Royal Fleet Auxiliary Officers, plus sailors commissioned from the ranks.

In the parade there were 46 international cadets to pass-out alongside their Royal Navy counterparts including three cadets from Africa, from the naval services of Ghana, Morocco and Nigeria. Photo: Ministry of Defence Crown Copyright 2021 ©, in Africa Ports & Ships
In the parade there were 46 international cadets to pass-out alongside their Royal Navy counterparts including three cadets from Africa, from the naval services of Ghana, Morocco and Nigeria. Photo: Ministry of Defence Crown Copyright 2021 ©

For the Prince of Wales it was a reminder of the beginning of his five-year Royal Navy career for he passed through the same college doors in September 1971 – following in the footsteps of his father, grandfather and both his great-grandfathers.

Prince Charles’s time at Dartmouth was followed by service in the guided missile destroyer HMS Norfolk and two frigates, Minerva, and Jupiter, he then qualified as a helicopter pilot flying the Wessex Mk5 with 845 Naval Air Squadron from the Commando carrier Hermes. The Prince’s final appointment in February 1976 was command of the coastal minehunter Bronington for his last nine months with the Royal Navy.

Captain Roger Readwin, Captain BRNC, said that all passing-out parades at Dartmouth were special, but Lord High Admiral’s Divisions was: ‘Probably the most prestigious of the year. To have His Royal Highness Prince Charles here is a really great honour for all who are on parade.

‘Those passing out should be immensely proud of their achievements to earn their place on the parade ground. Due to the ongoing pandemic, the support from families and friends has proved to be more important than ever, and I would like to thank them all for their incredible support to their loved ones whilst undergoing training.

Britannia Royal Naval College overlooking the River Dart and the town of Dartmouth. Photo: Ministry of Defence Crown Copyright 2021 ©, in Africa Ports & Ships
Britannia Royal Naval College overlooking the River Dart and the town of Dartmouth. Photo: Ministry of Defence Crown Copyright 2021 ©

‘While 2021 has been a difficult year for everyone, I’m incredibly proud of the way that my staff have adapted and embraced new ideas, to protect the in-flow of new blood into the Service.’

HRH Prince Charles, who holds the rank of Admiral of the Fleet, is also Commodore-In-Chief of Plymouth and Aircraft Carriers. The title of Lord High Admiral was conferred upon HRH The Prince Philip, Duke of Edinburgh in 2011 by HM The Queen, to celebrate his 90th birthday. The office of Lord High Admiral is one of the nine Great Officers of State and the title itself dates from the 14th century.

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Added 12 January 2022

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Watching the gangway: The Neptune Declaration revisited

Picture credit: Joseph Furness, Project Still at Sea ©, in Africa Ports & Ships
Picture credit: Joseph Furness, Project Still at Sea ©

Readers will remember the Neptune Declaration published in December 2020 and signed by more than 850 organizations. It outlined the main actions that at the time needed to be taken to resolve the crew change crisis. We were proud at Africa PORTS & SHIPS to add our name to the list

The Declaration can be seen HERE

There is a short video on the plight of seafarers available SEE HERE

We are today delighted to share with you a message regarding the crisis from the Chairs of the Maritime Industry Crew Change Taskforce: Graham Westgarth of V Group and Jeremy Nixon of ONE-Line.

‘Dear Signatory to the Neptune Declaration,

‘The crew-change crisis has been ongoing for almost two years and it has now been a year since the Neptune Declaration was initially launched. While the situation ebbed and flowed over the course of two years, the hope of coming out of the pandemic is now being overshadowed by fears posed by the omicron-variant.

‘Throughout the crisis, we have seen the incredible resilience of seafarers in keeping global supply chains operating as well as the ability of the maritime value chain to come together to facilitate crew-changes. However, on the negative side, it has also revealed the fragility of maritime supply-chains, it has taken away basic rights from seafarers and despite collaborative and individual company and government action, progress has been frustratingly slow. These challenges are here to remain, and we will continue the work to move from crisis-response to more long-term crisis management.

Neptune Declaration, in Africa Ports & Ships

‘As signatory you know how we – a group of maritime industry stakeholders –
came together and established a taskforce to respond to the crisis and draft the Neptune Declaration, which more than 850 companies and organizations have now signed. We feel now is the time to look back to take stock of what has been achieved during this first year, and which challenges still remain – which we have included in the attached slides.

‘As we move into the next stage of the crisis, ICS will be leading the push for the necessary changes, together with ITF and IMEC. Likewise, Global Maritime Forum will continue to publish the monthly Neptune Indicator, based on the data collected from ship managers to keep track on progress and development. The main focus of the taskforce members will be to support this ongoing work in any way possible.

‘Thank you for all your good efforts and continuous support.’

It is still possible to sign the Declaration.

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Watching the gangway: Nautilus and the UK Nationality and Borders Bill

If they stop to rescue people at sea, will they be in breach of the law? Photo: Ambrose Greenway ©, in Africa Ports & Ships
If they stop to rescue people at sea, will they be in breach of the law? Photo: Ambrose Greenway ©

Ships’ officers’ union, Nautilus International, and UK Chamber of Shipping welcome a government amendment to the Nationality and Borders Bill currently going through the House of Commons, the lower house of the Westminster parliament.

After extensive lobbying from Nautilus International and the UK Chamber of Shipping, the British Government confirmed it had tabled an amendment to the new Nationality and Borders Bill expressly exempting seafarers who are required to rescue people at sea from criminal prosecution. So it quite clear that the Brotherhood of the Sea will remain.

The original draft of the Bill left open the possibility that seafarers may be convicted for saving the life of someone in distress. However, in a letter to Nautilus International and the Chamber, Home Office Minister Tom Pursglove MP confirmed that the new ‘amendment puts it beyond doubt that organisations and individuals who rescue those in distress will not be convicted for people smuggling offences’.

Nautilus General Secretary Mark Dickinson commented: ‘The (UK) government’s amendment is a substantial change and offers seafarers the required reassurance that they will not be criminalised for carrying out their professional duties and legal responsibilities under international conventions.

‘Our fear was that the original wording of the bill implied a blanket criminal offence, with no carve-out or defences. Together we have achieved a very good outcome and I am pleased the government listened to the industry’s concerns.’

UK Chamber of Shipping Chief Executive Sarah Treseder added: ‘The UK Chamber exists to lobby government and champion the interests of its members, and that is exactly what we have done here.

‘The Bill as written was unacceptable to the Chamber or our members who have the safety of their employees to the fore and I am pleased the hard work and engagement with the Home Office has led to this policy change, protecting seafarers from any unfair prosecutions.’

In July 2021 Nautilus and the Chamber wrote a joint letter urging the government to ensure that crews of merchant ships would not be criminalised for rescuing distressed persons at sea and bringing them ashore in the UK.

In a response to the letter, the Home Office Minister at the time Chris Phillip made assurances that: ‘The Nationality and Borders Bill targets ruthless criminal gangs who put lives at risk by smuggling people across the Channel’.

Dissatisfied with that response, which left it to guidance to clarify the intention of the law, Nautilus and the Chamber pursued legislative clarity, and issued another letter to the Home Office. Only now (January) has the Home Office confirmed that these changes will be made in legislation and therefore assured seafarers will not be criminalised for rescuing people at sea.

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Watching the gangway: USCG rescue: The Brotherhood of the Sea at work

USCG MAROC 1- Migrants aboard a raft are sighted by the crew of USCGC Thetis and assisted by the Thetis crew and USCGC Emlen Tunnell , USCGC Glen Harris and a Royal Moroccan Navy during a rescue operation in the Atlantic on 4 January 2021. Photo by Petty Officer 3rd Class John Hightower, US Coast Guard Atlantic Area. USCG © in Africa Ports & Ships
Migrants aboard a raft are sighted by the crew of USCGC Thetis and assisted by the Thetis crew and USCGC Emlen Tunnell , USCGC Glen Harris and a Royal Moroccan Navy during a rescue operation in the Atlantic on 4 January 2021. Photo by Petty Officer 3rd Class John Hightower, US Coast Guard Atlantic Area. USCG ©

US, Spain, Morocco collaborate to conduct rescue at sea

As if to emphasise the concern of seafarers confronted by a law that would ensure they could be punished for a good deed, on 5 January the United States, Spain, and Morocco collaborated to rescue 103 migrants 40 nautical miles west of the Moroccan coast. Late in the evening of 4 January, Spain’s Las Palmas Rescue Coordination Centre received reports of two migrant rafts taking on water with people possibly in the water.

With a calm professionalism the Spanish centre coordinated rescue efforts with the vessels closest to the reported location of the rafts. Three US Coast Guard vessels, Famous-class USCGC Thetis, Sentinel-class USCGC Glen Harris, and USCGC Emlen Tunnell, and a nearby Royal Moroccan Navy frigate answered the call.

Working together, the crews rescued 103 migrants and recovered two bodies by early the following morning. Once safely aboard and stabilised, the US Coast Guard crews transferred all migrants to the Moroccan Navy.

USCG MAROC 2 - The crew of USCGC Thetis and a Royal Moroccan Navy vessel are seen during the joint rescue of migrants in the Atlantic Ocean on 4 January. Photo by Petty Officer 2nd Class Ade Gills. USCG ©, in Africa Ports & Ships
The crew of USCGC Thetis and a Royal Moroccan Navy vessel are seen during the joint rescue of migrants in the Atlantic Ocean on 4 January. Photo by Petty Officer 2nd Class Ade Gills. USCG ©

Commander Justin Nadolny, CO of Thetis commented: ‘While we are on an escort currently, the US Coast Guard will always conduct our core mission of search and rescue and observe the international law of the sea and maritime custom to assist any mariners in distress. This demonstrates the capability of Thetis to work with partners and our ability to respond rapidly to any situation. I’m very proud of the team.’

Currently the US Coast Guard is conducting a routine deployment in the US Sixth Fleet area of operations, working alongside Allies, building maritime domain awareness, and sharing best practices with partner nation navies and coast guards. These operations coincide with the escort of the Sentinel-class cutters across the Atlantic en route to their new homeport of Manama, Bahrain, and the cutters’ work for US Patrol Forces Southwest Asia under US Navy Fifth Fleet and US Central Command.

The crew of the Sentinel-class USCGC Glen Harris transfer rescued migrants to a Royal Moroccan Navy ship in the Atlantic Ocean on 5 January. Photo by Petty Officer 2nd Class Ade Gills. USCG ©, in Africa Ports & Ships
The crew of the Sentinel-class USCGC Glen Harris transfer rescued migrants to a Royal Moroccan Navy ship in the Atlantic Ocean on 5 January. Photo by Petty Officer 2nd Class Ade Gills. USCG ©

Captain Kyle Gantt, Commander, Task Force 65, added by way on conclusion: ‘The rescue of over 100 persons in the Atlantic demonstrates the agility and reach of US Naval Forces throughout Africa and Europe. US Coast Guard’s timely coordination with Spanish authorities and the Moroccan Navy showcases the power of integration with our international partners at sea.’

The US Coast Guard remains operational during Covid-19, following all the necessary safety precautions and regulations. US Sixth Fleet, with HQ in Naples, conducts the full spectrum of joint and naval operations, often in concert with allied and interagency partners, to advance US national interests and security and stability in Europe and Africa.

Based in Portsmouth, Virginia, US Coast Guard Atlantic Area oversees all Coast Guard operations east of the Rocky Mountains to the Arabian Gulf. In addition to surge operations, they also allocate ships to work with partner commands.

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Watching the gangway: Suez and Panama Canals: updated statistic

Suez Canal. Photo: Christia. Hellerud, Leth Agencies, in Africa Ports & Ships
Suez Canal. Photo: Christia. Hellerud, Leth Agencies

Leth Agencies rounds up the year

Since its inception doing business with vessels transiting the Suez Canal in 1924, trade by Leth Agencies has expanded into a global services provider to the world’s shipping industry.

Seizing an early prominent market position in the Suez Canal enabled expansion to the transit hubs of the Turkish Straits, the Panama Canal, the Danish Straits and Singapore waters. Extent of Leth Agencies’ operations in these waterways can be found in the headings at the top of the home page CLICK HERE

Shortly into the New Year the company issued statistics for transits of the Suez Canal and the Panama Canal.

Suez Canal

Leth reported that 2021 was the best year for the Suez Canal since 2008 with a 10.2% rise in vessels in transit. Capesize vessels have seen the largest increase, that is 46.3% more transits compared with 2020. In all 56.5 vessels transited daily in 2021 and it was found that December 2021 saw 20% more vessels than the previous December, 2020.

Shortly before the recent Christmas holiday, the Suez Canal Authority (SCA) announced that the fixed rebate scheme was extended with minor changes.

Details of valid fixed rebates for the period from 1 January to 30 June 2022 may be found HERE

On 4 November last year the Authority announced an increase in canal tolls of 6% with effect from 1 February 2022. This will apply to all types of ship, except LNG carriers and cruise ships. For more information readers are invited to see the SCA news item CLICK HERE

Other news from the Suez Canal Authority shows that two new tugs have been taken into service in the fleet assisting vessels transiting the Suez Canal: Svitzer Suez 1 and Svitzer Suez 2. More information on these valuable assets is available SEE HERE

Panama Canal. Photo: Jacob Guldager, Leth Agencies, in Africa Ports & Ships
Panama Canal. Photo: Jacob Guldager, Leth Agencies

Panama Canal

Records show that 38.4 vessels transited the Canal each day in December 2021.

The average northbound transits each day totalled 19.8 with 18.5 southbound.

For news from Canal de Panamá readers are invited to download the publication Propelling the Canal Forward, the outlook by the Panama Canal leaders for 2022, GO HERE

The future

Leth Agencies are investing considerable time and financial resources into improving client services. Going online, before most competitors, in order to ease clients’ access through user-friendly communication tools, was a milestone in the transit agent industry, it was reported.

The agency’s Internet-based, online Suez Toll Calculator set new standards for cost and time-operations some 15 years ago, and was widely used by clients, ship operators at large as well as by the competition. Today clients have the benefit of conducting all their transit-related management tasks via the website.

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Watching the gangway: Container shipping market

Freight association calls for investigation

On 5 January, the British International Freight Association (BIFA) announced that it was joining the chorus of voices from many sectors of the international supply chain for governments and other relevant authorities to investigate the recent and ongoing activities of the principal container shipping lines. BIFA claims that the market is unfairly distorted.

BIFA has written to the UK government asking it to investigate the state of competition within the current deep sea container shipping market.

The UK’s main trade association for freight forwarding and logistics companies says that its members are concerned that certain practices undertaken by the principal container shipping lines, as well as easements and exemptions provided to them under competition law, are distorting the operations of the free market to the detriment of international trade.

In a letter to Robert Courts MP, Parliamentary Under Secretary of State at the Department for Transport, BIFA’s Director General Robert Keen expresses the trade association’s concern that during a period of well-documented chaos within the container shipping sector, commercial power is becoming increasingly concentrated, resulting in diminished market choice and competition, and distorted market conditions.

Keen commented: ‘BIFA members fully accept that a free market economy is open to all, but are increasingly concerned that the activities of the container shipping lines, and the exemptions from legislation from which they benefit, are distorting the operations of that market to the shipping lines’ advantage, whilst adversely and unfairly affecting their customers, especially freight forwarders and SME businesses.

‘The facts speak for themselves. During a period that has seen EU block exemption regulations carried forward into UK law, there has been huge market consolidation.

‘In 2015, there were 27 major container shipping lines carrying global containerised trade, with the largest having a 15.3% market share. Today, there are 15 shipping lines, organised into three major alliances carrying that trade, with some analysts observing that the market share of a single alliance on certain key routes could be over 40%.

‘The pandemic has highlighted and accelerated this development, which has also contributed to dreadful service levels, and hugely inflated rates, with carriers allocating vessels to the most profitable routes with little regard to the needs of their customers.

‘Drewry recently issued a profit forecast of more than USD150 billion for 2021 for the main container shipping lines for which financial results are available.

‘To put that into perspective, this is more than has been achieved in the previous 20 years combined, and many BIFA members consider it to be a case of blatant profiteering.’

BIFA is joining a growing number of organisations, including CLECAT* and FIATA**, the US Federal Maritime Commission***, and the Australian Productivity Commission****, in calling for governments at a national and pan-national level to give careful consideration to the evolving business arrangements in the container shipping market to see whether they are in breach of competition law.

* CLECAT = European Association for Forwarding, Transport, Logistics and Customs Services.

** International Federation of Freight Forwarders.

*** US Federal Maritime Commission.

**** Australian Productivity Commission.

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WHARF TALK: welcome back for the ‘venerable’ POLARSTERN

Polarstern on the berth in Duncan Dock, making yet another welcome visit to Cape Town. Picture by 'Dockrat', in Africa Ports & Ships
Polarstern on the berth in Duncan Dock, making yet another welcome visit to Cape Town. Picture by ‘Dockrat’

Story by Jay Gates
Pictures by ‘Dockrat’

If one was to give the endearing term ‘venerable’ to a modern Antarctic vessel, one would be forgiven in thinking that such a heartfelt description would go to South Africa’s longest serving Antarctic research and supply vessel, the first S.A. Agulhas (IMO 7628136), which served the South African Antarctic Research Programme (SANAP) from 1978 to 2012, a longevity in polar waters of 34 years.

Yet this great loyal citizen vessel of SANAP does not come close to the true holder of the term ‘venerable’. This is because the true ‘venerable’ Antarctic vessel is one that is now entering her 40th year of continuous service. Not only is she still going strong at 40, but her owners are still planning her expeditionary programme for a possible further five years, so she still has a few years of polar service left in her yet.

On 4th January at 05h00, the ‘venerable’ polar research vessel POLARSTERN (IMO 8013132) arrived off Cape Town, after a transit voyage from her home base in Bremerhaven in Germany, via a stores and bunker stop in Las Palmas. She entered Cape Town harbour and went straight to the Eastern Mole in the Duncan Dock.

As always, a stop at the Eastern Mole means a bunker uplift is expected and, soon after tying up, the Cape Town based bunker tanker ‘Southern Valour’ came alongside ‘Polarstern’ to begin the transfer of fuel. As well as fresh stores being uplifted for her forthcoming Antarctic voyage, a crane also arrived on the quay in order to lift some palletised cargo onto the vessel, plus a single TEU container on to one of the aft container positions.

The German antarctic vessel must be one of the most regular callers at Cape Town in recent history. Picture by 'Dockrat', in Africa Ports & Ships
The German Antarctic vessel must be one of the most frequent callers at Cape Town in recent history. Here she is being refueled alongside by the Southern Valour.   Picture by ‘Dockrat’

Built in 1982 by a consortium of two shipyards, ‘Polarstern’ was built by the Howaldtswerke Deutsche Werft (HDW) shipyard at Kiel in what was then West Germany, with the internal outfitting undertaken by Werft Nobiskrug shipyard of Rendsburg, also in West Germany. With a length of 118 metres, ‘Polarstern’ has a deadweight of 4,374 tons.

She is powered by four Klöckner-Humboldt-Deutz (KHD) SBV8M540 8 cylinder 4 stroke main engines, with each engine producing 4,733 bhp (3,529 kW) to drive two nozzled controllable pitch propellers for an open water transit speed of 12 knots. She has a Germanischer Lloyd ice classification of 100 A5, which is the highest ice class, and which allows ‘Polarstern’ to break 2 metre thick ice at 5 knots. She is able to continue sustained operations up to -50°C.

Her auxiliary machinery includes two MaK 8M332AK generators providing 1,290 kW each, and a Deutz-Janssen BA12M816 emergency generator providing 423 kW. She has two HDW oil fired boilers and one HDW exhaust gas boiler. For additional manoeuvrability ‘Polarstern’ has one transverse bow thruster, and one transverse stern thruster, both being Kamewa 2400/AS-CP thrusters producing 1,103 kW each.

For those who wish to know the nomenclature of ‘Polarstern’, it is German for ‘Polar Star’. For stargazers, the Polar Star it refers to is Polaris, or the North Star, astronomically known as Alpha Ursae Minoris. Polaris is located in the Ursa Minor, or Little Bear, constellation, which can only be seen in the Northern hemisphere sky. The Polar Star is prominently displayed on the funnel of ‘Polarstern’, sitting on top of the World.

Owned by the German Federal Government, ‘Polarstern’ is operated by the Alfred Wegener Institute of Polar and Marine Research (AWI) of Bremerhaven, and she is managed by F. Laeisz Reederei of Rostock. When ordered by the West German Government, the cost of building ‘Polarstern’ was DM110 million (ZAR994.7 million). Her current annual operating costs are €146 million (ZAR2.58 billion). Her operating costs are met by the German Federal Government Ministry of Education and Research (90%), and the three German States of Bremen, Brandenburg and Schleswig-Holstein (10%).

|This latest call was of a short furation but Polarstern will be back before long. Picture by 'Dockrat', in Africa Ports & Ships
This latest call was of a short duration but Polarstern will be back before long. Picture by ‘Dockrat’

Operating with 44 crew and able to carry a scientific complement of 55, ‘Polarstern’ has 12 onboard laboratories, plus the ability to carry a further six container laboratories. She has a 30 ton A-Frame on her stern to allow for overboard scientific operations. For cargo she has a container carrying capacity of 72 TEU. Cargo work is undertaken by a KGW Schwerin 25 ton crane, located forward, and a Hatlapa 15 ton crane, located aft. She has an endurance 19,000 nautical miles over 80 days.

Over her 40 year polar career, ‘Polarstern’ has completed nearly 300 expeditionary voyages in both the Arctic and the Antarctic regions, and has sailed almost 2 million nautical miles in that time. She spends an average of 310 days per year at sea, with over 80 visits to Cape Town in that time. In her whole career she has only received eight Port State Inspections, almost all of them in Norway, and with one in Las Palmas, and has never had a single finding logged against her. What is striking is that for her 80 visits to Cape Town, there appears to have never been a single initial Port State Inspection in that port.

Despite her age, the replacement plans for ‘Polarstern’ have been rumbling on for many years. The first plans for her replacement were put forward in 2008, but then cancelled due to the financial crisis at that time. The second attempt to draw up replacement plans took place in 2015, but was then withdrawn in 2020, as they were no longer appropriate due to the advanced technical requirements that would now be needed for the ‘Polarstern’ replacement. It is now not expected that a replacement vessel will be entering service until 2026, or 2027, at the earliest. However, design plans are underway and the replacement cost is estimated to be in the region of €800 million (ZAR14.16 billion).

In September 1991, ‘Polarstern’ reached 90° North, the North Pole, becoming the first ever conventionally powered vessel to achieve that distinction. In October 2008, she completed a passage through the North East Passage, across the top of Russia, from the Atlantic to the Pacific, and immediately proceeded to complete the North West Passage, across the top of Canada, from the Pacific to the Atlantic, thus becoming the first ever vessel to complete a circumnavigation of the Arctic region in a single voyage.

Polarstern' funnel marking, picture by Dockrat in Africa Ports & Ships
Polarstern’s funnel marking, with the Polar Star prominent above the globe    Picture by ‘Dockrat’

As well as deliberately freezing herself in to the Antarctic pack ice, in the Weddell Sea, for a two month period in 2013 to study Polynya Krill, ‘Polarstern’ completed an epic 14 month scientific voyage by freezing herself into the Arctic pack ice between September 2019 and October 2020, a period of 389 days. She was resupplied by Russian icebreakers, and the experiment was to study the deep Arctic climate through a whole year, and was known as the Multidisciplinary drifting Observatory for the Study of the Arctic Climate (MOSAiC).

On completion of her bunkering, storing and loading at Cape Town, ‘Polarstern’ sailed on 6th January at 18h00, bound for the Antarctic continent, and a quick discharge of cargo and containers at Atka Bay, destined for the German Neumayer III station, located at 70°38’ South 008°15’ West. She is then embarking on the first of the annual East Antarctic Ice Sheet Instability (EASI-1) scientific cruises. The cruise will follow the coast of Dronning Maud Land (DROMLAN) from the Weddell Sea to the Cooperation Sea, from 50° West to 70° East. She is expected to return to Cape Town, on the completion of the EASI-1 cruise in late February.

Polarstern has completed nearly 300 expeditionary voyages in both the Arctic and the Antarctic regions, and has sailed almost 2 million nautical miles in that time, earning the right to be referred to as ''the venerable Polarstern'. Picture by 'Dockrat' in Africa Ports & Ships
Polarstern has completed nearly 300 expeditionary voyages in both the Arctic and the Antarctic regions, and has sailed almost 2 million nautical miles in that time, truly earning the right to be referred to as ”the venerable Polarstern’. Picture by ‘Dockrat’

From late February, ‘Polarstern’ will be turned around and head straight back to Antarctica, from Cape Town, to conduct the Hybrid Antarctic Float Observing System (HAFOS) scientific cruise in the Weddell Sea. HAFOS has been running since 2012, and is monitoring the state of the ocean in Antarctica, and specifically oceanic change in the Weddell Sea area. The HAFOS cruise will end in Port Stanley, in the Falkland Islands.

However, ‘Polarstern’ is due back in Cape Town, for a third visit in 2022, when she will arrive back in late September. She will be conducting an early spring, biological cruise to study the Southern Antarctic Circumpolar Current in the Southern Ocean, both east of South Georgia, and around South Georgia itself. This cruise will again end in Port Stanley.

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WHARF TALK: the mysterious VANKOR

The Cameroon-registered tanker Vankor enters Cape Town harbour after a lengthy period drifting outside. Picture by 'Dockrat', in Africa Ports & Ships
The Cameroon-registered tanker Vankor enters Cape Town harbour after a lengthy period drifting outside.  Note the location of her name painted on the side of the hull instead of near the bows. Picture by ‘Dockrat’

Story by Jay Gates
Pictures by ‘Dockrat’

Subterfuge Shipping. Now there’s a new maritime expression to ponder! What exactly is it? Well, according to Lloyds List Intelligence, Subterfuge shipping is the darkest, and most opaque, sub-sector of energy commodities trading. It is currently dominated by a fleet of elderly tankers that keep oil and refined products flowing from Venezuela, and Iran.

Subterfuge shipping, in the case of crude oil exports, is in contravention of US sanctions that prevent making such exports possible from the two countries mentioned. If you are not sure what subterfuge means, a dictionary defines it simply as “deception by artifice, or stratagem, in order to conceal, escape or evade.”

As far back as mid-November 2021, the Cameroon flag registered, LR2 Aframax tanker, VANKOR (IMO 9213313) arrived off the Cape Town port limits and simply slow steamed, and drifted, in the same area for a number of weeks. Where she had arrived from was not made apparent by AIS history. On 10th December she finally entered the Table Bay anchorage and remained there until 4th January, when at 16h00 she entered Cape Town harbour and proceeded directly to the Landing Wall in the Duncan Dock.

Vankor's name painted on the side of the vessel. Picture by 'Dockrat' in Africa Ports & Ships
Vankor’s name painted on the side of the vessel. Picture by ‘Dockrat’

Prior to entering harbour, it is understood that a crew change took place when she was out at the anchorage. Generally speaking, for an LR2 tanker, which is seemingly in ballast, to berth there indicates that there is a maintenance, or engineering support, requirement. On arrival, her name was clearly seen to have been crudely applied to her hull, but well back from the usual bow position.

Built in 2001 by Hyundai Heavy Industries at Ulsan in South Korea, ‘Vankor’ is 250 metres in length and has a deadweight of 112,118 tons. She is powered by a single HHI MAN-B&W 7S60MC-C 7 cylinder 2 stroke main engine, providing 19,193 bhp (14,312 kW) to drive a fixed pitch propeller for a maximum service speed of 14 knots. Her auxiliary machinery includes three generators providing 640 kW each. She has a Kangrim EM9HD057 exhaust gas boiler, and two Hyundai HMT-25 oil fired boilers.

