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TODAY’S BULLETIN OF MARITIME NEWS

These news reprts are updated on an ongoing basis. Check back regularly for the latest news as it develops – where necessary refresh your page at www.africaports.co.za

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FIRST VIEW:  DAL KALAHARI

• Durban Port’s Millennium Tower woes
• WHARF TALK: Nigerian Navy latest ship – NNS KADA
• Two new Greenland-based cargo ships for Royal Arctic Line
• NPA granted R1 billion restraining order in Regiments assets over Transnet affair
• Maersk reports record Q1 results
• Backlog cleared at Cape Town Container Terminal – TPT
• WHARF TALK: naval auxiliary vessel – FNS CHAMPLAIN
• China pressurising Tanzania to restart Bagamoyo port project
• Natal Corridor railway from Durban to Gauteng & Botswana out of service until 9 June
• MOL builds one of the largest capacity green hydrogen plants in Europe
• African Flag Registries Exploited by High-Risk Fishing Operators
• WHARF TALK: surveillance patrol frigate – FNS NIVOSE F732
• UN S-G Guterres in Senegal: ‘Triple crisis’ in Africa aggravated by war in Ukraine
• Coal miners resort to road transport in place of railing to ports
• IN CONVERSATION: Rising atmospheric CO2 may benefit maize crops: first experiment in African conditions
• IMO and tackling aquatic invasive species
• Durban’s Pier 1 Container Terminal handles record volumes
• Russian oil to be pumped ashore at Saldanha?
• WHARF TALK:  La Fayette class stealth frigate FNS COURBET
• Ocean Network Express (ONE) adds new Mozambique, Middle East, India service
• Paramount Maritime launches state-of-the-art high-speed, multi-purpose naval vessel
• Six new Rubber Tyre Gantries (RTGs) arrive for Abidjan’s 2nd container terminal
• ABB’s integrated ship operating system: Key DNV cyber security certification
• Nor-Shipping looks to 2023 with confidence after success of “long-awaited” return
• Xeneta container rates alert: Demand, disruption and deft carrier strategies fuel new highs for long-term ocean freight rates
• IMO and the Ukraine: Actions to facilitate seafarer evacuation

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• EARLIER NEWS CAN BE FOUND HERE AT NEWS CATEGORIES…….

The week’s mastheads:

Monday: Port of East London West Bank
Tuesday: Port of East London
Wednesday: Port of Durban Container Terminal by night
Thursday: Port of Tin Can Island (Lagos)
Friday: Port of Tema (Ghana)
Saturday: Port of Saldanha futuristic
Sunday: Port of Sadanha Iron Ore Terminal

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FIRST VIEW:   DAL KALAHARI

Since 1978 the name DAL KALAHARI has been familiar to ship watchers and to port workers alike, as one of the regular vessels deployed to the the SAECS (South Africa Europe Container Service) consortium.  Whether this tradition will remain with us much longer is now a matter of wait and see, following the sale of the Deutsche Afrika Linien (DAL) container business of owner John T Essberger GmbH & Co KG of Hamburg, Germany, to another Hamburg-based company, Hapag-Lloyd. It may be that the DAL brand will continue at least for a while, alternately it may disappear as the smaller container business is absorbed into its larger fellow German company.

DAL Kalahari (IMO 9400095), seen here in these photographs, is the current holder of the name, being a 6,589-TEU (1162 reefers) container ship built in 2010. With a length of 305.6 metres, a width of 40 metres, the ship has a deadweight of 81,002 tons and a gross tonnage of 75,752t and has 8 cargo holds.

Her engine power consists of a 2-stroke Wartsila model 10RT-flex96C main engine producing 48,620 kW of power (66,104 HP) driving a single fixed pitch propeller to produce a top speed of 25.5 knots. Manoeuvrability is aided by a B-1-2000 thruster.

The ship flies the flag of Portugal and was registered to a nominal company of Neunundfunfzigste Oceania, care of  John T Essberger GmbH & Co KG of Hamburg, Germany. The name Essberger dates back even further from its container days to 1924, when a former Imperial Navy Officer, Cmdr John Theodor Essberger established a tanker ship business in Hamburg.

In 1941 he took over the Deutsche Afrika-Linien (DAL), a long-established liner company engaged in the Africa trade. Following the second world war he and later his daughter rebuilt the DAL fleet along with tanker services.

Now, following the sale of the container liner service, the firm of John T Essberger will continue in the tanker business.

Ships of the Hapag-Lloyd container fleet are mostly named with the suffix ‘Express’ so maybe we will see a Kalahari Express calling at our ports in future, with Hapag-Lloyd having acquired in the process a lucrative place in SAECS.

A year ago Hapag-Lloyd acquired NileDutch and in the process considerably strengthened its presence and service in and around Arica, particularly West Africa. With the purchase of DAL the German company thus further strengthens its Africa services and a total of 126 liner services worldwide, calling at more than 600 ports worldwide.

These pictures are by Keith Betts & Trevor Jones

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Durban Port’s Millennium Tower woes

When it was first erected Durban port’s Millennium Tower, situated at the end of the Bluff peninsula and overlooking the port entrance, was hailed as innovative and revolutionary, and a Transnet product of pride to mark the second millennium.

The winning design came from a competition in which a host of eye-catching designs were submitted during an open competition. As with anything of this nature, not everyone agreed with the result but when it was announced that award-winning international design firm Sound Space Design was successful among 51 entries, most people agreed the new tower would become an iconic building of which the people of Durban, and those in the port in particular, would be proud of.

Sadly, that hasn’t happened, and now in 2022 the Millennium Tower is a sad reflection of what it was supposed to look like. Similarly it has been shorn of some of its distinctive features, leaving the building as a strange mockery of its original winning design.

Gone are the coloured lights that reflected on the large imposing cowl, which served as an indicator of wind direction. Gone too is the cowl, which suffered damage in a storm and was removed “for safety reasons” and has never been fixed or replaced. Missing also is what was intended to be a type of time ball – one that showed not the hour but the condition of the tide.

About the only feature remaining are green and red lights that reported if a ship was sailing or arriving in port, a useful indicator at a once very busy port with up to 30 ship movements each day.

Today it’s more like 8 or 10 movements on some days.

This past week even the lights failed, due to some form of electric malfunction – not altogether surprising really considering that large parts of Durban remain with intermittent or no electricity following the disastrous floods in mid April.

After making enquiries about the missing signal lights, Transnet responded by turning them back on – perhaps Eskom power was again available in that quarter. So that’s one happy conclusion, which has not been the story of all the other missing features. Today the Millennium Town looks like a rude gesture, with its aerial pole jutting above the working part of the tower, that part that houses the port control people and which provides excellent 360 degree vision across not only all of Durban Bay but over the ocean outside as well.

In a port city boasting one of Africa’s busiest and most important ports, and having a working building designed not only to perform the port control function but to be a symbolic and dominating statement reflecting Durban’s status, Transnet owes it to everyone to make an effort at restoring the Millennium Tower back to at least some of its intended glory.

As it appears now, it’s simply shame on you, Transnet.

– trh

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WHARF TALK: Nigerian Navy latest ship – NNS KADA

Story by Jay Gates
Pictures by ‘Dockrat’

Notwithstanding the two year hiatus caused by the worldwide Covid-19 pandemic, Cape Town is a regular recipient of visiting warships, especially warships of the great blue water navies of NATO, particularly those of the UK, USA, Germany, France, Holland and Italy, as well as those of the BRICS nations, Brazil, Russia, India and China, plus those undertaking rare flag showing visits of some of the lesser navies, such as Argentina, Malaysia and Uruguay.

What is rarely, if ever, seen in Cape Town are visiting warships of African navies.

On 3rd May at 10h00 the Nigerian Navy Ship NNS KADA (Pennant Number LST1314) arrived off Cape Town, from Mombasa in Kenya, and entered Cape Town harbour to berth at the Eastern Mole in the Duncan Dock. Her arrival was quite an important event, as a number of Nigerian Navy officers and Nigerian Embassy diplomats were waiting her arrival on the quayside.

The reason for her welcoming party, was that ‘NNS Kada’ was on her maiden voyage, after only recently being delivered from the shipbuilders, and commissioned into the Nigerian Navy only on the 30th March. Once more, the opportunity for the public to get the opportunity of getting close up to not only a visiting warship, but one of another African nation, was lost due to the V&A Waterfront being unavailable for this opportunity, due to Transnet regulations.

The order for ‘NNS Kada’ was placed in May 2018, after a tender competition that was narrowed down to Damen Schelde Naval Shipbuilding (DSNS) of Vlissingen in Holland, Anadolu Deniz Shipyard of Tuzla in Turkey, and Goa Shipyard Limited of Goa in India. The contract was awarded to DSNS, who over saw the building programme at a Damen Shipyard.

She was laid down on December 2019, launched in June 2021, and commissioned in March 2022. Her completion was delayed due to the Covid-19 pandemic. Built by the Albwardy Damen shipyard in Sharjah in the UAE, ‘NNS Kada’ is a standard Damen LST-100 design, and is 100 metres in length and has a displacement of 1,300 tons.

She is powered by two Caterpillar 3516C 16 cylinder 4 stroke main engines producing up to 3,386 bhp (2,525 kW) each, which drive two nozzled controllable pitch propellers giving her a maximum speed of 16 knots. Her auxiliary machinery includes four Caterpillar C18 generators providing 597 kW each.

As a Tank Landing Ship, she has a bow ramp with a 70 ton load capacity, and for quayside loading, as well as ‘at sea’ deployment, she has a stern ramp which is also rated for 70 tons. She has a 30 ton internal ramp for movement of vehicles inside her ro-ro deck space, which has an area of 540 m2. Her cargo deck space has an area of 420 m2, a supply stores space with an area of 185 m2, and an ammunition stores space of 30 m2.

Designed for amphibious operations, transport and logistics support, ‘NNS Kada’ secondary roles include maritime security and policing, provision of humanitarian aid and disaster relief, Search and Rescue (SAR), Operations Command, mine counter measures and hydrographic surveying. One of her main roles will be power projection in the Gulf of Guinea.

She is operated with a crew of 18, which can be expanded with a further 27 persons, and she can carry 235 embarked troops on military missions. For humanitarian evacuation missions, she can increase her capacity to carry up to 450 persons for a limited period. Her endurance is 4,000 nautical miles, or 15 days. She has replaced two tank landing ships, both of which were decommissioned 10 years ago.

To assist with maritime operations she carries two Landing Craft capable of carrying both vehicles and personnel (LCVP), and she has a helideck capable of being used by a medium helicopter, or by Unmanned Aerial Vehicles (UAV), but she is not provided with a helicopter hangar. To assist with the movement of cargo, and loading/unloading operations, she has a 25 ton deck crane. She is lightly armed with a single 20mm cannon, mounted on the bow.

