News continues below

Bringing you shipping, freight, trade and transport related news of interest for Africa since 2002

 

Stay Well, Stay Safe, Stay Patient, don’t become one

Advertise with us – left or right sidebar or centre column banner space available – strengthen brand awareness at affordable rates – email us for a Rate Card to terry@africaports.co.za

For a free daily newsletter via email?  Send your email marked NEWSLETTER to terry@africaports.co.za 

♠♠♠

Join us as we report through 2022

‘and stay up to date with Africa Ports & Ships’ 

**********

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

Click on headline to go direct to story : use the BACK key to return  

FIRST VIEW:  DURBAN AT SUNRISE

• WHARF TALK: HMS SEAHORSE 1774 – the second of two famous voyages and – HMS DOLPHIN 1776     by JAY GATES
• Truckers ordered by Maputo court to vacate port property
• Boskalis wins proceedings after suspending operation involving Russian project
• Port of Ngqura refurbished with new SFT Element Fenders
• WHARF TALK: sixth rate frigate with a history – HMS SEAHORSE
• Grain imports & exports at Port of East London
• NEW BOOKS: What Ship, Where Bound? A History of Visual Communication at Sea
• Aviation: United Airlines commences 3 flights a week between Cape Town and New York
• FOCUS ON NIGERIA: Nigerian ports to undergo massive infrastructure renewal
• WHARF TALK: Danish-built reefer ship – SWEDISH STREAM
• Cabotage: National Fleet will boost Australia’s maritime industry
• CMA CGM turns to methanol powered container ships with large new order
• After four years, Posidonia returns to the maritime stage
• Port of East London reopens for agricultural maize exports
• WHARF TALK: Antarctic Toothfish Longliner – SHINSEI MARU No.8
• Dangers of cargo liquefaction
• CMA CGM adds new call at Apapa for MIDAS 1 service
• USS Sioux City deployed to CTF 153 in Red Sea
• NEW BOOKS: British Sloops and Frigates of the Second World War
• Liberia applies to rejoin International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA)
• WHARF TALK: tug and tow into Cape Town – ATLANTIS & RENCRAFT
• Two Beaver cutter suction dredgers commissioned for Ghana
• The Platinum Jubilee: The naval and military contributions
• NHC Northern Helicopter to travel with research ship Polarstern to polar regions
• Maersk completes purchase of Senator International

♦♦♦♦♦♦♦♦♦

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

The week’s mastheads:

Monday: Port of Tema
Tuesday: Port of Saldanha futuristic
Wednesday: Port of Saldanha Iron Ore Terminal
Thursday: Port of Rchrds Bay Coal Terminal
Friday: Port of Richards Bay
Saturday: Port Harcourt
Sunday: Port Elizabeth Manganese Terminal

♦♦♦♦♦♦♦♦♦

SEND NEWS REPORTS AND PRESS RELEASES TO   info@africaports.co.za

♦♦♦♦♦♦♦♦♦

♦♦♦♦♦♦♦♦♦

News continues below

FIRST VIEW:  DURBAN AT SUNRISE

Moments after an early June sunrise as seen from the Durban beachfront, with a bulk carrier heading out into the high seas.

This picture is by Celia Meij

♦♦♦♦♦♦♦♦♦

MORE NEWS

♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦

♦♦♦♦♦♦♦♦♦

News continues below

WHARF TALK: HMS SEAHORSE 1774 – the second of two famous voyages and – HMS DOLPHIN 1776

Story by Jay Gates

To all budding naval historians, if you were to ask them the question ‘Name one famous Naval Commander’, they would most likely come up with one of two names, despite there being many of them to choose from. That one major name would almost certainly be Horatio Nelson. The next question would be ‘Did he ever come to South Africa?’

Yesterday’s Wharf Talk covered the 1761 voyage of the Sixth Rate Royal Navy frigate HMS SEAHORSE from Plymouth in the UK, to Cape Town. Here Charles Mason and Jeremiah Dixon landed from ‘HMS Seahorse’, to complete their famous observations of the transit of Venus across the face of the Sun. Such a transit only occurs twice in every hundred years, and the famous astronomer, Edmond Halley, he of the Comet fame, requested as far back as 1716 that the transit of 1761, and of 1769, should be observed to calculate the distance to the Sun.

Once dropped off at Cape Town, ‘HMS Seahorse’ sailed for India and the Philippines, returning to the UK in June 1763, when she paid off until 1771. She recommissioned in 1771 for a deployment to the West Indies, and paid off again early in 1773. In August 1773, she was again recommissioned, this time for a long deployment to India, and the East Indies.

On 19th November 1773 ‘HMS Seahorse’ under the command of Captain George Farmer, sailed from Portsmouth, bound for India. She was to sail via Madeira, and Cape Town, for Madras (now known as Chennai) in India. She sailed in company with the larger ‘HMS Salisbury’, built in 1769 as a two deck, Fourth Rate, carrying 50 cannon.

Onboard, ‘HMS Seahorse’ carried a number of Midshipmen, three of whom were to eventually rise to the rank of Admiral. One of these Midshipmen, had joined ‘HMS Seahorse’ on 28th October 1773, less than a month prior to her sailing for India. This particular Midshipman was fifteen years old at the time, having been in the Royal Navy for three years, since he was twelve years old. The name of this particular Midshipman was Horatio Nelson.

Onboard, Midshipman Horatio Nelson was assigned to the Fore-Top, on a ‘watch and watch’ system, which simply meant the regular alternation in being on watch, and off watch, of the two watches into which a Royal Navy ship’s crew is commonly divided. Usually, it followed a pattern of four hours on duty, followed by four hours off duty.

On 3rd March 1774, ‘HMS Seahorse’ entered Table Bay, and went to anchor off Cape Town. For those who wonder if Horatio Nelson ever set foot on South African soil when she lay off Cape Town, there is evidence that he did.