Vankor's name painted on the side of the vessel. Picture by 'Dockrat' , in Africa Ports & Ships
Vankor’s bridge and accommodation area. Picture by ‘Dockrat’

Her owner, and operator, is given as Comoros Shipping Corporation, and she is managed by Picro Group LP of Moscow in Russia. She has been under this ownership since May 2021, and before this for a period of six months, from November 2020, she was named ‘Tsar Vladimir’ and had been owned and operated by Siberia Shipping of Monrovia, in Liberia, and managed by Berylicious Ltd, of Victoria in the Seychelles.

Under her previous owners, and according to a published special investigations report from Lloyds List Intelligence in February 2021, Tsar Vladimir was one of two tankers who were tracked rounding the Cape of Good Hope on the suspicion, and it was only that, was that Tsar Vladimir appeared to have loaded around Venezuela, although the vessel-tracking showed it in the Trinidad and Tobago area, with missing AIS signals for 10 days from the Strait of Gibraltar, and then 12 days after arriving near the Caribbean islands. Lloyds considered this a common tactic to obfuscate the actual loading location.

The stern view of the tanker. Picture by 'Dockrat' , in Africa Ports & Ships
The stern view of the tanker, with the port of Kribi (Cameroon) indicated as her homeport. Picture by ‘Dockrat’

Lloyds List Intelligence considered that Berylicious Ltd, her then managers, to be one of the opaque ship management organisations involved in possible subterfuge shipping. Lloyds List Intelligence went on to report that Berylicious Ltd had technical and ISM management of three Aframax tankers, all flagged with Cameroon, with single-entity Marshall Islands registered ownership companies. Interestingly, according to Lloyds List Intelligence, P&I provider and coverage had been withdrawn from the vessels since October 2020, and was unknown at the time of the publication of the Lloyds report.

Within weeks of the Lloyds report being published, the management of Tsar Vladimir changed to Picro Group LP, who remain the current managers of ‘Vankor’. The information contained on ‘Vankor’ in Equasis indicates that her ABS class was withdrawn in May 2020, at around the time that her ownership changed. There is no indication of her current Class given in Equasis. Her last Port State Inspection took place back in June 2020.

Vankor photographed in Cape Town harbour. Picture by 'Dockrat', in Africa Ports & Ships
Vankor photographed in Cape Town harbour. Picture by ‘Dockrat’

Interestingly, according to Companies House in the UK, Picro Group created a Limited Partnership company (LP) on 6th January 2021, with a listed head office in West London, and presumably just a ‘brass nameplate’ office, as 965 other companies are also registered at the same address. The partners of Picro Group LP in London were given as Silvano Alliance, and Tormex Alliance, both registered in Victoria, in the Seychelles. On 29th December 2021, less than a year since being registered in the UK as a company, Picro Group LP dissolved the company, and closed it down.

At one point, prior to 2020, subterfuge shipping was heavily dependent on Greek owned vessels to carry out the transfer of crude oil, mainly destined for refineries in Syria, or China, with at sea transshipments taking place to mask the origin of the cargo. With US applying sanctions to a number of these shipowners, and some of the maritime flag states removing vessels from their register, the Greek connections started to disappear.

This time with Table Mountain in the background. Picture by 'Dockrat', in Africa Ports & Ships
This time with Table Mountain in the background. Picture by ‘Dockrat’

According to Lloyds List Intelligence, Cameroon is one of several small, little-used flag registries that have found new business in subterfuge shipping during 2020 and 2021, in a practice known as flag-hopping. This sees tankers frequently change name and flag to make it harder to detect illicit activities. To be clear, there is no suggestion that ‘Vankor’ is engaged in such activities. The report also shows that South Africa is a favoured destination for drydocking purposes, and for undergoing maintenance.

Other small, obscure flag registries are also involved. Interestingly, the registry list given includes some of those flag registries that were the home for the majority of the Antarctic Toothfish IUU ‘pirate’ fishing vessels that were chased off the oceans a few years back.

Our final view of the tanker with, one might say, an unusual history. Picture by 'Dockrat', in Africa Ports & Ships
Our final view of the tanker with, one might say, an unusual history. Picture by ‘Dockrat’

Just after ‘Vankor’ went to anchor in the Table Bay anchorage, the Ukrainian ‘Seafarers Journal’ magazine, on 11th December, published a letter written by an engineer on ‘Vankor’. At the time there were 27 crewmembers aboard (2 Russian and 25 Ukrainian), who had been on the vessel for between 8 and 12 months.

According to the letter writer, they had all joined under her previous ownership of Siberian Shipping Corporation, and 21 of the crew were now out of contract, some since October, and wished to be signed off the vessel. They found out that the ship had been sold before they arrived off Cape Town, which is an interesting fact on its own, and that the crewing agreement with the new owners had been changed.

They were now awaiting replacement, according to the magazine letter writer. The crew change appears to have been concluded before ‘Vankor’ entered Cape Town harbour, as noted earlier.

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WHARF TALK: flagship of the Russian Antarctic Expedition fleet – AKADEMIK TRYOSHNIKOV

Akademik Tryoshnikov was the latest Antarctic expeditionary supply vessel to call at Cape Town in late December. Picture by 'Dockrat', in Africa Ports & Ships
Akademik Tryoshnikov was the latest Antarctic expeditionary supply vessel to call at Cape Town in late December 2021. Picture by ‘Dockrat’

Story by Jay Gates
Pictures by ‘Dockrat’

The preponderance of Antarctic vessels arriving in Cape Town in these reports, and at this time of year, is merely down to the fact that it is now the height of the Austral summer, and the relatively narrow window for expeditionary supply vessels to penetrate deep into the Antarctic pack ice, and make landfall, or to arrive at the Ice shelf edge, is happening right now.

To make that point real, on 30th December there were no less than seven vessels alongside in Cape Town, all preparing to head south to Antarctica and undertake the mission that they were designed for. There were three Krill trawlers (two South Korean and one Ukrainian), one Krill Reefer (Chinese), one Antarctic Cod Longliner (South African), one Indian Antarctic Expedition vessel (Russian) and one Russian Antarctic Expedition vessel (Russian).

The Antarctic supply ships call at Cape Town to pick up additional store and sometimes personnel, as well as refule ahead of the hazardous journey doen to the Antarctic shelf and Southern Ocean. Picture by 'Dockrat', in Africa Ports & Ships
The Antarctic supply ships call at Cape Town to pick up additional stores and sometimes personnel, as well as refuel ahead of the hazardous journey down to the Antarctic shelf and Southern Ocean.   Picture by ‘Dockrat’

This doesn’t take into account the other eight Antarctic vessels that have already sailed, nor the two that have yet to arrive in Cape Town, en-route South.

On 30th December at 07h00, the flagship of the Russian Antarctic Expedition fleet, the icebreaking supply vessel AKADEMIK TRYOSHNIKOV (IMO 9548536) arrived at the Table Bay anchorage from Bremerhaven in Germany and, prior to that, her homeport of St. Petersburg. She remained out in the anchorage for only a few hours, and at 10h00 she entered Cape Town harbour, to go alongside A berth in the Duncan Dock, and proceed to complete her onload for her forthcoming Antarctic voyage.

The Russian Akademik Tryoshnikov has become a regular caller at Cape Town and arrived again in late December. Picture by 'Dockrat', in Africa Ports & Ships
The Russian vessel Akademik Tryoshnikov has become a regular caller at Cape Town and arrived again in late December. Picture by ‘Dockrat’

Built in 2012 by the Admiralty Shipyard at St. Petersburg in Russia, Akademik Tryoshnikov is 134 metres in length, and has a deadweight of 6,634 tons. She is a diesel- electric powered vessel, and has two Wärtsilä 9L38B engines, each producing 8,750 bhp (6,525 kW), and a single Wärtsilä 6L38B engine, producing 5,833 bhp (4,350 kW).

The engines provide power to two Alconza synchronous motors, each producing 9,521 bhp (7,100kW), which drive two shafts with fixed pitch propellers, to give her an open sea service speed of 16 knots. She also has a Bow transverse thruster, providing 1,200 kW, and a Stern transverse thruster, providing 850 kW.

The ice-breaking bows of the vessel Akademik Tryoshnikov allow the ship to move through ice up to 1.1 metres thick. Picture by 'Dockrat', in Africa Ports & Ships
The ice-breaking bow of the vessel Akademik Tryoshnikov allows the ship to move through ice up to 1.1 metres thick. Picture by ‘Dockrat’

She was designed by the Krylov Shipbuilding Research Institute, based in St. Petersburg, and developed by the CDB Baltsoduproekt Bureau, also of St. Petersburg. With a Russian ice classification of LU7, which is the equivalent of ice classification 1A Super, or PC4, Akademik Tryoshnikov is capable of breaking 1.1. metre thick ice, at a continuous speed of 2 knots.

She carries a crew of 60, and can carry an additional 80 scientific, or expeditionary, passengers. She has an endurance of 15,000 nautical miles over 45 days, and has a hangar capable of holding two Kamov Ka-32 helicopters. For Antarctic research, Akademik Tryoshnikov carries a suite of onboard laboratories, providing 250 m2 of space, and an additional four laboratories able to carried in containers. She has a stern A-Frame to allow for overside operations, plus a CTD station for deepwater sampling.

Akademik Tryoshnikov carries not only stores to resupply the Antarctic bases, but replacement teams as well, carrying up to 80 passengers in addition to a crew of 60. Picture by 'Dockrat'
Akademik Tryoshnikov carries not only stores to resupply the Antarctic bases, but replacement teams as well, carrying up to 80 passengers in addition to a crew of 60. Picture by ‘Dockrat’

For cargo work, she has twin cranes, and her cargo carrying capacity is 3,961 m3, with a freezer capacity of 881 m3. She has a container carrying capacity of 24 TEU, with the provision for five reefer plugs. Her towing capacity was tested in the Arctic Kara Sea, when she was able to tow an iceberg, estimated to weigh in the region of 1,000,000 tons.

Built for the Russian Government, and specifically for the Federal Service for Hydrometeorology and Environmental Monitoring (Roshydromet), Akademik Tryoshnikov is operated and managed by the Arctic and Antarctic Research Institute, of St. Petersburg. She is tasked with annual logistics and resupply support to the Russian Antarctic Expedition (RAE).

The ship will be supplying three bases at the Antarctic on this particular voyage. Picture by 'Dockrat', in Africa Ports & Ships
The ship will be supplying three bases at the Antarctic on this particular voyage. Picture by ‘Dockrat’

On sailing from Cape Town, scheduled for 2nd January, she will proceed directly to the Russian Antarctic base of Molodezhnaya, located at 67°40’ South 45°23’ East, where she will also provide logistics support to the nearby Belorussian Antarctic base of Gora Vechernyaya, located 20 miles away at 67°39’ South 46°09’ East.

From there she is scheduled to conduct the resupply of both the Russkaya base, at 74°46 South 136°52 West, before completing her voyage at Bellingshausen base, the only Russian station located in the Antarctic Peninsula area, at 62°12’ South 58°56’ West. From there, Akademik Tryoshnikov will return first to Bremerhaven to discharge cargo, before ending her voyage at the Russian port of Murmansk in late March.

In 2017 Akademik Tryoshnikov carried South African scientists on board when she visitied the Antarctic and also paid a two-day visit to the South African scientific station on Marion Island. In Africa Ports & Ships
In 2017 Akademik Tryoshnikov carried South African scientists on board when she visitied the Antarctic and also paid a two-day visit to the South African scientific station on Marion Island. Here the ship is seen lying off the isolated Southern Ocean island

She has been a regular caller at Cape Town since 2012, including her charter to the Swiss Polar Institute in 2016-2017 when they carried out the Antarctic Circumnavigation Expedition (ACE) voyage, sailing from Cape Town on 20th December 2016. On this voyage she not only carried South African scientists, but also called for a two day visit at the South African base at Marion Island. She returned to Cape Town on 19th March 2017, where her onboard BO-105 helicopters were donated to the South African Department of Environment Affairs, where they are scheduled to be used for the important programme of eradicating mice from Marion Island.

The vessel is named after Alexei Tryoshnikov, who was the leader of the Second Soviet Antarctic Expedition in 1956-1957. Alexei Tryoshnikov actually called into Cape Town on that expedition, although he was not allowed ashore from the Soviet expeditionary vessel, due to the politics of the day. In his polar career, he completed a total of 22 Arctic and Antarctic expeditions, and became the President of the Geographical Society of the Soviet Union.

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WATCHING THE GANGWAY by Paul Ridgway

Paul Ridgway

Watching the gangway
By Paul Ridgway
5 January 2022

Good Day once again,
I trust that plans have gone well over the Festive Period with just the right amount of good things, some rest, essential exercise, peace and above all the chance to meet family and friends as best as one can in these Covid-related times.

Below you will find news from the world maritime community. Once again I thank all our contributors and newsmakers who make all this possible.

The next Watching the gangway will appear on Wednesday 12 January 2022

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Watching the gangway: Honours

At the end of each year usually, but not exclusively, on New Year’s Eve we see in the Press here (in the UK) what is known as The Queen’s New Year Honours list. Another list is published at the time of the Queen’s Birthday in June.

Combing through the newspaper columns on New Year’s Day among the one thousand or so named I came upon this happy brace: Natalie Shaw who has been appointed MBE is the Director of Employment Affairs, at the International Chamber of Shipping and this award is in recognition of her services to seafarers during the Covid-19 pandemic.

Janet Webber, Director of Development at The Mission to Seafarers is to receive the BEM. Both awards are in recognition of the activities of the maritime sector at a difficult time and are well-deserved.

In the same list the outstanding response by sailors and Royal Marines to Covid – both medical teams and those whose front-line operations were affected by the pandemic – has been recognised. Ten personnel are to receive decorations, honoured for the way they have dealt with the coronavirus and its impact on everyday life inside and outside the Naval Service.

For example Chief Petty Officer Naval Nurses Kelly Brechany and Carrie Smith are to be made Ordinary Associates (2nd Class) of the Royal Red Cross (ARRC) for their work at two of the largest hospitals in southern England. At Portsmouth’s Queen Alexandra Hospital, Kelly worked tirelessly and selflessly to ensure all NHS staff were trained in the use of PPE – constantly updating the training and procedures as the virus evolved and reducing the risks facing patients and staff alike.

Carrie has been described as a lynchpin in the emergency department at University Hospitals Plymouth, delivering ‘exemplary care and inspirational leadership at the height of the pandemic’.

Surgeon Commander Lisa Stevens receives the OBE for a double effort as the Principal Medical Officer of HMS Raleigh in Torpoint. The base, which turns civilians into sailors and is vital to feeding the Navy with fresh blood, continued to deliver training almost uninterrupted during the crucial early stages of the pandemic thanks to ‘her courage, resilience and decisive actions’. She also stepped in to support doctors in the local community.

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Watching the gangway: On duty over Christmas

HMSs Penzance, Chiddingfold, Shoreham at the UK’s Naval Support Service, Bahrain, earlier in 2021.    Picture: Ministry of Defence Crown Copyright 2021 ©, in Africa Ports & Ships
HMSs Penzance, Chiddingfold, Shoreham at the UK’s Naval Support Service, Bahrain, earlier in 2021.    Picture: Ministry of Defence Crown Copyright 2021 ©

Thousands of sailors and Royal Marines were on duty from Plymouth to Antarctica and the Pacific over Christmas. Half a dozen ships were at sea on 25 December while many more were in bases at home and overseas, their crews at hours’ notice to sail.

At the end of a busy 2021 – when the Royal Navy has again fulfilled existing commitments at home and abroad, and performed new missions, such as deploying HMS Queen Elizabeth to the Pacific and back, and helping to vaccinate the nation against Covid – around 2,000 personnel have been on duty or on call.

Sailors in sister ships HMSs Tamar and Spey celebrated Christmas nineteen hours apart – despite both sailing through the Western Pacific. Tamar, flagship of the small force bringing back the Royal Navy’s permanent presence to the Indo-Pacific region after 25 years, found herself nine hours ahead of UK time GMT). Spey, which has been in Hawaii, was the other side of the International Date Line and ten hours behind home. So while we at home were watching the Queen’s Speech after downing turkey and stuffing… it was the stroke of Boxing Day in Tamar… and 05h00 in Spey.

In the Middle East, minehunters Chiddingfold and Penzance plus their mother ship RFA Lyme Bay were soaking up the Dubai sun. Their three Gulf companions HMSs Montrose, Middleton and Bangor were all on patrol. In the Mediterranean, Trent spent her first Christmas overseas as did the new patrol craft Cutlass, the recent addition to the Gibraltar Squadron.

Medway was in Jacksonville, Florida, after a busy autumn in the Caribbean with tanker RFA Wave Knight, making her way home through the Atlantic. In the Southern Hemisphere, Forth spent Christmas at East Cove in the Falklands.

There has been every Christmas Day since 1969, a submarine carrying the nation’s nuclear deterrent and on patrol somewhere beneath the waves.

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Watching the gangway: Away in HMS Protector

In mid December 2021 HMS Protector carried out multibeam surveys between Signey and Coronation Islands to improve navigation in a poorly charted area of the remote South Orkney Islands. Picture: Ministry of Defence Crown Copyright 2021 © , in Africa Ports & Ships
In mid December 2021 HMS Protector carried out multibeam surveys between Signey and Coronation Islands to improve navigation in a poorly charted area of the remote South Orkney Islands. Picture: Ministry of Defence Crown Copyright 2021 ©

Following a carol service on Christmas Eve, on Christmas Day officers respected naval tradition and served senior and junior rates their Christmas dinner. Marine engineer Lieutenant Oliver Durrant commented: “Who needs jingle bells when you have the hum of two Rolls-Royce Bergen BRG M-8 engines with a propulsion power of over 3.5MW in Antarctica surrounded by an amazing team. It is like Christmas every day.“

In the warship messes and departments organised Secret Santas, while forward-thinking sailors received their presents before the ship sailed from the UK in the summer. The communications team in Protector organised a roster so all sailors had the chance to phone home via the welfare service over the festive period; there was WiFi onboard too.

And all families received a letter from the ship’s CO Captain Michael Wood thanking them for their support, forbearance, strength and understanding while loved ones are away over the holidays.

Survey operations in Antarctic waters

In mid-December HMS Protector carried out multi-beam surveys between Signey and Coronation Islands to improve navigation in a poorly charted area of the remote South Orkney Islands. Christmas was spent at the British Antarctic base at Rothera, in 24 hours of sunshine with the temperature at +1°C.

Protector’s tasking is based on the enduring responsibility of the British government to provide sovereign presence in the British Antarctic Territory (BAT), South Georgia and South Sandwich Islands (SGSSI). It is also a key maritime Geospatial Information (GEOINF) enabler, supporting the national requirement to provide a global oceanographic survey capability and, where capacity allows, provide assistance to the British Antarctic Survey (BAS). It also provides a periodic presence and reassurance to Overseas Territories and contributes to maritime situational awareness predominantly in the southern hemisphere.

HMS Protector alongside the new jetty at King Edward Point with the SMB James Caird surveying in the cove. Picture: Ministry of Defence Crown Copyright 2021 ©, in Africa Ports & Ships
HMS Protector alongside the new jetty at King Edward Point with the SMB James Caird surveying in the cove. Picture: Ministry of Defence Crown Copyright 2021 ©

South Sandwich Islands

Protector is helping advanced international research into the penguin populace and climate change in one of the most remote places on earth. Experts from Britain and the USA are working with the vessel to study colonies of the birds in the South Sandwich Islands – so off the beaten track even the Royal Navy only calls once a decade, it is said.

A team lands on Saunders Island, South Sandwich Islands to collect drone imagery to be used to calculate the numbers of penguins on the island. Picture: Ministry of Defence Crown Copyright 2021 ©, in Africa Ports & Ships
A team lands on Saunders Island, South Sandwich Islands to collect drone imagery to be used to calculate the numbers of penguins on the island. Picture: Ministry of Defence Crown Copyright 2021 ©

The chain of islands – sovereign UK Overseas Territory – lie more than 1,300 miles east of the Falklands and are home to around three million of the flightless birds. By landing on the uninhabited islands, recording the penguins and using drones, scientists hope for a better understanding of the impact of climate change and other environmental factors on the colonies.

Captain Michael Wood: “Visits by ships to these territories is exceptionally infrequent and hazardous.” His sailors contended with glacier-covered volcanic mountains, freezing waters, surf and gale-force winds in order to help scientists from Oxford University’s Department of Zoology and the Washington DC-based scientific and educational organisation Oceanites, which has spent nearly three decades building up a comprehensive picture of penguin populations in Antarctica.

Oceanites maintains a continent-wide penguin database upon which everyone in the Antarctic Treaty system relies and uses penguins as ikons to spread the word internationally about climate change

Staff in HMS Protector plans to support the South Georgia and South Sandwich Islands (SGSSI) government by conducting a penguin count at Saunders Island as well as setting up a geodetic mark on South Thule. Picture: Ministry of Defence Crown Copyright 2021 ©, in Africa Ports & Ships
Staff in HMS Protector plans to support the South Georgia and South Sandwich Islands (SGSSI) government by conducting a penguin count at Saunders Island as well as setting up a geodetic mark on South Thule. Picture: Ministry of Defence Crown Copyright 2021 ©

Ahead of the ship’s visit, the islands were thought to be home to nearly half of the world’s chinstrap penguins (1.3 million breeding pairs), as well as circa 95,000 breeding pairs of macaroni penguins, and several thousand breeding pairs of gentoo penguins. Oceanites will make results publicly available HERE

Normally based in Plymouth, Protector and her 70-strong crew of sailors and Royal Marines are on a five-year mission to survey the polar oceans and put a stop to illegal fishing in some of the most important waters on the planet. The ship will remain in the Antarctic region until April when the austral winter rules out operating in the waters of the frozen continent.

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Watching the gangway: 2021: Meeting the challenge of extreme weather – WMO

Record-breaking heat and rainfall, devastating fires and debilitating drought were among the extreme weather, climate and water events of 2021, with human, economic and environmental impacts which will far outlast the calendar year.

According to the World Meteorological Organization, the past seven years are on track to be the seven warmest on record. A cooling La Niña event at the start and close of 2021 had a short-lived and minor effect on global temperatures but did not reverse, the long-term warming trend as a result of record greenhouse gas concentrations from human activities.

The combined impacts of natural climate variability and climate change once again unfolded as we witnessed throughout 2021. Supercomputing power and satellite technology helped us to forecast and monitor many of the extreme events, whilst scientific ingenuity boosted our understanding of the enormity of the accompanying changes in our climate system.

Economic losses are mounting as exposure increases. But, on the positive side, improved multi-hazard early warning systems have led to a significant reduction in mortality. However, there are gaps in the meteorological observing networks in many Least Developed Countries and Small Island Developing States. The Systematic Observing Financing Facility (SOFF) seeks to mobilise resources to strengthen these networks and to fill the large gaps in basic weather and climate data, which are central to weather forecasts, effective adaptation efforts and investments.

There is also a growing need to invest in monitoring of greenhouse gas budgets by using on ground-based, satellite and simulation models for better understanding the sinks, sources and behaviour of carbon dioxide, methane and nitrous oxide.

African floods

Persistent above-average rainfall in the first half of the year in parts of northern South America, particularly the northern Amazon basin, led to significant and long-lived flooding in the region. The Rio Negro at Manaus (Brazil) reached its highest level on record. Floods also hit parts of East Africa, with South Sudan being particularly badly affected.

African drought

Significant drought affected much of subtropical South America for the second successive year. Rainfall was well below average over much of southern Brazil, Paraguay, Uruguay and northern Argentina. Drought also contributed to a humanitarian crisis in parts of the Horn of Africa, including Somalia, and in Southern Madagascar.

Many of the impacts of climate change are felt through water, such as flooding, drought and accelerated glacier melt. WMO has established a Water and Climate Coalition for enhancing global water related services, infrastructures and multi-hazard services, embracing meteorological, hydrological and climate services as an Earth system unity.

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Watching the gangway: IMO and Asia-Pacific training

IMO and Asia Paific Training in Africa Ports & Ships
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Ten cadets from Indonesia, Malaysia and Thailand are participating in onboard training on the Korea Institute of Maritime and Fisheries Technology (KIMFT) training ship, Hanwoori. This was reported by IMO shortly before the New Year.

The training which took place from 27 November to 15 December was delivered within the framework of IMO’s Integrated Technical Cooperation Programme (ITCP), and funded by the Republic of Korea, under a Memorandum of Understanding between the Republic of Korea and IMO on technical cooperation, and a partnership with the Korea Institute of Maritime and Fisheries Technology (KIMFT).

Four of the cadets were female. The programme supported the needs of Asia and Pacific countries by providing an opportunity for education and training, especially for women in the maritime sector. The onboard training for deck and engine cadets makes use of training ships and other facilities of the Republic of Korea.

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Watching the gangway: WMU and the UNCTAD Review of Maritime Transport 2021

UNCTAD Review 2021 in Africa Ports & Ships

On 15 December, Dr Cleopatra Doumbia-Henry, President of the World Maritime University (WMU), participated as a panel expert for the Information Session on the United Nations Conference on Trade and Development (UNCTAD) Review of Maritime Transport 2021.

The Review provides an update on the latest trends in maritime trade, supply, markets, key performance indicators, and legal and regulatory developments. The 2021 edition of the report has a special focus on the Covid-19 pandemic’s impact on the industry and includes a special chapter on the challenges seafarers face in view of the crewing crisis.

Readers will recall we reported the publication of the UNCTAD Review as it was made available in mid-November.

In her remarks, President Doumbia-Henry highlighted that although the pandemic has raised awareness regarding the importance of shipping to global trade, it still largely goes unrecognised that the women and men working on ships spend long periods of time away from their families, working in demanding, isolated and often dangerous conditions. She emphasised that now, more than ever, the maritime and oceans community needs new approaches and robust action to tackle the challenges seafarers are facing.

President Doumbia-Henry reiterated the significance of the Maritime Labour Convention (MLC, 2006 as amended) which to date is ratified by 98 countries. The Convention provides that when a seafarers’ contract ends, which cannot exceed 11 months, they have a right to repatriation.

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Watching the gangway: A new book: The War in the Mediterranean, 1940-1943

This paperback by Bernard Ireland (ISBN: 978 1 52679 701 8) is published by Pen & Sword Military, of 224 pages with 32 black and white illustrations, price £14.99 to which should be added £4.50 for UK Delivery or free UK delivery if order is over £35. For further information and to order readers, particularly overseas readers, are invited to contact: enquiries@pen-and-sword.co.uk

First published in 1993 and reprinted in 2004 The War in the Mediterranean, 1940-1943 was issued last year and deserves a place on the shelves of today’s politicians and geopoliticians as well as the historians and the general readers. In reading one soon realises the importance of the Suez Canal not only as a strategic imperial route in, and before the Second World War, but for the benefits it bestows on the world economy now. In the War the Cape Route was paramount in support of the war in the Mediterranean.

New Book for review in Africa Ports & Ships

Much has been written about the conduct of the land battles and the commanders who faced one another in the North African campaign and those in Greece and later Italy and the defence of Malta. The main protagonists realised at the time, success or failure rested on the effectiveness of their seaborne supply chain. Control of the Mediterranean was therefore absolutely crucial.

In this authoritative study, Bernard Ireland brings a fresh clarity to the complexities and factors at play during this critical period when for 1,000 days the Allied and Axis armies fought for the domination of the North African shores knowing that defeat would bring disastrous consequences. Three valuable maps are provided showing the Mediterranean theatre, the Western Desert of Egypt and Libya and of Tunisia.

In the final analysis it was the Allies’ ability to dominate the Mediterranean that bought them victory but there is no denying that it was regarded as a ‘damned close run thing.’ Here, Bernard Ireland over twelve chapters with an introduction, chronicles the war from the situation existing in June 1940 to the time the Axis war machine was forced to leave Tunisia for Sicily and eventually mainland Europe and the homeland, heimat, with the Allies in pursuit and at the same time planning invasion from France, north and south, some incredible staff work being needed. Ireland’s introduction sets the scene admirably with regard to the political and military standpoints from the 1930s.