As previously reported in the Africa Ports and Ships edition of 4th April, ‘NNS Kada’ sailed from the Albwardy Damen shipyard in Sharjah on 1st April, to undertake her positioning, and maiden, voyage back to Nigeria. Her trip home would include making courtesy, and refueling calls, at Duqm in Oman, Mombasa in Kenya, Cape Town, Luanda in Angola and Port Gentil in Gabon. Her voyage was expected to be completed by 27th May, after a voyage of 8,400 nautical miles.

Her visits to both Duqm and Mombasa were the first time that any warship of the Nigerian Navy had visited either of these two countries, which gives you an indication of how rare it is for an African navy, even one as large of that of Nigeria, to undertake blue water oceanic voyages, and conduct flag showing exercises around their own continent.

 

 

The arrival of ‘NNS Kada’ back in Nigeria will provide a massive contribution to any requirements that the Economic Community of West African States (ECOWAS) may need in the future, as her sealift capacity will make a huge difference to any crisis management scenario.

Sadly, once ‘NNS Kada’ sails from Cape Town, it is unknown how long it will be before another Nigerian Navy warship will visit South African shores.

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Two new Greenland-based cargo ships for Royal Arctic Line

Despite its name, ships of the Royal Arctic Line are no strangers to Southern African waters and have made several journeys away from their usual far northern Arctic Ocean to deliver cargo here on the southern African continent or to Antarctica.

The most recent of these was MALIK ARCTICA (IMO 9618135) which called in Cape Town on 6 December last year, on a resupply voyage to Antarctica on behalf of a major European Antarctic Expedition. You can see and read that report in Africa Ports & Ships by CLICKING HERE

News this week is that Royal Arctic Line has taken delivery of a second newbuild cargo vessel that will operate in Greenland. The two ships were designed by HAV Design, a Norwegian firm of naval architects.

Royal Arctic Line’s primary function is to take care of transportation of all sea cargo to and from Greenland and between the Greenlandic towns and settlements.

“The vessels will operate in Greenland, which places strict requirements of the vessels’ design, as they must operate in a rough climate, sail in and out of small shallow ports, and meet ice class requirements,” said Gisle Vinjevoll Thrane, vice president of sales at Norway-based HAV Design.

“The vessels have been designed with this in mind.”

The two ships – named ARPAARTI ARCTICA and TILIOQ ARCTICA, respectively – are of HAV 971 design. The cargo vessels are 37.6 metres long and can accommodate eight crew. They can store eight containers on deck as well as two containers and 60 pallets in the cargo hold.

Tilioq Arctica was delivered to Royal Arctic Line this week, while Arpaarti Arctica was delivered in March.

“Royal Arctic Line is Greenland’s lifeline as we ensure supplies to the entire country, says Anders Bay Larsen, Head of Fleet Management at Royal Arctic Line.

“These small, ice-class cargo ships are therefore vital for the many small coastal communities along Greenland’s long coastline. This is the third and fourth vessel that HAV Design has designed for us.”

Royal Arctic Line A/S was founded in 1993 and it is wholly owned by the Government of Greenland.

HAV Design, which is a subsidiary of HAV Group ASA, listed on Euronext Growth Oslo, is headquartered in Fosnavåg, Norway.

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NPA granted R1 billion restraining order in Regiments assets over Transnet affair

National Prosecuting Authority Investigative Directorate (NPA ID) Head, Advocate Andrea Johnson, says law enforcement is on the right track to winning the battle against perpetrators of state capture.

This after the NPA scored a crucial victory in the Gauteng High Court this week when the court upheld the ID’s application to restrain at least R1 billion in assets of Gupta linked company, Regiment Capital.

“This was a tough fight, but much appreciated in the long battle against state capture. This is just the beginning of law enforcement reclaiming the state from the jaws of capture. This is a clear indication that the directorate is hard at work in holding those most responsible to account,” Johnson said.

Locomotive order

In the State Capture report released by Chief Justice Raymond Zondo, the company is accused of fraud, corruption, and money laundering after doing “advisory work” for Transnet during the acquisition of at least 1064 locomotives.

Added to this, the company is also facing a litany of other criminal charges including racketeering and a potential tax bill standing at more than R200 million in March last year.

According to ID spokesperson, Sindisiwe Seboka, an interim freezing order was granted in 2019 but was discharged just short of a year later.

“The court of appeal…ordered that the restraint order initially issued by Judge Wright be varied from R1.108 billion to R1.6 billion. However, due regard should be taken to the repayment which Regiments has made to the Transnet Second Defined Benefit fund in the amount of R639 million. This then takes the total of restrained assets to R1.05billion,” Seboka said.

The Investigating Directorate – which was set up in 2019 – currently has declared 82 investigations and enrolled 20 cases with 65 accused persons.

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Maersk reports record Q1 results

A.P. Moller – Maersk (Maersk) delivered record results for rte first quarter of 2022 (Q1) across its businesses, driven by higher rates and what is says are strong long-term partnerships with customers seeking end-to-end supply chain support.

Revenue was up 55% to US$ 19.3 billion, EBITDA more than doubled to US$ 9.1 billion and free cash flow increased to US$ 6 billion.

“In Q1 we delivered the best earnings quarter ever in A.P. Moller – Maersk with growth across Ocean, Logistics and Terminals,” says Søren Skou, CEO of A.P. Moller – Maersk. “The increased earnings are driven by freight rates and by contracts being signed at higher levels.

Skou said that while global supply chains remain under significant pressure, Maersk continues to demonstrate superior ability to help customers overcome logistic challenges.

“In Logistics, we enjoyed strong demand for products and solutions across our portfolio leading to the 5th quarter in a row with organic growth of more than 30%, while Terminals presented its best quarter ever.”

In Ocean, revenue increased 64% to US$ 15.6 billion during Q1 as strong rates more than offset a 7% decline in volumes. Skou said that revenue for the full year is expected to continue to be strong as the increase in freight rates on Maersk’s long-term contract portfolio will add approximately US$ 10 billion to revenue in 2022 compared to 2021.

“This will more than offset the significant increase in costs, which were up 21% in the first quarter given higher fuel costs and inflationary pressure on network and container handling costs.”

In Q1, revenue in Logistics grew 41% to US$ 2.9 billion compared to the same quarter last year as both existing and new customers continue to buy into the full value proposition of integrated solutions.

“At the same time Maersk continues to invest in acquisitions that add capabilities within technology and e-commerce and strengthen the portfolio such as Pilot Freight Services, which closed on 2 May 2022.

“In Terminals, revenue increased to US$ 1.1 billion in Q1 compared to US$ 915 million last year and the return on invested capital (ROIC) ended on a record 12.5% before impairment in GPI of US$ 485 million following the exit of the Russian market.

“The process around the sale of GPI is ongoing. Results in Terminals are driven by higher storage income in NAM, improvement in revenue per move and a volume growth in the overall contracting market.”

Market situation and guidance for 2022

According to Maersk, freight rates remained elevated in Q1 as Covid-19 and capacity shortages continued to disrupt the supply-side of the logistics industry. Global container demand declined by 1.2% compared to +8% in 2021 while global air cargo volumes increased by 2.9%.

Trade flow growth flattened from Far East to both North America and Europe. Russia’s invasion of Ukraine is having a negative impact on trade flows and consumer confidence in Europe and given this background, global container demand is now expected to grow -1/+1%, compared to an earlier expectation of 2-4%.

Maersk continues to anticipate an underlying EBITDA of around US$ 30 billion, an underlying EBIT of around US$ 24 billion and a free cash flow above US$ 19 billion for the full year of 2022. This is based on a strong first half of 2022 as well as higher contracted rates, while the normalisation in Ocean is still assumed to take place early in the second half of the year.

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Backlog cleared at Cape Town Container Terminal – TPT

According to Transnet Port Terminals (TPT), the operator at the Cape Town Container Terminal, vessel backlogs have been cleared. This has been thanks to ‘consenting weather, an improved equipment reliability program and increased human resources’, TPT says.

“Vessels are now able to berth on arrival after several months of implementing a full-proof plan that kept on being sabotaged by bad weather,” said Managing Executive of Transnet’s Western Cape Region, Andiswa Dlanga.

She added that intensive internal engagements had to take place for a full buy-in by the respective teams.

Transnet Port Terminals says in a statement that for the past two months, the terminal’s productivity has seen record-breaking shift performances.

In mid-April, there were several occasions when over 4000 twenty foot equivalent units (TEU) were loaded and offloaded within a 24 hour period with ship working hours going up to 68 against a target of 50.

“In an environment like ours, safety cannot be compromised. For the team to achieve such great feats with zero incidents over an extended period is commendable work,” said Dlanga.

Although the threat of weather delays remains a reality, the terminal has two additional rubber-tyred gantry (RTG) cranes on the landside with plans to increase the number of teams working on a vessel from seven to eight.

Wind assessments have also become standard practice to plan better for windy and foggy conditions.

Dlanga said weekly industry meetings have played a significant role in ensuring alignment.

“Through trial and error – we have learnt the value of regular engagement for industry to have full sight of what we plan so that we critique the outcomes together and plan better.”

She said that while the story may not always be perfect, there is full understanding of where to improve and the feedback received is valuable.

CTCT plays a supporting role in the country’s citrus season during which both KwaZulu Natal (Durban) and the Eastern Cape (Port Elizabeth/Gqeberha) move export volumes to over 100 countries mainly in the European Union (EU), Russia, United States of America (USA) and Mediterranean countries.

Transnet Port Terminals (TPT)

Transnet Port Terminals is one of the largest terminal operators on the African continent, with the Cape Town Container Terminal being one of 19 terminals all based within South Africa. TPT employs a staff of over 9,000 at its 16 sea-going terminals and 3 inland terminals across four major markets sectors – automotive, containers, bulk and breakbulk.

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WHARF TALK: naval auxiliary vessel – FNS CHAMPLAIN

Story by Jay Gates
Pictures by ‘Dockrat’

Another little known fact about France is that she has, due to her Overseas Departments, Collectivities, and Regions, that are scattered in all the oceans of the Earth, the largest Exclusive Economic Zone (EEZ) in the world. The total area of the EEZ of France is 4,513,539 square miles (11,691,000 km2). It covers approximately 8% of the surface of all the EEZs of the world, while the French Republic is only 0.45% of the world’s land surface.

Her Mozambique Channel, Indian Ocean, South Indian Ocean Sub-Antarctic, and Antarctic EEZs on their own are 1,023,948 square miles (2,652,013 km2) in extent. Such a vast maritime area, scattered over such a vast distance, is best patrolled by a vessel especially designed for such a mission, rather than for a standard warship to try and cover it.