The log of ‘HMS Seahorse’ mentions that, the following morning on 4th March, Midshipmen Thomas Hoar and Horatio Nelson were sent ashore in the ship’s Pinnace, which is a large, but light, boat used a ship’s tender. The two midshipmen were sent ashore to fetch fresh bread and beef from Cape Town. So we do know that he sampled the delights of Cape Town, at least once. Evidence of further shore visits is not known.

On her voyage south to Cape Town, ‘HMS Seahorse’ had received damage to her Mizzenmast, which was temporarily repaired with a ‘fish’, which is a form of splint. To effect the necessary replacement, and repairs, to her mizzenmast, and damaged sails, meant that she lay at anchor in Table Bay for nearly three weeks. On 23rd March 1774, ‘HMS Seahorse’ sailed out of Table Bay and set course for Madras, where she arrived on 25th May 1774.

Whilst Horatio Nelson eventually rose to the rank of Vice Admiral, of his Midshipmen colleagues on ‘HMS Seahorse’, Thomas Hoar also rose to be a Vice-Admiral, whilst Thomas Troubridge rose to the rank of Rear Admiral. In 1807, Troubridge was appointed to take Command of the Cape Station. He sailed from Madras in January 1807, on HMS Blenheim, a 1761 built two decker, carrying 90 cannons, bound for Simonstown. Tragically, when off the coast of Madagascar, HMS Blenheim foundered in a cyclone, and Troubridge, along with all members of the crew, were lost.

Whilst in India, Horatio Nelson contracted malaria, and the disease proved to be extremely debilitating for him. So much so that, unable to carry out his function aboard ‘HMS Seahorse’, it was decided that it would be in his best health interests if he were to be returned to England. He was formally discharged from ‘HMS Seahorse’ on 14th March 1776, on health grounds.

In Bombay (now known as Mumbai), Horatio Nelson was transferred to HMS DOLPHIN, under the command of Captain James Pigot, which was preparing to return to England. With Nelson bedridden onboard, ‘HMS Dolphin’ sailed from Bombay on 23rd March 1774, bound initially for the Cape, and England.

As always, in the days of sail, both under the Dutch East India Company (VOC), and the Royal Navy, vessels arriving at the Cape during the winter period were ordered not to proceed to Cape Town. This was due to the prevailing Northwesterly Gales that occurred at the Cape during winter, presenting a danger to vessels lying at anchor in Table Bay. They were instead, to proceed to Simons Bay, within the safe confines of False Bay, where safe anchorage off Simonstown was available.

On 21st May 1776 ‘HMS Dolphin’ arrived in Simons Bay, and anchored off Simonstown. During the voyage, it was reported that Horatio Nelson continued to recover from his bouts of malaria, receiving special attention from Captain Pigot. It is not known if during the stay of ‘HMS Dolphin’ at Simonstown if Horatio Nelson was taken ashore to assist with his recuperation. There is a plaque up in Simonstown to the effect that it is not known if he came ashore there.

However, there was a Naval Hospital in Simonstown at this time, which had been built by the VOC between 1760 and 1765. The hospital had been built because the mortality rates of crewmembers aboard VOC ships at this time were appalling, necessitating a hospital to treat sailors on arrival at Simonstown.

An example of the lack of healthy living conditions to be found on VOC ships at this time can be gleaned from the fact that, in 1782, some eight years after the visit of ‘HMS Dolphin’, a fleet of 10 VOC ships sailed from the Netherlands, carrying 2,653 men between them. On the voyage to the Cape, 1,095 of them died, or 43% of the total complement of the fleet, and on arrival at the Cape, a further 915 had to be brought ashore and hospitalised.

It would make sense that whilst ‘HMS Dolphin’ was receiving repairs, prior to resuming her voyage, that placing Horatio Nelson ashore at the Simonstown hospital, in order to receive fresh air, fresh fruit, vegetables and meat, together with temporary improved living conditions, to allow him to recuperate further, would have been a consideration of the ship’s surgeon. Sadly, no evidence has yet been found that this was the case.

The hospital itself, was taken over by the British after the 1795 invasion, and it was converted into barracks for troops, who were garrisoned at Simonstown. A new Naval Hospital was built by the British authorities in Simonstown in 1813, built on the appropriately named Hospital Lane. This hospital was itself replaced by a newer, and more modern Naval Hospital in 1904, located on Cable Hill. *This hospital closed in 1965, with nearby Fishhoek Hospital taking over all further Simonstown Naval medical cases.*

*  Correction: It has since been pointed out that the Naval Hospital on Cable Hill closed in 1957 with the transfer of naval facilities to the SA Navy. The hospital that closed in 1965 was the Cottage Hospital above Admiralty House which was a civilian hospital and not used by either RN or SAN. The SAN always used No 2 Military Hospital in Wynberg.
– acknowledgements to Admiral Arne Soderlund

On 20th June 1776, after one month at anchor, ‘HMS Dolphin’ was ready to sail, and departed from Simons Bay, bound for England. She arrived at Woolwich, on the River Thames, on 24th September 1776, after a voyage of 6 months from India. In all that time, Horatio Nelson was able to rest and recuperate, and on arrival in England he had almost fully recovered. He was signed off ‘HMS Dolphin’ and went on to greater things, as all naval historians know.

For ‘HMS Dolphin’, her arrival at Woolwich was to be her last, and she was paid off, being broken up in January 1777, after a career that spanned 25 years. She was built at the Woolwich Dockyard, in London, and was commissioned in June 1752 as a Sixth Rate frigate, of 24 guns. She was 34 metres in length, with a burthen of 511 tons, and carried a crew of 160 officers and sailors. She was a three masted, full rigged, ship.

Her history, prior to this voyage included two circumnavigations of the world, the first one under the command of Commodore John Byron, between June 1764 and May 1766, which was, at the time, the fastest ever circumnavigation of the Earth, being completed in under two years. The voyage included the claiming of the Falkland Islands for the British Crown, and on her way back to London she called in to Cape Town, in February 1766.

Three months later, in August 1766, she sailed from Plymouth on her second circumnavigation, under the command of Captain Samuel Wallis, and again arrived back in London in May 1768, to become the first ever vessel to complete two successive circumnavigations, each in less than two years.