Bernard Ireland had an extensive career with the Royal Naval Scientific Service and much of his expertise in ship research and a comprehensive theoretical and practical knowledge is apparent in this book and in his other titles.

One reviewer commented that The War in the Mediterranean is one of the best, if not the best, books he had read on this subject. This well- researched and highly recommended book provides a valuable reminder that inter-service and indeed Allied cooperation is vital if any campaign is to achieve its aims.

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WHARF TALK: container ship – BERMUDA

The container ship Bermuda entering Cape Town Harbour. Picture by 'Dockrat', in Africa Ports & Ships
The container ship Bermuda in Cape Town Harbour. Picture by ‘Dockrat’

Story by Jay Gates
Pictures by ‘Dockrat’

The major container shipping lines all run their own major schedules, sometimes in conference with other carriers, but generally without enough of their own vessels to fulfill the needs of the service. The upshot of this is that the shipping observer gets to see many rarer container ships, operating on charter to the majors, that you would not ordinarily get to ‘spot’ in any other way.

On 21st December at 09h00, the container vessel BERMUDA (IMO 9395927) arrived in the Table Bay anchorage from Cotonou in Benin. As with most container vessels at this time of year at Cape Town, she had to go to anchor for a number of days. On Christmas Eve at 19h00 she let the anchorage and entered Cape Town harbour, proceeding to the Container Terminal at berth 604 in the Ben Schoeman Dock.

Under cloudy skies the co ntainer ship Bermuda is seen in Cape Town Harbour. Picture by 'Dockrat' in Africa Ports & Ships
Under cloudy skies the container ship Bermuda is seen in Cape Town Harbour. Picture by ‘Dockrat’

Built at the South Korean owned Hanjin Subic shipyard at Olongapo in the Philippines in 2010, Bermuda is 259 metres in length and has a deadweight of 52,382 tons. She is powered by a single Hyundai MAN-B&W 8K90MC-C8 8cylinder 2 stroke main engine producing 49,707 bhp (36,568 kW), driving a fixed pitch propeller for a service speed of 24.8 knots.

Her auxiliary machinery includes three generators providing 1,950 kW each, and a single emergency generator providing 150 kW. She has a Saacke composite 509 exhaust gas boiler. Her container carrying capacity is 4,330 TEU, with provision for 326 reefer plugs.

The accommodation and bridge area of the box ship Bermuda. Picture by 'Dockrat' in Africa Ports & Ships
The accommodation area of the box ship Bermuda, partly obscured by a row of containers. Picture by ‘Dockrat’

One of four sisterships built originally for a German shipowner, and all originally named after a Caribbean, or West Atlantic, island, starting with the letter B (Bermuda, Barbados, Bahamas, Bonaire), all were almost immediately placed on long term charter with the American President Lines (APL), with Bermuda receiving the name ‘APL Bahrain’ for the duration of the charter, serving one of the APL Australian-Far East services.

Bermuda had arrived from West Africa and is seen here departing from Cape Town later in December. Picture by 'Dockrat', in Africa Ports & Ships
Bermuda had arrived from West Africa and is seen here departing from Cape Town late in December, bound for Durban. Picture by ‘Dockrat’

Now owned by Navios Maritime Partners of Monaco, whose houseflag is displayed on her funnel, Bermuda is managed by Navios Containers Management of Athens. She is operated by the French CMA-CGM container line, and is presently utilised on their joint MIDAS Loop 1 service, operated with Maersk Line, and linking West Africa (Cotonou, Tema, Pointe Noire), South Africa (Cape Town, Durban), The Persian Gulf (Jebel Ali), and the Indian sub-Continent (Mundra, Nhava Sheva, Colombo). A total of ten container vessels operate on this joint service.

On completion of loading, Bermuda sailed from Cape Town at 08h00 on 28th December, bound for Durban, where she arrived at 10h00 on 30th December. She was to remain at anchor, off Durban, and is expected to enter Durban harbour on 5th January, to load at the Durban Container Terminal, and then continue en-route for Jebel Ali, which is the termination port for the MIDAS Loop 1 service.

Watched by one of the harbour tugs, Bermuda heads out into Tabkle Bay and her journey around the Cape of Good Hope and shortly after into the Indian Ocean. Picture by 'Dockrat', in Africa Ports & Ships
Monitored by one of the harbour tugs, Bermuda heads out into Table Bay and her journey around the Cape of Good Hope toward the Indian Ocean. Picture by ‘Dockrat’

In August 2012, following the ancient traditions of saving life at sea, Bermuda was steaming in the area south of the Sunda Strait, off the Indonesian coast, when they were tasked by the Australian MRCC to search for a boat in distress that was carrying around 150 immigrants. On arrival at the reported position, no sign of the vessel was found, and as darkness fell, the crew on Bermuda (then sailing as APL Bahrain) heard whistles in the dark. With great seamanship, the vessel was able to rescue six survivors of the sinking, in the dark. Twelve hours later, as daylight returned, they were able to rescue a further nine people from the sea.

In total, 55 people were plucked from the sea by other rescue vessels involved in the search. Incredibly, the Indonesian authorities, who were first alerted to the unfolding tragedy, found nothing and simply abandoned the search, leaving the Australian Maritime Safety Agency (AMSA) to continue with, and co-ordinate, the search for survivors, with APL Bahrain acting as on-scene coordinator. Sadly, no further survivors were found, and after a search lasting nearly two days, all of the 55 survivors were taken to the port of Merak, in Indonesia, and landed to receive hospital treatment.

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WHARF TALK: a tale of two sisterships – PACIFIC JULIA

With Table Mountain overlooking the scene, the tanker POacific Julia moves into position to take the berth so rece ntly vacated by her sister ship, Pacific Sarah. Picture by 'Dockrat' , in Africa Ports & Ships
With Table Mountain overlooking the scene, the tanker Pacific Julia moves into position to take the berth so recently vacated by her sister ship, Pacific Sarah. Picture by ‘Dockrat’

Story by Jay Gates
Pictures by ‘Dockrat’

It is not uncommon for sisterships to be working on the same scheduled services, and often to be seen together in the same port, especially in the container conference services with perfect examples being Maersk Line and Hamburg-Süd vessels. What is unusual is for two sisterships, from the same company, to be operating a voyage on a same, one-off, spot market, time charter, and for one vessel to vacate the berth, in order for her sistership to take her place.

Originally, the LR1 tanker PACIFIC SARAH (IMO 9835886) arrived at the Table Bay anchorage on 22nd December at 14h00 from Al Ruwais in the UAE, and entered Cape Town harbour on 23rd December at 10h00. After a three day discharge, she departed Cape Town, bound for Walvis Bay in Namibia, sailing on December 26th at 14h00. It was not the first time in 2021 that she had called into Cape Town, as reported in the 21st May edition of Africa Ports & Ships.

Pacific Julia arriving in the port at Cape Town. Picture by 'Dockrat' in Africa Ports & Ships
Pacific Julia arriving in the port at Cape Town. Picture by ‘Dockrat’

As Pacific Sarah passed the breakwater outbound, the Transnet Port Pilot disembarked from her and was transferred directly across to her LR1 tanker sister ship PACIFIC JULIA (IMO 9772046), which was inbound, also from Al Ruwais in the UAE. At 15h00 on 26th December, she entered Cape Town harbour and was taken alongside the very same tanker berth, in the Duncan Dock, that her sister ship had vacated not one hour earlier.

The tanker was arriving from Al Ruwais in the UAE. Picture by 'Dockrat' , in Africa Ports & Ships
The tanker was arriving from Al Ruwais in the UAE. Picture by ‘Dockrat’

Built in 2017 by STX Shipbuilding at Jinhae in South Korea, Pacific Julia is 219 metres in length and has a deadweight of 74,439 tons. She is powered by a single STX MAN-B&W 6S60ME-C8.2 6 cylinder 2 stroke main engine, producing 13,138 bhp (9,663 kW) to drive a fixed pitch propeller for a service speed of 14 knots.

Her auxiliary machinery includes three MAN-B&W 6L23/30H generators providing 990 kW each, and a Cummins NT855 DMGE emergency generator. She has a Kangrim composite exhaust gas boiler, and a Kangrim oil fired boiler. She has twelve cargo tanks, with a cargo carrying capacity of 83,790 m3.

The accommodation area of the tanker, picture by 'Dockrat'
The accommodation area of the tanker. Picture by ‘Dockrat’

Owned by Sinokor Merchant Marine Co. Ltd. of Seoul in South Korea, Pacific Julia is managed by Fleet Management Ltd. of Hong Kong. She is operated by Shell Trading and Shipping Company (STASCo) of London, who also act as the vessel charterers.

Pacific Julia is owned by South Korean interests and managed out of Hoing Kong. Picture by 'Dockrat', in Africa Ports & Ships
Pacific Julia is owned by South Korean interests and managed out of Hoing Kong. Picture by ‘Dockrat’

One of four sisterships built, Pacific Julia was ordered as part of ‘Project Oval’, which was a STASCo requirement for ten LR1 tankers to be built for long term time charter to Shell. All ten vessels, including a separate class of six tankers built at another South Korean shipyard, for Project Oval, are owned by Sinokor Merchant Marine.

Pacific Julia is berthed safely at the port's tanker terminal. Picture by 'Dockrat' in Africa Ports & Ships
Pacific Julia is berthed safely at the port’s tanker terminal. Picture by ‘Dockrat’

On completion of her cargo of refined products, Pacific Julia sailed from Cape Town on 30th December at 11h00, bound for Fujairah in the UAE. Her erstwhile sistership, Pacific Sarah, completed her discharge at Walvis Bay on 30th December, and she too is currently en-route for Fujairah in the UAE.

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WHARF TALK: 304 metres of container ship – MSC STELLA

MSC Stella, deployed on MSC's North West Continent (Europe) to South Africa service. Picture by 'Dockrat', in Africa Ports & Ships
MSC Stella, deployed on MSC’s North West Continent (Europe) to South Africa service. Picture by ‘Dockrat’

Story by Jay Gates
Pictures by ‘Dockrat’

Once more the seasonal wind problems of the strong Southeast wind, that blows across the Western Cape, have started the usual delays to container handling at the Cape Town Container Terminal (CTCT). There are currently seven container ships anchored in Table Bay, all awaiting their turn to come alongside, and minimise the Cape Town delays that are now affecting their schedule. Plus an inordinately long, 18 hour, power outage at CTCT didn’t help matters either, merely adding to their woes, and to the ongoing weather delays, which are affecting CTCT.

Occasionally, the arriving container vessel times it right, and neither the SE wind, or allocated position at CTCT due to a backlog of arrivals, and the subsequent unplanned brief spell at anchorage, or even a power cut, affects her schedule, and she simply sails straight into port.

On 15th December at 23h00, the Post-Panamax container vessel MSC STELLA (IMO 9279989) arrived at the Table Bay anchorage, from Ngqura, but before the need to settle down for the night in the anchorage, was instead brought straight into Cape Town harbour at midnight, berthing at the CTCT in the Ben Schoeman Dock.

MSC Stella in Cape Town harbour during December 2021. Picture by 'Dockrat' in Africa Ports & Ships
MSC Stella in Cape Town harbour during December 2021. Picture by ‘Dockrat’

Built in 2004 by the Hyundai Samho shipyard, at Mokpo in South Korea, MSC Stella is 304 metres in length and has a deadweight of 85,680 tons. She is powered by a single HHI MAN-B&W 10K98MC-C 10 cylinder 2 stroke main engine providing 77,656 bhp (57,819 kW), to drive a fixed pitch propeller for a service speed of 24.8 knots.

MSC Stella. Picture by 'Dockrat' in Africa Ports & Ships
MSC Stella. Picture by ‘Dockrat’

Her auxiliary machinery includes four MAN-B&W 8L27/38 generators providing 1,980 kW each, and a Cummins VTA28-DM emergency generator providing 608 kW. She has a Kangrim EA1100GY exhaust gas boiler, and a Kangrim MA10RSGY oil fired boiler. She has a container carrying capacity of 6,724 TEU, and provides 400 reefer plugs.

One of a class of eight sisterships, all built for her owner and operator, Mediterranean Shipping Company of Geneva, MSC Stella is managed by MSC Srl of Piano di Sorrento in Italy. She is operating on the MSC North West Continent to South Africa service, and on 20th December at 16h00, she sailed from Cape Town on her northbound leg, bound for Las Palmas in the Canaries.

Head on - MSC Stella approaching the dock at Cape Town Container terminal, in Africa Ports & Ships
Head on – MSC Stella moving away from the dock at Cape Town Container terminal

Earlier this year, MSC Stella was another of the many MSC vessels caught in the blocking of the Suez Canal by the Ever Given, which took place in March 2021. At the time MSC Stella was operating the MSC India-Mediterranean service, and was heading northbound up the Red Sea towards Suez. The decision was taken to turn back MSC Stella, and she called into King Abdullah Port, located north of Jeddah in Saudi Arabia, and discharged all of her Mediterranean bound containers, before turning around and heading back to India.

MSC Stella departing Cape Town on 20 December. Picture by 'Dockrat' in Africa Ports & Ships
MSC Stella departing Cape Town on 20 December. Picture by ‘Dockrat’

Back in July 2012, her fleetmate MSC Flaminia caught fire in mid-Atlantic, after an onboard explosion, whilst en-route from Charleston in the USA, to Antwerp in Belgium. The crew abandoned ship, and 24 of the 25 crew members were picked up by the tanker DS Crown, which arrived on the scene two hours later. Second to arrive was MSC Stella who transferred the four most seriously injured crew members from DS Crown’, and she headed for the Azores at full speed to seek medical attention for the casualties.

MSC Stella leaves the confines of Cape Town harbour, bound for Las Palmas and then Europe. Picture by 'Dockrat' in Africa Ports & Ships
MSC Stella leaves the confines of Cape Town harbour, bound for Las Palmas and then Europe. Picture by ‘Dockrat’

Sadly, one of the injured crewmembers from MSC Flaminia died from his injuries, received when fighting the onboard fire, before the vessel reached the Azores. The remaining three injured crewmembers were airlifted from MSC Stella by a SAR helicopter as she approached the Azores, and all three were transferred to a local hospital, one to an Intensive Care Unit. All recovered from their injuries. Sadly, one member of MSC Flaminia was reported as missing.

In September 2008, MSC Stella set a container movement record at the Napoleon Avenue Container Terminal, located up the Mississippi River, in the Port of New Orleans, whilst operating a 2M Alliance service, on behalf of MSC and Maersk Line. The record was set at the port when she turned around 2,870 containers on a single call.

In her long 17 years of service for MSC, she has received 49 Port State Inspections, of which two took place in South African ports. The first was in February 2009 at Port Elizabeth, and the second was in May 2010 in Cape Town. Both inspections took place under the auspices of the Indian Ocean MoU, and on both occasions no findings were reported.

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WATCHING THE GANGWAY by Paul Ridgway

Paul Ridgway

Watching the gangway
By Paul Ridgway
27 December 2021

Good Day All,
I trust that all has gone well over the recent festive days. On behalf of my Editor and contributors, particularly Jay Gates and Dockrat, I thank you all for your many messages of goodwill at this time. Of particular note has been the Festive Message attached here from IMO and issued by their ever-present and excellent media service. The banner image emphasises IMO’s theme for 2021 which has been: Seafarers at the core of shipping’s future. (IMO ©).

IMO Banner in Africa Ports & Ships

The next Watching the gangway will appear on Wednesday 5 January 2022

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Watching the gangway: UNODC Programme Coordinator at Aden

UNODC visit to Port of Aden, 15 December 2021
UNODC visit to Port of Aden, 15 December 2021

On 15 December Mr Ulrich Häussermann the Programme Coordinator of UN Office on Drugs and Crime (UNODC) Global Maritime Crime Programme for the Gulf of Aden and Red Sea visited Aden port. He met Deputy Executive Chairman and discussed the Office activities in Aden and the progress made so far in their support to the port authority. After delivering basic knowledge training of Vessel Traffic Services (VTS) to the port’s control tower staff, UNODC will further deliver training in this field and the use of marine telecommunications devices both their operation and maintenance.

Dr Mohammed Amzerba, Port of Aden Executive Chairman, sent his appreciation to UNODC for their continuous support and look forward to receiving experts in port security early in 2022 and the training for the port staff in VTS and the use and repair of the port’s communications equipment. He also added that investigations to support the port’s maritime training centre should be achieved in order to upgrade its capacity to deliver more and better training programmes to enable staff to attain STCW certifications.

The work of UNODC the Gulf of Aden and the Red Sea is set out HERE
here:

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Watching the gangway: MSC thanks Aden Container Terminal

Port of Aden, in Africa Ports & Ships
Port of Aden

The previous month Aden Container Terminal and its staff received a letter of thanks from MSC International Shipping Line, expressing their appreciation for the efforts of the terminal and its employees.

This message concerned the efforts made by the terminal’s shift teams around the clock and their good performance in speedy container handling and reducing the time ships stay in the terminal’s berth.

The following is the text of the message: “Dear Aden Container Terminal and its affiliates, you started work on the MSC Trader II at 11h15 on Sunday, 31 October, 2021, and finished work on it the next morning at 09h10. This means that 1,132 containers were handled in just 22 hours. It is a remarkable performance by the terminal teams, as it was found that the container handling rate reached more than 50 containers (Vessel Rate 51.44) per hour for production operations.

“We have closely monitored and noticed that vessel productivity has increased over the past months despite there being a slight increase in cargo volumes compared to the same period last year. Accordingly, the time taken for the ship is reduced, allowing ships to make more trips to Aden. Please continue to maintain the same momentum.

“Our sincere appreciation to all the staff at Aden Container Terminal and thanks for this collective achievement. This year has witnessed a remarkable improvement in the level of container handling and a reduction in the time period for ships to stay in the terminal’s berth. It is expected that the terminal will witness an increase in the number of handled containers as well as the number of ships during the next year, as the shipping lines sensed an improvement in production and service operations.”

An interesting short YouTube film of the port of Aden is available below.  Video IS available – click where it reads  ‘Watch on YouTube’  [1:27]

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Watching the gangway: WCO Implementing electronic data exchange

Picture: IMO © in Africa Ports & Ships
Picture: IMO ©

The latest version of the World Customs Organization Data Model (version 3.11.0) has been published*. This version includes a new Message Implementation Guide (MIG), providing practical guidance for implementing part of the IMO Compendium on Facilitation and Electronic business. This was reported by IMO on 22 December.

At IMO the FAL MIG provides additional technical information, in addition to the semantic definitions, for implementing ship reporting formalities outlined in the Convention on Facilitation of International Maritime Traffic (FAL). The MIG has been developed following cooperation between the WCO and the IMO.

The IMO Compendium is a tool for software developers that design the systems needed to support transmission, receipt, and response via electronic data exchange of information required for the arrival, stay, and departure of the ship, persons, and cargo to a port.

With regard to this documentation it is understood that the IMO Compendium consists of an IMO Data Set and IMO Reference Data Model agreed by the main organisations involved in the development of standards for the electronic exchange of information related to the FAL Convention: the WCO, the United Nations Economic Commission for Europe (UNECE) and International Organization for Standardization (ISO). Readers are invited to watch the YouTube video below**.

A compilation of clearly structured, harmonised, standardised and reusable sets of data definitions and electronic messages the WCO Data Model is designed to meet operational and legal requirements of cross-border regulatory agencies, including Customs.

* SEE HERE

**You Tube video Digitalization key to facilitate international maritime traffic [3:06]

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Watching the gangway: DNV and carbon capture

A carbon dioxide production and handling plant. Photo: DNV © in Africa Ports & Ships
A carbon dioxide production and handling plant. Photo: DNV ©

It was reported from Oslo towards the end of December that Equinor, Shell, TotalEnergies, Gassco and classification society DNV would launch a new joint industry project or JIP to develop low-pressure systems for the transport of CO2 by ships.

It is understood that the CETO (CO2 Efficient Transport via Ocean) JIP will carry out the technology qualification of a low-pressure ship design and identify methods to scale CO2 transport volume, while reducing the associated risks, to support the development of opportunities in Carbon Capture and Storage (CCS).

CETO is funded by the project partners and GASSNOVA through the CLIMIT programme and is expected to be completed in 2023.

CCS will be a key technology if the world is to meet the goals of the Paris and Glasgow agreements. Although the technologies and the industry are very much still emerging, a possible challenge is connecting capture sources to facilities for use or storage sites, especially where pipelines are not an option. As a result, CO2 ship carrying technology will be needed if large quantities are to be safely transported at costs that are commercially viable.

Today, most transport of CO2 by ship takes place on a small scale and at medium pressure (15 bar at -28ºC), limiting the possibilities of scaling up to meet future growth in CCS.

DNV in its announcement indicated that to transport CO2 safely and efficiently on an industrial scale by ship, low pressure transport systems (approximately 7 bar at -49ºC) are a potential solution, as this enables much larger tank volumes, cargo capacities and therefore reduced transport costs. However, the industry currently has little practical experience with the transport of liquid CO2 (LCO2) under these conditions, it was pointed out.

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Watching the gangway: Class NK Survey App

Towards the end of the month ClassNK released PrimeShip-PSC Intelligence, mobile app for improving ship management system and Port State Control (PSC) performance at no charge, it was reported from Tokyo.

The smartphone Class NK Survey App, in Africa Ports & Ships
The smartphone Class NK Survey App

We understand that this application is the mobile version of PSC Intelligence PC version for ship management companies released in 2018. The application, which has been developed for seafarers, enables them not only to manually input the reports by PSC into data on their smartphones, but also to convert the PSC reports shot with a camera into data using AI-OCR. Furthermore, it is possible to report these PSC data and malfunctions of equipment to shore staff of the ship management company in a chat format, and manage the rectification.

PSC Intelligence analyses accumulated PSC data by respective ship management companies and ClassNK using AI technology and creates appropriate and pinpoint checklists with the PC version based on typical deficiencies investigation and actual results. The checklist function on the mobile app will be released soon, it is furthermore reported.

Information on how to use the application and so forth is AVAILABLE HERE

The introductory video (below) of the mobile app, including data conversion demonstration of PSC report [4:06]

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Watching the gangway: INMARSAT Launch

I-6 F1 launch at JAXA Tanegashima Space Center, Japan. Picture courtesy Inmarsat/Mitsubishi Heavy Industries ©, in Africa Ports & Ships
I-6 F1 launch at JAXA Tanegashima Space Center, Japan. Picture courtesy Inmarsat/Mitsubishi Heavy Industries ©

On 23 December Inmarsat, a world leader in global, mobile satellite communications confirmed the successful launch of its first Inmarsat-6 satellite, I-6 F1, by Mitsubishi Heavy Industries (MHI) from the JAXA Tanegashima Space Center in Japan.

The Inmarsat-6s (I-6) series are Inmarsat’s first ever hybrid L- and Ka-band satellites, incorporating increased capacity and new technological advances for ELERA’s transformational L-band services alongside additional Global Xpress (GX) high-speed broadband capacity. Adding to an existing global fleet of 14 geostationary satellites they extend Inmarsat’s commitment to mission critical services while enabling a new generation of pioneering technologies to connect and sustain the world.

This launch is the first of seven planned for Inmarsat by 2024 in the company’s fully-funded technology programme.

Launch success was confirmed by MHI at 15h59 GMT on 22 December following satellite separation from the H-IIA launch vehicle, with successful signal acquisition soon afterwards.

The most sophisticated commercial communications satellite ever launched, I-6 F1 has a huge deployed solar array ‘wingspan’ similar to that of a Boeing 767 and a 9 metre wide L-band reflector that will be deployed over the coming days. The satellite will then be raised to geostationary orbit (GEO) approximately 36,000km (~22,500 miles) above the Earth via its all-electric propulsion system and then undergo a thorough and extensive testing programme. I-6 F1 will enter service in 2023. Ground stations in Western Australia will support I-6 F1.

Rajeev Suri, CEO of Inmarsat, said: “This launch marks Inmarsat’s newest technological leap forward as we maintain our strong commercial momentum and sector leadership. It gives me great pleasure and pride to confirm the successful launch of I-6 F1. This satellite extends our world leading mobile satellite communications services for our customers and partners, especially in the Indo Pacific region.

“My warmest thanks and congratulations go to the Inmarsat team that delivered flawlessly on this project as well as our launch provider Mitsubishi Heavy Industries and our satellite manufacturing partner Airbus Defence and Space.”

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Watching the gangway: US Coast Guard medevacs cruise ship passenger

A Coast Guard Air Station New Orleans MH-65 Dolphin aircrew medevacs a cruise ship passenger aboard Carnival Valor 218 miles south of Southwest Pass, Louisiana on 22 December 2021. The man was transferred to shore-side medical facility and was last reported to be in stable condition. Picture courtesy US Coast Guard ©, in Africa Ports & Ships
A Coast Guard Air Station New Orleans MH-65 Dolphin aircrew medevacs a cruise ship passenger aboard Carnival Valor 218 miles south of Southwest Pass, Louisiana on 22 December 2021. The man was transferred to shore-side medical facility and was last reported to be in stable condition. Picture courtesy US Coast Guard ©

On 23 December the US Coast Guard reported from New Orleans the medical evacuation the previous day of a 53-year-old male cruise ship passenger approximately 218 miles south of Southwest Pass, Louisiana.

Coast Guard District Eight watch standers received a call at approximately 11h23 stating a man was experiencing stroke-like symptoms aboard the cruise ship Carnival Valor. Watch standers coordinated the launch of a Coast Guard Air Station New Orleans MH-65 Dolphin helicopter crew. The helicopter crew arrived at the scene, hoisted the passenger and a Carnival Valor nurse, and transferred them both to the University Medical Center in New Orleans. The man was last reported in stable condition.

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Watching the gangway: Transaid looks back on 2021

Picture: Transaid, in Africa Ports & Ships
Picture: Transaid

Transaid has continued to deliver impactful programmes in access to healthcare and road safety over the past year and, despite the challenging economic climate, it has also incorporated a successful Covid-19 strategy and response into several of its programmes. This is testament to the commitment and adaptability of partners, consultants, and the organisations and governments with which the charity works on a daily basis.

Transaid’s fundraising team has had a busy year, working to increase awareness of its and to raise vital funds. In September, thirty Transaid riders returned to the road for the ‘Way of the Roses’ cycle challenge and recruitment has continued for the 2022 cycle Malawi challenge. From intrepid cyclists, to invaluable corporate supporters, Transaid is so grateful to all of the people who are helping it to make a tangible difference in sub-Saharan Africa.

Transaid’s driver training programmes in Zambia, Tanzania and Uganda have continued at pace and 2021 saw the launch of a new three-year driver training programme in Ghana. The charity’s access to healthcare programmes has also progressed and has never been more necessary, it is reported, as many of the public health gains that have been achieved in the last decade have been lost due to Covid-19.

About Transaid:

Transaid transforms lives through safe, available, and sustainable transport. Founded by Save the Children, The Chartered Institute of Logistics and Transport, and its Patron, HRH The Princess Royal, the international development organisation shares 25 years’ worth of expertise in 23 countries with partners and governments – empowering people to build the skills to transform their own lives. To find out more: CLICK HERE and at twitter.com/TransaidOrg

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Watching the gangway: Rolls-Royce and Qatar

It was announced on 20 December simultaneously in London and Doha (UAE) that Rolls-Royce Group had reached agreement with the Qatar Investment Authority (QIA), the sovereign wealth fund of the State of Qatar, to invest £85 million in Rolls-Royce SMR Limited (SMR = Small Modular Reactors)

Rolls-Royce SMR is building a new technology solution to deliver affordable, low carbon, nuclear power. A single power station will occupy around one tenth of the size of a conventional nuclear generation site and power approximately one million homes. This could have far-reaching effect for power generation world wide and is a project of which we can expect to hear more.