On 26th April at 08h00, the first of the French Navy (Marine Nationale) squadron that accompanied the Jeanne d’Arc 2022 Mission, arrived off Cape Town. The French Naval Ship FNS CHAMPLAIN (Pennant Number A623) entered Cape Town harbour and proceeded to berth against the Landing Wall in the Duncan Dock, where she was followed in by the other three vessels of the squadron.

The pennant number of ‘Champlain’ is that of an Auxiliary Vessel, rather than a pure warship, and she is considered by the French Navy to be an Oceanic Patrol Vessel, known as a Bâtiment Multi-Mission (B2M). She was the third vessel of a class of four patrol ships, known as the D’Entrecasteaux Class, all named after French explorers. She is named after Samuel Champlain (1567-1635), who was the founder of Quebec City, and the Governor of New France (Canada).

Laid down in 2015, launched in August 2016 and commissioned in June 2017, ‘Champlain’ has her hull built in the Crist SA shipyard in Gdynia in Poland. The hull was towed back to France where she was completed by the Kership yard at Concarneau in Brittany. She is 65 metres in length and she has a displacement of 2,300 tons.

She is powered by two Cummins QSK 50D(M) MCRS 16 cylinder 4 stroke main engines producing 3,650 bhp (2,722 kW), driving two controllable pitch propellers for a maximum service speed of 15 knots. For added manoeuvrability she has a bow thruster and twin rudders.

Built to replace both the Patrol Ship ‘Albatross’ (P681), and the Landing Supply Vessel ‘La Grandiere (L9034), ‘Champlain’ was built to merchant standards, and to a design of that of an offshore anchor handling and Supply Tug (AHST).

Designed to operate on low intensity, high endurance missions, ‘Champlain’ has an endurance of 5,000 nautical miles and 30 days. She operates with a crew of 20, and an embarked Marine detachment of 20. She is lightly armed with just two 12.7mm M2HB machine guns.

As with the Floréal class of frigate, the D’Entrecasteaux patrol vessels were built to provide sovereignty and power projection in the French Overseas Departments. The role of ‘Champlain’ is extended to undertake policing, fisheries patrol, search and rescue, and logistics voyages to the scattered Îles Éparses (Scattered Islands) of the Mozambique Channel and Indian Ocean.

The Îles Éparses include Europa Island, Bassas da India, Juan de Nova Island, Îles Glorieuses and Tromelin Island, where Meteorological Stations, and French Military detachments are located on the four named islands, as Bassas da India is merely a partially submerged reef. The military detachments are from the famous French Foreign Legion, and ‘Champlain makes four logistic voyages a year to these isolated islands.

Her SAR requirement means that she is equipped for towage, and she has a bollard pull of 37 tons. Her AHTS design means that she has a large aft open working deck, which has an area of 220 m2, and she has a container carrying capacity of six TEU, all on reefer plugs. Her after deck can accommodate two 4×4 military vehicles, small raiding craft or a small landing craft. Her cargo carrying capacity is 220 tons of dry cargo, and 200 tons of liquid cargo. She has a small cargo hold with an area of 30 m2.

She provided relief to the Comores in May 2019, after the islands had been hit by Cyclone Kenneth. In April 2020, at the start of the Covid-19 pandemic, she took 20,000 litres of liquid oxygen, and 1,000 litres of isopropyl medical alcohol to Mayotte, to enable the medical authorities on the island cope with the medical demands brought about by the pandemic.

In August 2020 she brought an anti-pollution boom, pollution cleaning equipment, and a specialised pollution team to assist with the aftermath of the grounding of the bulk carrier ‘Wakashio’, which had run straight into the coral reefs off Point D’Esny, in Mauritius.

Her three sisterships are based at Papeete (Tahiti), Nouméa (New Caledonia), and Fort de France (Martinique), and home base for ‘Champlain’ is the French Naval base of Port des Galets on Réunion, where she has been based since she was commissioned in June 2017. She made her first visit to a South African port in May/June 2019 when she visited Durban. She made a subsequent visit to Durban in January 2022, and this is her first visit to Cape Town.

Along with the other three ships of the Jeanne d’Arc squadron, ‘Champlain’ sailed from Cape Town on the morning of 1st May and, in company with ‘Nivose’, she sailed south when she departed from Cape Town, and is now heading back into the Indian Ocean, and to continue with her patrols of the French Department waters in that region.

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China pressurising Tanzania to restart Bagamoyo port project

China wants the project involving building a new super port at Bagamoyo in Tanzania to be kick-started.

The controversial Bagamoyo port project has undergone several false starts in recent years, but President Samia Suluhu Hassan recently indicated that the project would be revived.

Chinese ambassador to Tanzania, Chen Mingjian, said recently that China wants to engage in discussions over the stalled project.

Matters came to a sudden halt after former President John Magufuli cancelled the project amidst accusations that the mammoth project was exploitative.

 

“We also expect that relevant Tanzanian authorities and potential Chinese investors could have further discussion and make substantial progress on the restart of the Bagamoyo port project,” Mingjian is quoted in a Tanzanian newspaper.

The original contract worth US$10 billion was awarded to China Merchant Holdings (CMH)

“Our two countries are working closely to implement the Belt and Road Initiative (BRI). We will inherit and carry forward our traditional friendship, supporting leading Chinese companies to participate in major projects under the BRI,” Mingjian said.

She pointed out that Chinese companies are involved with several mega-projects in Tanzania, including a section of the $1.3 billion standard gauge railway linking the port of Dar es Salaam with Lakes Victoria and Tanganyika and with neighbouring Burundi.

Another mega-project is the $2.9 billion Julius Nyerere hydropower power project.

The projected Bagamoyo port if built will become the largest in East Africa with a container capacity of 20 million TEUs by 2045. In 2020 the Dar es Salaam port handled a throughput of 16 million tons that year, which is expected to increase to 30mt by 2030.

Bagamoyo is a small coastal town and trading post that was chosen by the German Colonoal Government to be the capital of German East Africa. It is situated within 5 kilometres of the historic Swahili town and port of Kaole, dating back to around the year 800.

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Natal Corridor railway from Durban to Gauteng & Botswana out of service until 9 June

The strategic NATCOR rail corridor from the port city of Durban inland to Gauteng and places further afield, which was badly impacted by the recent floods, will be out of service for another five to six weeks, according to a statement provided to shipping line CMA CGM by Transnet Freight Rail (TFR).

NATCOR is southern Africa’s busiest rail corridor.

On 25 April Transnet declared force majeure as a result of the damage done to the railway by flooding, washaways and mudslides. TFR said then that the preliminary damage report of the rail track infrastructure was under assessment with an estimated time then (25 April) of 7 weeks to resume single line operations on the mainline.

The statement said that at the end of 9 June 2022, TRF will review the situation and advise accordingly in terms of further actions to be taken.

CMA CGM said this week (3 May) that it had been advised accordingly that the Natal Container Corridor rail line (NATCOR) service rail linking Durban, South Africa and Gaborone, Botswana remained heavily impacted.

CMA CGM recommended that in order to avoid further delays and increased congestion at the port of Durban, customers should look to road transport which could be prioritised with CMA CGM’s Botswana Agency team or its South Africa Intermodal team.

“To ensure the service continuity to/from Botswana for all new bookings, please note CMA CGM will offer solutions by road exclusively until further notice,” advised CMA CGM.

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MOL builds one of the largest capacity green hydrogen plants in Europe

MOL builds one of the largest capacity green hydrogen plants in Europe in Százhalombatta, Hungary
Plug provides 10 MW Electrolysis Unit to Generate 1,600 Tons Per Year of Green Hydrogen

The MOL Group has teamed up with Plug Power Inc, to build one of Europe’s largest-capacity green hydrogen production facilities at MOL’s Danube Refinery in Százhalombatta, Hungary.

Green hydrogen will reduce the carbon footprint of the Danube Refinery operation and enable emission-free mobility in the longer term.

Utilising a 10-megawatt (MW) electrolysis unit from Plug Power, MOL’s €22 million facility will be able to produce approximately 1,600 tons of clean, carbon-neutral, green hydrogen annually, removing up to 25,000 tons of carbon dioxide by displacing the currently used natural gas-based production process.

As this process represents one-sixth of the carbon dioxide emissions of MOL Group, this investment supports MOL’s carbon neutrality goals and will contribute to energy independence for the region.

Once operational in 2023, MOL will use the green hydrogen in its Danube Refinery during fuel production of its own hydrogen system. It will be incorporated into the molecules of MOL fuels, lowering the carbon outputs from the production technology and the final product.

“We are convinced that hydrogen is not only one of the most important energy carriers of the already ongoing energy transition, but it will be an essential factor in the new, carbon-neutral energy system as well,” said Gabriel Szabó, Executive Vice President of Downstream at MOL Group.

“This new technology allows the introduction of green hydrogen production in Hungary, Százhalombatta, which makes MOL Group one of the most important players in the sustainable energy economy in the region.”

Andy Marsh, CEO of Plug, explained that green hydrogen addresses two critical issues facing humanity: climate change and energy independence.

“Our opportunities seem limitless to support the trend to pull green hydrogen into more traditional industrial hydrogen markets throughout the world. We are pleased to provide our state-of-the-art electrolyzer technology to MOL Group’s Danube Refinery and enable MOL Group to take a big step forward in addressing these issues for the region.”

The production of green hydrogen does not generate any greenhouse gas emissions. The Plug equipment uses electricity from a renewable source to split water into oxygen and hydrogen gas by a process called electrolysis.

This process does not produce any by-products that harm the environment. By producing one ton of hydrogen, eight-to-nine tons of pure oxygen is also produced by the equipment, saving nearly 10,000 tons of natural gas consumption in the process.

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African Flag Registries Exploited by High-Risk Fishing Operators

Ensuring that high-risk fishing operations and vessels are excluded from national flags is a critical step to securing the waters of Africa for the legitimate and sustainable enrichment of coastal States

A report published by international maritime intelligence organisations TMT (www.TM-Tracking.org) and I.R. Consilium, examines both how foreign fishing operators are accessing and exploiting African flag registries for their fishing vessels in pursuit of legal impunity, and how weaknesses in African flagging regimes attract this exploitation.

The global fishing market is projected to be worth $194 billion by 2027, so there is ample financial reward to be gained by fishing illegally. High-risk fishing vessel owners – those operations that are most likely to engage in illegal, unreported, and unregulated (IUU) fishing, unsustainable and/or destructive fishing practices, and/or those involving broader forms of associated crimes – are looking to create a situation where they can harness the resources of a State without any meaningful restrictions or management oversight.

Challenges with maritime governance and limited fisheries enforcement capacity across the continent of Africa, combined with the relative health of African fisheries, makes the continent an ideal venue for high-risk fishing operators to test a variety of tactics for evading accountability.

Recognising this phenomenon is a critical first step in discerning what can be done about it.

While concerns have been raised and discussed for many years about the ‘genuine link’ between the flag state and the beneficial owners and/or operators of vessels, broader flag-related concerns continue to emerge around fishing vessels that indicate a growing relationship between the flag of the vessel and high-risk fishing practices.