On this voyage, ‘HMS Dolphin’ claimed Tahiti for the British Crown, and made a month long stop at Cape Town between 4th February 1768, and 3rd March 1768.

In a comparison to VOC crews, not one single member of the crew of ‘HMS Dolphin’ was lost to scurvy on this voyage, due to the addition of sauerkraut in the diet of the crew. One of the officers onboard ‘HMS Dolphin’ was Lieutenant Tobias Furneaux, who in 1772 sailed on Captain James Cook’ second expedition, as Commander of HMS Adventure. He told Cook about the results of sauerkraut, which Cook also included in the diet of the crew of HMS Resolution, and again no crewmembers were lost to scurvy in his own three year voyage of discovery.

Sign up for Africa Ports & Ships – it’s free
Added 10 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

Truckers ordered by Maputo court to vacate port property

Truck drivers, who have been making use of property within the Port of Maputo precinct as a layby area, have finally vacated the port following a Maputo Judicial Court order against them.

The truckers had been using a piece of land next to the port’s Gate 1 for a number of years.

The court ruling stated that the Association of Truck Drivers should vacate the land and hand it over to the Maputo Port Development Company (MPDC) who have indicated they wish to develop the area.

This order, dated 24 May, stated that the truck drivers had until 15h00 on Tuesday 7 June to remove themselves from the area which would be free of people and goods by 15h00 that day.

“The applicant, MPDC, represented by Mr. Paulo Emílio Goodwin Mata, with the functions of Project Director and also by the respective lawyer Aliado Pascoal, accepts the conditions presented by the defendant. Under these terms, the parties agree to deliver and to receive the area referred to in this agreement, on the date and time also referred to therein by the defendant. The parties also agree to give this agreement the nature of an enforceable title [a judicial enforcement instrument],” the court order reads.

This decision followed an appeal filed by MPDC against an injunction submitted by the Association of Truck Drivers of the Port of Maputo, during which the Association failed to show sufficient reason to remain in the area, which belongs to the Port of Maputo.

The MPDC has been trying for three years to persuade the truck drivers to voluntarily vacate the site so that requalification works could go ahead, improving access to the port. Instead, the truckers had refused, stating that they had pursued their business from the land for a number of years.

They argued also that they had nowhere else to park their vehicles and claimed they had asked MPDC for an alternative site, which was refused. Source: Carta de Moçambique

Sign up for Africa Ports & Ships – it’s free
Added 10 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

Boskalis wins proceedings after suspending operation involving Russian project

In international news, Royal Boskalis Westminster N.V. (Boskalis), the Dutch dredging and heavylift company, has won summary proceedings against payment of EUR 39.5 million in bank guarantees due because of to sanctions on Russian project.

In view of European sanctions legislation, Boskalis suspended its activities on a Russian LNG project earlier this year.

In response to this decision, the client, Saren B.V., was of the opinion that there was a breach of contract and consequently made a claim for payment of EUR 39.5 million under the bank guarantees.

Yesterday the judge in summary proceedings ruled in favor of Boskalis on all major points and no payments may be made either to Saren or the end client in Russia.

Another consequence of the Russian invasion of its neighbour Ukraine.

Sign up for Africa Ports & Ships – it’s free
Added 10 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

Port of Ngqura refurbished with new SFT Element Fenders

The deepwater Port of Ngqura in the Eastern Cape recently faced a self-inflicted challenge when it installed different fender systems at its four container berths, which are now being aligned with fenders of the same type.

The differing fender systems were installed at different times as each additional berth was completed, commencing in 2009 and extending to around 2015.

Transnet National Ports Authority (TNPA) has since decided that all fenders should be of the same type. This involves replacing about half of the existing fender systems, all still relatively new.

The local firm of Stefanutti Stocks Coastal was entrusted with the works contract and has taken delivery of 15 sets of Element Fender Systems from the manufacturer, ShibataFenderTeam (SFT). Each fender measures 1000mm x 1200mm, with steel panels measuring 2800mm x 4000mm.

Ten of the systems have been installed along the berths, and another five sets are being kept in stock at the port as spare parts.

The tender for this project was issued in early 2021 and after the order was confirmed in July 2021, SFT effected delivery in Ngqura in February this year.

Since then SFT’s local representitave collected rubber samples from the fenders on site in order for an independent laboratory to perform a TGA test, this being a Thermogravimetric Analysis which is used for traceability – it is performed to verify that the final fender was produced from the same compound which was used to verify the physical properties of the lab samples.

The port of Ngqura is capable of handling 12,500-TEU size loaded container ships – the only local port with that capability. Ngqura is situated in Algoa Bay and is subject to significant long wave effects and strong winds, particularly in the winter months.

These conditions frequently cause berthed vessels to move excessively and impacts on cargo operations, safety and the port’s efficiency.

Cavotec Mooring Units

In 2015 26 mooring units were installed at the container terminal to meet the specific environmental conditions of the port.

The Cavotec automated mooring system (AMS) was designed to complement manual berthing teams by stabilising container vessels on the quayside “at the click of a button, reducing docking and undocking times from between 10 and 40 minutes to less than 10 seconds,” the then TNPA Chief Executive, Richard Vallihu told Africa Ports & Ships.

The vacuum based automated mooring technology was the first in the South African port system. It operates by means of pneumatic AMS units that can move both vertically and horizontally due to wind and wave actions and also ‘walk’ up and down the vessel to accommodate tidal variations.

TNPA said then that a unique capability of the AMS is that the vessel will be kept almost static whilst alongside the quay with minimal movements of up to 50mm only. This, it said, is made possible by the unique design of the pneumatic AMS units that can move both vertically and horizontally due to wind and wave actions and also “walk” up and down the vessel to accommodate tidal variations.

Sign up for Africa Ports & Ships – it’s free
Added 9 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

WHARF TALK: 6th rate frigate with a history – HMS SEAHORSE

Story by Jay Gates

HMS SEAHORSE 1761 – The first of two famous voyages to the Cape

Some aspects of both maritime history, and geographical history, that emanated from South Africa, are explicitly linked to events that happened elsewhere in the world. These famous, yet separate, events were often years apart, but whose details in terms of the Cape are simply unknown to most. In this case, both separate events occurred twelve years apart, but began in the Cape.