QIA will join Rolls-Royce Group, BNF Resources UK Ltd and Exelon Generation Ltd as shareholders in Rolls-Royce SMR, taking a 10% share of the equity. Mr Mansoor bin Ebrahim Al-Mahmoud, Chief Executive Officer of QIA commented: “QIA is investing in the energy transition and funding the technologies that enable low carbon electricity generation. We will continue to seek out investments that align with our mandate to deliver long-term value for future generations through responsible sustainable investments.”

Warren East, CEO, Rolls-Royce Group, added: “I am tremendously pleased to announce that we have further strengthened our relationship with Qatar, through QIA’s investment in the Rolls-Royce SMR business. We have successfully raised the capital we need to establish Rolls-Royce SMR and it is encouraging to confirm that the business is now set up to succeed.”

UK Business and Energy Secretary Kwasi Kwarteng, who chaired the recent COP 26 in Glasgow, reflected: “This investment is a clear vote of confidence in the UK’s global leadership in nuclear innovation and follows the £210 million of government investment in the development in Small Modular Reactors.

“It represents a huge step forward in our plan to deploy more home-grown, affordable clean energy – ensuring greater energy independence for the UK, highly skilled jobs and bringing cheaper, cleaner electricity to people’s homes.”

The Rolls-Royce SMR business is now fully funded, having secured £490 million through commercial equity and UK Research and Innovation (UKRI) grant funding. The development of SMRs is a core part of the UK Government’s 10-point plan for a green industrial revolution.

Rolls-Royce has been a nuclear reactor plant designer since the start of the UK nuclear submarine programme in the 1950s. Rolls-Royce SMR will draw upon standard nuclear energy technology that has been used in 400 reactors around the world. A Rolls-Royce SMR power station will have the capacity to generate 470mw of low carbon energy, equivalent to more than 150 onshore wind turbines. It will provide consistent baseload generation for at least 60 years, helping to support the roll out of renewable generation, helping to overcome intermittency.

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Watching the gangway: WHO in Africa

On 5 March 2021, a volunteer helps a woman fill out paperwork before her Covid-19 vaccine in Rwanda. Photo: WHO / Andre Rugena ©, in Africa Ports & Ships
On 5 March 2021, a volunteer helps a woman fill out paperwork before her Covid-19 vaccine in Rwanda. Photo: WHO / Andre Rugena ©

2021: A year in review

Africa is ending another challenging year. The Covid-19 pandemic continued to spread, fuelled by new variants, while vaccine deliveries to the continent stuttered before picking up, causing delays in vaccination drives amid intensified calls for equity. The region also faced a range of other major health emergencies, including cholera, Ebola, Marburg and meningitis.

Thanks to the region’s expertise in health emergency response, the outbreaks were successfully brought under control. Despite the challenges, Africa made significant advances in health including spearheading the novel oral polio vaccine rollout, reinforcing Covid-19 genomic sequencing and vaccination drives as well as eliminating sleeping sickness in Cote d’Ivoire and trachoma in The Gambia. This was the text of a statement issued by the World Health Organization in December to mark the year’s end.

A chronology of events involving WHO and Africa in 2021 can be FOUND HERE

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WHARF TALK – Polar research vessel – RS KRONPRINS HAAKON

Kronprins Haakon, the Norwegian polar research ship, on the Eastern Mole in Cape Town harbour. Picture by 'Dockrat', in Africa Ports & Ships
Kronprins Haakon, the Norwegian polar research ship, on the Eastern Mole in Cape Town harbour. Picture by ‘Dockrat’

Story by Jay Gates
Pictures by ‘Dockrat’

Antarctic season in Cape Town always brings a pageant of intriguing polar supply ships, polar fishing vessels and their fleet support vessels. It also brings those specialised Antarctic Research vessels, those that have been built with no other purpose other than to explore, discover and study every facet of the polar regions of the Earth, and especially Antarctica.

On 19th December at 0800, the Polar Research Vessel KRONPRINS HAAKON arrived off Cape Town, from Bergen in Norway, and proceeded into Cape Town harbour, berthing at the Eastern Mole in the Duncan Dock. As always, a berth at the Eastern Mole is indicative of a short stay, and one simply for bunkers, stores, or minor maintenance support.

With the harsh South African summer sun fiercely behind hr, Kronprins Haakon rests against her ebrth ahead of a long and lonely voyage to the Far South. Picture by 'Dockrat'
With the harsh South African summer sun fiercely behind her, Kronprins Haakon rests against her berth ahead of a long and lonely voyage to the Far South. Picture by ‘Dockrat’

Once she was alongside the Eastern Mole, the bunker tanker Southern Valour came alongside and began the transfer of the required bunker fuels. On completion of her bunkering, storing, and minor maintenance, Kronprins Haakon sailed from Cape Town on 21st December at 07h00, bound for the Southern Ocean, and the iceshelf off the Troll Norwegian Antarctic Research Base, located on the Princess Martha Coast, in Queen Maud Land at 72°00’ South 002°32’ East.

Built in 2017 by the Fincantieri shipyard at Genoa in Italy, Kronprins Haakon was sailed to the VARD shipyard at Langsten in Norway for final outfitting, and completion of seatrials in 2018. Built to a Rolls-Royce Marine NVC395 Polar design, she is 100 metres in length and has a deadweight of 3,613 tons.

Her power plant is diesel-electric, and Kronprins Haakon is powered by two Bergen B32:40L9 ACD 9 cylinder 4 stroke diesels producing 5,000 kW each, and two Bergen B32:40L6 ACD 6 cylinder 4 stroke diesels producing 3,500 kW each.

Kronprins Haakon, which has already sailed, will next call at the iceshelf off the Troll Norwegian Antarctic Research Base, located on the Princess Martha Coast, in Queen Maud Land. Picture by 'Dockrat' in Africa Ports & Ships
Kronprins Haakon, which has already sailed, will next call at the iceshelf off the Troll Norwegian Antarctic Research Base, located on the Princess Martha Coast, in Queen Maud Land. Picture by ‘Dockrat’

These provide both domestic power requirements, and provide power to two nozzled Rolls-Royce US ARC 0.8FP Azimuth Thruster Units, each producing 5,500 kW, which give her a service, and transit, speed of 15 knots. She also has an emergency generator providing 500 kW.

With two TT Polar Bow Thruster Units, each providing 1,100 kW, all linked to a Kongsberg Dynamic Positioning System. Kronprins Haakon has great manoeuvrability, and is classified as a DP1 vessel. She has a high icebreaking classification, namely PC3, which allows her to operate all year round in second year ice. She is capable of maintaining 3.5 knots whilst breaking 1 metre thick ice. To achieve this, her bow is constructed of 40mm thick steel plate.

Her ownership is shared between the Norwegian Polar Institute of Bergen (30%), the Norwegian Institute of Marine Research of Bergen (50%), and the UiT Norwegian Arctic University of Tromsø (20%). She is operated by the Norwegian Polar Institute, and managed by the Norwegian Institute of Marine Research.

This is the research vessel's accommodation and bridge area, capable of accommodatiing 55 people including 17 crew. Picture by 'Dockrat' in Africa Ports & Ships
This is the research vessel’s accommodation and bridge area, capable of accommodatiing 55 people including 17 crew. Picture by ‘Dockrat’

Her building cost was US$198.1 million (ZAR3.1 billion). She has accommodation for 55 persons, including 17 crew, and her at-sea endurance is 15,000 nautical miles over 65 continuous days, or the equivalent of a non-stop voyage from her home port of Tromsø in Norway, down to Cape Town, and back again to Tromsø.

She is fully equipped for maritime and polar science, and has no less than three Sonar systems, including split-beam, multi-beam and single-beam capability down to 7,000 metres depth. She is also fitted with seven Echo-Sounder systems, capable of Navigational, Hydrographic, Bottom Profiling, Hydro-Acoustic, Fisheries and 2D or 3D Seismic Surveying. She has 15 fixed, onboard, laboratories, and is able to carry three additional laboratories carried in containers.

She also has Gravimeter and Magnetometer systems installed, three Coring systems, a CTD sampling system, and a moonpool to operate both submersible Aegis ROV and Hugin AUV equipment. She has a stern A-Frame for scientific and fisheries work, to allow her to tow any combination of nets, or scientific equipment.

Also able to assist in search and rescue operations, and in emergency situations, Kronprins Haakon has a firefighting capability of FiFi 1, as witnessed by the large water and foam monitors carried on her raised stern quarter decks, and she has a bollard pull of 158 tons. She is capable of continuous operations in outside temperatures of -35°C.

Badges of Honour on the polar research vessel Kronprins Haakon, in Africa Ports & Ships
Badges of Honour on the polar research vessel Kronprins Haakon

For logistics support, her cargo hold has a cargo carrying capacity of 1,180 m3, and she has a container carrying capacity of 20 TEU. She also has a hangar, capable of holding two medium sized helicopters, and a bow helideck capable of taking the largest Search and Rescue helicopters operated by the Norwegian Government, namely the EC225 Super Puma.

Named after the heir to the Norwegian Throne, Crown Prince Haakon, this is not the first visit to Cape Town of Kronprins Haakon. In April 2019, she arrived in Cape Town at the conclusion of a major marine science voyage in Antarctica, one that had started in Punta Arenas in Chile.

If Kronprins Haakon looks vaguely familiar, in regard to other recent news about new Polar Research Vessels entering service elsewhere in the world, it will be because the new British Antarctic Survey vessel RRS Sir David Attenborough is an improved, and enlarged, version of Kronprins Haakon.

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WHARF TALK:     large stern trawler – LONG TENG

The Chines stern trawler Long Teng alongside at Cape Town harbour. Picture by 'Dockrat' in Africa Ports & Ships
The Chinese stern trawler Long Teng alongside at Cape Town harbour. Picture by ‘Dockrat’

Story by Jay Gates
Pictures by ‘Dockrat’

Of all the food supplements, vitamins, minerals and healthy oils that we are constantly urged to take, in order to maintain a balance in our hurried lifestyles, one of them is regularly touted as being the one to help keep the old ticker healthy. This is Omega-3 oil, and usually it is derived mainly from Fish oil. However, recently a more easily absorbed Omega-3 oil, and one that can be taken in lower concentrations, is now on the market as the new panacea. This is Krill oil.

Krill is the largest species of zooplankton, known as Euphausia Superba to the academics, and found in great abundance in the frigid waters of the Southern Ocean and Antarctica. The logistics of harvesting this resource are immense, and only a few nations have the resources that can achieve it. Of the six nations that are active in Antarctic Krill fishing, three of them use Cape Town as their over winter maintenance and overhaul base, with two others regularly calling at Cape Town en-route to, or back from, their season in Antarctica.

Back in September, on the 21st of that month at 10h00, the large stern trawler LONG TENG (IMO 8607373) arrived off Cape Town after a seven month voyage, one that had begun in February from the port of Zhoushan in China. The great majority of the time spent on that voyage, was spent in the waters of the Southern Ocean and in the vicinity of the Antarctic Peninsula, as Long Teng is one of less than 15 large stern trawlers, worldwide, whose sole mission is the harvest of Antarctic Krill. She had arrived from Antarctica at the conclusion of her latest fishing expedition in the region.

Long Teng arrived in Cape Town on 21 September for necessary maintenance and survey. Now she has returned to the Southern Ocean. Picture by 'Dockrat' in Africa Ports & Ships
Long Teng arrived in Cape Town on 21 September for necessary maintenance and survey. Now she has returned to the Southern Ocean. Picture by ‘Dockrat’

From her arrival at Cape Town in September, Long Teng has spent the last three months in various stages of refit and maintenance, both alongside the Repair Quay in the Duncan Dock and, more recently, alongside berth 502 in the Ben Schoeman Dock, which is the bespoke Dormac ship repair quay. On completion of all the required surveys, maintenance, repair and seatrials, Long Teng sailed from Cape Town on 23rd December at 11h00, bound for Antarctica and specifically for the UN FAO fishing area 48.3, which is the sea area around South Georgia.

Built in 1990 by VEB Volkswerft at Stralsund in the old communist East Germany, Long Teng is 120 metres in length and has a deadweight of 3,372 tons. She is powered by two SKL 6VDS48/42AL-1 6 cylinder 4 stroke main engines producing 3,600 bhp (2,648 kW) each, driving a controllable pitch propeller for a transit speed of 15 knots.

Long Teng's accommodatiuon section. Picture by 'Dockrat', in Africa Ports & Ships
Long Teng’s accommodatiuon section. Picture by ‘Dockrat’

 

Her auxiliary machinery includes two SKL 8VDS26/20AL-2S generators providing 760 kW each, and a SKL 6NVD26.2 emergency generator providing 132 kW. She has a freezer capacity of 2,149 tons, and her three holds have a cargo carrying capacity of 3,582 m3. She has an operational crew of 135 persons. She carries a Chinese Ice classification of B1, which is the equivalent to the European Ice 1A classification, allowing her to operate in polar waters, with sea ice cover of 50cm thickness, or more.

Her design is an Atlantik-488, or Moonzund, class of large factory freezer trawler. Originally designed for the fishing fleets of the Soviet Union, the Moonzund trawler class was built between 1986 and 1993. Only 37 of the class were completed, prior to the collapse and break-up of the Soviet Union.

Currently owned by the Chinese state owned China National Fisheries Corporation (CNFC), based in Beijing, Long Teng was originally launched as ‘Porechye’, and operated by the Soviet Union’s Zapryba VRPO at Kaliningrad, in the Baltic Sea. She came under Chinese state ownership in 2010, and operates with another CNFC Moonzund trawler in the Antarctic Krill fishery. CNFC are the largest Chinese, state owned, distant water fishing operator.

Long Teng is one of a limited number of trawlers that 'hunts' krill, the largest species of zooplankton. Picture by 'Dockrat' in Africa Ports & Ships
Long Teng is one of a limited number of trawlers that ‘hunts’ krill, the largest species of zooplankton. Picture by ‘Dockrat’

In order to fish for Krill in Antarctic waters, Long Teng is registered with the Commission for the Conservation of Antarctic Marine Living Resources (CCAMLR), and she is licensed to fish in UN FAO areas 48.1 (South Shetland Islands), 48.2 (South Orkney Islands, 48.3 (South Georgia) and 48.4 (South Sandwich Islands), with her license valid to the end of May 2022. Her first season in Antarctica was back in the 2012-2013 season. To monitor her operation in Antarctic waters, Long Teng has a sealed Inmarsat VMS unit onboard that reports her position continuously, in real time, back to CCAMLR. This prevents any IUU fishing taking place.

CNFC are a member of the Association of Responsible Krill Harvesting Companies (ARK), an organisation set up in 2012, and consisting of eight fishing organisations, from six different countries, who currently harvest 90% of the total reported catch of Antarctic Krill. The majority of the Krill catch is converted into krill meal, for consumption purposes, with the Norwegian members converting the Krill catch into Omega-3 health supplements.

Another view of Long Teng on her berth in Cape Town harbour. Picture by 'Dockrat' in Africa Ports & Ships
Another view of Long Teng on her berth in Cape Town harbour. Picture by ‘Dockrat’

ARK conducted a major biomass survey of Krill in 2019, using six vessels over a 108 day period, and covering 10,500 nautical miles of transect lines in UN FAO area 48. The biomass estimate from this survey was that there was 62.6 million tons of Krill in UN FAO area 48. This compared favourably with the previous complete survey, which was conducted in 2000, when Krill biomass was estimated at 60.3 million tons.

The outcome of this important survey was that CCAMLR, through ARK, set up a total annual catch limit, for all licensed Krill trawlers in UN FAO area 48, of 620,000 tons, which is a mere 10% of the biomass, and a total that is eminently sustainable. Of the six vessels that undertook the 2019 Krill survey, four of them have been visitors to Cape Town, namely Kronprins Haakon, RRS Discovery, More Sodruzhestva and Sae In Champion. More Sodruzhestva was covered in the 30th June edition of Africa Ports & Ships.

There are also further restrictions on the Krill fishery, in order to protect the sustainability of the species, is that the sea areas around the Antarctic Peninsula, South Shetland Islands and the Gerlache Strait region. In these areas, out to 40 kilometres from the shore, there is a voluntary closure period to fishing between early October and late March each year. This covers the breeding season, and young raising season, of Whales, Dolphins, Seals, Penguins, and other Seabirds that inhabit these areas, and use the inshore waters for feeding.

Prior to 2020, and the Covid pandemic, Long Teng used to move to the North Pacific in the closed Antarctic winter season, between October and March, and fish for Mackerel species (Blue, Chub and Spotted) under a license issued by the North Pacific Fisheries Commission (NPFC). She held this license between 2016 and 2019.

She is not the only Moonzund class trawler that frequents Cape Town, as another Moonzund trawler that is a regular visitor to Cape Town, is the South African registered Desert Diamond, owned by the Oceana Group of Cape Town, and covered by Africa Ports & Ships in the 21st June edition.

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TPT lifts force majeure at CTCT, urges industry to use night shift

Cape Town Container Terminal gates. Picture: TPT, in Africa PORTS & SHIPS
Cape Town Container Terminal gates. Picture: TPT

Transnet Port Terminals (TPT) announced late Thursday that it has lifted force majeure at the Cape Town Container Terminal, which was imposed on Monday following a major electricity outage that left large parts of the city, including the container terminal, without power for about 18 hours.

While lifting the force majeure, TPT also urged industry to capitalise on what it said was the under-utilised night shift capacity across its container terminals, especially in Cape Town.

The lack of power earlier in the week led to road congestion outside the terminal gates and ship delays at the container terminal.

According to TPT there was minimum impact at the Cape Town Multipurpose Terminal. It said the lifting of the force majeure on Thursday was accompanied by the Cape Town Container Terminal deploying additional resources to clear the backlog and to prioritise the handling of deciduous fruit, which is currently in peak season.

“Equipment availability has been increased to 24 rubber-tyred gantry cranes with 30% of the fleet able to operate under windy conditions of up to 80 kilometres per hour,” said TPT in a statement.

“The Cape Town Container Terminal is also running a three-berth operation with seven gangs. The number of truck booking slots available per hour has also been increased as a means of mitigating congestion. Currently, there are three vessels on berth that will all complete at dawn tomorrow (Friday) weather permitting, and five vessels at anchor.”

TPT commended the collaboration of refrigerated container customers at the onset of the city’s power outage.

“While both terminals have back-up power for emergencies, it was not sufficient to carry container volumes currently at the terminals in light of deciduous fruit peak season. Some customers had evacuated their refrigerated containers to preserve contents while some supplied power generators for the units – efforts that were necessary to mitigate risk.

“Updated berth plans and stack dates continue to be communicated to customers via normal channels.”

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Ship sinks off Madagascar, 83 dead, five missing

This is thought to be the unfortunate vessel Francia. Picture: Twitter @MDN_Madagascar, in Africa Ports & Ships
This is thought to be the unfortunate vessel Francia. Picture: Twitter @MDN_Madagascar

A sea-going vessel described as a cargo ship, and tentatively identified as FRANCIA, with 138 people on board, has sunk off the north-eastern coast of Madagascar early on Monday morning – 20 December 2021.

The vessel, which was not authorised to carry passengers, suffered a flooded engine caused by a hole in the hull, it is being reported. At least 50 of the people on board have been found alive but another 83 have died.

The Francia was heading south toward the port of Soanierana Ivongo after sailing from the harbour town of Antanambe.

An ongoing search is continuing for the other five and will continue on Thursday, according to Mamy Randrianavony, director of operations at sea at the Maritime and River Port Agency (APMF).

One of the search helicopters crashed at sea late on Monday. General Serge Gellé, head of the national Gendarmerie, was one of those on board the crashed helicopter, and was found alive the next morning, hanging onto the pilot’s seat which he used as a float. He spent 13 hours in the sea before before being rescued.

“Since I couldn’t fight the waves, I knew I wouldn’t make it to dry land. Yet I was very close. I arrived within 500 metres, but the waves sent me back because I was getting tired,” Gellé said in a video posted by the Gendarmerie.

“I thank heaven that there was a fisherman. But the fisherman’s canoe was too small. So he had to come back for a bigger canoe. So I stayed two more hours in the sea,” Gellé said afterwards.

The helicopter’s mechanic was also rescued but two other occupants including the pilot are missing.

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Transnet Port Terminals (TPT) declares force majeure over Cape Town power failure

Cape Town Container Terminal - force majeure declared following an electrical power cut, in Africa Ports & Ships
Cape Town Container Terminal – force majeure declared following an electrical power cut.  Picture: Transnet

Transnet Port Terminals (TPT) earlier this week declared force majeure after a power cut affected a large part of Cape Town, including the harbour’s container terminal.

The power cut was the result of a bush fire which led to high-voltage power cables being badly damaged.

Among the areas affected by the power loss was the Port of Cape Town Container Terminal, operated and managed by TPT. The power was disrupted on Monday night 20 December and was restored after about 36 hours. In that time, however, approximately 1,350 refrigerated containers carrying stone fruit, table grapes and blueberries for the EU and the UK markets were without power.

In order to retrieve their containers from the terminal, some exporters were required to re-import the contents in order to move them elsewhere to privately-run depots where electric power was available.

Meanwhile there were chaotic scenes outside the port with trucks arriving with containers for export and nowhere else to go, resulting in long queues on the roads leading to the port terminal.

Electric power has since been restored but the declaration of force majeure by TPT remained in place. There were reports of dissatisfaction over the declaration with some exporters saying it was unnecessary.

Complaints were also made of a lack of communication and a lack of planning at TPT in the face on ongoing electrical supply problems in South Africa.

These sources say the way TPT has responded by declaring force majeure is typical overreaction and that the problem caused by the sudden outage could have been better managed.

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Added 22 December 2021

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WHARF TALK: Not quite a cruise ship – CONTI EVEREST

The container ship Conti Everest, under charter to MSC for its South Africa - Northern Europe service, arrives in the port at Cape Town. Picture by 'Dockrat' in Africa Ports & Ships
The container ship Conti Everest, under charter to MSC for its South Africa – Northern Europe service, arrives in the port at Cape Town. Picture by ‘Dockrat’

Story by Jay Gates
Pictures by ‘Dockrat’

There was a time when a majority of the general cargo ships of the major international shipping lines offered up to 12 berths for passengers. The days of leisurely cruises on working vessels are now almost long gone, but not quite. There are still a number of commercial vessels that call regularly at South African ports, and that offer the opportunity of booking a cabin, and of taking a voyage without the need to share your deck space with a thousand other people.

On 8th December at 22h00, the Post Panamax container vessel CONTI EVEREST (IMO 9286231) arrived at the Table Bay anchorage, from Las Palmas in the Canary Islands. The annual weather delays at Cape Town harbour are with us again, and she remained at anchor for over three days. On 12th December at 07h00 she entered Cape Town harbour and proceeded into the Ben Schoeman dock, and went alongside the Cape Town Container Terminal.

Conti Everest has a container capacity of over 8,700 TEU. Picture by 'Dockrat'
Conti Everest has a container capacity of over 8,700 TEU. Picture by ‘Dockrat’

Built in 2004 by Hyundai Industries at Ulsan in South Korea, Conti Everest is 334 metres in length and has a deadweight of 101,661 tons. She is powered by a single HHI MAN-B&W 12K98MC-C 12 cylinder 2 stroke main engine providing a colossal 93,323 bhp (69,591 kW), to drive a fixed pitch propeller for a service speed of 24.4 knots.

Her auxiliary machinery includes three MAN-B&W 7L27/38 generators providing 2,346 kW, three MAN-B&W 9L27/38 generators providing 2,986 kW, and a single Cummins VTA-28-DM emergency generator providing 500 kW. She has an Alfa Laval Qingdao CHR exhaust gas boiler, and an Alfa Laval Qingdao CHO oil fired boiler.

The ship's bridge and accommodation section. Picture by 'Dockrat' in Africa Ports & Ships
The ship’s bridge and accommodation section. Picture by ‘Dockrat’

With a container carrying capacity of 8,714 TEU, with 700 reefer plugs provided, ‘Conti Everest’ is deployed on the MSC ‘North West Continent to South Africa’ container service, with calls at London – Rotterdam – Antwerp – Le Havre – Sines – Las Palmas – Cape Town – Port Elizabeth – Durban.

Part of that accommodation area is taken up by an area for passengers who might anejoy cargo ship travel. Picture by 'Dockrat' in Africa Ports & Ships
Part of that accommodation area is taken up by an area for passengers who might enjoy cargo ship travel. Picture by ‘Dockrat’

She completed discharge at Cape Town on 15th December, and sailed at 15h00 for Durban, where she arrived on the 17th December at midnight. She is currently completing the southbound discharge at Pier 2, berth 203, at the Durban Container Terminal, and is scheduled to have completed the northbound load on Christmas Day, when she will sail for Europe.

Conti Everest is a trtaditional looking containe ship, in a period when box ship designs are undergoing change, with bridge & accommodation at the front of the ship and the funnel area separated further back. Picture by 'Dockrat' in Africa Ports & Ships
Conti Everest is a traditional looking container ship, in a period when box ship designs are undergoing radical change, with bridge & accommodation moved  to the front of the ship and the funnel area separated further back. Picture by ‘Dockrat’

Owned by Conti Holdings of Munich, in Germany, Conti Everest is operated by Niederelbe Schiffahrts GmbH, of Buxtehude in Germany, and whose houseflag she flies. She is operated by MSC, and whilst she retains her ‘Conti’ name, there was a report that MSC had bought her in September this year for US$78 million (ZAR1.24 billion).

Conti Everest departs the port of Cape Town for Durban, where she is currently at the Durban Container Terminal and working cargo. Picture by 'Dockrat' in Africa Ports & Ships
Conti Everest departs the port of Cape Town for Durban, where she is currently at the Durban Container Terminal and working cargo. Picture by ‘Dockrat’

Back in March this year, Conti Everest was operating the MSC Australia Express Service between Australia and the North West Continent. She arrived at the southern entrance to the Suez Canal just after the Ever Given had run aground and blocked the canal for a week. Forced to anchor in the Red Sea, rather than be diverted around the Cape of Good Hope, Conti Everest was eventually able to continue with her northbound voyage once Ever Given was freed, and proceeded to her next port of call, which was Valetta in Malta.

The travel companies that offer voyages on working vessels, all advertise between 5 and 10 passenger berths available on Conti Everest. The cabins offered include the Owners Suite, Double Cabins and Single Cabins. If you are not in a hurry, or retired, and wish to take a leisurely cruise on a container vessel, maybe a voyage on Conti Everest is just the ticket. It happens to be an MSC cruise, but just not on one of the luxurious passenger vessels of MSC.

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Added 22 December 2021

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WATCHING THE GANGWAY: by Paul Ridgway

Paul Ridgway

Watching the gangway
By Paul Ridgway
22 December 2021

Good Day to you all.
It falls to me to perform chowkidar duties during the Christmas and New Year break. So here is a selection of maritime and related news that has been received in recent days.

Before I leave I send best wishes for the week ahead, one of the most important in the Christian calendar.

The next Watching the gangway will appear on Wednesday 29 December 2021

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Watching the gangway: Port of Cape Town Multi-Purpose Terminal takes delivery of new mobile crane

The heaylift general cargo ship Annette, which brought the mobile crane from Port Elizabeth to Cape Town. Picture by Shipspotting, in Africa Ports & Ships
The heaylift general cargo ship Annette, which brought the mobile crane from Port Elizabeth to Cape Town. Picture by Shipspotting

Cape Town’s Multi-Purpose Terminal (MPT) at the harbour has taken delivery of a fully assembled mobile harbour crane. This was handed over to operations in order to boost the handling of containers in the terminal.

The mobile crane was transferred to Cape Town from the Port of Port Elizabeth.

With deciduous fruit season well under way, the Cape Town MPT serves as an export gateway for the United States and West Africa and complements the Cape Town Container Terminal (CTCT) during periods of the notorious South Easterly winds.

The Liebherr mobile harbour crane arrived on Wednesday aboard the vessel ANNETTE and is equipped with the latest generation diesel engine and new technology that enhances safety.