These practises are particularly acute in Africa, where some fishing vessel owners and operators exploit African flags to escape effective oversight and to fish unsustainably and illegally both in sovereign African waters and in areas beyond national jurisdiction.

The report examines two distinct high-risk flagging processes: 1) ‘flags of convenience’, the use of African open registries to fish in waters beyond the national jurisdiction of African nations, and 2) ‘flagging-in’, the use and abuse of various local rules to flag a foreign-owned and operated vessel into a domestic African registry to fish in African waters.

Both these processes afford high-risk foreign fishing operators the opportunity to more easily fish illegally and unsustainably, which in turn undermines the sovereign rights of coastal African States.

The report identifies that the majority of African coastal States have flagged fishing vessels that have gone on to conduct illegal fishing activities, as identified through IUU listings or domestic information sources. Several case studies are provided that offer insight into how high-risk fishing operators are benefitting from their access to African flags.

Increasing challenges

As Africa turns to face ever increasing challenges in the maritime domain, ensuring that high-risk fishing operations and vessels are excluded from national flags is a critical step to securing the waters of Africa for the legitimate and sustainable enrichment of coastal States.

The good news is that for any State facing these challenges and that cares about its sovereignty and reputation, there are several ways to curtail opportunities for high-risk actors to appropriate and subsequently misuse its flag, including:

Ensuring an inter-agency approach is taken on all fishing vessel flagging decisions is crucial to ensuring that vessels that are flagged can be effectively managed, receive proper oversight, and can be incorporated into national fisheries management plans.

Ensuring that effective due diligence is carried out on all flagging applications.
Closing open vessel registries to fishing vessels.

Strengthening oversight of private company involvement in open vessel registries as many of the private companies that manage open registries are entitled to make decisions without any or very limited consultation with the actual flag state.

De-flagging bad actors to avoid reputational harm and to show a commitment to the rule of law. African flag registries should de-flag all vessels known to be associated with or engaged in IUU fishing and refuse flags to any such vessels that apply.

Strengthening application and compliance requirements, particularly for open registries as a way of showing shared commitment to defending African sovereignty.

Establishing and enforcing flag state penalties to avoid tarnishing the reputation of their State by the owners’ vessels engaging in illicit activity.

Creating communication and cooperation channels with beneficial ownership states to assist in determining the risk associated with a vessel during the decision on whether to flag it or not, or in cases where enforcement actions are required.

International Oversight

International oversight from experts and operators from around the world is needed to tackle open vessel registry exploitation and continually identify and expose the new tactics being used to pursue impunity. While African States can exert control over their own open vessel registries, only an international effort will help to curtail the use of foreign open vessel registries to facilitate the conduct of IUU fishing operations in Africa and beyond.

“Every fishing vessel needs to have a flag, and every flag State needs to effectively manage those fishing vessels” says Duncan Copeland, Executive Director of TMT.

Ensuring that high-risk fishing operators and vessels cannot enter a flag registry or fishing grounds is one of the simplest and cost-effective steps that any nation can take to reduce the risk of illegal fishing, unsustainable fishing practices, and reputational damage,” he says.

“Individual countries and the international community have the opportunity to close flagging loopholes that currently contribute to illegal and unsustainable fishing practices in Africa and globally.”

Dr. Ian Ralby, CEO, I.R. Consilium says that beyond all the esoteric law and odd nuances of maritime matters, the flagging of fishing vessels is a fundamental issue of sovereignty.

“African states should have exclusive control over the resources within their own territory, and full control over how foreign entities may use their name and reputation to interfere with the resources of other countries.

“While this is a growing problem amid an already lengthy list of maritime governance challenges facing the African continent, it is a problem that can be solved with sufficient will and the consistent, determined implementation of good practices.

Ralby says there is likely no continent that suffers more from the deleterious effects of IUU fishing – on food security, food sovereignty, marine environmental sustainability, and the rule of law –than Africa.

“Reclaiming control of African flags and making them less accessible to high-risk operators, therefore, will simultaneously help safeguard African sovereignty and diminish the opportunities for IUU fishing in Africa and around the globe.”

The full report Spotlight On: The Use of African Flag Registries by High-Risk Operators – is available in French and English from www.TM-Tracking.org

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WHARF TALK: surveillance patrol frigate – FNS NIVOSE F732

Story by Jay Gates
Pictures by ‘Dockrat’

A little known fact about France is that they have a number of overseas territories around the world that are considered to be a constituent part of Metropolitan France. They are known as Overseas Departments, or Départements et Régions d’Outre-Mer. The inhabitants of each of the Departments are able to vote in French General Elections, and in the European Union parliamentary elections, and they utilise the Euro as their currency.

They also have a number of other overseas territories that are similar to Overseas Departments, in that they all have varying, but similar, voting rights to the Departments. However, they instead have a semi-autonomous governing arrangement. They are known as Overseas Collectivities (Collectivité d’Outre-Mer).

The five Departments are French Guyana in South America, Martinique and Guadeloupe in the Caribbean, Mayotte in the Comores, and Réunion in the Indian Ocean. With the six Collectivities being French Polynesia (including Tahiti) and the Wallis et Futuna Islands in the South Pacific, St Martin and St Barthélemy in the Caribbean, and St Pierre et Miquelon off Newfoundland in Canada. New Caledonia in the South Pacific is a special Collectivity that is transitioning to greater autonomy than the other Collectivities.

In order to police both the Departments and Collectivities maritime territories, and to provide a strategic naval presence in the regions, the French Navy (Marine Nationale) had a class of warship specially built, one that was designed to solely to be based within these territories, and that would be able to provide the power projection that France required in those regions.

On the morning of 26th April, as part of the French squadron that accompanied the ‘Jeanne d’Arc 2022’ mission, the French Navy frigate FNS NIVOSE (Pennant Number F732) arrived off Cape Town. She was the fourth, and final, naval vessel of the squadron to enter Cape Town harbour, and she entered the Duncan Dock and berthed with the rest of the squadron on the Landing Wall.

It was a grand sight to see four warships berthed together in Cape Town for the first time in a number of years. Sadly, there was no possible access for the public to simply view them, let alone have the opportunity to go aboard them, as was possible when the Transnet National Port Authority allowed warships to berth in the V&A Waterfront. That option was removed by Transnet some years ago, and locals and visitors are no longer able to pause, gaze, and wonder, at the warships of friendly nations that visit Cape Town.

Laid down in January 1991, launched in August 1991, and commissioned in October 1992, ‘FNS Nivose’ was built by Chantiers de l’Atlantique Shipyard at St. Nazaire in northern France. She is 94 metres in length and has a displacement of 2,600 tons. Built as a Patrol Frigate, for operations in low threat environments, ‘Nivose’ is known as a Frégate de Surveillance.

She was built as the third of a class of light frigate, known as the Floréal Class, of which six were built. As a cost saving measure, Nivose was built to merchant ship standards, and constructed using civilian methods. In this way, such shipbuilding of warships meant that three Floréal Class Frigates could be built for the same cost as just one of the La Fayette Class of Frigate.

She is powered by four SEMT Pielstick 6PA6 L280 BPC diesel engines producing 8,820 bhp (6,580 kW), driving two LIPS controllable pitch propellers for a maximum service speed of 20 knots. Her auxiliary machinery includes three generators providing 750 kW each. For added manoeuvrability ‘Nivose’ has an Ulstein bow transverse thruster providing 203 kW. She also has twin rudders and, unusually for a warship, two fin stabilisers.

She is armed with a 100mm (4”) CADEM main gun, two GIAT F2 cannons and two 12.7mm M2HB machine guns. Her MM38 Exocet anti-ship missiles were removed in 2014 and were not replaced. She also carries an AS565 Panther anti-submarine helicopter. Her radar systems include air defense, fire control, surveillance and navigation.

Based at the Port des Galets naval base on Réunion Island, she is designed to patrol the French Departments of Réunion and Mayotte, plus the French Austral territories of the Crozet Islands, Kerguelen Island and St. Paul and Amsterdam Islands in the South Indian Ocean. She has an endurance of 9,000 nautical miles, and operates with a crew of 94, plus 24 Marines. The Floréal Class frigates are based in Tahiti, Nouméa (New Caledonia), Martinique (2 Frigates) and Réunion (2 Frigates).

Named after a month of the old Republican Calendar, ‘Nivose’ was the first month of winter, which translates as ‘Snowy’. The republican Calendar was short lived, beginning after the French Revolution, and only lasted for 12 years, between 1793 and 1805. It was an attempt to decimalise the calendar, and remove the Julian Calendar, but having three, ten day, weeks for every month. All Frigates in the Floréal Class are named after months in this calendar.

As well as territorial patrols, ‘Nivose’ has been deployed for many other mission, which include Operation Atalanta, the anti-piracy patrols off Somalia, where she was the first French Navy vessel to take part in this mission, and where she has arrested a total of 80 pirates in her role. She has taken part in regular training with the South African Navy, under Exercise Oxide.

She also provided cyclone humanitarian relief after Cyclone Idai devastated Mozambique in 2019. She provides fisheries patrol duties, and has arrested a number of illegal tuna fishing vessels in the Indian Ocean, and Antarctic toothfish vessels in the Southern Ocean. She also takes part in joint fisheries patrols every year with the Australian fisheries patrol vessels.

Since her deployment to Réunion, ‘Nivose’ has been a regular visitor to South African ports, mainly Durban and Cape Town. Her visits to Durban include February 2000, January 2003, April 2003, July 2004, March 2014 and December 2020. Cape Town visits include November 2000, November 2003, April 2004, February 2008, February 2012, February 2013, February 2016, January 2018 and January 2020.

Some of her Floréal Class sisters have also been regular callers with ‘FNS Floréal’ making at least 3 calls to Cape Town and at least 8 calls to Durban. Cape Town has seen a single visit from ‘FNS Ventose’, with ‘FNS Germinal’ visiting Durban at least once, and Cape Town at least four times. On a number of occasions, as now, some of the Floréal Class frigates were accompanying the visiting Jeanne d’Arc Mission vessels.

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UN S-G Guterres in Senegal: ‘Triple crisis’ in Africa aggravated by war in Ukraine

Speaking in Dakar, Senegal, on his first visit to Africa since the beginning of the Covid-19 pandemic, Secretary-General Guterres said: “When discussing the socio-economic situation, it is impossible not to mention the war in Ukraine and its impact on Africa.”

The UN Secretary-General made the comments after meeting the country’s President Macky Sall, who said that the war in Ukraine was a human tragedy which is likely to have a dramatic impact on economies, in particular, those of developing countries.

There is no doubt that the conflict in Ukraine is driving up global food and fuel prices. It is understood that senior UN officials are concerned that rising costs will push more people into hunger and could lead to political instability and social unrest in some parts of Africa, where food prices have increased by a third since last year.