In November 1748, His Britannic Majesty’s Royal Navy commissioned into service the sixth rate frigate, HMS SEAHORSE. The descriptive term of sixth rate, when applied to a warship in the Royal Navy at this time, not only gave an indication of the size of the warship, but also meant that she was armed with between 20, and 28 guns, all on a single deck. She carried 22 x 9 pounder cannons on her gundeck, as her main armament, and she carried 3 x 3 pounder cannons on her quarterdeck.

Designed by Jacob Acworth, who was the Surveyor of the Navy, ‘HMS Seahorse’ was built by John Barnard the Younger, at the Kings Shipyard in Harwich, in the county of Essex. In 1748 she cost £5,328 to build and fit out, which is the equivalent today of £1.26 million (ZAR 24.41 million). She was a three masted full rigged ship, with a length of 34.8 metres, and she carried a crew of 160 officers and seamen.

As science was evolving at this time, the Royal Society wanted to take measurements of the transit of the planet Venus, as it transited across the face of the sun. The 1761 transit of Venus was to be a watershed moment in the history of Astronomy. It was the first truly multinational scientific programme, and the first time that astronomers would have the opportunity to measure accurately the size of the solar system.

To do this, the Royal Society had to send out astronomers all around the world, in order to set up observatories for this purpose. In October 1760, the Royal Society announced that they had appointed Mr. Charles Mason, who was an assistant astronomer at the Royal Observatory at Greenwich, to be accompanied by surveyor Mr. Jeremiah Dixon, who were to proceed to Bencoolen, on the island of Sumatra, in modern day Indonesia.

From an observatory to be built at Bencoolen, they were to observe, and record, the transit of the sun by Venus, which was to happen on 6th June 1761. They very nearly never made it.

On 8th January 1761, ‘HMS Seahorse’, with Mason and Dixon aboard, sailed from Portsmouth bound for Bencoolen, via the Cape. When she was two days out of Portsmouth, ‘HMS Seahorse’ was attacked by the French frigate ‘Le Grand’ out in the English Channel. A fierce fight ensued, with ‘HMS Seahorse’ suffering damaged masts and rigging, and with 11 of her crew dead and 38 wounded. The French frigate broke off the fight when another Royal Navy warship hove into view.

She limped back into Plymouth for repairs and to take on new crew, and a new Captain. Mason and Dixon had been so unnerved by this experience that they wrote to the Royal Society to request that they be released from this mission.

The response of the Royal Society was as fierce as the naval battle that they had just come through. They were both threatened with a punitive lawsuit, and total financial ruin, if they did not complete the mission for which they had been chosen, and for which they had signed up to do. Mason and Dixon were left with no choice but to carry on with the Transit of Venus mission.

On 4th February 1761, after all repairs had been affected in Plymouth, ‘HMS Seahorse’ set sail once more for Bencoolen, under the command of Captain James Smith. However the, unforeseen, one month delay in the voyage meant that there was now no chance that they would arrive in Bencoolen in time to set up an observatory. The decision was taken to land Mason and Dixon in the most convenient part of the southern hemisphere to set up the observatory.

On 27th April 1761 HMS Seahorse arrived in Table Bay, and went to anchor off Cape Town. This was the place that Mason and Dixon would be landed for the Transit of Venus. The observatory was set up, using the crew of HMS Seahorse to assist them, in the area between St. Johns Street and Hope Street, behind where St. Mary’s Cathedral now stands.

Mason and Dixon remained in Cape Town for 159 days, and their recording of the Transit of Venus was the only successful southern hemisphere observations of the transit. During their time in Cape Town, they spent the first 17 days lodging with Mr. Brand, and the next 142 days in lodgings with Mr. Zeeman. The full cost of their mission cost 296 pounds and 9 shillings, or the equivalent today of £70,092 (ZAR1.36 million).

The next expedition to measure the Transit of Venus would take place in 1769, and once more a Royal Navy warship would take Royal Society astronomers, this time to Tahiti, in the South Pacific, to achieve the observation. That warship would also call into Cape Town, and her name was HMS Endeavour, and her captain was Commander James Cook. But that is another story!

As for Mason and Dixon, they sailed back to England, departing from Cape Town on 3rd October 1761, on the British East Indiaman ‘Mercury’. Their next mission, given to them, by commission, was even more famous than that which had just been completed in Cape Town. Their work on the Transit of Venus has been so complete, and so accurate, that the now impressed Royal Society sent them out to British North America to settle a geographical dispute about land boundaries between two estates.

The dispute had its origins almost a century earlier, in the somewhat confusing proprietary grants by King Charles I, to Lord Baltimore (in the Maryland Colony) and by King Charles II to William Penn (in the Pennsylvania and Delaware Colonies).

Between 1763 and 1767, Mason and Dixon surveyed and plotted the boundaries between the three colonies, which are boundaries still in use today. Known by all as the Mason-Dixon Line, it effectively became the line that separated the Union States of America, and the Confederate States of America in the American Civil War, and was the point at which you entered the Slave states of the South.

It is said that from Mason-Dixon, the corruption of ‘Dixie’, or ‘Dixie Land’ was born to describe the South. From that came the famous Southern Confederate Battle Hymn…

“Oh, I wish I was in the land of cotton,
Old times there are not forgotten,
Look away! Look away! Look away! Dixie Land.

I wish I was in Dixie, Hooray! Hooray!
In Dixie Land, I’ll take my stand,
To live and die in Dixie.
Away, away, away down south in Dixie.”

So the next time you are tempted to sing the song, or to simply ‘Whistle Dixie’, remember that the history of Mason and Dixon was founded in South Africa, courtesy of ‘HMS Seahorse’, and an unwanted battle with a French frigate, that started the story, unintentionally, in Cape Town.