A Liebherr mobile crane at work, similar to the crane transferred from Port Elizabeth to Cape Town. Picture: Liebherr , in Africa Ports & Ships
A Liebherr mobile crane at work, similar to the crane transferred from Port Elizabeth to Cape Town. Picture: Liebherr

With an outreach of 58 metres and the ability to reach up to 19 container rows, the crane also boasts rapid and efficient handling of loads up to 109 tonnes and allows maintenance service intervals to go up to 1000 hours.

“The flexibility of the crane to work on vessels of all sizes and also to handle different cargoes including containers, general and bulk cargo makes this acquisition of significant value to the agricultural industry in the Cape region,” said Andiswa Dlanga, a TPT managing executive.

The new crane complements an existing terminal fleet of equipment, which includes another two mobile harbour cranes.

The acquisition of the mobile harbour crane will allow continuity in operations throughout scheduled maintenance intervals, especially with its ability to handle both New Panamax and Cape-sized vessels.

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Added 22 December 2021

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Watching the gangway: Meet East London’s new port manager, Lwandile Mabuza

Aerial view of the port of East London, from the east., in Africa Ports & Ships
Aerial view of the port of East London, from the north-east.  Picture: Transnet

Transnet National Ports Authority (TNPA) announced this week the appointment of Ms Lwandile Mabuza as the new Port Manager at the Port of East London.

Mabuza has more than 10 years of experience in the maritime industry, including strategic planning and programme development. She re-joins TNPA from Servest South Africa, where she held the position of Managing Director of the Marine Department.

Between 2016 and 2020, she worked as a Senior Operations Manager at the Port of Durban. Prior to that, she was a Researcher at Transnet Port Terminals.

Lwandile Mabuza, new port manager at East London, in Africa Ports & Ships
Lwandile Mabuza, new port manager at East London

Mabuza first entered the maritime sector with the establishment of the eThekwini Maritime Cluster (EMC), in which she held a senior position.

She takes the helm at East London from Ms Sharon Sijako, who was port manager for four years.

Sijako becomes Executive Manager: Operations, Development and Performance at TNPA head office at the Port of Ngqura.

Mabuza’s appointment completes a range of port manager appointments that included Ms Mpumi Dweba-Kwetana, Port Manager: Port of Durban; Mr Shadrack Tshikalange, Port Manager: Port of Saldanha; Dr Dineo Mazibuko, Port Manager: Port of Mossel Bay; Mr Rajesh Dana, Port Manager: Port of Cape Town; and Mr Dennis Mqadi, Port Manager: Port of Richards Bay.

As previously announced, the ports of Port Elizabeth and Ngqura are currently undergoing a process of consolidation into a single port complex referred to as Nelson Mandela Bay Ports.

Ms Tandi Lebakeng continues to act as the Port Manager for Nelson Mandela Bay Ports until the process is finalised.

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Added 22 December 2021

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Watching the gangway:  Dock strike at Ivory Coast’s Port of Abidjan suspended

Port of Abidjan, featured in Africa Ports & Ships
Port of Abidjan in the Ivory Coast

The one-day dock strike that saw the port of Abidjan all-but paralysed on Friday last week, was suspended later on Friday evening after the union claimed having made ‘real progress’ with its demands for improved working conditions.

A statement issued by the Ivory Coast National Federation of Dockers (Fenad-CI) declared the strike to be suspended with immediate effect and asked all dock workers to return to work.

The ending of the strike followed a meeting between Fenad-CI representing the workers, the Abidjan port’s general management, the transport ministry and the labour inspectorate.

The one-day strike also affected Ivory Coast’s second port, San Pedro.

A main theme of the worker’s demands was the implementation of a government decree dates January 2019 which was supposed to improve working conditions, including wages.

“It’s been nearly three years since that decree was signed but it has never been implemented,” said Union spokesperson, Jonas Yapi.

The 2019 agreement was that dock workers would be paid at a rate of three euros per hour (R53.30 per hour). However, the union said they currently earned one euro an hour, although some dockers told local media their wages were as little as US$ 43 (R678.50) per month.

The strike was staged at a crucial time for the Ivory Coast, with the export of cocoa beans expected to top off at between 500,000 and 600,000 tonnes by mid-January.

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Added 22 December 2021

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Watching the gangway:  New Mombasa Shipyard is commissioned 

Port of Mombasa, which now has a new shipyard near the naval base, in Africa Ports & Ships
Port of Mombasa, which now has a new shipyard near the naval base.   KPA

The Kenya Shipyards Limited (KSL) Mombasa Shipyard at the Kenya Naval base (KNB() in Mombasa was commissioned by Kenya’s President Uhuru Kenyatta on Friday, 17 December 2021.

In his address during the official commissioning, President Kenyatta said the shipyard added a new chapter in shipbuilding and repair.

“The direct, indirect and induced impacts of the Mombasa Shipyard will create many jobs, generate diverse investment opportunities and raise revenue for the country,” he said.

“The key sub-sectors of the blue economy, which include maritime transport and logistics, fisheries, as well as ship-building and repair, represent low hanging fruits that must be exploited,” the President said.

Kenyatta said the new shipyard heralds a new chapter in East Africa’s shipbuilding industry, noting that the slipway will generate hundreds of new high-value jobs.

The new shipyard, the largest in the region, will be able to serve public and private commercial shipping needs by designing and building new vessels, undertaking repairs among other specialised maritime services.

During a guided tour of the facility two vessels were winched out of the water.

The shipyard is available for the maintenance of private operators both local and regional and is expected to create employment for youth while generating revenue for the country and ensuring the safety of maritime vessels sailing in Kenya waters, said the Cabinet Secretary (CS) for Defence, Eugene Wamalwa.

He said that ongoing key technical skills transfer will form a critical technical base in sustaining growth of the ship building industry in Kenya.

Chief of the Defence Force, General Robert Kibochi, described skills transfer as key to the shipbuilding industry. “We have currently trained close to 150 specialised teams in various areas including specialised welding which is critical in ship building,” he said.

General Kibochi said that the mid-life refitting of the Kenya Navy Ship SHUPAVU at the facility will be a game changer as previously the refitting of Kenya Navy Ships was done in Spain or the Netherlands.

KSL, which was formed in collaboration with Dutch shipbuilder Damen, is also active at the Lake Victoria port of Kisumu, where the wagon ferry UHURU II is undergoing construction, and at Nairobi where the company is rehabilitating 31 diesel-electric locomotives for the metre-gauge railway operated by Kenya railways Corporation.

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Added 22 December 2021

Watching the gangway: On Africa: Tax revenues…

On 15 December it was reported by the OECD that successful efforts to increase tax revenues and boost domestic revenue mobilisation in African economies over the last decade have been offset by rising debt-service costs, which amounted to almost two-thirds of the increased revenues generated between 2010 and 2019, according to a new report.

The publication Revenue Statistics in Africa 2021 shows that the average tax-to-GDP ratio in Africa was 16.6% in 2019, an increase of 0.3 percentage points (p.p.) from 2018. The report, launched in week commencing 12 December at the African Union’s Specialized Technical Committee on Finance, Monetary Affairs, Economic Planning and Integration, covers 30 African countries representing 75% of Africa’s GDP.

Tax-to-GDP ratios in the region ranged from 6.0% in Nigeria to 34.3% in the Seychelles and Tunisia, and increased in 16 countries between 2018 and 2019, while declining in 14. The rise in the Africa average tax-to-GDP ratio between 2018 and 2019 was driven by increases of over 2.5 p.p. in three countries (Equatorial Guinea, Mali and Tunisia) that were partly attributable to tax policy and administration reforms. In spite of this increase, the average tax-to-GDP ratio for Africa in 2019 remained below those of the Asia-Pacific, Latin America and the Caribbean (LAC), and the OECD at 21.0%, 22.9% and 33.8%, respectively.

To access the report, data, brochure and country notes, readers are invited to VISIT HERE

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Added 22 December 2021

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Watching the gangway: …and coal

Coal remains one of South Africa's most important and lucrative export commodities, in addition to extensive usage of coal at the country's power stations
Coal remains one of South Africa’s most important and lucrative export commodities, in addition to extensive usage of coal at the country’s power stations    Picture: Transnet

Looking back to COP26 for a moment I learnt only recently when sifting through decisions of Glasgow that Germany, the UK, the US, France and the EU announced a new partnership with South Africa aimed at supporting the country’s energy transition. The focus is on phasing out coal-fired power generation.

In Germany the Federal Development Minister Gerd Müller re­marked in a statement at COP 26 on 2 November: “To keep the 1.5-degree target in reach, the international community must make a radical change of course and reduce emissions massively. This requires a global energy transition, which includes phasing out coal. Today, Germany agreed a phase-out of coal power with South Africa, the first partner country in the Southern hemisphere – together with the UK, the US, France and the EU. At the moment, the country generates almost 90% of its power from coal. Among countries that use coal for power, South Africa is in sixth place globally. The partnership supports the decarbonisation of South African power generation, the launch of renewable energies and the creation of new jobs. This will allow South Africa to take a leadership role in socially equitable energy transition.”

Federal Environment Minister Svenja Schulze added: “The Glasgow conference can usher in a new phase in international climate cooperation, focussing on concrete implementation. The partnership with South Africa for a socially just energy transition can set standards in the field. A successful coal phase-out in South Africa has the potential to become a blueprint for other regions. Key elements that Germany will support include buffering the social and environmental impacts of structural change in mining regions and improving conditions for private investors for the expansion of renewables.”

The goal of the new partnership is to provide additional funds for South Africa for technological innovations including green hydrogen. This will be financed through the Climate Investment Funds in order to mobilise further resources, for example multilateral banks, private investments, and bilateral aid. In total, US $.5 billion are planned for the next five years, the majority of which will be loans. Germany is contributing almost €700 million, €670 million of which will be sourced from the German development cooperation budget. The BMZ* and the BMU** have supported the energy and climate sector in South Africa for many years.

Investments in social infrastructure are planned to ensure a socially just coal phase-out in South Africa, particularly for the 90,000 current mine workers, vocational training for young people, career options for women, support for small and medium-sized enterprises and for regions as future hubs of innovation, for example in the fields of green hydrogen and electric vehicles. Germany will also support the South African mining regions with the environmental remediation of former mining sites.

* The Federal Ministry for Economic Cooperation and Development
** The Federal Ministry for the Environment, Nature Conservation, Nuclear Safety and Consumer Protection

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Added 22 December 2021

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Watching the gangway: Biodiesel

In late November 2021, Canadian Steamship Lines (CSL) successfully completed the world’s longest-running trials of B100 biodiesel on marine engines, accumulating nearly 30,000 running hours. Conducted on half of CSL’s Canadian fleet, the tests resulted in a 23% total fleet life cycle reduction of CO2 as compared to marine gas oil (MGO).

During the trials, conducted in partnership with Canada Clean Fuels and with the collaboration of Sterling Fuels, 100% bio-content second-generation biofuel, requiring no modification to existing ship equipment, was substituted for 14,000 tonnes of MGO, a fossil fuel.

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Added 22 December 2021

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Watching the gangway: Port of Dover

Port of Dover, UK in Africa Ports & Ships
Port of Dover, UK

In mid-December Irish Ferries, a subsidiary of Irish Continental Group plc (ICG), added further capacity to their existing Short Straits service. Since joining the Port of Dover in June 2021, significant additional capacity has been added by Irish Ferries, indicating a high level of confidence in the Short Straits. This investment in the Dover-Calais crossing is evidence of the resilience, value and dependability of the route and bolsters Dover’s offering of an inbound ferry every 25 minutes.

In adding Isle of Innisfree to their schedule of sailings Irish Ferries have already doubled their frequency on the Dover-Calais route since June. Moreover, with a third ship due to join the fleet in January, Irish Ferries will offer up to 30 sailings each day on the route, with sailings in each direction approximately every 90 minutes.

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Added 22 December 2021

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Watching the gangway: Höegh Xiamen

The Hoegh Xiamen fire. Picture : Maritime Network, in Africa Ports & Ships
The Hoegh Xiamen fire. Picture : Maritime Network

On 4 June 2020, at about 15h30 Eastern Daylight Time, the crew of the 600 ft loa, Norwegian-flagged roll-on/roll-off vehicle carrier Höegh Xiamen were preparing to depart the Blount Island Horizon Terminal in Jacksonville, Florida, en route to Baltimore, Maryland, when they saw smoke coming from a ventilation housing for one of the exhaust trunks that ran from deck 12 (the weather deck) to one of the cargo decks.

Crew members discovered a fire on deck 8, which had been loaded with used vehicles. The crew attempted to fight the fire but were repelled by heavy smoke. Shoreside fire department teams from the Jacksonville Fire and Rescue Department arrived at 16h03 and relieved the crew. The captain, after consulting with and receiving concurrence from the fire department, had carbon dioxide from the vessel’s fixed fire-extinguishing system released into decks 7 and 8, and the crew then evacuated from the Höegh Xiamen.

The fire continued to spread to the higher cargo decks and the accommodation. Shoreside firefighters entered cargo decks with fire hoses, and nine firefighters were subsequently injured, five of them seriously, in an explosion. Responders subsequently adopted a defensive strategy, cooling external exposed surfaces. The fire was extinguished over a week later on 12 June.

Höegh Xiamen and its cargo of 2,420 used vehicles were declared a total loss valued at $40 million, and in August 2020, the vessel was towed to Turkey to be recycled.

The US NTSB is now available SEE HERE

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Added 22 December 2021

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Watching the gangway: Barcelona Europe South Terminal BEST

Port of Barcelona in Africa Ports & Ships
Port of Barcelona

It was reported in mid-December that Hutchison Ports BEST container terminal has signed an agreement with Endesa (see: www.endesa.com ) for the contracting of 100% renewable sources energy, enabling them to reduce their CO2 emissions by more than half and to consolidate their position as a benchmark in the use of renewable energy.

Similarly, we learn that the terminal is increasing its number of solar panels and providing 40 charging points for electric cars.

Guillermo Belcastro, CEO of Hutchison Ports BEST, commented: “From 2022 onwards, 100% of BEST’s electricity will come from renewable sources. In this way, we are at the forefront of sustainability in the port sector, becoming the greenest container terminal in the Mediterranean.”

With this measure, the terminal eliminates annually the emission of 8,300 tonnes of CO2 into the atmosphere, it has been reported.

BEST is also expanding the number of solar panels for self-consumption with a total surface area of 4,763 m2, which will help to reduce CO2 emissions by 250 tonnes.

Automation of BEST terminal, with cranes powered mainly by electricity means that the commitment to renewables translates into a significant reduction in emissions compared to other conventional terminals. This has a direct impact on the environmental friendliness of the logistics chain that chooses BEST as its alternative in the Port of Barcelona.

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Added 22 December 2021

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Watching the gangway: WHO and ILO form Action Group

It was announced from Geneva on 13 December that the World Health Organization and the International Labour Organization had agreed to form an Action Group to ensure implementation of Covid-19 protocols for transport workers. This was reported simultaneously in London and New York.

World Health Organisation Director-General Dr Tedros Ghebreyesus and ILO Director-General Guy Ryder have confirmed their organisations will form an Action Group “as a matter of urgency” with major transport bodies to ensure freedom of movement for international transport workers.

This commitment came after organisations and unions representing road, air and shipping companies and workers met Dr Tedros and Mr Ryder the previous week. They warned of the impact of new travel restrictions on transport workers and the already fragile global supply chain in the wake of the Omicron variant.

The International Air Transport Association (IATA), the International Chamber of Shipping (ICS), the International Road Transport Union (IRU), and the International Transport Workers’ Federation (ITF), have made urgent pleas for governments’ health departments to coordinate measures and avoid restricting the movement of transport workers.

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Added 22 December 2021

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Watching the gangway: Jamaica and the IMO Council

Jamaica has affirmed its commitment to the marine environment and blue economy as it was re-elected to Category C of the Council of the IMO.

Declaring, through a pre-recorded statement by The Hon. Robert Montague, Minister of Transport and Mining played at the opening of the IMO’s 32nd Assembly, that: “Jamaica stands ready to partner with the IMO. Jamaica remains mindful of the vulnerabilities of our location but also our responsibilities to join with the international maritime community to preserve and protect the marine environment and the blue economy. With the impacts of climate change, Jamaica remains ready to assist our Caribbean partners. We continue to show leadership in the region in partnering with the IMO to find viable solutions to reduce emissions.”

Minister Montague outlined: “Jamaica’s long-term objectives fully recognise shipping as a major plank of our own Vision 2030 Development Plan. The maritime sector is a major contributor to the growth of Jamaica’s economy, enabled by substantial investments in world class cruise and trans-shipment port facilities; global distribution through the logistics hub; and a dynamic university which continues to develop social capital to serve the region and beyond. Jamaica’s maritime administration continues to execute its mandate, with a focus on: safety and security; the prevention of marine pollution; and the recognition, in law, of our valued seafarers as essential workers.”

Jamaica is committed to serving the global maritime industry. It currently Chairs the IMO’s Implementation of IMO Instruments Sub-Committee, and is the Vice Chair of the Board of Governors of World Maritime University. Jamaica has also been selected as Lead Partner Country on a number, of IMO Projects and regularly hosts regional capacity-building activities in collaboration with the IMO.

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Added 22 December 2021

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Watching the gangway: ClassNK and Remote Surveys

ClassNK banner in Africa Ports & Ships

It has been announced from Tokyo that ClassNK has released its Guidelines for Remote Surveys (Ver. 3.0). Based on the expertise gained from carrying out many remote surveys, the guidelines have been updated to provide clarification of applicable remote survey items and procedures.

The Guidelines for Remote Surveys stipulate applicable survey items and requirements for the use of information and communications technology (ICT) to ensure reliability equivalent to conventional witness surveys with transparency in the application of remote surveys.

To prevent delays in maritime transport arising from the impact of Covid-19, the class society has conducted its remote surveys in close cooperation with ship managers and relevant authorities to ensure both safety and smooth ship operation. Currently, it is understood that over 400 remote surveys are applied monthly to ships in service.

It is reported that the guidelines are available to download free of charge via ClassNK’s website www.classnk.com for those who have registered for the ClassNK “My Page” service. To register for the “My Page” service free of charge, readers are invited to the ClassNK website www.classnk.com and to click on the “My Page Login” button.

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Added 22 December 2021

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WHARF TALK: Heavylift vessel – ANNETTE

The heavylift general cargo ship Annette which called at Cape Town to deliver a mobile crane uplifted at Port Elizabeth. Picture by 'Dockrat' in Africa Ports & Ships
The heavylift general cargo ship Annette which called at Cape Town to deliver a mobile crane uplifted at Port Elizabeth. Picture by ‘Dockrat’

Story by Jay Gates
Pictures by ‘Dockrat’

Heavylift ships always arouse interest on arrival in port, for no other reason that the desire to know what project cargo she might be carrying, if the cargo in question is visible on deck, is it easily identifiable as to what it might be, and is the cargo bound for a South African end user?

On 15th December at 16h00, the heavylift vessel ANNETTE (IMO 9266554) arrived off Cape Town from Port Elizabeth, and proceeded into Cape Town harbour, going alongside at F berth in the Duncan Dock. Her voyage had started at the Jebel Ali port, located at Dubai in the UAE.

Annette in the Duncan Dock at Cape Town preparing to depart for Angola. Picture by 'Dockrat' in Africa Ports & Shipss
Annette in the Duncan Dock at Cape Town preparing to depart for Angola. Picture by ‘Dockrat’

One of two sisterships, Annette is an improved Type 161B design built in 2003 by JJ Sietas KG Schiffswerft at Hamburg in Germany. She is 152 metres in length and has a deadweight of 9,417 tons. She is powered by a single MAN-B&W 9L48/60 9 cylinder 4 stroke main engine producing 12,852 bhp (9,450 kW), driving a controllable pitch propeller for a service speed of 18 knots.

Her auxiliary machinery includes three Volvo D30A-MS generators providing 560 kW each, and a single Volvo TAMD163A emergency generator providing 344 kW. She has a PWT 157 exhaust gas boiler and a PWT 35 oil fired boiler. For manoeuvrability she has a transverse bow thruster, and a high efficiency, flap type, spade rudder.

Annette berthed at F berth to discharge the mobile crane for the MPT. Picture by 'Dockrat' in Africa Ports & Ships
Annette berthed at F berth to discharge the mobile crane for the MPT. Picture by ‘Dockrat’

For the carriage of project freight Annette has a single hold of 83 metres, with a single, folding hatch cover. She is served by two offset NMF 350 ton cranes, which can lift 700 tons when in tandem, plus a single NMF 250 ton crane aft. Her cargo carrying capacity is 13,604 m3 and she has 2,363 m2 of open deck space for further project freight. She has a container carrying capacity of 832 TEU, and provides 50 reefer plugs.

She is owned and operated by SAL Heavylift GmbH of Hamburg, and managed by SAL Shipmanagement, also of Hamburg. SAL was founded back in 1865 by the Heinrich family, with the company originally known as Schiffahrtskontor Altes Land GmbH. Five generations of the Heinrich family built up the family, with the initials of Paul Heinrich (PH) being incorporated into the company houseflag. The company was renamed as SAL Heavylift GmbH in 2012.

Her arrival at Cape Town showed her carrying a substantial amount of containers, all loaded far aft, and her project freight was a colossal Catenary Anchor Leg Mooring (CALM) buoy, which was loaded directly behind the accommodation block. She also carried a Liebherr mobile crane that was being transferred from Port Elizabeth to the Cape Town Multi-purpose Terminal – see that report elsewhere on this site.

The CALM Buoy is destined for the Cabinda enclave of Angola, and is owned by Cabinda Gulf Oil Company Limited (CABGOC), which is a subsidiary of the American Chevron Oil Company. It was built by Fabtech International at their Jebel Ali engineering works in Dubai, where it was loaded onto Annette. It is destined for the CABGOC Malongo Terminal in Cabinda.

The CALM buoy carried on deck by Annette. Picture by 'Dockrat'
The CALM buoy carried on deck by Annette. Picture by ‘Dockrat’

The Malongo Terminal is a VLCC crude oil exporting port in Angola, located at 05°26’ South 012°04’ East. It currently operates with three SBM buoys, with all crude oil being transferred from an onshore oil storage farm. The CALM Buoy, being carried on Annette, will operate with two 20″ export floating hoses, and will be moored using six anchor chain mooring legs. The tender for the CALM Buoy was put out by CABGOC in 2019.

This is not the first time Annette has visited South African ports this year, as she also called into Cape Town as recently as October. On completion of loading in Cape Town, after a 48 hour stay, Annette sailed on 17th December at 16h00, bound for Luanda in Angola.

The accommodation section of the general cargo vessel. Picture by 'Dockrat'
The accommodation section of the general cargo vessel. Picture by ‘Dockrat’

Whilst Manoeuvring inside the port of Esbjerg, in Denmark, in June 2018, Annette ran aground. The master of Annette was fined by the Danish Maritime Authority for failing to report the grounding. The next day Annette sailed directly to the FSG shipyard at Flensburg, in Germany, to undergo hull repairs.

In January 2017, whilst transiting the Bosphorus on a voyage from Constanta, in Rumania, to Rotterdam, Annette was off Haydarpaşa when she reported a major electrical fire in her engine room, with a subsequent loss of power. The Istanbul VTS despatched two tugs to the aid of Annette, and she was towed to the Ahirkapi anchorage, whilst repairs were undertaken.

This is the ship Annette departing from the port at Cape Town. Picture by 'Dockrat' in Africa Ports & Ships
This is the ship Annette departing from the port at Cape Town. Picture by ‘Dockrat’

In an unusual incident in August 2016, Annette was refused passage clearance to transit the Kiel Canal, from the Baltic Sea to the North Sea, whilst on a coastal voyage from Rostock in Germany, which lies on the Baltic coast, to Bremerhaven, which lies on the German North Sea coast. On this voyage she was carrying a project freight deck load of Wind Farm spare parts and a large mobile crane.

She had already entered the Kiel-Holtenau lock system, at the Baltic end of the canal, when it was discovered that, with her deck cargo, she would exceed the 40 metres maximum height allowed for vessels to transit the canal, in order for them to pass safely under all of the canal bridges. The vessel was forced to go astern out of the lock and, instead, she had to take passage around Denmark, and through the Skagerrak, reaching Bremerhaven two days later.

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WHARF TALK: SA Port Statistics for November 2021

Aerial view of the Port of Richards Bay cargo terminals, in Africa Ports & Ships
Aerial view of the Port of Richards Bay cargo terminals  Picture: Transnet

Port statistics for the month of November 2021, covering the eight commercial ports under the administration of Transnet National Ports Authority, are now available.

November saw an improvement in tonnages handled at the eight South African Ports, increasing from just over 20 million tonnes in October this year, to 25.463 mt in November, thanks mainly to good performances in the export of coal and other ores at Richards Bay, and iron ore and manganese at Saldanha Bay. Containers increased marginally from 329,822 TEU in October to 357,632 TEU in November, most of this increase happening through the Durban Container Terminals.

Perhaps more importantly one should do this comparison with November last year, which can be seen via the link below. Total tonnage handled in the current November is however a little higher than what was recorded in the same month of 2020 – 25.463 mt versus 24.783 in 2020. Containers on the other hand were down in comparison – 357,632 TEU in 2021 against 378,057 TEU in November 2020.

Vehicles imported and exported totaled 44,893 in November 2021 compared with 69,469 vehicles for the same month of 2020, a considerable decrease. Closer scrutiny reveals the drop was at the Eastern Cape ports, Port Elizabeth fell from 20,361 units in 2020 to 1,199 units this November. East London also saw a decrease in vehicles from 9,229 units in November 2020, to 3,187 this year. Durban was slightly up, from 39,875 units in 2020 to 40,502 this year

Ship calls at South African ports continue to fall, 702 for the month of November compared with 794 in 2020. This is also reflected in the gross tonnage of the various vessels and is not an indicator that ships are ‘getting bigger’.

We repeat what we wrote a month ago, that this ongoing trend raises questions as to where the focus of our ports ought to be right now – on increasing capacity at the respective ports and in particular at the Durban container terminals, or to focus on improving efficiencies at the ports and terminals. Enlarging a container terminal will not by itself improve its efficiency, only its capacity, and for that there is currently no need. The time that container ships spend at the South African ports, and Durban in particular, when compared with other ports elsewhere in the world, are issues that should be urgently addressed.

Further details are available in the tables below and in the link provided for November 2020.

These details showing port cargo throughputs, ships berthed and auto and container volumes handled together with bulk and dry bulk volumes.

Statistics involving motor vehicles are measured in vehicle units. These include imports and exports, earth-moving and all ro-ro or wheeled vehicles each qualifying as a single unit and rated as at an average of one tonne each.

For comparison with the equivalent month of the previous year, November 2020 CLICK HERE

These statistical reports on Africa PORTS & SHIPS are arrived at using an adjustment on the overall tonnage compared to those kindly provided by TNPA and include containers recorded by weight; an adjustment necessary on account of TNPA measuring containers by the number of TEUs without reflecting the weight, thus leaving the SA ports undervalued in volumes in comparison with others.

To arrive at such a calculation,  Africa PORTS & SHIPS uses an average of 13.5 tonnes per TEU, which probably does involve some under-reporting.  Africa PORTS & SHIPS  will continue to emphasise this distinction, without which South African ports would be seriously under-reported internationally and locally.