It was reported that before the Russian invasion began in February, the combination of climate change, conflict and the Covid-19 pandemic, was already being felt in Africa, especially in the Sahel region which includes Senegal.

Vaccine equity and sovereignty

Earlier Mr Guterres and President Sall had toured a new technically advanced vaccine production facility, currently being built by the Institut Pasteur in Dakar. On completion it will be capable of producing a range of vaccines including Pfizer-BioNTech, one of the most widely used against Covid-19. It was furthermore reported by the UN news service that the Institut Pasteur facility will be able to manufacture experimental vaccines for defence against malaria and tuberculosis.

Speaking at the end of World Immunization Week, Mr Guterres said that it was necessary to build true vaccine equity across the world and that it was unacceptable that close to 80% of Africans are not vaccinated against Covid-19; a situation which he called a moral failure.

As part its Covid-19 recovery plan, Senegal is reported to be strengthening its drugs manufacturing sector such that its vaccine facility will produce at least 50% of the country’s needs.

Mr Guterres added that the world’s wealthiest countries and pharmaceutical companies should accelerate the donation of vaccines and invest in local production of the type seen at the Institut Pasteur facility.

Global crisis response

Increased investment is part of a global strategy to support developing countries facing what the UN has called cascading crises. In March 2022, the UN Chief established the Global Crisis Response Group on Food, Energy and Finance (GCRG) set up in response to the crisis provoked by Russia’s invasion of Ukraine, saying that the invasion was producing alarming effects on a world economy already battered by Covid-19 and climate change.

Food, energy and finance

Talking to reporters in Dakar, Mr Guterres said: “We must ensure a steady flow of food and energy in open markets, removing all unnecessary export restrictions, countries must resist the temptation to hoard and instead release strategic stocks of energy.”

In a statement issued on 2 May the UN estimates that a quarter of a billion people could be pushed into extreme poverty this year, caused by the consequences of the conflict in Ukraine.

International financial institutions have a key role to play and in the words of Secretary-General Guterres they: “Must urgently provide debt relief by increasing liquidity and fiscal space so that governments can avoid default and invest in social safety nets and sustainable development for their people.”

According to statistics issued by the UN FAO and reported in The Times on 3 May twelve countries in Africa are dependent upon Russian and Ukrainian wheat.

They range from Libya receiving 21.2 % of its grain this source to the DRC at 82.8%.

Edited by Paul Ridgway
London

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Coal miners resort to road transport in place of railing to ports

With problems and challenges facing the railage of coal to the country’s ports, South African miners are having to turn to road transport even as volume demand increases.

The failure of rail to cope with ordinary demand, let alone increased volumes resulting from the war in Europe, has become a time for desperate measures by the miners, despite the long distances from the mines to the ports.

Ongoing lack of maintenance, theft of copper cable, and a general lack of spare parts for locomotives and wagons saw Transnet declare force majeure on contracts earlier in April – a sure sign of rail’s inability to cope with ongoing inefficiency and outside forces.

In its force majeure announcement Transnet announced its inability to perform services at its stated system capacity because of a lack of locomotives and due to vandalism on the rail networks.

Meanwhile, worldwide demand and prices for coal are soaring, causing mining companies to turn to more expensive road transport rather than lose out completely on what might otherwise have proved a bonanza for themselves and South Africa.

As a result of the challenges facing Transnet, volumes exported through the Richards Bay port last year decreased significantly.

In 2017 Richards Bay Coal Terminal (RBCT) handled a record 76.47 million tonnes. Since then there has been a steady decline, with the figure dropping to 73.47mt in 2018 and a further decrease to 72.15mt in 2019. This decline could not be arrested and in 2020 the terminal volume had dropped further to 70.2mt.

In the last year the decline was more drastic, reaching a 25-year low of 58.72 million tons exported through the Zululand port, and only just exceeding the 58.7mt recorded back in 1997.

This sharp decline is not a result of low demand but was instead a direct result of Transnet’s inability to rail volume demand to the port.

What makes it worse is there is no sign on the horison of any improvement by Transnet in addressing this. Nor is road transport likely to fully address the problem, though no doubt the roads from the Mpumalanga mines leading to Richards Bay are going to become increasingly busy.

South Africa’s biggest export markets for coal remain India and Pakistan, which collectively handle over 80% of the total. But now new opportunities present themselves, with several European countries having to look elsewhere to meet their demand for energy owing to international sanctions and disruptions to supply lines.

In 2018 Europe took a mere 3% of South African coal, this after the late 1990s when the majority of South Africa’s coal exports were destined for Europe. 2022 could still become the year this trend was reversed, except for Transnet’s inability to overcome its problems.

The mines are meanwhile having to consider desperate measures. Not only are they having to resort to using road transport – at the equivalent of about 80 road vehicles each carrying 34 tons to equal just one trainload, but they are also having to accommodate larger stockpiles of coal taking up valuable space.

Meanwhile, Transnet Freight Rail chief executive Sizakele Mzimela has admitted there is an increase in the number of trucks arriving at the ports which he accepts is “not a good situation.”

Transnet has apparently agreed that private operators may introduce their own rolling stock for both bulk and general container freight but how quickly this development can be introduced remains questionable. Up until now Transnet has shown little real inclination to carry forward such revolutionary measures including the privatisation of branch lines, instead allowing the branches to fall into disuse and thus ruling out much further interest by the private sector.

A decade ago Transnet was still heard to boast of having one of the most efficient and successful heavy-haul railway networks in the world, citing both the Richards Bay coal line and the iron ore/manganese heavy-haul railway from Sishen to Saldanha.

Today such boasts are but a memory of how far state-capture and resultant criminality have been permitted to take down a once proud railway.

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IN CONVERSATION: Rising atmospheric CO2 may benefit maize crops: first experiment in African conditions

Brad Ripley, Rhodes University and Susanne Vetter, Rhodes University

Global maize production is worth billions of dollars annually and is key to global food security because it’s a staple food for billions of people. Most maize production relies on natural rainfall, making it vulnerable to changing rainfall patterns.

This limitation is likely to intensify in the future because climate change is predicted to lead to lower rainfall in many regions. This could decrease yields by 10% by the time global temperatures have increased by 4°C. Droughts are also predicted to become more frequent and severe.

Higher temperatures are also predicted for many parts of the world and will have direct effects on maize growth and productivity. Warming will also lead to more evaporation, which means that plants lose more water.

But it is difficult to predict the effects of a changing climate on crop yields. That’s because the effects of rainfall and temperature can interact in complex ways. Rising carbon dioxide (CO2) in the atmosphere, which is a result of industrialisation, only adds to the uncertainty. However, as our new research conducted in South Africa shows, it may offset some of the impacts of drying and warming on maize crops in tropical growing regions like those found in much of Africa.

Why CO2 matters

CO2 is an important resource for photosynthesis and its low availability in the atmosphere has been a major limiting factor to plant growth for millennia. This has led some plant groups, particularly grasses, to evolve a photosynthetic pathway that concentrates CO2 and makes photosynthesis more efficient under low CO2.

Maize also has this pathway, known as C4 photosynthesis. Under warm and humid conditions, its growth is thus not limited by CO2 availability and so it gains no direct benefit from increasing atmospheric CO2. However, elevated CO2 allows plants to take up enough CO2 while keeping their leaf pores (stomata) partially closed. This decreases plant water loss and could potentially increase the drought tolerance of maize.

Research has been done in Europe and the US to ascertain how elevated CO2 might indirectly increase the productivity of C4 plants like maize. These studies found that elevated CO₂ generally had a positive effect on maize growth and compensated for water limitation and warming. However, temperatures and water stress are much higher in most of Africa and other tropical regions than in Europe and the US, raising the question of whether elevated CO2 can help overcome reduced rainfall under these much more challenging conditions.

We set out to address this knowledge gap. Through a series of experiments conducted in South Africa’s Eastern Cape province, we found that future atmospheric CO2 concentrations are likely to benefit maize production in tropical growing regions like those found in many parts of Africa. This may extend the future land area available to rainfed maize cultivation by making maize production more water use efficient.

However, while CO2 can prolong soil water availability and slow down the effect of drought on photosynthesis, it cannot compensate for a lack of rainfall entirely. Rainfall seasonality thus still plays an important role in determining where maize can be grown. With more data from tropical growing regions, our ability to predict this will increase.

A series of experiments

Experiments are required to predict the interacting effects of increased drought and increased CO2 on maize yields; these studies allow scientists to manipulate each of these factors, singly and in combination. While manipulating water is fairly straightforward, experimenting with atmospheric CO2 requires specialised and costly facilities. It is therefore not surprising that the leading experiments on the effects of temperature, water and CO2 have been done under temperate conditions in the northern hemisphere, where research resources are concentrated.

In 2018, Rhodes University in South Africa launched Africa’s first large-scale elevated CO2 plant research facility. Here, in special open-top chambers, we exposed six different maize cultivars bred for South African climates to drought and watering treatments under ambient and elevated CO2, and at elevated temperatures.

Plants were grown over the summer season and were either irrigated daily or left to grow with only the little rainfall that fell naturally. The study area has too little summer rainfall to be a viable maize growing region; this allowed us to simulate the effects of drought under hot and dry summer conditions.

To examine the effect of atmospheric CO2, we compared current conditions of 400 parts per million (ppm) to those predicted to occur towards the end of the 21st century (800 ppm). The air temperature in the open-top chambers was 4-5°C higher than ambient, which is in line with future climate predictions.

Findings

Under ambient CO2 and without watering, plants had very low yields. Irrigated plants at elevated CO2 had nearly four time higher yields.

Adding elevated CO2 to unwatered plants resulted in the same growth and yield as irrigation at ambient CO2. This shows that elevated CO2 had the same effect on plants as daily irrigation and thus completely compensated for drought. When given additional CO2, plants needed less water, because they could partially close their leaf pores and avoid water loss.

Irrigated maize yields increased with added CO2. This suggests that even under irrigation, hot and dry weather can cause water stress and reduce productivity.

This research shows that future atmospheric CO2 concentrations could help alleviate the effects of warming and drought, even for irrigated production. However, more research is needed to determine the effects of intermediate CO2 concentrations between 400 and 800 ppm, which will be experienced between now and the end of the century. Data on the effects of other variables, such a soil type and severity of climate, are also needed to calibrate realistic models to forecast future maize production.

Tebadi Burgess (nee Bopape), an MSc graduate, co-authored the research on which this article is based.

Brad Ripley, Professor, Department of Botany, Rhodes University and Susanne Vetter, Associate Professor, Department of Botany, Rhodes University

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

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IMO and tackling aquatic invasive species

A major project to tackle bioinvasions by organisms which can build up on ships’ hulls and other marine structures saw activities slow down during the Covid-19 pandemic but is on track to meet its targets. This was reported by IMO on 22 April.