Sign up for Africa Ports & Ships – it’s free
Added 9 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

Grain imports & exports at Port of East London

Import and export history at the port of East London

The Port of East London used to play an important role in the import and export of grain products to and from South Africa. The bulk of white maize exports took place through East London port until 2012 (graph 2), at which time the Durban port started dominating.

Although initially built for exports only, when exports started to decline, the Port of East London was converted to accommodate imports. Coincidently, this served the port well in 2017 when imports increased due to the national drought and 200,408 tons of white maize were imported through the port.

While the importing of wheat has still occasionally occurred at the East London port, Durban also dominates this business. East London’s share of wheat imports has declined both in volume and percentage since 2016 (graph 3).

Challenges for the Port of East London

Despite using the current opportunity (see Monday’s article HERE), the Port of East London faces several longer-term challenges to attract business on a sustainable basis:

* The draught in the port is only 10.4m. This restricts the port to what is known as ‘handysize’ vessels which can only accommodate a maximum of 40,000 tons. To be competitive in the export of bulk grain products, (and even to off-load), the port should be able to accommodate ‘supramax’ vessels that can load 50,000 – 60,000 tons. This requires a draught of 12.5m. In the absence of the required draught, the exporters’ potential market is significantly limited. Shipping freight will also cost more per ton exported, meaning that maize has to be purchased and transported to the port at less cost to the exporter. Durban port, in comparison, can handle the larger size vessels. Deepening the draught will cost millions in capital expenditure.

* Although still functional, the Transnet Port Terminal facilities are in dire need of upgrades. All-weather off-loading facilities, suitable road off-loading facilities, a permanent weighbridge, the overhead gantry for high volume loading of vessels, etc., are only a few critical investments required. The loading rate of product onto the vessel is critical in the competitive export business. In the case of the Port of East London, the overhead gantry for bulk loading of products was decommissioned several years ago and will require additional investment to be repaired and upgraded. For this season, the vessels will be loaded by skips and hoppers, which significantly reduces the loading rate and increases the cost. A modern facility with automated feeders can load as much as 12,000 tons per day. With the current manual process, TPT may be fortunate if they can achieve half of this rate.

* Another critical element in the export and import business is the economical transport of product to and from the harbour. The most economical manner of transport is rail. However, product for the first vessel will solely be supplied by road. It will probably take at least sixty trucks off-loading per day, and a fleet of at least one hundred trucks. Imagine the strain this will put on the road network. When originally erected, the grain silo facilities were built to accommodate rail only. Unfortunately, it seems that rail infrastructure has deteriorated to such an extent that TFR struggles to compete. As in the case of the smaller vessels (above), in order to compensate for this and to be competitive, the exporter now has to purchase maize at a reduced price. For the exporter to award his business to the Port of East London, he must still be able to compete globally while both the exporter and the Port of East London compete with services offered by the Port of Durban which is able to handle bigger vessels. The Port of Maputo has also attracted renewed interest from exporters.

Outlook for the future

South Africa is in need of another deep-sea bulk grain export port. While East London may not be ideal and requires new investment, it will unlock the economic potential of the Eastern Cape. Fortunately, it is accepted that this cannot and need not be achieved by Government alone. The private sector is willing to participate in some kind of joint venture. Amongst the members of SACOTA (South African Cereals and Oilseeds Trade Association), are a dozen multi-national corporations who own and/or lease logistical and port infrastructure across the globe. With the right opportunities, they will be willing investment partners in South Africa. The re-opening of East London was made possible purely by a process of voluntary collaboration between SACOTA and its export members, and TPT East London.

It is a remarkable success story and should serve as an example of what can be done when the public and private sector collaborate. Imagine how much more can be accomplished with additional aid and investment from the Government and the private sector.

Credit goes to Naliya Stamper, Terminal Manager, and her team, as well as the exporter, Seaboard Overseas Trading & Shipping.

Seaboard was willing to support the project and booked the first export vessel. These people worked relentlessly to make this happen. Fortunately, there are already initiatives by the Government and Transnet underway – the auction of Transnet Freight Rail (TFR) slots in the Eastern Cape may hold potential for future collaboration. SACOTA is engaging in this process.

According to SACOTA, the future looks promising, and the grain industry seems set to benefit from the latest developments. For each vessel exported through East London it generates in maize income alone the equivalent of approximately R200 million in forex and an injection to the local economy.

The solution lies in the ability to produce more and to export competitively. If this can be achieved, there will be many spin-offs for the economy and the rural areas in the form of job creation, additional investments and food security, to mention a few.    Source: SACOTA

Sign up for Africa Ports & Ships – it’s free
Added 9 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

NEW BOOKS: What Ship, Where Bound? A History of Visual Communication at Sea

***

What Ship, Where Bound?   A History of Visual Communication at Sea
By David Craddock

Paperback, published by Seaforth Publishing, 96 pages with 300 colour & black and white illustrations, price £12.99, ISBN: 978 1 5267 8482 7

What Ship, Where Bound? takes its title from the familiar opening exchange of signals between passing ships and celebrates the long history of visual communications at sea. It traces the visual language of signalling from the earliest naval banners or streamers used by the Byzantines in AD 900 through to Morse signalling still used at sea today.

Flags, semaphore, lights

The three sections, Flag Signalling, Semaphore, and Light Signalling each trace the development of the respective methods in meeting the needs of commanders for secure and unambiguous communication with their fleets.

Though inextricably linked to naval tactics and fleet manoeuvres, the history of signalling at sea also reflects the exponential growth in global maritime trade in the nineteenth century when dozens of competing systems vied for the attention of ship owners and led to a huge proliferation of codes.

Context

By setting each method in the context of its time, the book explores their practical use, successes and shortcomings and, particularly in the case of signal flags – though by no means exclusively so – their place in our visual, cultural and maritime heritage.

Covering a broad spectrum of visual signalling methods from false fire, through to shapes, furled sails and coloured flags to experiments in high speed text messaging by signal lamp, the book also examines the complex interrelation between all three methods under battle conditions. By way of example there is a detailed analysis of visual signal exchanges before and during the Battle of Jutland which reveals both the success and ultimate limitations of flag signalling at the limits of visibility.