Port Statistics continue below

Port of Richards Bay finger jetty and general and bulk terminals, in Africa Ports & Ships
Port of Richards Bay finger jetty and bulk terminals    Picture: Transnet

Figures for the respective ports during November 2021 are:

Cargo handled by tonnes during November 2021, including containers by weight

PORT November 2021 million tonnes
Richards Bay 8.619
Durban 7.119
Saldanha Bay 6.124
Cape Town 1.338
Port Elizabeth 0.750
Ngqura 1.269
Mossel Bay 0.097
East London -0.147
Total all ports 25.462 million tonnes

CONTAINERS (measured by TEUs) during November 2021
(TEUs include Deepsea, Coastal, Transship and empty containers all subject to being invoiced by NPA

PORT November 2021 TEUs
Durban 232,246
Cape Town 61,181
Port Elizabeth 4,059
Ngqura 55,292
East London -3,692
Richards Bay 1,162
Total all ports 357,632 TEU

MOTOR VEHICLES RO-RO TRAFFIC (measured by Units- CEUs) during November 2021

PORT November 2021 CEUs
Durban 40,502
Cape Town 4
Port Elizabeth 1,199
East London 3,187
Richards Bay 1
Total all ports 44,893 CEU

SHIP CALLS for November 2021

PORT November 2021 vessels gross tons
Durban 241 8,739,715
Cape Town 125 3,186,836
Richards Bay 126 5,648,069
Port Elizabeth 54 1,452,575
Saldanha Bay 61 4,179,202
Ngqura 53 2,387,137
East London 17 495,467
Mossel Bay 25 152,395
Total ship calls 702 26,241,396
— source TNPA, with adjustments regarding container weights by AP&S
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Breaking News: Ports Regulator rules on TNPAS Tariff application

Tariff Record of Decision

The Ports Regulator of South Africa has ruled on the application by Transnet National Ports Authority for a tariff adjustment.

The official tariff Record of Decision for 2022/23 tariff year can be found on the Ports Regulator
website, www.portsregulator.org/

Quick Summary:

On 16 August 2021, the National Ports Authority applied to the Ports Regulator for approval of the tariffs for services and facilities offered by the Authority of an average of 23.96% increase for the period 1 April 2022 to 31 March 2023, together with indicative tariffs of 1.81% for the period 1 April 2023 to 31 March 2024 and 2.45% for 1 April 2024 to 31 March 2025.

During the four-month assessment period, the TNPA did not submit their Audited Financial Statements. Despite the Authority not able to submit their audited annual financial statements nor responses to all requests for such, the Regulator was able to adequately assess the application and made the following decision:

The Ports Regulator has concluded that an appropriate overall increase in average tariffs for the financial year 2021/22 is 4.8% with the use of ETIMC, which translates into revenue of R14,815 billion.

1. Marine services and related tariffs (Sections 1-8 of the Tariff Book, excluding Section 7
that deals with cargo dues) are to increase by 12%;
2. All container cargo dues are to remain unchanged;
3. Dry Bulk Coal export cargo dues to increase by 11%;
4. Dry Bulk Magnetite export cargo dues to increase by 15%;
5. RoRo export cargo dues are to remain unchanged;
6. All liquid bulk cargo dues are to remain unchanged; and
7. All other tariffs are to increase by 4.2% in line with expected inflation.

Please refer to the full report at www.portsregulator.org/

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Shock and surprise as South Africa voted off the IMO Council

Member state flags above the IMO Headquarters Building in London in Africa Ports & Ships
Member state flags flying above the IMO Headquarters Building in London

There was surprise and even shock when South Africa, together with several other member countries, was voted off the International Maritime Organization (IMO) Council last week.

The 32nd Assembly of IMO is meeting in London at IMO Headquarters between 6 and 15 December 2021. Included in the programme was the election of 40 members to sit on the Council, the executive organ of the IMO.

These are separated into three groups – Category A consisting of 10 states with the largest interest in providing international shipping services; Category B made up of 10 states with the largest interest in international seaborne trade; and Category C being 20 States not elected under A or B, which have special interests in maritime transport or navigation and whose election to the Council will ensure the representation of all major geographic areas of the world.

South Africa, who is a founding member of the IMO, was a member of the third category.

This leaves only Kenya as a representative of sub-Saharan Africa. Egypt and Morocco who are considered more Mediterranean nations than African are also members of Category C.

In Category A there are no changes. In Category B Argentina has been replaced by Sweden. In Category C South Africa and Peru failed to gain re-election, and Kuwait opted to leave voluntarily.

The new Council looks like this:

Category A: 10 States: China, Greece, Italy, Japan, Norway, Panama, the Republic of Korea, the Russian Federation, the United Kingdom and the United States;

Category B: 10 States: Australia, Brazil, Canada, France, Germany, India, the Netherlands, Spain, Sweden and the United Arab Emirates

Category C: 20 States not elected under A or B above, whose election to the Council will ensure the representation of all major geographic areas of the world: Bahamas, Belgium, Chile, Cyprus, Denmark, Egypt, Indonesia, Jamaica, Kenya, Malaysia, Malta, Mexico, Morocco, the Philippines, Qatar, Saudi Arabia, Singapore, Thailand, Turkey and Vanuatu.

Election Results

The election results for category C were: Singapore (145), Egypt (135), Cyprus (133), Malta (133), Bahamas (129), Malaysia (128), Indonesia (127), Chile (118), Kenya (118), Saudi Arabia (117), Jamaica (116), Belgium (115), Morocco (115) and Turkey (115). Others are Mexico (112), the Philippines (112), Vanuatu (112), Qatar (111), Denmark (107), Thailand (107), South Africa (103), Nigeria (100), Peru (98), Bangladesh (88), Poland (79), Pakistan (71) and Columbia (64).

With the top 20 of these nations being elected, South Africa was placed in position 21 out of 27 and Nigeria one place below at 22nd.

As a result of this vote, Sub-Saharan Africa is now poorly represented, although this may be addressed if and when the IMO members agree to increasing the Council from 40 to 52 states.

“The expansion of the size of the council to 52 will support the attainment of a representative, balanced, diverse and efficient council that can support the interests of the whole membership and ensures the representation of all the major geographic areas of the world,” said IMO secretary general Kitack Lim.

But according to the world’s maritime regulatory body, until such proposal is approved and adopted by at least two thirds of the IMO Membership, or 117 Member States (based on the current membership of 174 Member States and two Associate Members), the status quo will remain.

The IMO Assembly meets every two years and is responsible for approving the work programme, voting the budget and determining the financial arrangements of the IMO, in addition to electing the 40-Member (or 52 if it is endorsed) Council.

Africa PORTS & SHIPS has approached the South African Maritime Safety Authority for comment on South Africa’s exclusion but was referred to the Department of Transport. We await the department’s response.

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WHARF TALK: SAR Class 26 4-8-4 RED DEVIL – CAPE TOWN HARBOUR

Class 26 steam locomotive No.3490 The Red Devil. The locomotive acquired this nickname as a result of her bright red paintwork - originally she carried the name LD PORTA on her smoke deflectors in honour of the pioneering work of the Argentinean steam engineer, Livio Dante Porta, whose pioneering work in steam innovation was the inspiration for David Wardale in developing the 'bright red South African locomotive. The SAR later dropped the LD Porta nomenclature entirely and instead the nickname was adopted. This picture is by 'Dockrat', in Africa Ports & Ships
Class 26 steam locomotive No.3450 The Red Devil. The locomotive acquired this nickname as a result of her bright red paintwork – originally she carried the name LD PORTA on her smoke deflectors in honour of the pioneering work of the Argentinean steam engineer, Livio Dante Porta, whose pioneering work in steam innovation was the inspiration for David Wardale in developing the ‘bright red South African locomotive. The SAR later dropped the LD Porta nomenclature entirely and instead the nickname was adopted. This picture is by ‘Dockrat’

Story by Jay Gates
Pictures by ‘Dockrat’

With Christmas fast approaching, children all over the world will be watching reruns of that great 2004 classic animated movie, ‘The Polar Express’, starring Tom Hanks. Even more children will be getting even more excited by catching one of the many ‘Santa Special’ train rides offered by many of the preserved steam railways around the world. For some, the ‘Polar Express’, or the ‘Santa Special’ is real, and it is currently patiently awaiting its calling in Cape Town harbour.

If you are lucky to have access into Cape Town harbour, or are being escorted as a guest to the Royal Cape Yacht Club, located at the far end of the Duncan Dock, the trick is not to be distracted by looking waterside, to see what vessels are in port, or to spot what yacht it is that you are heading for. No, the secret is to look landward, not necessarily towards majestic Table Mountain, but instead at the railway sidings that run parallel to Duncan Dock, running alongside the whole length of Duncan Road.

For here sits, possibly, one of the greatest examples of Steam Engine, that was engineered locally for South African Railways (SAR). A magnificent Class 26, the one and only such locomotive built. Her overall red colour gave her the nickname ‘RED DEVIL’, which was a name that stuck, and is now emblazoned on her forward smoke deflector plates.

Built in 1953, and the last of the Class 25NC locomotives to be built. She was built by Henschel and Son, of Kassel in West Germany, and given the number 3450 by SAR. A total of 50 non-condensing Class 25 (hence the NC suffix) locomotives were built for South African Railways, with 11 of them built by the North British Locomotive Company of Glasgow, in Scotland, and 39 of them built by Henschel and Son.

Based on the Whyte Notation, ‘Red Devil’ has a 4-8-4 wheel classification, which means that she has four leading wheels, eight driving wheels, and four trailing wheels, to give her a wheel outline which looks like ooOOOOoo. The type was originally developed in the USA, with the first 4-8-4 locomotive built in 1926 by the American Locomotive Company (ALCO), of Schenectady in New York state, for the Northern Pacific Railway, of Saint Paul in Minnesota state.

The famous loco, known the world over to steam fans, sits forlornly at the Cap Town docks awaiting another opportunity to show off her capabilities. Picture by 'Dockrat' in Africa Ports & Ships
The famous loco, known the world over to steam fans, sits forlornly at the Cape Town docks awaiting another opportunity to show off her capabilities. Picture by ‘Dockrat’

The design was based on the fact that the four leading wheels gave greater stability at speed, the eight driving wheels gave greater adhesion, and the four trailing wheels supported a larger firebox, which allowed for greater production of steam.

In 1979 South African Railways allowed railway engineer David Wardale to convert 3450 into a Class 26, and the modified locomotive became the only Class 26 to be so converted. The primary objectives of the modifications were to improve the combustion, and steaming rate, to reduce the emission of wasteful black smoke, and to overcome the problem of clinkering. The conversion was completed in 1981 at the SAR Salt River workshops, in Cape Town.

Her conversion was a success. Compared to an unmodified Class 25NC, she achieved a 28% measured saving on coal, a 30% measured saving on water, and a 43% increase in drawbar power measured on freight service. Its approximate maximum range in freight service was 700 kilometres (430 miles), based on its coal capacity, and 230 kilometres (140 miles) based on its water capacity.

The maximum recorded freight load that she hauled was 900 tons, and she could haul a 650 tons passenger train at a constant speed of 100 kilometres per hour (62 miles per hour). Her conversion came too late, as SAR was already moving steadily away from steam and into the modern world of Diesel, and Electric, locomotives.

The great power of the Class 26, however, also turned out to be its one weakness. The Class 25NC had already proven to be on the slippery side, and the much more powerful Class 26, with essentially still the same dimensions as the Class 25NC, was even worse.

Her name became Red Devil on account of her bright red paintwork. In mainline operation she was anything but a 'devil' to operate and steam enthusiasts came from all parts of the world just to experience her in operation.. Picture by 'Dockrat' in Africa Ports & Ships
Her name became Red Devil on account of her bright red all-over paintwork. In mainline operation she was anything but a ‘devil’ to operate and steam enthusiasts came from all parts of the world just to experience her in operation.. Picture by ‘Dockrat’

She was a poor performer at starting, or at low speeds on a steep gradient. This problem plagued her when she was returned to steam excursion service. In 14th July 2018, ‘Red Devil’ returned to service for the first time in 14 years. She ran for Ceres Rail, initially on tourist steam excursions, from Cape Town to Robertson, in the Cape Winelands.

Ceres Rail also ran excursions from Cape Town to Klawer, and from Cape Town to Elgin. This latter route took the locomotive up the famously steep Sir Lowry’s Pass, and ‘Red Devil’ struggled up this climb.

Sadly, after only a few years wooing tourists, local and foreign alike, she was retired by Ceres Rail, and taken back into the care of the collection of the Transnet Heritage Foundation. She now sits in the sidings in Cape Town harbour, awaiting her next calling.

For all intents and purposes, and if you look at ‘Red Devil’ with a squint in your eye, knowing full well that Christmas in but ten days away, you know that you are looking at the ‘Polar Express’, and she will shortly be starting her epic journey to the North Pole, in order to visit Santa Claus. One can but hope, because the bell still rings for me, as it does “for all who truly believe”.

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Added 14 December 2021

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A NEW BOOK: Trading with the Enemy

Trading with the Enemy: Britain, France, and the 18th-Century Quest for a Peaceful World Order
By John Shovlin
Published by Yale University Press
Price: £25.00
Hardback
ISBN: 978 0 300 25356 6

Here is what has been described as an innovative account of British and French efforts to channel their eighteenth-century geopolitical rivalry into peaceful commercial competition.

Trading with the enemy, book review by Paul Ridgway in Africa Ports & Ships

As our history books tell us Britain and France waged war eight times in the century following the Glorious Revolution of 1688 to 1689 in England. This involved the overthrow of the Catholic King James II, who was replaced by his Protestant daughter Mary and her Dutch husband, William of Orange. These differences delivered a mutual antagonism long regarded as a Second Hundred Years’ War. At the same time officials on both sides of the Channel initiated ententes, free trade schemes, and colonial bargains intended to avert future conflict. This apparent skulduggery taking place undercover was not unlike that which continues to this day. In recent years we have read about behind the scenes liaison between Whitehall and the Irish Republican cause during the Troubles in Northern Ireland and even talks with the Taliban in Afghanistan have been hinted at.

So what drove this quest for a more peaceful order in the diplomatic purview of England and France? In a highly original account over six chapters, John Shovlin reveals the extent to which Britain and France sought to divert their rivalry away from war and into commercial competition. These two powers worked to end future conflict over trade in Spanish America, the Caribbean, and India, and imagined forms of empire-building that would be more collaborative than competitive.

It is explained that they negotiated to cut cross-Channel tariffs, recognizing that free trade could foster national power while muting friction. Shovlin’s account shows that eighteenth-century capitalism drove not only repeated wars and overseas imperialism but spurred political leaders to strive for global stability.

With skill Shovlin challenges the conventional understanding of Franco-British rivalry and belligerence in the eighteenth-century in emphasising the process by which diplomats negotiated, and merchants lobbied, to cut tariffs and in turn to facilitate free trade. As other reviewers have put it, this work revises with a refreshing interpretation, views of Franco-British relations of the period which were marked by endless war, imperial rivalry, and envy by each of the other’s trade. Recovery necessitated cooperation, was a useful mantra.

This is an authoritative study achieving over no less than 416 pages supported by 20 colour illustrations and four maps, an amazing collection of information well-edited and presented. There is a useful set of biographical sketches running to 18 pages from the Duc de Richelieu to the two brothers and a son Walpole by way of Robert Clive of the Honourable East India Company, Lord North, Prime Minister from 1770 to 1782, who led war with the rebellious colonies in America and more.

These potted biographies totalling 69 entries provide an important place for the reader to start and return to as the names come up in the text. Many of these names are still with us as generation succeed generation, on property holdings in Britain or even as street names so familiar in the capital: Baring, Bedford, Bolingbroke, Newcastle, Lansdowne. Paris is no exception. Furthermore, there are no fewer than fifty pages of chapter notes and six pages of bibliography.

There is, of course, much herein on the East India Company and references to its French counterpart, Compagnie des Indes with rivalry and prospective deals and even a partnership. References, too, of the chartered Royal African Company of 1660 and the private Guinea Company of 1681 (a failure). As Shovlin says in his conclusion: ‘The pacific impulses that gestated in eighteenth-century Franco-British relations have subsequently come to fruition in the relatively pacified, yet still grimly competitive, realm of modern world politics’. Too true.

For all that effort we must not overlook the hard working manufacturers, traders, ship owners, functionaries / fonctionnaires, diplomats and importantly, remembering the element in which we work, the seafarers who made it possible.

Shovlin is associate professor of history at New York University and the author of The Bordeaux–Dublin Letters, 1757 and The Political Economy of Virtue.

Paul Ridgway

Reviewed by Paul Ridgway
London Correspondent
Africa Ports & Ships

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WHARF TALK: Saldanha tugs – JUTTEN & CHARDONNAY

Saldanha tugs Jutten and Chardonnay in the Cape Town dry dock. Picture by 'Dockrat'
Saldanha tugs Jutten and Chardonnay in the Cape Town dry dock. Picture by ‘Dockrat’

Story by Jay Gates
Pictures by ‘Dockrat’

The Harbour Tugs of the South African national harbour authority, Transnet, are a regular sight, going about their business in their respective home ports. The majority of them are featured here regularly, by virtue of them being ‘in shot’, as background fillers when seen assisting vessels into, or out of, the major South African ports of Cape Town, or Durban.

One of the less covered South African ports is Saldanha Bay, and so it is a rare thing to have one let alone two, of their harbour tugs featuring. However, even these tugs require annual maintenance. For the tugs of Saldanha Bay, that means a short six hour hop down the west coast of the Cape Province, to Cape Town harbour, and a spot at the landing wall, whilst awaiting their slot into drydock.

As far back as 7th October at 15h00, the Transnet tractor tug JUTTEN (IMO 7431791) arrived from her harbour duties at Saldanha Bay, and entered Cape Town harbour, proceeding to the Landing Wall in the Duncan Dock, in order to begin a long period of lay-up and maintenance, prior to her annual drydocking.

 

Saldanha tugs Jutten and Chardonnay in the Cape Town dry dock. Picture by 'Dockrat' in Africa PORTS & SHIPS
The tug Jutten, one of the oldest still in service in South Africa, in the Cape Town dry dock. Picture by ‘Dockrat’

Unusually for a Transnet harbour tug, Jutten is not locally produced, but was built in 1976 by the Socarenam shipyard at Boulogne in France. She is 37.3 metres in length, with a beam of 11.5 metres, and has a gross registered tonnage of 486 tons. For her harbour work, she has a bollard pull of 43 tons.

Built as a twin unit cycloidal tractor tug, more commonly known as a Voith Schneider tug, Jutten is powered by two MAN-Sulzer 8ASL25/30 8 cylinder 4 stroke main engines, producing 2,160 bhp (1,600 kW) each, connected to two Voith Schneider propeller units.

She is one of a class of three built for Transnet, all of whom are named after islands located within Saldanha Bay itself. At 45 years of age, Jutten is one of the oldest tugs in the fleet, and she is owned by Transnet, although she is shown as being operated, and managed, by Portnet Dredging Services.

Here is the tug Jutten on her berth awaiting dry docking. Picture by 'Dockrat'
Here is the tug Jutten on her berth awaiting dry docking. Picture by ‘Dockrat’

Once her period on the Landing Wall was over, and the majority of the annual maintenance that did not require her to be taken out of the water was completed, Jutten moved down the quay and entered the Sturrock Drydock for a period of maintenance requiring work on her hull, and her Voith Schneider units.

Unusually, Jutten was involved in an Admiralty Salvage claim, that occurred whilst she was still operating within port limits, and acting as a tug for the vessel that then required her services, to prevent her going aground in Saldanha Bay itself. On 2nd April 2004, Jutten was acting as bow tug for the Capesize bulk carrier CLEOPATRA DREAM (149,989 dwt). The vessel had completed the loading of 146,670 tons of iron ore, and sailed from Saldanha Bay at 04H00 on that date.

Before she had reached the departure navigation channel, and whilst still well within port limits, Jutten had already disconnected, when Cleopatra Dream lost all power and started drifting towards the tug’s namesake, Jutten Island. The tug was called to reconnect to the bulk carrier and hold her off the island and prevent her going aground. With the assistance of another of the Saldanha Bay tugs, her sister tug Meeuw, the Cleopatra Dream was held until she was able to raise power, and drop her own anchors.

Jutten from the other end, the stern. Picture by 'Dockrat' in Africa Ports & Ships
Jutten from the other end, the stern. Picture by ‘Dockrat’

As a result of this incident, Transnet claimed salvage of both the vessel, and her cargo, under the Wreck and Salvage Act 94 of 1996. The claim was disputed by the owners of Cleopatra Dream, and the case went from the Western Cape High Court in Cape Town on 22nd January 2010, all the way up to the South African Supreme Court of Appeal in Bloemfontein, with judgement delivered on 11th March 2011.

Transnet lost the case, and it was dismissed. The Appeal Court Judge decided that Transnet were expected to carry out that duty of saving the vessel, within their own port limits, with a Transnet Pilot still aboard, and tugs assigned by the port authority. Transnet were also ordered to pay all court costs.

Interestingly, a second Transnet tug joined Jutten in the Sturrock Drydock. This was another arrival from Saldanha Bay, namely CHARDONNAY (IMO 7905417). She had arrived from Saldanha Bay on 25th November at 13h00. One of the Transnet harbour tugs that seems to divide her time between both Cape Town and Saldanha Bay, Chardonnay is also a Twin Unit Cycloidal Tractor Tug, or Voith Schneider tug. She is one of a class of four built, all named after South African varieties of grape.

Built in 1980 by Dorman Long Vanderbijl shipyard at Durban in South Africa, Chardonnay is 36.4 metres in length, with a beam of 11.6 metres, and a gross registered weight of 429 tons. She is powered by two MAN-Sulzer 8L25/30 8 cylinder 4 stroke main engines, each producing 2,160 bhp (1,600 kW) to drive two Voith Schneider propeller units. She has a bollard pull of 43 tons.

The second Saldanha tug Chardonnay in the Cape Town dry dock. Picture by 'Dockrat'
The second Saldanha tug Chardonnay in the Cape Town dry dock. Picture by ‘Dockrat’

She is also owned by Transnet, yet shown as operated and managed by Portnet Dredging Services. As with most of the older tugs in the Transnet fleet, she is old enough to have been launched with a pre-1994 name, that of ‘W.H. Andrag’, who was a Minister of Transport in the old Nationalist Government. Her name was changed around 2000, as were the names of all Transnet harbour vessels that had politically linked nomenclature.

As a port, the main business of Saldanha Bay is iron ore export. Capesize bulk carriers, and geared bulk carriers load the iron ore, which is brought down to the port from the vast iron ore mines at Sishen, located in the Northern Cape. The iron ore arrives at the port, courtesy of the famous Sishen-Saldanha railway line, known for its huge five locomotive, 375 loaded wagons, 4,000 metre long train, carrying over 42,000 tons of ore per train.

Also known as the Ore Export Line (OREX), the immense length of each train makes it the longest production train in the world. The single track line runs for a distance of 535 miles (861 kilometres), and the OREX line carries over 60 million tons of ore down to the coast each year for export.

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IN CONVERSATION: Checkpoint ‘taxes’ make South Sudan one of the most expensive places to move goods

Peer Schouten, Danish Institute for International Studies

When South Sudan became independent 10 years ago, oil revenues were supposed to fuel the economy of the world’s newest country. But shortly after, civil war resumed, oil prices plummeted, and the South Sudanese pound lost value.

While elites in Juba split the remaining oil revenues, ground-level civil servants, soldiers and rebels have to get by in other ways. They complement their absent or deflated salary through decentralised predation on long-distance trade. As a result, since independence in 2011, the number of checkpoints has nearly doubled and checkpoint taxes have increased by 300%. These ‘transit taxes’, as they are locally called, are mostly illegal. But in the absence of a functioning taxation system and as a legacy of decades of conflict, ‘government’ has become a financing enterprise, extracting cash from aid and trade. Indeed, any army deployment in practice is accompanied by setting up a checkpoint to feed the troops. Faced with a gun, transporters can do little else than pay up.

Over the past two years, we have mapped 319 checkpoints along major trade routes in South Sudan, of which 253 (79%) are roadblocks and 66 (21%) river checkpoints.

Checkpoints in South Sudan.

Examining these checkpoints is important because they sit at the heart of South Sudan’s war economy. Taxation is intimately related to state-building, and understanding how taxation works in practice therefore provides a unique window into the political economy of a country. For the South Sudanese government, allowing security services to engage in systematic illegal taxation is a cheap way of buying loyalty and gaining a weak but pervasive military presence along the country’s battered road network. But checkpoint taxes raise the price of aid delivery, make life expensive for poor South Sudanese, and stifle the domestic market for farming products.

The world’s most expensive roads

Government soldiers and civil authorities control most of the checkpoints along overland routes. The Sudan People’s Liberation Movement in opposition, led by Riek Machar, controls slightly more than half of the checkpoints along river routes: the White Nile, its branch the El Zeraf, and the Sobat.

Based on averages, a typical checkpoint in South Sudan is manned by six people sharing three visible weapons among them, and levies about SSP 48,000 (US$80). But as vehicles typically travel long distances, total checkpoint taxes for a trip can be enormous.

Take the White Nile. Barges typically shuttle between Bor and Renk carrying around 300 to 400 metric tons of humanitarian aid or foodstuff. For the entire return journey each barge will pay about US$211 at each of the 33 checkpoints, totalling a stunning US$10,000 for a round trip.

Similarly, while checkpoints on the road between Juba and Bentiu on average charge a truck about US$21, the total journey involves passing 80 checkpoints —- meaning a return journey easily costs over US$3,000 in checkpoint taxes. This makes transport in South Sudan among the most expensive in the world, with a price per metric tonne only rivalled by Afghanistan and the Democratic Republic of Congo.

Living off the road

On the one hand, checkpoints make for a practical way for soldiers and civil servants to complement their absent, delayed or inflated salaries. As one soldier explains,

We should be paid every month. The food we’re getting — you wouldn’t even eat it. We live in poor health. Most of us survive only from the transit taxes we enforce on traders.

Soldiers like him earned a salary fixed in 2011 at SSP 1500, then worth about US$200. Today, that amount is only worth US$3. At every deployment, the first thing the army will do is raise a checkpoint to provide for subsistence. Explains one soldier,

I am happy here, as the daily collections I make here are far better than my salary. On a good day I can get US$25, while my monthly salary is US$3 and it doesn’t even come on time.

However, a big part of the checkpoint profits is channelled upwards the chain of command in opaque ways. As one checkpoint commander explained:

As for us who runs a checkpoint, we don’t consume all the informal taxes alone, but give to our own superiors. And that happens weekly or we even visit them in the evenings at their residence and give them in order to retain your duty post.

Like in other Central African countries, checkpoint commanders get to maintain lucrative posts if they reward their superiors with a cut of the money, who in turn have to pay their own superiors. In this way, checkpoints are a mechanism to transfer wealth from the commercial sector to politico-military elites, a symptom of a predatory war economy.

Side effects

A side-effect of high checkpoint taxes is that it’s not profitable to sell agricultural products such as sorghum over long distances, stifling the domestic economy.

On the other hand, checkpoints are also a form of self-help for local government officials, in a context where those in the capital don’t redistribute the national budget to local government. We found county representatives autonomously mounting checkpoints to raise revenue from trade passing through their county, against the orders from Juba. While understandable, on a whole such strategies lead to a proliferation of checkpoints and ballooning of transport costs.

Another problem is the implication of humanitarian organisations in the checkpoint economy. The international community finances humanitarian relief and peacekeeping to a level of US$1.4 billion annually (or 7% of all global humanitarian spending), an important influx of resources in a cash-strapped economy. It should not come as a surprise that bulk transport of humanitarian relief figures as a major source of checkpoint revenues across the country.

Humanitarian logistics makes up a big part of the transport sector in South Sudan, with aid agencies outsourcing food deliveries and other bulk transport to national or regional trucking companies. We found that these subcontractors are systematically taxed at 157, or 49%, of all South Sudanese checkpoints.

This means that scarce aid money is appropriated by South Sudan’s soldiers and rebels, ending up in the pockets of military elites. Locals in Juba often gist, ‘aid is the new oil’. Large volumes of humanitarian relief travelling overland may also constitute a factor driving the checkpoint phenomenon, as they constitute stable sources of revenue as well as flows of food that can be used strategically in struggles for control over people.