The Global Project Task Force of the IMO-executed GloFouling Partnerships project, a collaboration between the Global Environment Facility (GEF), the United Nations Development Programme (UNDP) and IMO, met for its second meeting in April at IMO HQ in London.

The project addresses biofouling – the accumulation of algae, animals and microorganisms on the surface of ships. Biofouling plays an important role in the transfer of invasive aquatic species (IAS) from one region to another. Reducing biofouling contributes to the reduction of GHG emissions from ships.

Despite the restrictions imposed by the pandemic, the project moved many activities online and completed a number of reports since the first task force meeting in 2019. Looking ahead, the Project has been extended to 2025. A revised work plan and budget for 2022-2025 was agreed, with the inclusion of a key demonstration event on biofouling management in marine protected areas. This is likely to be conducted in the Galapagos Islands (Ecuador).

An R&D Forum and Exhibition on Biofouling Management, organised by GloFouling Partnerships, will be held from 11 to 14 October 2022, at IMO HQ in London, (further details on how to participate will be available soon, it is understood.)

During 2020-2021, three lead partnering countries in the project (Indonesia, Jordan, Philippines) delivered training through national institutions and nine others plan to do so during 2022.

All countries have completed national status assessment reports on biofouling management and established a national task force to lead action on biofouling. A number of regional awareness seminars took place online. In 2022, regional task force meetings are planned in four regions, with a view to developing the first draft of regional strategies and action plans.

The project’s Global Industry Alliance (GIA) for Marine Biosafety was established and commissioned and completed a number of reports and studies during 2020-2021.

Despite the pandemic, awareness raising and training continued. During 2020-2021, some 7,000 people registered for 23 online webinars and more than 630 participants engaged in online training opportunities (workshops, seminars) conducted in lead partnering countries. In addition, more than 500 people participated in national and regional policy development events.

Reports, studies and best practice issued during 2020-2021 included: Guide on the development of National Status Assessments on Biofouling Management; Guide to developing a National Biofouling Strategy; and Guide for the development of Rapid Economic Assessments for Biofouling Management and Invasive Aquatic Species. It was reported by IMO that all three guides will be published in 2022.

Reports commissioned by the GIA included: Report – Analysis of existing and emerging regulations, standards and practices related to ships’ biofouling management; Report – Impact of biofouling on fuel consumption and GHG emissions (to be issued in 2022).

A Report on Biofouling Management for Recreational Boating has been developed which includes the result of an online survey on current practices implemented by boaters and marinas (to be published in 2022).

Future reports and guidance in progress include: GESAMP report on the scientific aspects of biofouling and aquatic invasive species introduced via biofouling; report on best practices to manage biofouling in the aquaculture sector; and report on best practices on biofouling management in the offshore oil and gas industry.

Representatives from eleven lead partnering countries, four regional organizations, IOC-UNESCO and numerous strategic partners including from the private sector attended the 2nd Global Project Task Force meeting for the GloFouling Partnerships project.

Indian Ocean representation

The twelve Lead Partnering Countries in the GloFouling Partnerships Project are: Brazil, Ecuador, Fiji, Indonesia, Jordan, Madagascar, Mauritius, Mexico, Peru, the Philippines, Sri Lanka and Tonga.

Edited by Paul Ridgway
London

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Durban’s Pier 1 Container Terminal handles record volumes

The Durban Container Terminal’s Pier 1 has handled its highest annual volumes yet achieved, having moved a total of 689,246 twenty foot equivalent units (TEU) at the end of the 2021/2022 financial year which ended on 31 March.

The terminal was established in addition to the larger Durban Container Terminal Pier 2 in 2007 to handle projected volumes in line with contractual agreements as demand and trade increased year on year, therefore complementing the Pier 2 Terminal.

Pier 1 is currently operating at 98% capacity with current capacity creation plans exploring the acquisition of land in the Bayhead vicinity to accommodate the overflow.

“The movement of containers in Durban is a story of employee resilience worth noting if you consider the plunge productivity took in the last financial year owing to the impact of the COVID19 pandemic, the KwaZulu Natal (KZN) unrest as well as the disruption to Transnet operating systems as a result of the cyber-attack,” says Acting Managing Executive, Kwazi Mabaso,

Mabaso attributed the results to a focus on efficiency enhancers, such as reducing safety incidents, focusing on vessel interventions, multi-skilling employees to operate different lifting equipment and training terminal planners on best international practices.

“While Pier 1’s month-on-month performance was consistent with actual volumes always exceeding the budget, the introduction of a new employee incentive scheme towards the end of the financial year boosted performance,” he said.

The terminal has also commenced the automatic capturing and tracking of vessel delays on the Navis container management system as a way of improving efficiencies, Mabaso said. This will sharpen focus as the country’s citrus season begins in KZN and the Eastern Cape this month.

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Russian oil to be pumped ashore at Saldanha?

According to reports two supertankers, each loaded with about 2.1 million barrels of Russian oil, are heading for the port of Saldanha Bay where the oil is to be pumped ashore into the nearby storage tanks.

The tankers, identified as SEARACER (IMO 9340635) and the ELANDRA DENALI (IMO 9340635) are said to be heading for the South African port to discharge their respective cargoes.

Latest AIS reports however show the Searacer as having passed the Cape and heading for Fujairah and due at that port on 18 May. This latest report shows the vessel as approaching Algoa Bay as of Monday 2 May 2022, which appears to indicate the tanker is no longer or never was heading for Saldanha.

Earlier AIS reports showed the Searacer as heading to Saldanha.

AIS also shows the second tanker, Elandra Denali as sailing south off the coast of Cape Verde on Monday 2 May, destination indicated as Saldanha Bay due 14 or 15 May “for orders”.

The tanker’s draught is indicated as 100% of max suggesting that the tanker is fully loaded.

As a result of the severe sanctions imposed by the United States and European countries, tankers loaded with Russian oil have been unable to discharge their cargoes at many of the intended ports and have instead been seeking locations where the oil can be discharged into tanks ashore for storage.

With the South African government having adopted a neutral stance over the conflict in the Ukraine, where Russian forces have invaded eastern and southern parts of the country, the large storage facilities at Saldanha Bay would have been regarded as one such ‘friendly’ port for such a purpose.

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WHARF TALK: La Fayette class stealth frigate FNS COURBET

Story by Jay Gates
Pictures by ‘Dockrat’

The annual French Navy ‘Jeanne d’Arc Mission’ is an annual training cruise for young Midshipmen of the French Navy. They come from the École Navale, or Naval College, located at Lanvéoc-Poulmic, south of Brest in Brittany, Northern France. The Jeanne d’Arc Mission is considered to be a rite of passage for Officers about to graduate from the College.

Since 2010, the cruises, which originate from the Toulon Naval Base in Southern France, always consist of one of the ‘Mistral’ Class of Amphibious Assault Ships, who are always accompanied by a Frigate of the La Fayette class. The cruises generally last for five months, and annually they vary the visiting port call schedule between the Atlantic, Indian and Pacific Ocean regions.

On 26th April from 08h00 in the morning, as reported last week, the flagship of the 2022 Jeanne d’Arc mission, ‘FNS Mistral’ (Pennant Number L9013), arrived in Cape Town. Accompanying her all the way from Toulon was the frigate FNS COURBET (Pennant Number F712). She followed ‘Mistral’ into Cape Town harbour and, as with all the other units of the squadron, also went alongside the Landing Wall in the Duncan Dock.

Laid down in 1993, launched in 1994 and commissioned in 1997, ‘Courbet’ was built by Direction des Constructions Navales (DCNS) at Lorient in Brittany. She is 125 metres in length and has a displacement of 3,200 tons. She is powered by four SEMT Pielstick 12PA6V280 STC 2 diesel engines producing 21,000 bhp (16,000 kW), to drive two fixed pitch propellers for a maximum speed of 25 knots.

Home based in Toulon, ‘Courbet’ is the third of five La Fayette class frigates built for the French Navy, and operates with a crew of 141. She has a range of 7,000 nautical miles. She is called a General Purpose Stealth Frigate, known in the French Navy as a ‘Frégate Légère Furtive’ (FLF). She is designed to operate in low intensity conflicts, and she returned to service in June 2021, after a mid-life upgrade to her weapons and systems.

Her main armament is a single 100mm Creusot-Loire gun, and she also carries two 20mm GIAT F2 cannons. Her missile armament includes eight Exocet anti-ship missiles, and 2×6 SADRAL Mistral surface-to-air missile launchers. Her radar systems are for Surface Surveillance, Air Defense, Fire Control, and Navigation. She has a bow mounted Sonar, and also carries an AS565 Panther helicopter, and is capable of carrying the larger NHI NH90 helicopter.

Named after Admiral Amédée Courbet (1827-1885), who commanded the French Far East Squadron, and led French forces in the colonisation of Indo-China (Vietnam). She is the third vessel to be named ‘Courbet’, with the first being a Dévastation class Ironclad, built in 1882, and with a main armament of 4x340mm (13.4”) guns. The last ‘Courbet’ was the French Navy’s first Dreadnought Battleship, built in 1911, and with a main armament of 6x305mm (12”) guns.

The Jeanne d’Arc missions are named after the French Navy’s Helicopter Cruiser ‘Jeanne d’Arc’ (Pennant Number R97), which served from 1964 to 2009, after which she was decommissioned. She carried out the annual cruise after which she is named throughout her whole career. Since 1912 it has been a French Navy tradition that all their Naval Officer training ships are called ‘Jeanne d’Arc’.

There have been six vessels in French Navy history called ‘Jeanne d’Arc’, who is better known in English history books as Joan of Arc. The last ‘Jeanne d’Arc’ was a regular visitor to South Africa on her training cruises during her commissioned years. She last called at Cape Town in March 2008, in her penultimate year of service.

The current ‘Jeanne d’Arc mission sailed from Cape Town on 1st May, with both ‘Mistral’ and ‘Courbet’ sailing north for their next port calls at Libreville in Gabon, and Douala in Cameroon. The squadron frigate ‘Nivose’ and the patrol ship ‘Champlain’ will not accompany them, and instead they will both be returning to the Indian Ocean, and to their normal patrol areas of Reunion, Mayotte in the Comores, and the French Sub-Antarctic territory (TAAF) of the Crozet Islands, Kerguelen, and the St. Paul and Amsterdam Islands.

The route of the 2022 Jeanne d’Arc mission, which departed from Toulon on 18th February, is Toulon- Aqaba (Jordan)- Djibouti- Goa (India)-Reunion- Cape Town- Libreville- Douala- Fortaleza (Brazil)- Fort de France (Martinique)- Lisbon- Toulon. Both ‘Mistral’ and ‘Courbet’ expect to arrive back in Toulon in early July with their crews, 160 Midshipmen from École Navale and invited guest Navies, plus her embarked 120 Marines from the 3rd Marine Infantry Regiment (RIMa), and the Marine Infantry Tank Regiment (RIMC).