Extensively and beautifully illustrated, the book will appeal to present and former mariners familiar with the signals, all those with an interest in naval and maritime history, with particular emphasis on late eighteenth-century signalling practice, artists and ship modellers, graphic designers and seafarers involved in visual communications today.

This edition of What Ship, Where Bound? A History of Visual Communication at Sea is a good example of craftsmanship mastered by Seaforth Publishing, a division of Pen & Sword, with its excellent typography, design, printing and binding capabilities. If there is a further edition of this book the powers that be at Barnsley may wish to consider a larger format to do justice to the valuable and in some cases rare graphics as many of the photographs deserve enlarging. Oh, and please consider a larger index, there is so much material needing cross-referencing by the industrious reader with the bit between his teeth eager to learn more.

I have taken this review as an opportunity to show you the time-ball at the Victoria & Alfred harbourmaster’s office in Cape Town, photographed in 2010. For more SEE HERE

We have a similar one at Greenwich here in London and they are, surely, another of the simple means of communicating information visually for the seafarer.

Reviewed by Paul Ridgway
London Correspondent Africa Ports & Ships
www.africaports.co.za/

Sign up for Africa Ports & Ships – it’s free
Added 9 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

Aviation: United Airlines commences 3 flights a week between Cape Town and New York

United Airlines, a US airline company, has commenced all-year-round flights three times a week between Cape Town and New York (Newark Hub).

Coinciding with the Northern Hemisphere summer season operations, the new service offers connections to more than 85 U.S. cities using Boeing 787-9 series Dreamliner aircraft.

“Welcome back United Airlines. We are pleased to welcome the United team and passengers back to Cape Town International Airport earlier than originally scheduled and we look forward to the year-round service,” said Mark MacLean, ACSA’s Regional General Manager Town International Airport Cluster.

United Airlines has been flying from Cape Town since December 2019 and included flights from Johannesburg from 2021. The U.S. airline also offers flight between Accra in Ghana and Washington DC as well as between Lagos and Washington DC.

On 18 May this year United Airlines announced it had filed an application with the U.S. Department of Transportation (DOT) for three weekly nonstop flights between Washington, D.C. and Cape Town.

If approved, United’s flights will become the first nonstop service ever between Washington D.C. and the Western Cape. The report said this long-overdue route will benefit important government-to-government connections and increase communication and commerce with a region that has strong cultural ties to South Africa.

The proposed service would begin on 17 November 2022, also operating on 787-9 aircraft, and will connect 55 cities across the United States to Cape Town, representing more than 90 percent of the entire U.S. travel demand to Cape Town.

Sign up for Africa Ports & Ships – it’s free
Added 9 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

FOCUS ON NIGERIA: Nigerian ports to undergo massive infrastructure renewal

Africa’s largest economy is set to undertake an ambitious rebuilding and renewal of ageing port infrastructure, along with their support facilities, to reposition the country as the preferred commercial and trade destination in the sub-continent.

Managing Director of the Nigerian Ports Authority, Mohammed Bello Koko, announced the plan while speaking on key priorities of his first 100 days in office, on an international news channel, Arise News, monitored in Lagos. The new port redevelopment and modernisation programme covers the country’s major seaports of Tin-Can Island, Apapa, Rivers, Calabar and Delta.

The NPA MD disclosed that four funding options are being considered under the guidance of the agency’s parent ministry, the Federal Ministry of Transportation. The first is to seek financing from international lending agencies; second option is for the authority to wholly fund the program from its internally generated revenue; third option is to adopt an hybrid arrangement of foreign financing support and NPA internal funds; while the fourth option is to allow the concessionaires or terminal operators to finance the rehabilitation as part of their port development plan.

The NPA has presented a report outlining all these options to its parent ministry for consideration and to eventually seek approval of the Federal Executive Council on the chosen financing option.

“We’re being very proactive on this issue of infrastructure renewal,” said Bello Koko. “We have started discussions with multilateral funding agencies that could fund the reconstruction of the port. An option is for us to approach the Federal Government to request that NPA be allowed to use a certain percent of the funds it transfers to the Consolidated Revenue Fund for the reconstruction.”

Bello Koko said the authority transfers about N60 billion on a yearly basis and if the government approves, the NPA can use 40% to 50% of this amount for the reconstruction.

“We actually believe that we do not need to borrow to fund this program. As soon as approval is obtained, implementation of the port infrastructure improvement and expansion program would be activated, so that our ports are more efficient and globally competitive.”

Tin-Can Island and Apapa Ports

The Tin-Can Island Port, located seven kilometres west of the Lagos city center, was opened for business in 1977. It is home to the biggest Roro Terminal in the country and facilities to handle containers, dry and liquid bulk cargo, petroleum products etc.

According to the NPA MD, a large section of the port quay-wall requires reconstruction and restoration, to strengthen its integrity and allow seamless transshipment of cargo.

“By our estimation, to reconstruct the Tin-Can Island Port will cost about US$600 million. We are aware that there are some defects due to the age of the port itself; however reports of imminent collapse of the port are untrue and unfounded. The Tin-Can Island Port is stable and in a condition to serve the shipping community and those defects already identified would be addressed soon.”

Nigeria’s busiest seaport, the Lagos Ports Complex, Apapa, is in a much better condition than the Tin-Can Island Port, however some minor structural defects also identified are to be addressed as well.

Eastern Ports

The Rivers Port Complex in Port Harcourt is the oldest seaport in eastern Nigeria. The berths under Terminal B, operated by the BUA Group, have been scheduled for reconstruction. The concessionaire has submitted the engineering designs to the authority for approval.

According to the NPA MD, final approval is expected to be out this month for the reconstruction to commence in earnest, while BUA has been commended for taking a proactive position, having already mobilised equipment to site ahead of the approval.

For the Delta Ports, Bello-Koko said the NPS, having obtained a Federal Executive Council (FEC) approval, had proceeded with the remedial dredging of the port access channel.