Early in 2021, the Dinka Jieng Council of Elders, a group that advocates for the rights of the Dinka community, stated that ‘corruption in South Sudan is the driver of political competition and hence the war’, fuelling fragmentation of elites as well as ground troops. The long-distance transport of bulk trade and aid, which because of the volumes involved represent concentrated wealth, sits at the heart of South Sudan’s militarised political economy.

Given South Sudan’s long history of conflict, it is likely that checkpoints are an endemic phenomenon, and that they will remain a key interface between international trade, aid and parties to conflict in the country.The Conversation

Peer Schouten, Senior researcher, Danish Institute for International Studies

This article is republished from The Conversation under a Creative Commons license. Read the original article.

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Container ship Tonsberg thought to be the pirated vessel in Gulf of Guinea

Container ship Tonsberg thought to be the pirated vessel in Gulf of Guinea, in Africa Ports & Ships

The container ship that was attacked by pirates yesterday (see our report HERE is being reported as the Liberian-flagged container ship TONSBERG (IMO 9216999).

Tonsberg, on charter to CMA CGM, was en-route to the port of Cotonou in Benin from the port of Kribi in Cameroon at the time of the attack, in which six of the crew were kidnapped. Another crew member was wounded by gunfire on board the ship and two members are said to be missing.

The ship was boarded by an unknown number of armed pirates operating from a skiff. Before leaving the vessel they abducted the six crew members for ransom purposes, using them as shields when a helicopter from the Danish frigate Esbern Snare approached.

The frigate was in the vicinity of the island of Bioko in Equatorial Guinea and close to the scene of the attack and responded by sending its helicopter to investigate. The aircraft found the skiff alongside the container ship. Those on board were observed throwing objects overboard before speeding away with hostages on board.

The aircraft shadowed the fleeing skiff all the way to the start of Nigerian national waters before returning to the frigate. Meanwhile the pirates and their hostages were able to flee in the direction of the Niger Delta where they made their escape.

Please note that the Tonsberg has not been positively confirmed as the ship attacked.

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DP World & DRC sign final agreement on developing Banana port

The port of Banana is currently a modest affair - DP World has ambitous plans for its redevelopment, in Africa Ports & Ships
The port of Banana is currently a modest affair – DP World has ambitous plans for its redevelopment

DP World and the Democratic Republic of Conga (DRC) have signed the final Collaboration Agreement which will result in DP World developing a deep-sea port at Banana.

The port of Banana is situated on the north banks of the mouth of the Congo River.

The conclusion of the Collaboration Agreement follows the signing of a term sheet earlier this year between DP World and the DRC Government, which summarised the agreed amendments to the initial contract signed in 2018.

This now paves the way for DP World to begin construction within 12 months of the DRC’s first deep-sea port, which will be located at Banana along the country’s 37km coastline on the Atlantic Ocean.

In the presence of President Félix-Antoine Tshisekedi and other dignatories, the agreement was signed by representatives of the DRC and DP World. Now the port can be developed. Picture: DP World, in Africa Ports & Ships
In the presence of President Félix-Antoine Tshisekedi and other dignatories, the agreement was signed by representatives of the DRC and DP World. Now the port can be developed.    Picture: DP World

The development of the Banana Port will bring significant cost and time savings for the country’s trade, as it will attract more direct calls from larger vessels from Asia and Europe.

It will also directly benefit the Kongo Central province in terms of economic development, as the port will attract foreign direct investment to the surrounding area, and stimulate local trade and the economy.

“This port will transform the DRC into a trade hub in the region, and in particular, will benefit Kongo Central, a province which already has a port facility, with the creation of jobs, in addition to generating economic benefits and growth for our country,” said DRC President Félix-Antoine Tshisekedi.

Also attending the ceremony was Khalifa Shaheen Almarar, Minister of State of the United Arab Emirates, who said that development of infrastructure is a priority for the UAE to build trade and economic bridges between the UAE and Africa. “This port project is part of many initiatives to promote economic prosperity.”

Sultan Ahmed bin Sulayem, Group Chairman and CEO of DP World said the agreement represents the vision of President Tshisekedi and DP World to provide the DRC with a modern, world class port and logistics infrastructure to support the tremendous opportunities for trade in the DRC.

“The port will enhance the country’s export capabilities and give it affordable access to international markets,” he said.

DP World will develop an initial 600-metre quay with an 18 metre draught, capable of handling the largest vessels in operation. It will have a container handling capacity of about 450,000 TEUs per year, and a 30-hectare yard to store containers. DP World said the port will feature the latest technology and equipment.

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WHARF TALK: combi wood products carrier – LEROS 1

In this interesting and unusual scene, the woodchip carrier is in the process of flaking out her port anchor chain along the length of the Eastern Mole. See report below. Picture by 'Dockrat' in Africa Ports & Ships
In this interesting and unusual scene, the woodchip carrier is in the process of flaking out her port anchor chain along the length of the Eastern Mole. See report below. Picture by ‘Dockrat’

Story by Jay Gates
Pictures by ‘Dockrat’

The normal bulk carrier that calls into South African ports, apart from the pure bulk export ports of Richards Bay and Saldanha Bay, are generally the Handymax, Supramax and Ultramax sized vessels, which are in the deadweight region of between 35,000 to 65,000 tons.

It is not often that the smallest of bulk carrier classes, the Handysize, calls. Even less often is when that bulk carrier is a purpose built lumber and woodchip carrier, which is a type of bulk carrier almost never seen in Cape Town, unless calling in for non-cargo purposes, or for shoreside assistance.

On 5th December at 21h00, the Handysize bulk carrier LEROS 1 (IMO 9145786) arrived at the Table Bay anchorage, from Kakinada in India. After a short four hour wait in the anchorage, she entered Cape Town harbour at 01h00 on 6th December and proceeded to the Eastern Mole in the Duncan Dock.

As always, an Eastern Mole caller indicates a short term call for bunkers and stores only, with no cargo work to be undertaken. As soon as Leros 1 was alongside, the bunker tanker Al Safa made fast outside her and the process of transferring of bunker fuel began.

Leros 1 in the Duncan Dock at the port of Cape Town. Picture by 'Dockrat' in Africa Ports & Ships
Leros 1 in the Duncan Dock at the port of Cape Town. Picture by ‘Dockrat’

Whilst most arrivals that go alongside the Eastern Mole indicate a bunker stop, occasionally, a maintenance requirement is also carried out when alongside the berth. This appeared to be the case, because five days later, Leros 1 was still there, and so something more pressing than a simple bunker uplift was keeping her in port.

Prior to this, and after Al Safa had completed her bunker transfer, and moved off back into Table Bay, an unusual maintenance activity began around Leros 1. She lowered her port anchor, using her own cranes, and proceeded to flake out her port anchor chain using the whole length of the Eastern Mole.

Her unknown maintenance issue appeared to be confirmed when she was shifted across to the Landing Wall on the 11th December, her sixth day alongside. The very next day, all appeared to be in order as on 12th December at 14h00, Leros 1 sailed from Cape Town, bound for Guayana City in Venezuela.

The accommodation area and funnel of Leros 1. Picture by 'Dockrat' in Africa Ports & Ships
The accommodation area and funnel of Leros 1. Picture by ‘Dockrat’

Built in 1997 by Shin Kurushima shipbuilding at Toyohashi in Japan, Leros 1 is 154 metres in length and has a deadweight of 24,804 tons. She is powered by a single Mitsubishi Kobe 7UEC45LA 7 cylinder 2 stroke main engine, producing 8,401 bhp (6,179 kW) to drive a fixed pitch propeller for a service speed of 14.3 knots.

Her auxiliary machinery includes three generators providing 1,090 kW, and she has a Tortoise vertical, oil fired, boiler. She has four holds, serviced by four 30 ton cranes. Her cargo carrying capacity is 44,888 m3, with her raised freeboard to hatch level being a good indicator that she was designed to carry wood products, such as lumber or wood chips.

The same area but showing off the bridge as well. Picture by 'Dockrat' in Africa Ports & Ships
The same area but also showing off the bridge. Picture by ‘Dockrat’

Her age of twenty four years means that she has had a few name changes, and owners, over the course of her career. Her current owners have only taken charge of Leros 1 in the past few months, so that full ownership details are sketchy. Her current nominal ownership is given as Balena Maritime, Monrovia, in Liberia, despite her port of registry being Panama. Her name suggests a strong Greek connection, with Leros being one of the Dodecanese Islands, located 20 miles off the coast of Turkey, in the Aegean Sea.

In her long career, Leros 1 has received no fewer than 77 Port State Inspections, with two of them resulting in her detention. Her first detention took place in November 2017, at the port of Tekirdağ, which is located on the Sea of Marmara, on the European side of Turkey. She was detained for one day only, with seven major deficiencies. These included navigation charts being out of date, her Automatic Identification System (AIS) and her Voyage Data Recorder (VDR) both being invalid, and her fire pumps not having been tested.

Leros 1 alongside the berth. Picture by 'Dockrat' in Africa Ports & Ships
Leros 1 alongside the berth. Picture by ‘Dockrat’

As recently as May 2021, she was detained in the port of Immingham, which is located on the River Humber, on the North Sea coast of the UK. Again, her detention was for one day only, with six major deficiencies. These included her lifeboats not being ready for use, and no fire safety training having been conducted with her crew.

Her port of origin in India, Kakinada, is located on the Bay of Bengal, on the northeast coast of India. The port is a natural harbour, and is made up of two elements, one being an anchorage port, and the other being a deepwater port with seven berths. The deepwater port, which caters mainly for bulk export cargoes, was only developed in 1997, with current port statistics showing that bulk carriers make up 46% of callers at Kakinada.

Leros 1 is now on her way to the Orinoco River in Venezuela to load a cargo of timber products. Picture by 'Dockrat'
Leros 1 is now on her way to the Orinoco River in Venezuela to load a cargo of timber products. Picture by ‘Dockrat’

Her destination port, Guayana City in Venezuela, is one of the interesting ports of South America. It is located 184 nautical miles up the Orinoco River, at the confluence with the Caroni Rover. It is a fairly recent city, as it was only incorporated in 1961. Prior to this, it was the two separate cities of San Felix and Puerto Ordaz. The port complex reports that 54% of vessels that call are bulk carriers, and exports of aluminium, iron and steel make up the majority of cargoes from the port.

A Google earth view of the confluence of the two rivers at Guayana City shows the huge contrast of the water bodies, with the Orinoco having turbid grey waters, and the Caroni having clear brown waters.

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Breaking News: Container ship boarded off Equatorial Guinea – 6 crew kidnapped

Container ship at sea, in Africa Ports & Ships
Container ship at sea   Unsplash

In news that is still developing, Dryad Global reports that 6 of the crew off a container ship have been kidnapped after pirates boarded their vessel.

The position of the vessel at the time of the attack was 03 11 N -007 49 E, which is 48 nautical miles SW of Luba in Equatorial Guinea. Luba, the former San Carlos, is on the island of Bioko which is part of Equatorial Guinea.

Dryad reports that this latest attack occurred 32nm NW of the attack on the OSV MONTET TIDE on 25 October this year, in which 3 persons were kidnapped.

No other details of the latest attack are available at present.

There has now been 10 Gulf of Guinea kidnapping incidents in 2021 with 76 personnel kidnapped, including the latest incident.

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Transnet says it is continuing to implement Government’s Localisation policy

Transnet commits to acquiring rails locally in future. in Africa Ports & Ships
Transnet commits to acquiring  new rails locally in future.  Picture: Transnet

Transnet SOC Ltd says it has made significant strides to deliver on localisation, as part of the country’s industrialisation policy.

In a statement, Transnet says the logistics sector can generate sufficient demand to enable local manufacture within the country, acquiring key components and equipment essential for its operation.

“This will be an important contribution by Transnet to increasing inclusive growth in South Africa, which itself will enhance the Transnet business.”

According to Transnet it is placed at a significant disadvantage relative to its competitors in the market if it is compelled to procure through middle-persons. These add their own mark-up to the price of procured goods as a way to overcome the requirement to procure locally goods that are not manufactured in South Africa.

“This not only makes goods more expensive for Transnet, but reduces its ability to lower the cost of logistics in South Africa.

“Transnet is therefore working with the Industrial Development Corporation (IDC) on the establishment of a local manufacturing facility for rails. Transnet has committed to procure from a local supplier for a period of up to 15 years to ensure viability of the supplier.”

Transnet says it has committed to deepen local capacity and capability in the rail sector by supporting existing rail component manufacturers and developing new suppliers to manufacture components in the rail industry – within the domestic and regional markets.

This, it says, would represent a major milestone in Transnet’s transformation imperatives.

“In light of this Transnet is working with Trade & Industrial Policy Strategies (TIPS), an agency of the dtic, on the development of a Rail Masterplan, similar to the Automotive Masterplan, which would drive further investment in this sector in South Africa. This work is expected to be completed at the end of February 2022.

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Zimbabwe runs short on fuel as Port of Beira stops pumping

Aerial view of the port at Beira, where pumping of fuel to Zimbabwe came to a halt last week. Picture by Anup Rampiar in Africa Ports & Ships
Aerial view of the port at Beira, where pumping of fuel to Zimbabwe came to a halt last week. Picture by Anup Rampiar

Fuel queues again became the order of the day in Zimbabwe last week with a number of filling stations running out of petrol, resulting in scares of another fuel crisis just as the Christmas holidays are due.

The cause of the ‘crisis’ was back in Mozambique, at the port of Beira where, according to National Oil Company Infrastructure of Zimbabwe board chairman, Daniel Mackenzie Ncube, an unscheduled maintenance exercise at pumping stations in Mozambique had resulted in fuel shortages in Zimbabwe.

He gave an assurance that the situation should normalise later in the week.

He said there was a problem in Mozambique where the people maintaining the port had stopped the pumping of fuel in order to carry out maintenance.

“We have started pumping now. The problem should normalise in a day or two,” he said.

“The scheduling in Mozambique caught us offside when they closed the port for maintenance.”

Landlocked Zimbabwe relies on the port of Beira for about 90 per cent of its fuel supplies. The balance enters the country by road transport.

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Maersk reveals innovative methanol-fueled containership design

Depiction showing the shape of Maersk's new 16,000-TEU methanol-fueled container ships. Picture: courtesy Maersk in Africa Ports & Ships
Depiction showing the shape of Maersk’s new 16,000-TEU methanol-fueled container ships. Picture: courtesy Maersk

Maersk has unveiled its design for a revolutionary new containership fueled by emission-free methanol that will take the company forward into the rest of the century.

The new design for eight ships, each capable of carrying 16,000 TEU, will be fueled by carbon-neutral methanol, which is likely to set the future standard that others will follow.

Maersk says that when designing these ships, their ambition was to make sure they could service Maersk customers in a smarter way while contributing to their carbon-neutral transportation goals.

Unique to the industry, this design allows a 20% improved energy efficiency per transported container, when comparing to the industry average for vessels in this size, says Palle Laursen, Chief Technical Officer, A.P. Moller-Maersk.

“Additionally, the entire series is expected to save around one million tons of annual CO2 emissions, offering our customers carbon-neutral transportation at scale on ocean trades.”

The stern of Maersk's new 16,000-TEU methanol-fueled container ships. Picture: courtesy Maersk in Africa Ports & Ships
The stern of Maersk’s new 16,000-TEU methanol-fueled container ships. Picture: courtesy Maersk

The New Design

The vessels will be 350 metres long, 53.5 metres wide and will look significantly different from what has been seen before for any larger container vessels. The crew accommodation and bridge will be located at the bow to enable increased container capacity. The funnel will be in the aft, and only on one side of the vessel, thereby providing further space for cargo. This separation between accommodation and funnel will also improve efficiency when at the port.

Laursen said the making of this took nearly five years, and all while crossing uncharted naval design territory. The design allows a 20 per cent improved energy efficiency per transported container.

“To enable this new design, several challenges had to be addressed. Firstly, crew comfort had to be ensured with the accommodation placed in this more exposed location. Moreover, adequate hull strength was also a key parameter to safeguard, with the accommodation block normally working as a hull “stiffener” when placed further backwards.

“New arrangements for lifeboats and navigational lights had to be developed, plus new cameras to support the captain’s view when navigating.”

The series, built by Hyundai Heavy Industries, comes with an innovative dual-fuel engine setup that can operate on methanol and conventional low-sulphur fuel. With fuel capacity, the vessels will be able to complete an entire round-trip, for example Asia-Europe, on green methanol.

The first vessel is scheduled to be in operation at the beginning of 2024. “We look forward to getting these vessels across the world’s oceans and continuing our work in creating new solutions to improve the efficiency of our customers’ future supply chain,” Laursen said.

Maersk has also placed an order for a smaller, 2000 TEU feeder vessel to operate on methanol.

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Labour dispute sees Freeport of Monrovia gates locked by court sheriff

Freeport of Monrovia container terminal, in Africa Ports & Ships
Freeport of Monrovia container terminal   Picture Freeport of Monrovia

A labour dispute going back more than 30 years has seen the gates to the Freeport of Monrovia in Liberia being closed and locked by the court sheriff.

In this unprecedented move, a group of port workers, who were laid off by port authorities during the 1989 civil war period, which lasted until 1997, made demands for unpaid wages and other benefit expenses.

After not receiving satisfaction the group took legal action which saw the Sheriff of the Court being dispatched to close and lock the port gates, pending further court action by the Debt Court of Montserrado County.

As a result nobody was able to enter the port last Tuesday, 7 December.

According to NPA Communications Director, Malcolm Scott, the matter of unpaid wages and benefits was already being attended to. “Yes,” he told the local radio station, the Sheriff had been instructed to close the port gates by the Debt Court, “because employees who were told to go on compulsory leave during the 1990 war era, were demanding debt owed them.”

He expressed surprise to see the Sheriff of the Court taking such urgent action over a matter from so long ago, especially as the government through the Freeport of Monrovia was already addressing the concerns of the aggrieved.

He gave the assurance that the current government administration, which acted in continuity, has shouldered the responsibility to address the alleged liabilities.

With the port effectively closed the Freeport of Monrovia’s legal team was forced into taking urgent action itself, arguing that the dispute involved a former administration and not the present.

The court evidently accepted this argument as the sheriff was later seen reopening the port gates.

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IMO adopts amendments to expand Council to 52 states

IMO Headquarters Building in London, in Africa Ports & Ships
IMO Headquarters Building in London

Opportunity for increased African representation on Council

In news from the International Maritime Organization in London, the Assembly has adopted amendments to the IMO Convention to expand the size of the Council, extend the term of its Members and recognise three additional language texts as authentic versions of the IMO Convention.

The Assembly is currently meeting for its 32nd session (6-15 December).

Until the amendments enter into force, the current structure will remain unchanged.

The amendments to Articles 16, 17, 18, 19(b) and 81 of the Convention on the IMO required a two thirds majority of the IMO Membership, or 117 Member States (based on the current membership of 175 Member States) for entry into force.

“The adoption of the amendments to the IMO Convention is a major milestone in the reform of the Council,” said IMO Secretary-General, Kitack Lim.

IMO General-Secretary Kitack Lim in Africa Ports & Ships
IMO Secretary-General Kitack Lim

“The expansion of the size of the Council to 52 will support the attainment of a representative, balanced, diverse, and efficient Council, that can support the interests of the whole membership and ensures the representation of all the major geographic areas of the world.

“In view of the importance of these amendments, I urge Member States to communicate their instrument of acceptance to me for deposit with the Secretary-General of the United Nations at their earliest convenience,” Secretary-General Lim added.

The Assembly also agreed to consider for adoption an Assembly resolution to encourage the early acceptance of the amendments.

Expansion of the Council

Upon entry into force of these proposed Council reforms by the Assembly, the IMO Council will increase by 12 Member States, from its current 40 Members to 52. Expanding the size of the IMO Council would see 12 seats allocated to Categories (a) and (b) each and 28 seats to Category (c).

The categories are:
(a) – States with the largest interest in providing international shipping services
(b) – States with the largest interest in international seaborne trade each
(c) – States not elected under (a) or (b) above, which have special interests in maritime transport or navigation and whose election to the Council will ensure the representation of all major geographic areas of the world.

Member term length

Under the amendments, Council Members would remain in their roles until the end of the next two consecutive regular sessions of the Assembly, after which they would be eligible for re-election. Since Assemblies are usually held every two years, this would generally mean that Members would serve a four-year term.

Additional authentic languages

In the spirit of multilingualism embraced by the United Nations system, the IMO Assembly adopted an amendment to the IMO Convention, such that Arabic, Chinese and Russian, (which are already official languages of the Organization), will be added as authentic texts of the IMO Convention, supplementing the current authentic texts in English, French and Spanish.

Current Council Members

The current Council Members elected for the 2020-2021 biennium are:

Category (a): China, Greece, Italy, Japan, Norway, Panama, Republic of Korea, Russian Federation, United Kingdom, United States.

Category (b): Argentina, Australia, Brazil, Canada, France, Germany, India, the Netherlands, Spain and the United Arab Emirates.

Category (c): Bahamas, Belgium, Chile, Cyprus, Denmark, Egypt, Indonesia, Jamaica, Kenya, Kuwait, Malaysia, Malta, Mexico, Morocco, Peru, the Philippines, Singapore, South Africa, Thailand and Turkey.

History of the IMO Council

The IMO Council has seen a number of expansions since it was established with 16 Member States in March 1958, following the entry into force of the 1948 IMO Convention.

The most recent expansion was a result of the 1993 amendments that came into force in 2002 and increased the size of the Council to 40, with Groups (a) and (b) increased to 10 and Group (c) to 20 Member States.

Previous expansions came into force in 1984 – when the Council was increased in size to 32, with 16 places for Group (c); in 1978 when Council membership was increased to 24 Member States by enlarging Group (c) to 12 Member States; and in 1967 – when IMO adopted an amendment to the IMO Convention that increased the size of the Council to 18. source: IMO

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WHARF TALK: tug on a mission – POSH OSPREY

The Anchor Handling Towing tug Posh Osprey at the Landing Wall in Duncan Dock, Cape Town harbour where she loaded bunkers and stores. Picture by 'Dockrat'in Africa Ports & Ships
The Anchor Handling Towing tug Posh Osprey at the Landing Wall in Duncan Dock, Cape Town harbour where she loaded bunkers and stores. Picture by ‘Dockrat’

Story by Jay Gates
Pictures by ‘Dockrat’

The Cape has played host to some of the world’s most powerful ocean towing vessels over the years, as oil rigs and offshore support barges have been moved, from one part of the world, to another by the major oil companies. As they pass the Cape, so the towing vessels take it in turn to enter Cape Town harbour, to refuel and take on stores, before continuing on with the tow.

As the exploration for new oil and gas fields went further offshore, so offshore assets continued to grow in size, especially with the introduction of Floating Storage Offshore (FSO) platforms, and Floating, Production and Storage Offshore (FPSO) platforms. As these behemoths left the shipyards of the Far East, the size, and power, of the ocean towing vessels needed to move them across the globe also grew, to meet the towing challenges such large platforms present.

On 6th December at 15h00, the Anchor Handling vessel POSH OSPREY (IMO 9658264) arrived from Colombo, in Sri Lanka, and entered Cape Town harbour, proceeding to the Landing Wall in the Duncan Dock. Her short stay was to take on bunkers, stores and make herself ready for her next assignment.

Within 48 hours, she was ready to continue with her voyage, and she sailed from Cape Town on 8th December at 15h00.

Interestingly, her destination was not a port, nor even an oil field, but to rendezvous with one of her fleet consorts, and sisterships, namely POSH EAGLE which had departed from Belem, in Brazil, the month before.

The tug arrived from Sri Lanka, possibly to rendezvous with a sister tug. Picture by 'Dockrat' in Africa Ports & Ships
The tug arrived from Sri Lanka, possibly to rendezvous with a sister tug. Picture by ‘Dockrat’

Proceeding at a speed of 13 knots to a position somewhere offshore Namibia, where Posh Eagle was sailing slowly south at 5 knots, and exhibiting ‘Restricted Movement’ on AIS. A sign that she was towing something, and Posh Osprey was likely proceeding to take over the tow, as Posh Eagle was indicating Cape Town as her destination, with an arrival date of 19th December.

Built in 2014 by the JMU Shipyard at Tsurumi in Japan, Posh Osprey is 75 metres in length and has a deadweight of 3,371 tons. She is powered by two Wärtsilä 12V32 12 cylinder 4 stroke main engines, producing 8,150 bhp (6,077 kW) each, to give her an impressive, combined 16,300 bhp (12,155 kW), driving two controllable pitch, nozzled, propellers, operated by two independent steering systems, to give her a transit speed of 15 knots.

Her auxiliary machinery includes two generators providing 400 kW each, and an emergency generator providing 60 kW. Designed as a combined anchor handling, ocean towing and salvage tug, Posh Osprey has a bollard pull of 205 tons. She has a FiFi 1 firefighting capability with two foam/water monitors capable of providing 1,200 m3 per hour, at a pressure of 11.5 bar.

For her different roles, Posh Osprey has the necessary manoeuvrability required, by having a Dynamic Position DP1 classification, provided by a Converteam DP system, assisted by two transverse thrusters, one bow thruster providing 800 kW, and one stern thruster providing 640 kW, and further aided by having two Rolls-Royce, high-lift, flap rudders.

A Raptor class vessel, and the last of four sisterships built for her owner, Posh Osprey is owned by PACC Offshore Services Holdings (POSH) of Singapore, and part of the Kuok Group. She is both operated and managed by POSH Fleet Services, also of Singapore.

Previously, Posh Osprey was placed into the POSH-Terasea towing joint venture, which defaulted on bank loans back in September 2019. The JV company was liquidated and, whilst at anchor in Singapore Roads she, and her sistership Posh Eagle, were both placed under Admiralty arrest by the Singapore High court in March 2020.

Here the tug is seen using its own crane to lift the gangway back on board, prior to departure. Picture by 'Dockrat', in Africa Ports & Ships
Here the tug is seen using its own crane to lift the gangway back on board, prior to departure. Picture by ‘Dockrat’

The Admiralty arrest request was made by the Sumimoto Mitsui Banking Corporation of Japan, who owned the loans. The Admiralty Court application process was completed in October 2020 when both vessels were sold at a Judicial Auction for US$4.6 million each (ZAR73.6 million each), and purchased back by their parent company, and current owner.

This is not the first time that Posh Osprey has arrived at Cape Town harbour. In March 2018 she, and her sistership Posh Eagle, were engaged on a long ocean tow of the semi-submersible rig OOS PROMETHEUS, from Brazil to Singapore, with both stopping off at Cape Town, one at a time, to take on bunkers and stores, before proceeding onwards with the tow.

Her last visit was earlier this year, in late March, when again in concert with her sistership Posh Eagle, she was involved in another long ocean tow. This time the Posh Osprey was towing the decommissioned, 1976 built, FPSO Tantawan, which was previously operated by Chevron in the Gulf of Thailand.

The FPSO had departed Thailand in late January under tow to her final scrapping destination, the ship recycling facility at Aliaga, in Turkey, where she arrived in early May. Both vessels took on 1,000 tons of bunkers in Cape Town, arriving one at a time, with Posh Osprey arriving on the 24th March, and Posh Eagle arriving on 31st March.

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HMS Queen Elizabeth returns home to UK

HMS Queen Elizabeth returned home to Portsmouth on 9 December after her maiden operational deployment which took the nation’s flagship to the Indo-Pacific and back. Picture: Ministry of Defence Crown Copyright 2021 ©, in Africa Ports & Ships
HMS Queen Elizabeth returned home to Portsmouth on 9 December after her maiden operational deployment which took the nation’s flagship to the Indo-Pacific and back. Picture: Ministry of Defence Crown Copyright 2021 ©

On Thursday, 9 December the Royal Navy’s flagship, aircraft carrier HMS QUEEN ELIZABETH, returned to Portsmouth after her global seven month maiden operational deployment leading Carrier Strike Group 21 (CSG21). Sailors, aviators, ships and aircraft have returned to their home bases in the Netherlands, the UK and the US.