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Ocean Network Express (ONE) adds new Mozambique, Middle East, India service

Ocean Network Express (ONE) has announced a new addition to its network with a service connecting the Middle East, India and Mozambique.

The new MIM (Mozambique – India – Middle East) service is a unique container service directly connecting Jebel Ali, Mundra and Maputo, which will provide a new gateway option to hinterland markets in South Africa, Swaziland and Zimbabwe.

The MIM service commences with the first vessel (not yet identified) arriving at Mundra on 20th May 2022 for West Bound and the departure from Maputo on 22nd May 2022 for East Bound.

The MIM service rotation is as follows:

Jebel Ali – Mundra – Maputo – Jebel Ali (Bi-weekly frequency)

According to ONE, this new service will enhance its network and provide customers with more flexibility to Mozambique and hinterland countries.

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Paramount Maritime launches state-of-the-art high-speed, multi-purpose naval vessel

Paramount Maritime, subsidiary to the global aerospace and technology company, Paramount Group, announced the christening of the MV TUGUEMI, a 35m Sentinel ballistic-protected vessel, which took place at Hamlet Quay in Elliot Basin, Cape Town.

MV Tuguemi will be deployed in the greater Gulf of Guinea region, a recognised hotspot in 2022 for oil and gas piracy, illegal bunkering, and kidnapping activities, often undertaken by armed militant cabals.

The occasion marked the second inauguration of the latest version of the 35m Sentinel high-speed, multi-purpose naval vessel within a few months. The 35m Sentinel is optimised for coastal patrols and cargo transfer duties, among other mission assignments that the multi-purpose vessel can perform.

MV Tuguemi is an aluminum-hulled maritime vessel with an optimal V-bottom hull shape. Sporting a length of 35 metres, a beam of 7.5 metres and draught of 2 metres, the Sentinel comfortably hosts up to 6 cabins for both crew and security personnel.

Ensuring mission survivability and utmost personnel security, the Sentinel’s wheelhouse and main deck accommodation structure is fitted with composite ballistic armour while gun mounts and ballistic shields are fitted to offer robust coverage around the vessel.

The vessel design offers next-generation wheelhouse protection of STANAG Level II and deckhouse ballistic protections of STANAG Level I. Powered by three Caterpillar C32 main engines developing 1,193 kW each and three propellers allows for a range at economical speed of 1,300 nautical miles (NM).

The Sentinel’s 11×6 metre cargo deck can further accommodate 20 tons of cargo or a 20-foot shipping container. A 6.5 metre semi-rigid boat can also be launched via a davit.

Paramount Maritime employs highly qualified personnel operating in numerous manufacturing facilities, providing steadfast maritime solutions for the African shipbuilding industry and beyond. The company develops highly customised solutions that address localised challenges, delivering world-class security protections, while adhering throughout to globally recognised environmental, social, and corporate governance (ESG) criteria.

‘Sea Blindness’

In the arena of security and foreign policy, the maritime space has been regarded as suffering from ‘sea blindness’ and is often overlooked as an economic priority.

At a recent high-level security seminar organised by the Economic Community of West African States (ECOWAS) in Abuja, Nigeria, the Head of ECOWAS’ Regional Security Division, Col. Abdourahmane Dieng, affirmed that maritime insecurity in the region had long been “…one of the most persistent and intractable threats to maritime communities and economic prosperity in West Africa”.

Another milestone

According to Paramount Maritime CEO, Lee Connolly, the launch of the 35m Sentinel Vessel named the MV TUGUEMI is yet another milestone in their production of a world class product made proudly ‘in Africa, for Africa’.

“Indeed, the ramifications of maritime piracy, including kidnappings and even assaults plague the whole of Africa’s trajectory, not just their points of origin.”

He said the rule of law in Gulf of Guinea territorial waters and their associated blue economic zones has been routinely challenged and such crimes hit record-heights during the COVID-19 pandemic, which in turn exacerbated already-constrained supply chains across the continent.

Paramount Maritime

Paramount Maritime Holdings owns a networked group of synergistic companies encompassing activities in the Industrial maritime sector including the design, manufacture, and service support of Naval, Commercial and Recreational vessels, as well as the import and distribution of retail marine products.

Nautic Africa

Nautic is positioned as a leading shipbuilder and maritime services provider in Africa and beyond; using relationships, technology, and skills to put its vessels at the forefront of modern shipbuilding. Nautic consists of naval architects, mechanical engineers and industrial designers who facilitate the construction and repair of ships and boats including ferries, warships, high-speed craft, fishing boats, rescue boats, yachts and power boats.

Paramount Group

Paramount Group is the African-based global aerospace and technology company and, as a leader in defence and security innovation, it is a trusted partner to sovereign governments around the world, providing groundbreaking products, services, and consultancy, including support for peacekeeping missions.

More information on the Paramount Group is available HERE

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Six new Rubber Tyre Gantries (RTGs) arrive for Abidjan’s 2nd container terminal

The Port of Abidjan’s second container terminal in Côte d’Ivoire has taken delivery of six new Rubber Tyre Gantry Cranes (RTGs), which arrived at the port from the Chinese ZPMC manufacturer on board a semi-submersible heavylift vessel, Zhen Hua 24.

The order forms part of an overall order for 13 RTGs and 6 Ship-to-Shore (STS) Gantries, with the balance of equipment scheduled for delivery on 6 and 10 August 2022. Also on order for the terminal are 36 electric container handling tractors due later this month.

The RTGs will be utilised for the loading, unloading and storage of containers in the container yard. Each RTG is equipped with the latest technologies including a state-of-the-art control system and a new-generation power supply system that significantly reduces CO2 emissions and energy consumption.

According to Koen de Backker, managing director of Côte d’Ivoire Terminal, all the equipment for the future terminal forms part of the GreenTerminal environmental labelling process.

“The new fleet gantries we have received are part of the eco-responsible approach implemented for this project, which are in addition to buildings that meet the highest environmental standards.

“The delivery of this initial equipment is a major step in the construction of the terminal, which aims to improve logistics services in Côte d’Ivoire and the countries of the sub-region.”

Olivier de Noray, managing director of Port Concessions at Bolloré said the arrival of this equipment solidifies the investment commitments made by Cote d’Ivoire Terminal and its key shareholders, Bolloré and APMT.

“This equipment is the first in a long series, with the first electric tractors due to arrive in May 2022 and the first gantry cranes in August 2022.

As a result of an international call for tenders, the Bolloré Ports and APM Terminals consortium was awarded the contract to build the second container terminal at the Port of Abidjan. With an investment of more than 262 billion CFA francs, construction work on the future Côte d’Ivoire Terminal is due for completion later in 2022.

The container terminal occupies an area of 37.5 hectares and is being equipped to handle more than 1.5 million TEU containers per year. Vessels draughts of up to 16 metres can be handled along a 1,100 metre quay.

The terminal will generate 450 direct jobs and thousands of indirect jobs and will contribute to skills development and to training for Ivorian young people in port operations and handling next-generation equipment.

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ABB’s integrated ship operating system: Key DNV cyber security certification

 

Classification society DNV has awarded ABB the Cyber Secure Essential SP1 certification for its ship automation, propulsion and power systems, fully integrated with the remote access system.

This certification confirms ABB’s cyber security solutions meet DNV’s ‘Cyber Secure SP1’ requirements based on the internationally recognised standard for control system cyber security, IEC62443.

It is understood that the certification is in line with and goes beyond IMO resolution MSC.428(98) to protect power, propulsion and automation systems on board ships, as well as the confidentiality and integrity of remote connections.

ABB’s certification for ship operating systems from DNV is a significant advancement to the previous SP0 verification achieved by the company in 2021 both in terms of scope and level of security controls.

From January 2021, the IMO requires every ship’s safety management system to include a cyber security risk assessment. Since the resolution has come into force, it has been complemented by additional guidelines. However, the IMO’s risk assessment needed for compliance does not specify the means of protecting systems and networks at sea, leaving it to ship owners to make their own cyber security arrangements. DNV’s cyber secure rules and the IEC62443 standard fill this important gap with concrete requirements, it is reported.

Jarle Coll Blomhoff, Group Leader for Cyber Safety and Security, DNV, commented: “Cyber security awareness in the maritime industry is increasing fast. However, owners alone cannot take the full burden of responsibility. They rely on the expertise from yards, suppliers and classification societies to make sure they are prepared to deal with cyber threats both onboard and on shore.

“The security ABB offers as a built-in feature for systems demonstrates that these new threats and the importance of building cyber protection into every link of the supply chain are recognized throughout the maritime industry.”

This new certification acknowledges ABB’s cyber security solution as providing the required protection for onboard systems, but also enabling system recovery to pre-attack status and troubleshooting to find the root cause of a breach. Approvals to remotely connect to the vessel must be controlled by the onboard crew, with only actively accepted and encrypted connections being permitted. In addition, ABB also offers continuous support to reduce their customers’ cyber operations workload.

“SP1 certification marks a significant upgrade in the cyber security levels for ships,” said Ahmed Hassan, Head of Cyber Security, ABB Marine & Ports.

He added: “While it is crucial to secure the communication between the vessel and the Cloud, it is also important to build cyber security into the systems essential for operation, while separating these from the non-essential ones.

“This builds ‘Defence in depth’ into the vessel design – a mechanism with several security controls where if one measure fails, another will come into play to protect assets. As a result, cyber security risks can be mitigated on an increasingly stronger level that goes beyond what has been possible in the marine industry up until now.”

Edited by Paul Ridgway
London

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Nor-Shipping looks to 2023 with confidence after success of “long-awaited” return

After a hiatus of almost three years, Nor-Shipping, ‘Your Arena for Ocean Solutions’, was “back with a bang” in Norway between 4th and 7th April. Figures released by Nor-Shipping’s management team show a healthy spread of exhibitors, strong participant numbers and, as evidenced by the lively atmosphere in both exhibition and event venues, an obvious desire for physical meetings again.

The world in one place

In total, exhibitors were drawn from 34 countries, with visitors representing some 83 nationalities. For the first large-scale industry gathering of its kind since the pandemic began, Nor-Shipping says it is “delighted” to see such a robust international spread. There were over 21,000 unique visits to the exhibition halls, approximately 8,000 guests at social venues in Oslo city centre, and about 150 separate, and packed, associated and partner events.

Furthermore, of those that have so far answered Nor-Shipping’s feedback surveys, almost 95% of exhibitors are ‘certain or very likely’ to exhibit again in 2023 (taking place 5-8 June), while around 90% of visitors expressed the same opinion. Of those visiting, the surveys showed that over 80% were management level executives.

Taken together, the evidence prompted Nor-Shipping Director Sidsel Norvik to state that “large, global exhibitions and events are here to stay!”