“The remedial dredging is about 80% concluded, we are also doing the mapping and bathymetric survey of the channel,” he said.

The breakwater serving the Delta Ports Complex has been in a collapsed condition for over a decade. “To build another breakwater will cost over US$120m, this is a national project, however when the consultant engaged for the project has concluded the work, we will find ways to fund the reconstruction of the breakwater so that the ports in the area can attract significant international shipping traffic,” Bello-Koko said.

On Calabar Port, said to have the longest access channel in the country, the NPA MD restated that the authority has in the last few years been hindered from taking any action with respect to the dredging of the channel, due to a legal dispute on the matter.

Nonetheless, the authority will continue to support Calabar Port in view of its role as a strategic gateway to North Eastern Nigeria from the sea,” he assured.

Bello-Koko’s First 100 Days

Mohammed Bello-Koko was appointed substantive Managing Director of the NPA on 15 February2022. He listed his area of focus to include the rehabilitation of ageing port infrastructure, the automation of port processes, proactive stakeholder engagements, streamlining of operational costs, better revenue performance, staff welfare and training.

“We will not relent on our core mandate —‬ to ensure the ports are open for business 24 hours every day, to ease vehicular gridlocks at the ports, and reposition the Eastern Ports as competitive alternatives to the ones in Lagos,” he promised. ‬

* Remittance of N26billion to the Federal Government’s Revenue Consolidated Fund in the first quarter of 2022, through aggressive revenue collection and cost cutting measures.

* Proactive stakeholder engagements, including with the media, to maximise public input and participation in port development decision-making.

* Rebuilding and commissioning of NPA Staff Training School with modern facilities, including a bridge simulator, towards improved skilled manpower, reducing cost of overseas training for staff and hiring of third party training facilities.

* Engagement with the International Maritime Organization (IMO) on the implementation of a Port Community System for electronic data exchange with stakeholders and automation of port processes.

* Renovation of dilapidated administrative blocks, including procurement of furniture fittings, in all port locations.

* Licensing of ten export processing parks in Lagos, Ogun and Ondo States, to support the Federal Government’s non-oil export economic diversification agenda.

Sign up for Africa Ports & Ships – it’s free
Added 8 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

WHARF TALK: Danish-built reefer ship – SWEDISH STREAM

Story by Jay Gates
Pictures by ‘Dockrat’

The annual South African Citrus export season is now back underway, after a Southern Hemisphere summer hiatus, with the first of the reefer programme to the USA sailing only on the 23rd May. In addition to fruit exports heading to Philadelphia on scheduled container services, an additional programme of 15 reefer vessels departed from Cape Town in 2021 throughout the export season, directly to the import fruit terminal at Gloucester, New Jersey.

On 5th June at 09h00 the reefer vessel SWEDISH STREAM (IMO 9030149) arrived off Cape Town from Port Canaveral, in the US state of Florida, and entered Cape Town harbour. She proceeded into the Duncan Dock and, as with all citrus reefers before her, she went to the FPT Terminal and berthed at D berth to begin the onload of her citrus fruit export cargo.

Despite her good looks, ‘Swedish Stream’ is now a venerable lady, and she has reached 30 years of age. She was built in 1992 by Danyards AS at Frederikshavn in Denmark, and is 158 metres in length, with a deadweight of 14,178 tons.

She is powered by a single Kawasaki MAN-B&W 8S60MC 8 cylinder 2 stroke main engine, producing 20,677 bhp (15,218 kW), which drives a fixed pitch propeller for a service speed of 21.8 knots. For added manoeuvrability she has a bow transverse thruster providing 1,000 kW.

Her auxiliary machinery includes two generators providing 1,600 kW each, and a further two generators providing 1,000 kW. She also has an emergency generator providing 156 kW. She has an Alfa Laval Aalborg CHR exhaust gas boiler, and an Alfa Laval Aalborg CHO oil fired boiler.

She has a total of four refrigerated holds, with the two aft holds being served by two 36 ton cranes, and the two forward holds served by two 20 ton cranes, which can lift 40 tons when used in tandem.

Her hold deck area covers 7,565 m2, and she has a cargo carrying capacity of 18,275 m3, or the equivalent of 8,611 pallets of fruit. She also has a container carrying capacity of 439 TEU, for which a total of 147 reefer plugs are provided.

Swedish Stream was one of a series of eight sisterships, all originally built for the United Fruit Company’s ‘Chiquita’ Great White Fleet, and all of the sisters were sold en-bloc in 2007 to Chartworld of Athens, for a combined purchase price of US$227 million (ZAR3.5 billion), or the equivalent of US$28.38 million (ZAR437.73 million) per vessel.

Now owned by Seatrade BV of Groningen in Holland, ‘Swedish Stream’ is operated by Seatrade Reefer Chartering NV of Antwerp in Belgium, and managed by Diamond Ship Management NV, also of Antwerp.

In November 2012, whilst sailing in the Caribbean Sea, ‘Swedish Stream’ was requested by the United States Coast Guard (USCG) to go to the aid of a yacht, called ‘Scat’, which had a 61 year old crew member who was suffering from severe dehydration.

On arrival at the scene, the sea conditions were extremely rough and ‘Swedish Stream’ could not affect a rescue. A second vessel, which had also been diverted by the USCG, was also unable to take off the stricken yachtsman. The USCG ended up sending their own USCG Cutter ‘Vigorous’ (WMEC-627), together with an embarked USCG MH-65 Dolphin helicopter, from Puerto Rico, in order to retrieve the casualty.

In August 2017, at a time when the ‘Swedish Stream’ was laid up in the River Fal, in the UK county of Cornwall, medical assistance was called for when a crewmember was injured after a serious fall onboard. Due to the nature of the injuries, and the position of the anchored vessel, the UK Coastguard determined that the safest option was to airlift the injured sailor from the ship, rather than lower him into a waiting boat.

A Coastguard Sikorsky S-92A was despatched from nearby Newquay Airport, and lifted the crewman off the ship, taking him to the nearby Royal Cornwall Hospital, in Truro, where he received medical attention.