Queen Elizabeth’s ship’s company were welcomed back to their home port of Portsmouth after sailing 49,000 nautical miles to and from the Indo-Pacific region.

A total of 3,700 personnel from nine ships, a submarine, five air squadrons and a company of Royal Marines will be home in time for Christmas. They departed the UK in early May.

Ceremonial Gun Salute as the warship returns to Portsmouth after a seven-month deployment. Picture: Ministry of Defence Crown Copyright 2021 ©, in Africa Ports & Ships

Ceremonial Gun Salute as the warship returns to Portsmouth after a seven-month deployment. Picture: Ministry of Defence Crown Copyright 2021 ©

On the Group’s return Defence Secretary Ben Wallace said: “Today we pay tribute to the 3,700 personnel in the Carrier Strike Group that have been our global ambassadors on this historic and ground-breaking deployment.

“The personnel and their families have made considerable sacrifices to make this deployment the success it has been. We thank them for all their efforts in strengthening our relationships with our allies and partners around the world.”

Families and friends gathered in Portsmouth to meet their loved ones. Those deployed will transit straight home where they will take a PCR test and quarantine until they receive the result. Twenty-five of those deployed on CSG21 met for the first time their babies who were born in the past seven months.

Chief of the Defence Staff Admiral Sir Tony Radakin added: “Throughout the past seven months HMS Queen Elizabeth and her Strike Group have been furthering the UK’s interests and strengthening our partnerships around the globe. With involvement from across the Armed Forces, and our allies integrated throughout, this deployment has been a truly joint, truly international endeavour, which represents the very best of Global Britain.

“I thank everyone involved for their efforts to make this deployment such a resounding success, and I wish our returning sailors, aviators, soldiers and marines a very happy reunion with their families this Christmas.”

HMS Richmond returns home after historic global deployment CSG21. Hundreds of families and loved ones gathered to welcome the warship home to Plymouth after more than seven months away on an historic deployment. Picture: Ministry of Defence Crown Copyright 2021 ©, in Africa Ports & Ships
HMS Richmond returns home after historic global deployment CSG21. Hundreds of families and loved ones gathered to welcome the warship home to Plymouth after more than seven months away on an historic deployment. Picture: Ministry of Defence Crown Copyright 2021 ©

Earlier this week, the Carrier Air Wing departed the group after clocking up 4,723 flying hours. The Air Wing consisted of UK F-35 jets from 617 (The Dambusters) Squadron based at RAF Marham, Wildcat helicopters from Royal Naval Air Station (RNAS) Yeovilton and Merlin helicopters from RNAS Culdrose.

US Marine Corps F-35 jets from VMFA-211 departed CSG21 in late November. United States’ destroyer USS The Sullivans returned to her base port of Jacksonville, Florida in time for Thanksgiving last month and Dutch Frigate Evertsen recently returned to her home base of Den Helder.

Many families and friends greeted the frigate Richmond on arrival in Plymouth on 9 December, meanwhile Defender and Diamond returned to Portsmouth.

The Carrier Strike Group sailed across three oceans and five seas, cumulatively covering around 500,000 nautical miles. The group has engaged with 44 countries, strengthening partnerships with allies including Australia, Canada, New Zealand, France, Greece, Israel, India, Italy, Japan, Oman and the Republic of Korea.

This was the UK’s most significant peacetime deployment in a quarter of a century, Carrier Strike Group 21 has been more than just a military endeavour, bringing together elements of defence, diplomacy and prosperity and flying the flag for Global Britain.

Paul Ridgway

Reported by Paul Ridgway
London

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UN continues international counter-piracy patrols off Somalia for 3 months

The Indian Navy is among other navies from outside Europe that have partticipated in EU NAVFOR activities off the Somali coast. Here the Indian Navy ship INS Sunayna is seen escorting an Arab dhow carrying World Food Aid cargo into Mogadisho. Picture: EU NAVFOR
The Indian Navy is among other navies from outside Europe that have taken part in EU NAVFOR activities off the Somali coast. Here the Indian Navy ship INS Sunayna is seen escorting an Arab dhow carrying World Food Aid cargo into Mogadisho. Picture: EU NAVFOR

The U.N. Security Council on Friday (3 December) voted unanimously to allow international naval forces to continue using all necessary means to fight piracy off the coast of Somalia. However, after comment from Somalia that these patrols were no longer necessary as there hasn’t been a successful case of piracy in four years, the U.N. agreed to allow counter piracy patrols but only for the next three months.

The use of international naval patrols has continued for more than 10 years and together with other measures, has seen the number of pirate attacks in the Somalia coastal waters wither away, although unsuccessful efforts at boarding ships have been reported.

The motion for a 12-month renewal, introduced by the United States, was formally objected to by Somalia.

“We believe that the Security Council resolutions on piracy and armed robbery off the coast of Somalia have successfully achieved its intended objective,” said Somalia’s U.N. Ambassador Abukar Dahir Osman.

He said there has been four consecutive years of no single piracy incident and no piracy hostage held in Somalia, which he claimed is testament to Somalia’s “ownership of the problem in addition to Somalia’s hard work in collaboration with our international partners.”

Osman gave Somalia’s consent for another three months extension of the mandate to allow a transition to bilateral arrangements within Somali national waters.

While welcoming the steady decline in ship hijackings in the area off the coast of Somalia, the Security Council said it recognised the ongoing threat that resurgent piracy and armed robbery at sea poses.

The UN body quoted reports from the U.N. Secretary-General Antonio Guterres and the Contact Group on Piracy off the Coast of Somalia, which it said continues to illustrate that piracy “has been repressed but not eradicated.”

The resolution commended the efforts of the European Union naval forces operation off Somalia (EU NAVFOR), African Union efforts onshore, and other naval efforts in the region, including by China, India, Japan, South Korea and Russia.

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IMO and the Central and Eastern Mediterranean: Pollution preparedness workshops

A series of three workshops to help prepare countries in the Central and Eastern Mediterranean to respond to pollution incidents has been completed, with a final online workshop held on 23 November. These activities were reported by the excellent IMO media service in the first week of December.

It is understood that participants from eleven countries attended the final workshop, which followed an initial online workshop held on 7-8 September. and a series of practical country-specific sessions.

These sessions were on the use of the ARPEL Readiness Evaluation Tool for Oil Spills, and the Sea Alarm Self-Assessment Tool (SAT) for Oiled Wildlife Response (between September and November). They were organised in Albania, Bosnia and Herzegovina, Croatia, Cyprus, Greece, Israel, Libya, Monaco, Montenegro, Slovenia, and Turkey. Participants from Egypt and Lebanon also attended the final online event.

This series of activities was organised with the support of Sea Alarm, ITOPF, ARPEL, and Polaris Applied Sciences.

Principal players were the Regional Marine Pollution Emergency Response Centre for the Mediterranean Sea REMPEC, under the auspices of IMO’s Integrated Technical Cooperation Programme ITCP.

The trilogy of activities enabled each country to acquire practical and focused experience on the use of both tools. Participants agreed conclusions and recommendations, notably to urge all contracting parties to use these tools, to improve preparedness and response across the region and to capitalise the outcome of countries’ assessments to implement improvement processes at sub-regional level.

Finally, the workshop recognised the instrumental role of REMPEC in coordinating multi-institutional processes and strengthening cooperation in the Mediterranean region.

It is understood that follow-up activities have been included under IMO’s ITCP in 2022 to support Central and Eastern Mediterranean States in the development and implementation of their respective national oil spill preparedness and response programmes.

Paul Ridgway

Reported by Paul Ridgway
London

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SA’s Imperial opens new multi-user logistics base in Germany

Imperial Logistics in Africa Ports & ships
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Imperial has opened a new, multi-user logistics facility in Gelsenkirchen, Germany, located 8 kilometres away from Imperial’s existing benchmark multi-user business site in Herten.

The launch customer for the new facility will be a long-standing Imperial customer, Lemken, which is a leading international manufacturer of agricultural machinery. Imperial will transfer Lemken’s spare part logistics operations from Herten to Gelsenkirchen.

According to Imperial, the opening of its new multi-user facility in Germany supports its organic growth strategy, introduced in 2019, which has seen multiple investments in workforce expansion and operating infrastructure to date.

“Our latest multi-user facility provides Lemken with further space for growth, and will also mean that another long-standing customer, KONE, has additional space for its own expansion at our Herten location,|” says Hakan Bicil, CEO of Imperial’s Logistics International business.

KONE provides elevators, escalators and automatic building doors, as well as solutions for maintenance and modernisation to add value to buildings throughout their life cycle.

“Above all, however, the latest base enables us to welcome further new customers to both business locations, and so we are already actively marketing our expanded capabilities,” Bicil says.

Marco Averesch, previously Warehouse Manager in Herten, will take over operational responsibility for the Gelsenkirchen site, while Patrick König will be in overall charge of both Herten and Gelsenkirchen.

About Imperial
Imperial is an African focused provider of integrated market access and logistics solutions. With a focus on the key industries of healthcare, consumer, automotive, chemicals, industrial and commodities, Imperial takes its clients’ and principals’ products to some of the fastest growing and most challenging markets in the world. Ranked among the top tier global logistics providers and listed on the JSE in South Africa, Imperial has a significant African footprint and international expertise and seeks to connect Africa and the world.
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Euler Hermes Outlook: South Africa to see rise in exports in 2021, 2022 and 2023

Authors: Ana Boata, Françoise Huang, Ano Kuhanathan

South Africa to see rise in exports in 2021, 2022 and 2023

Euler Hermes* expects global supply-chain disruptions to remain high until H2 2022

When it comes to inputs from China, Europe is losing the tug-of-war against the US, but reshoring remains more talk than walk

Global trade in volume to grow by +5.4% in 2022 and +4.0% in 2023

Paris, 9 December 2021 – Global supply-chain disruptions could remain high until H2 2022 amid renewed Covid-19 outbreaks around the world, China’s sustained zero-Covid policy and demand and logistic volatility during Chinese New Year, according to Euler Hermes’ Global Trade Report.

Nevertheless, the trade credit insurer expects trade growth to remain strong through 2022 and 2023, with some clear winners across regions and sectors.

Global supply-chain disruptions will remain high until H2 2022

After exceptionally strong performance since H2 2020, global trade of goods contracted in Q3, especially in advanced and emerging economies. However, advanced economies are suffering more from supply-chain bottlenecks rather than trouble with demand:

Euler Hermes finds that production shortfalls are behind 75% of the current contraction in global volume of trade, with the rest explained by transport delays. Looking ahead, rapidly growing orders for new transportation capacity (6.4% of the existing fleet) should turn operational towards the end of 2022 while increased spending on port infrastructure in the US should significantly ease global shipping bottlenecks.

 

South Africa to see rise in exports

After losing nearly USD-15bn in 2020 vs. 2019 (in goods and services), South Africa should see exports rise by USD+22bn in 2021, USD+5bn in 2022 and USD+2bn in 2023. This brings total South African exports in value terms above the pre-crisis level as soon as in 2021.

Sectors that should exhibit the largest export gains in 2022 and 2023 are services, metals and automotives. In terms of target markets, the largest export gains should be derived from China, the United States and Germany.

When it comes to inputs from China, Europe is losing the tug-of-war against the US.

Europe is more at risk compared to the US when it comes to the heavy reliance on intermediate inputs from abroad. Without production capacity increases and investments in port infrastructure, the normalisation of supply bottlenecks in Europe could be delayed beyond 2022 if demand remains above potential. Euler Hermes finds that the household equipment, consumer electronics, automotive and machinery and equipment sectors are most vulnerable to input shortages.

“China is a key downside risk for Europe: we estimate that a 10% drop in EU imports from China could be a drag of more than -6% on the metal sector, more than -3% on the automotive sector (incl. transport equipment) and more than -1% on computer and electronics,” says Ano Kuhanathan, Senior Sector Advisor at Euler Hermes, which operates through the Allianz Global Corporate & Specialty (AGCS) license in South Africa.

Yet, reshoring and nearshoring will remain more talk than walk.

Despite the ongoing global supply-chain disruption, Euler Hermes finds no clear trend of reshoring or nearshoring of industrial activities so far. The only exception is the UK, which is likely to have faced disruptions due to Brexit. However, protectionism reached a record high in 2021 and should remain elevated, mainly in the form of non-tariff trade barriers (e.g. subsidies, industrial policies).

Overall, global trade will grow by +5.4% in 2022 and +4.0% in 2023

While there is a risk of a double-dip in Q1 2022, Euler Hermes expects a normalisation of international trade flows in volume from H2 2022, driven by three factors:

A cooling down of consumer spending on durable goods, given their longer replacement cycle and the shift towards more sustainable consumption behaviors.

Less acute input shortages as inventories have returned to or even exceeded pre-crisis levels in most sectors, and capex has increased (mainly in the US).

Reduced shipping congestions (global orders for new container ships have reached record highs over the past few months, amounting to 6.4% of the existing fleet) and the planned USD17bn spending on port infrastructure in the US.

“Overall, we expect global trade in volume to grow by +5.4% in 2022 and +4.0% in 2023, and then gradually return to its pre-crisis average levels. However, this comes at the expense increased global imbalances. The US will register record-high trade deficits (around USD1.3trn in 2022-2023), mirrored by a record-high trade surplus in China (USD760bn on average). Meanwhile the Eurozone will also see higher-than-average surplus of around USD330bn,” explains Françoise Huang, Senior Economist for Asia-Pacific at Euler Hermes.

And the winners are…

Euler Hermes estimates that the energy, electronics and machinery & equipment sectors should continue to outperform in 2022. But the main export winner globally in 2023 should be automotive, thanks to the backlog of work and lower capex in 2021. At the regional level, Asia-Pacific should continue to be the main export winner in the coming few years (over USD3trn in export gains in 2021-2023).

For more information, please visit www.eulerhermes.com

* Euler Hermes is the global leader in trade credit insurance and a recognised specialist in the areas of surety, collections, structured trade credit and political risk. Headquartered in Paris, Euler Hermes is present in more than 50 countries with 5,800 employees. In 2020, Euler Hermes global business transactions represented 824 billion Euro in exposure. Euler Hermes is a full member of Allianz Group.
A reinsurance agreement is in place between Allianz Global Corporate & Specialty (AGCS) South Africa Limited and Euler Hermes to provide credit insurance in South Africa. Both companies are part of the Allianz Group. All trade credit insurance in South Africa is provided by AGCS South Africa (FSP No 16722). AGCS South Africa, with Euler Hermes’ world market knowledge and risk services expertise supplied via Euler Hermes Services South Africa Pty Limited, collaborate to provide clients with world class credit insurance solutions.
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Euro-Atlantic security: NATO SG praises France’s contributions

During his visit to Paris on 10 December, NATO’s Secretary General Jens Stoltenberg met France’s Minister for Europe and Foreign Affairs, Jean-Yves Le Drian, and the Minister of the Armed Forces, Florence Parly, to address developments in the Euro-Atlantic area and the need for continuing to adapt NATO for the future. *

Said the Secretary General: “France is a strong ally. An ally that contributes to our shared security in many different ways, with high-end capabilities, and you invest more than two percent of GDP on defence. Your strategic nuclear forces contribute significantly to the overall security of the Alliance. And you are strongly committed to the fight against terrorism.”

Stoltenberg thanked both Ministers for France’s contributions to NATO deployments, including troops in the Alliance’s defensive multinational battlegroup in Estonia, and jets as part of NATO’s Baltic Air Policing.

Together they addressed Russia’s renewed military build-up in and around Ukraine. The Secretary General stressed that the crisis requires a political and diplomatic solution, adding that: “We welcome the dialogue between President Biden and President Putin, as well as the efforts to convene a new meeting in the Normandy format, because dialogue is even more important when tensions are high.”

He noted that NATO’s offer of a meaningful dialogue in the NATO-Russia Council still stands.

France maintains an extended naval presence in the Indian Ocean, with ships based at Reunion which regularly cooperate with the respective naval forces of the the East and Southern African coastal nations. Here is the patrol frigate FS FLOREAL, on an earlier visit to the Durban Naval base at Durban. The frigate is currently engaged with anti-smuggling and anti-piracy patrols in the north western Indian Ocean, together with other European and allied naval forces. Picture: Terry Hutson, In Africa Ports & Ships
France maintains an extended naval presence in the Indian Ocean, with ships based at Reunion which regularly cooperate with the respective naval forces of the the East and Southern African coastal nations. Here is the patrol frigate FS FLOREAL, on an earlier visit to the Durban Naval base at Durban. The frigate is currently engaged with anti-smuggling and anti-piracy patrols in the north western Indian Ocean, together with other European and allied naval forces. Picture: Terry Hutson

The Secretary General also exchanged views with his French hosts on ways to further strength NATO-EU cooperation, which has already reached unprecedented levels. The Secretary General added in conclusion: “We discussed France’s priorities for its Presidency of the European Council next year and I count on France’s support as we develop a new joint NATO-EU declaration.”

He reiterated his long-standing support for EU efforts on defence and made a plea for more resources with: “I welcome that all European allies have increased their defence budgets. But it is important that we keep up the momentum rather than new structures which risk duplicating what we already have.”

* For an introduction to NATO, readers are invited to SEE HERE

Paul Ridgway

Reported by Paul Ridgway
London

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MSC suspends South African cruises until 9 January

MSC Orchestra at the new Durban Cruise Terminal Picture by Jumaine Kruger
MSC Orchestra at the new Durban Cruise Terminal. Picture by Jumaine Kruger

MSC Cruises South Africa announced on Friday that all further cruises during December and early January have been suspended. This was after the first opening cruise of the 2021/2022 summer season cruise ends with the return to Durban of MSC ORCHESTRA carrying a number of passengers on board who tested positive for the Covid-19 virus.

The ship, which arrived in South Africa a week earlier had returned to Durban at 04h30 on Friday from its inaugural cruise to Mozambique destinations, having sailed on Monday 6 December.

The full notice from MSC Cruises reads as follows:

Johannesburg, South Africa, 10 December 2021 – MSC Cruises today announced that it has voluntarily suspended all its domestic sailings in South Africa with immediate effect until 8 January, 2022. The temporary suspension was dictated by the cruise line’s industry-leading health and safety protocol in connection with the most recent and sudden evolution, particularly in the past week of the pandemic ashore in the country, that puts the health and safety of its guests and crew as its utmost priority.

The decision will lead to the cancellation of all sailings of MSC Orchestra from the port of Durban and all booked guests will receive a voucher for a voyage later in the season at their convenience or a refund. MSC Orchestra will resume her cruise sailings on 9 January, 2022.

Ross Volk, Managing Director, MSC Cruises South Africa, said, “We made this voluntary decision in an abundance of caution towards our guests, our crew and the communities that MSC Orchestra was scheduled to visit in the coming weeks. This is what our health and safety protocol is designed to do, in accordance with the evolution of the pandemic ashore and to ensure the utmost protection to our guests and crew.

“In light of the most recent evolution of the Covid-19 pandemic across South Africa, we have been in consultation with the government’s Department of Health which is working hard to understand the most up-to-date data of the virus and as health and safety is our number one priority our protocol clearly called for a temporary suspension of our forthcoming sailings with immediate effect.

“We now also await eagerly for any additional guidance from the South African government for its citizens so that we can also reflect any new measures into our own health and safety protocol.

“We understand that our decision will be very disappointing to those guests that will have their voyages cancelled but I hope that they will understand that it was made with their wellbeing in mind, as the health and safety of our guests, crew and communities we visit is our number one priority.”

MSC Cruises resumed its sailing operation also in South Africa on Monday 6 December after a 20 month hiatus when MSC Orchestra departed from Durban for a 4-night cruise.

The approval to sail was granted by the government’s Department of Health, Department of Transportation and South African Maritime Safety Authority who all approved MSC Cruises’ health and safety protocol.

MSC Cruises’ health and safety protocol has led the way in the global cruise industry since August 2020, being the first major cruise liner to resume international operations.

The line currently has 12 ships at sea operating regular cruises in Europe, North America, South America, and the Middle East.

MSC Cruises has to date safely and responsibly hosted over one million guests on its ships globally since it resumed operations in Summer 2020. The cruise line continually adapts its health and safety measures to the evolution of the pandemic ashore to ensure the highest level of protection for guests, crew and destinations visited. Today’s decision is a further proof of this. End of MSC notification.

A Durban newspaper carried a report that a number of passengers were not allowed to leave the ship on Friday after other passengers disembarked, after having tested positive.

The report quoted a passenger saying while some passengers disembarked on Friday, other did noit have their passports returned and were asked to remain on board. He understood they had tested positive for the virus.

The newspaper quoted MSC’s Ross Volk as saying: “A number of completely asymptomatic guests tested positive during today’s testing procedure upon arrival and they are currently awaiting disembarkation for their safe return home.”

He said while some passengers had disembarked, others will do so on Saturday “in full co-ordination and under the guidance of health authorities,” said Volk.

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IN CONVERSATION: Planned seismic survey by Shell has kicked up a storm in South Africa. Here’s an explainer

South African marine biodiversity is unique and valuable and the Wild Coast is an especially rich part of that heritage  

Mia Wege, University of Pretoria; Barend Erasmus, University of Pretoria; Christel Dorothee Hansen, University of Pretoria; Els Vermeulen, University of Pretoria; James Roberts, University of Pretoria; Jean Purdon, University of Pretoria, and Michael John Somers, University of Pretoria

The planned seismic survey off South Africa’s Wild Coast by energy company Shell has unleashed public outrage in the country and beyond. The survey’s aim is to search for oil and gas deposits. Environmental and human rights organisations and fishing communities are trying to block the move in court. The Conversation Africa asked researchers to share their insights on seismic surveys.

What is a seismic survey?

Seismic surveys have been used for at least 50 years in both onshore and offshore mineral and oil exploration. The concept is relatively simple: measure the time it takes for a compression wave (“sound”) to move through solid material, strike a reflecting surface and return to a recorder. This allows the orientation and thickness of layers hidden below the Earth’s surface to be measured, so hidden ore deposits and gas or oil trap structures can be identified.

This negates the need for costly drilling and makes seismic surveys a fast and cost-effective tool in exploration for natural gas or mineral deposits.

Offshore seismic studies use an array of airguns towed on a cable behind a ship to create loud sound pulses, which move through the water to strike and pass into the ocean floor. Though this sound pulse is extremely loud to human ears, it is of far lower amplitude than earthquakes and explosions, and the pulse is not sufficient to cause any physical disruption to faults or structures on the ocean floor. Therefore, it is considered geologically safe.

If a detailed seismic survey confirms the likely presence of gas or the mineral deposit of interest, then it might be followed by drilling test wells.

Is this one unusual?

Seismic surveys are not uncommon along the South African coast. The Petroleum Agency of South Africa keeps records of all seismic surveys, and it is clear from this map that many seismic surveys have been done in South African waters, and beyond, since 1967.

Lines on the map showing where seismic surveys have been done.
Seismic surveys have been done in South African waters.  Provided by author.

Superficially, there does not seem to be anything technically unique about this particular survey, but these details need confirmation from the company that is working with Shell, Impact Oil & Gas.

The main difference is that it has provoked a large public outcry. The concerns are wide and varied, and some of them are in the process of being tested in court. Some have not been successful, while others wait on an outcome.

Seismic surveys have a direct impact on the marine environment – which we unpack below. More importantly, they can also be the precursor of much larger and systematic impacts if the exploration leads to further offshore operations such as drilling.

South African marine biodiversity is unique and valuable in many ways, and the Wild Coast is an especially rich part of that heritage. It’s therefore understandable that people wish to protect it and ask questions about who the true beneficiaries are.

In addition, projects to find new fossil fuel sources are inconsistent with staying within planetary boundaries for a sustainable future. They are at odds with promises made by the South African government during the 2021 United Nations Climate Change Conference (COP26).

What are the effects of marine acoustic seismic surveys?

Seismic surveys, and the subsequent exploitation of oil and gas reserves in much of the world’s oceans, focus on continental shelves, those areas closest to the coast. Here the seafloor is fairly shallow, making it easier (and cheaper) to access oil and gas reserves.

Continental shelves are also productive regions where marine life is the most diverse, where predators hunt for food, or creatures mate and give birth or lay eggs, where corals grow, and ultimately where the most productive fisheries are. Surveys can therefore lead to wide-scale disruption of marine ecosystems, and the value that humans derive from them.

There is a growing body of evidence of the effects of seismic surveys on marine wildlife. These effects are pervasive in marine ecosystems, from the smallest organisms to the largest.

Plankton are very small organisms that form the basis of a healthy marine ecosystem. They consist of phytoplankton (small plants) and zooplankton (small animals). Zooplankton are severely affected by seismic surveys, leading to wide-scale die-off in the vicinity of blasting sites. Since other marine species survive by feeding (directly or indirectly) on zooplankton, this has an effect on the entire aquatic food web.

The critically endangered leatherback turtle, which frequents some areas to be surveyed, is similarly affected by seismic surveys. The Wild Coast is an important area where the young future-breeding individuals spend their time.

Whales and dolphins rely on sound to communicate, navigate and hunt. Generally, the dominant frequencies of seismic airguns (typically below 100 Hz) overlap with those of the communication signals of large baleen whales (10 Hz–1 kHz).

Some seismic surveys also use high frequency sonar mapping, which has been linked to the mass strandings of deep-diving toothed whales. For example in Madagascar 100 melon headed whales stranded and died. The strandings occur because the sonar interferes with their navigational system (echolocation), causing the whales to surface extremely fast. Gas bubbles form in their bloodstream and expand, resulting in decompression sickness, similar to “the bends” that human divers get.

Furthermore, the sound waves generated by seismic surveys may lead to temporary outward migration of wildlife. In another study conducted in the Bass Strait of Australia, it was found that noise exposure during larval development of scallops produced body malformations in nearly half of the larvae and their overall development was delayed.

So how dangerous is this survey?

Despite the examples we’ve given above, the science on the direct and long-term impacts of seismic surveys has not yet provided conclusive answers on many facets of marine ecosystems. But that doesn’t mean there is no basis on which to act. Decisions are often made in the absence of scientific certainty to avoid potentially catastrophic changes in the environment.

The global scientific community has a specific method to assess the state of knowledge in a particular area, to support decision making. It is called a scientific assessment. Among the best known examples are the scientific assessment reports of the International Panel on Climate Change, regularly used in climate policy and decision making.

The same method has also been applied locally to assess the impact of fracking in South Africa’s Karoo region. It is clear that we need a scientific assessment on the impact of seismic surveys to inform the current gaps in South Africa’s National Environmental Management Act and guide the development of new policies.

Until we have the outcomes of such an assessment, the act provides for the application of the precautionary principle in environmental matters and states that:

… a risk-averse and cautious approach is applied, which takes into account the limits of current knowledge about the consequences of decisions and actions.

Other countries have also grappled with seismic survey impacts. Norway, for example, amends its management guidelines in response to findings from ongoing studies. The country does not rely on impact assessments that are years out of date.

Although still needed, it would be short-sighted to focus research on marine environmental impacts and seismic surveys only. The focus should be on the danger to humanity from additional fossil fuel exploration, and the associated increase in the impacts of climate change.

Climate science has matured to the point where there is very strong evidence for the links between life-threatening extreme events such as floods, fires and droughts, and climate change. There are also several new studies that map out feasible and just transitions to reduce our carbon footprint. There really are no good excuses left to continue with any fossil fuel exploration, and certainly not seismic surveys that have an impact on unique and rich marine ecosystems.The Conversation

Mia Wege, Marine Predator Ecologist and lecturer in Zoology, University of Pretoria; Barend Erasmus, Dean and Professor, University of Pretoria; Christel Dorothee Hansen, Lecturer, University of Pretoria; Els Vermeulen, Research Manager, Mammal Research Institute Whale Unit, University of Pretoria; James Roberts, Associate Professor, Geology, University of Pretoria; Jean Purdon, Marine Biologist, University of Pretoria, and Michael John Somers, Associate Professor, University of Pretoria

This article is republished from The Conversation under a Creative Commons license. Read the original article.

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