In-person power

Norvik notes: “To be honest, I’m not sure anyone knew exactly how this Nor-Shipping would play out. It’s the first international maritime and ocean industry event of its kind since the pandemic and, although we had excellent advance bookings, there was always an element of uncertainty about what would happen. Would the atmosphere be subdued? Would the halls be full of visitors? Would people travel?

“Well, I’m over the moon to say – as anyone that attended will testify – Nor-Shipping was well and truly back with a bang! People were so happy to meet and build face-to-face relationships again (there were, literally, smiles everywhere you looked) while the impact of showcasing solutions and services in person is so much more powerful than doing so on screen. The confidence Nor-Shipping 2022 gave me, and our exhibitors, for the future cannot be overstated. I think I speak for everyone when I say it felt great to be back.”

Leading the way

In addition to the exhibition and social/networking activities, knowledge sharing was centre stage, with an array of popular Blue Talks (looking at sustainable solutions for ocean development), technical seminars and the main Ocean Leadership Conference (OLC) on day one. Anders Fogh Rasmussen, the former Secretary General of NATO and Prime Minister of Denmark, delivered the keynote address at OLC, speaking to over 800 C-level executives (a new record for the opening conference). In total, Nor-Shipping 2022 featured over 300 influential speakers across a variety of stages and events.

Norvik and her team are now hoping to build on the overall success of 2022 for 2023.

Supporting development

“We normally have a two-year gap between our programmes,” she comments, “but we’re looking to get back to our original schedule now and, if our recent experience is anything to go by, then our stakeholders are very keen to do the same! There’s a real hunger for events like Nor-Shipping – perhaps now more than ever – and the best way to serve our industry and support development is to deliver the platform they need to showcase their skills, innovation and ambition.”

Nor-Shipping 2023 runs from 5-8 June across a series of venues in Oslo and at the 22,500 sq m NOVA Spektrum exhibition facility in Lillestrøm. To date, over 50 exhibitors and more than 10 national pavilions have already committed to the event. Companies looking to secure an optimal position should book now, with an early bird discount available until the end of May.

Further details may be found www.nor-shipping.com and Why Exhibit for further exhibition details.

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Xeneta container rates alert: Demand, disruption and deft carrier strategies fuel new highs for long-term ocean freight rates

April saw the third consecutive monthly climb in long-term contracted ocean freight rates, with shipping costs rocketing by 11.1% globally to stand 109.9% up year-on-year. The data, revealed in the latest Xeneta Shipping Index (XSI®) Public Indices for the contract market, demonstrates how supply chain demand, successful carrier strategies and continued COVID disruption in China are coalescing to “pile on the pain” for shippers worldwide.

Up, up and away

Xeneta’s XSI®, compiled from real-time data crowdsourced from leading global shippers, shows near universal long-term hikes across key trading corridors.

European developments led the charge in April, as the import benchmark surged 16.8% (up 107.3% year-on-year), while export rates climbed 20.3% over the month, now standing 102.8% up against April 2021. Far East moves were less pronounced, with imports edging up 0.8% (52.3% higher year-on-year) and exports jumping 9% – a staggering 127.7% year-on-year appreciation.

In the US, the import index also rose by 9% – a 109.7% gain on this time last year – while the export benchmark recorded the month’s only decline, and that by a mere 0.8%. Nevertheless, this latter figure remains 29.8% up year-on-year, showing how even the XSI®’s ‘weakest performer’ is still enjoying a banner year.

Reaping rewards

“Yet again we see the carrier community sitting pretty when it comes to long-term contracted rate negotiations,” says Xeneta CEO Patrik Berglund. “The data from our contributors is one indicator, while the financial performance of leading operators is another. They are, quite frankly, reaping huge rewards from a red-hot market.”

Here he points to the latest results from COSCO subsidiary OOCL, which reported revenues of USD 5.16bn for the quarter, up 71% year-on-year. Profits were no less dramatic, with COSCO and OOCL reporting USD 3.3bn in Q4 2021, while forecasts for Q1 2022 point to a figure of around USD 4.3bn. In the last week, Maersk also released its figures for the first three months of the year, showing revenues of USD 19.3bn, with an underlying EBITDA of USD 9.2bn, beating analyst expectations.

It’s a position of power the carriers have no desire of relinquishing, as Berglund explains.

Proactivity pays

“China’s zero tolerance policy on COVID continues to disrupt supply chains, as demonstrated by the lockdown in Shanghai, the world’s largest port.

That is hitting exports, which could obviously free up capacity and put pressure on spot rates. However, proactive carriers are moving to protect their dominant positions, as we can see with the 2M alliance aiming to blank three Far East-North Europe sailings in May. They are not alone in this response to what is, in these times, a rare crack in otherwise solid market fundamentals.”

Berglund also notes a shift from US West Coast to US East Coast hubs by carriers (together with the impact of Chinese lockdowns) is reducing the congestion that has come to define ports such as Long Beach in recent times. He reveals that container imports into LA are down by around a fifth year-on-year, while the port of New York & New Jersey is now the second busiest import destination (after Long Beach) in the country.

“But it’s not just the carriers that are choosing proactivity,” he states.

Taking control

With stretched capacity, disruptions, carriers omitting port calls to focus on key terminals, and sky-high rates, shippers are increasingly moving to “take matters into their own hands”.

Lidl is the latest, Berglund says. “The German retailer is now chartering three Panamax containerships and buying a fourth, sidestepping traditional channels to operate its own shipping line, Tailwind Shipping, most likely focusing on the Far East-Europe trade. Whilst other major shippers such as IKEA, Amazon, Home Depot, and others have sought a greater degree of supply chain control, they’ve typically opted for third party vessel operators.

“As such, this is a really bold move by Lidl. Time will tell if it’s a success, potentially penning a blueprint for others to follow as they look to free themselves from the grip of all-powerful carriers.”

Staying ahead

In this most dynamic of segments, Berglund says all parties in contract negotiations need to stay informed of the latest market moves to achieve value for their businesses.

“It’s tough out there,” he concludes. “But with the right intelligence, understanding and a flexible approach to tailoring solutions, you can at least achieve whatever competitive advantage is possible. Knowledge, as always, is power.”

Xeneta’s XSI® is compiled from the latest crowd-sourced ocean freight rate data aggregated worldwide. Companies participating in the benchmarking and market analytics platform include names such as ABB, Electrolux, Continental, Unilever, Nestle, L’Oréal, Thyssenkrupp, Volvo Group and John Deere, amongst others.

To get the full XSI® Public Indices report for the long-term market, CLICK HERE

To see daily XSI® short-term market rate movements for 12 main trade lanes, SEE HERE

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IMO and the Ukraine: Actions to facilitate seafarer evacuation

Maritime Safety Committee’s Resolution

From 20 to 29 April the IMO Maritime Safety Committee (MSC 105) adopted a resolution to facilitate the urgent evacuation of seafarers from the war zone area in and around the Black Sea and the Sea of Azov.

IMO’s mission

Delegates were reminded of the IMO Convention and the Strategic Plan of IMO being to promote safe, secure, environmentally sound, efficient and sustainable shipping through cooperation,

Condemnation of the Russian Federation

A UN General Assembly resolution of 2 March 2022 condemned the declaration by the Russian Federation of a special military operation in Ukraine, deplored in the strongest terms the aggression by the Russian Federation against Ukraine in violation of article 2(4) of the Charter, and demanded that the Russian Federation immediately cease its use of force against Ukraine and refrain from any further unlawful threat or use of force against any Member State,

Seafarer safety and welfare

The paramount importance of preserving the safety and welfare of seafarers was realised and the MSC urged Member States and observer organisations to provide maximum assistance to seafarers caught up in the conflict.

Also emphasised was the need to preserve the security of international shipping and the maritime community, and the supply chains that sustain other nations, as well as supply chains providing necessary food and medicines to the people of Ukraine,

Grave concern

At MSC delegates recalled the statement of the IMO Secretary-General of 26 February 2022 which expressed his grave concern regarding the spill over effects of the military action in Ukraine on global shipping, and logistics and supply chains, in particular the impacts on the delivery of commodities and food to developing . To this is added the impacts on energy supplies and the need to appreciate that ships, seafarers and port workers engaged in legitimate trade should not be collateral victims in the political and military crisis,

The Committee emphasised that ships should be allowed to sail from the ports of Ukraine at the earliest opportunity without threat of attack; and that for those ships that cannot leave immediately, or where it would be unsafe to do so due to the presence of mines or other hazards, humanitarian corridors be set up to enable the safety of seafarers by allowing them to leave the conflict zone and return home, as appropriate,

Implementation of a blue safe maritime corridor

Furthermore the MSC invited the Secretary-General to collaborate with the relevant parties and take necessary immediate actions to initiate the establishment and support the implementation of a blue safe maritime corridor in the Black Sea and the Sea of Azov and keep Member States informed of developments, and to report to a future session of the Council,

Condemnation of seafarer harassment

MSC condemned any form of harassment of seafarers due to their nationality and underlined that seafarers affected by the conflict should be allowed free access to communications with their families. MSC indicated that it was deeply concerned by the impact of the Russian Federation’s aggression against Ukraine on the safety and welfare of seafarers, including their mental health and that of their families,

Impact on safety of navigation

Consideration was given to the impact of the Russian Federation aggression against Ukraine on the safety and security of navigation and the integrity of global supply chains.

Importance of Ukraine’s grain export ports

It was emphasised that nearly all of Ukraine’s grain exports pass through seaports on the Black Sea and the Sea of Azov. Here the Russian Federation naval blockade and shelling of ships and port infrastructure prevents commercial ships, including some loaded with grain and other agriculture commodities, from leaving the ports.

Editor’s note
This text is based on material kindly provided as a briefing by IMO Media services.

Edited by Paul Ridgway
London

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GENERAL NEWS REPORTS – UPDATED THROUGH THE DAY

in partnership with – APO

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

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THOUGHT FOR THE WEEK

“Be miserable. Or motivate yourself. Whatever has to be done, it’s always your choice.”
– Wayne Dyer

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

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EXPECTED SHIP ARRIVALS and SHIPS IN PORT

Port Louis – Indian Ocean gateway port

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

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

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

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CRUISE NEWS AND NAVAL ACTIVITIES

QM2 in Cape Town. Picture by Ian Shiffman

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

Naval News

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

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ADVERTISING

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

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

 

TABLE BAY UNDERWAY SHIPPING SHIP PHOTOGRAPHERS Colour photographs and slides for sale of a variety of ships.Thousands of items listed featuring famous passenger liners of the past to cruise ships of today, freighters, container vessels, tankers, bulkers, naval and research vessels.P O BOX 809, CAPE TOWN, 8000, SOUTH AFRICA snai@worldonline.co.za http://home.worldonline.co.za/~snai

 

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