Once loading is complete, ‘Swedish Stream’ will follow ‘Cold Stream’, which was the first citrus reefer of the 2022 South African Citrus season, and head for Camden, New Jersey, where she will discharge her cargo at the Gloucester Marine Terminal, opposite Philadelphia, on the Delaware River.

Sign up for Africa Ports & Ships – it’s free
Added 8 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

Cabotage: National Fleet will boost Australia’s maritime industry

The International Transport Workers’ Federation (ITF) congratulated the Australian Labor Party on its win in the country’s election, saying it will be profoundly important for the nation’s seafarers. This was reported by ITF towards the end of last month.

The party promised, and now has a mandate from the Australian public, to establish a National Fleet with improved rules on coastal trading (cabotage), which will revitalise the Australian maritime sector.

Anthony Albanese, the new Prime Minister, was the architect of Australia’s short-lived 2012 cabotage law (struck down by conservatives in 2015) and is an outspoken proponent of a strategic fleet.

Albanese told Daily Cargo News during the Ports Australia Biennial Conference 2018 in Darwin; ‘You need a maritime sector and maritime skills It is a matter of understanding that there is a national interest.’

He continued: ‘You do not allow a truck to take goods from Melbourne to Sydney on the Hume Highway, with a Filipino truck, with Filipino standards — why should that be allowed on the blue highway?’

During the recent Australian election campaign, both major parties came out in favour of a strategic National Fleet.

The benefits of cabotage are clear

Stephen Cotton, General Secretary of the ITF commented: ‘Ninety-one countries, including most of Australia’s trading partners, have cabotage laws to protect their own maritime industries.

‘Their governments recognise a slew of benefits. National security. Fair competition. The maritime knowledge and technology a country needs. The creation of good quality jobs. Safety and security for ships and their crews. Marine environmental protection. Above all, it is an essential step in tackling climate change.’

Most industry experts agree the policy is vital in protecting Australia’s economic and security interests.

Cabotage to bring more prosperity to Australia

Ship owners should work with the government and maritime unions to build a prosperous industry for everyone, according to Chris Given, chair of the ITF’s global Cabotage Task Force.

He commented: ‘We look forward to the government’s plan for a strategic fleet and further work to strengthen cabotage in the maritime shipping sector in Australia.

‘Workers, particularly seafarers, suffered greatly under the previous administration and we are optimistic that this new government will take immediate steps to right years of wrong-doing, bringing back decent, well-paid seafaring jobs.’

Edited by Paul Ridgway
London

Sign up for Africa Ports & Ships – it’s free
Added 7 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

CMA CGM turns to methanol powered container ships with large new order

French shipping company CMA CGM has placed orders for 16 new container ships in a further fleet expansion, including six that will be powered by dual-fuel methanol. The company now has 69 new vessels on order.

The methanol-powered ships, the first to be ordered by this company, will join the fleet by the end of 2025.

The ships will each have a container carrying capacity of 15,000 TEUs when delivered.

CMA CGM thus joins a select club after Maersk became the first to order methanol-powered container ships. Several other shipping companies, including Danaos Shipping and X-Press Feeders, have also chosen methanol as a future fuel for their ships.

CMA CGM on the other hand has been a pioneer in building a fleet of LNG-powered vessels. Its first LNG-powered ship joined the fleet back in 2017.

The fleet also has 29 vessels in service that are ‘e-methane ready’ and plans to have 77 such ships in service by 2026.

In the recent Q1 report CMA CGM revealed that it has also ordered a further 10 smaller LNG-powered boxships.

These are all part of a plan to achieve net zero GHG emissions by the target year 2050.

CMA CGM announced that it has generated a quarterly profit of US$ 7.2 billion compared with $2.1 billion for the same period in 2021. In the 4th quarter of 2021 CMA CGM earned $6.7 billion.

These numbers have been achieved despite having the combined effect of a smaller turnover in containers carried (down 2.8% year-on-year) and an increase in bunker costs of 46% year-on-year.

CMA CGM warned in its report of geopolitical and economic risks lying ahead.

Sign up for Africa Ports & Ships – it’s free
Added 8 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

After four years, Posidonia returns to the maritime stage

After a gap of four years due to the Covid-19 pandemic, the biennial Posidonia International Shipping Exhibition has returned in style, in keeping with its status as one of the most prestigious shipping events globally.

Posidonia 2022 was officially opened on Monday this week by the Greek Prime Minister, Kyriakos Mitsotakis, who said that shipping makes “a significant contribution to Greek economy and society, accounting for 7% of our country’s GDP and creating 200,000 people for Greek citizens.”

According to the organisers of the event, a total of 1,948 exhibitors from 88 countries are exhibiting at the exhibition, an increase of 7% in exhibitor space at the Athens’ Metropolitan Exhibition Centre.

During this week ending Friday 10 June over 18,000 international visitors will have visited Posidonia.

Posidonia 2022 is organised under the auspices of the Greek Ministry of Maritime Affairs and Insular Policy, the Union of Greek Shipowners and the Hellenic Chamber of Shipping, with the support of the Municipality of Piraeus and the Greek Shipping Co-operation Committee.

All electric passenger ferry

Saronic operates the largest fleet in the Saronic islands which are located only a few miles away from the port of Piraeus, Greece’s largest port, where decarbonisation will matter most, said Joseph Lefakis, partner of Saronic Ferries.

During the Posidonia 2022 opening day on Monday, classification society DNV signed a memorandum of understanding (MOU) with Saronic Ferries designed to enable the development of an electric ferry for local deployment in Greece.

The collaboration is targeted towards a fully electric concept for deployment on short sea passenger routes in the Argosaronikos area.

The use of all-electric or hybrid vessels in the short sea ferry segment has surged in recent years as the benefits of the technology has been demonstrated in pilots and full-scale deployments.

For ferries on fixed routes in particular, electric technology offers significant benefits – eliminating onboard emissions to air, reducing noise and vibration, and providing compliance with increasingly strict regulations in operation and in ports.

Just one example of the many ‘deals’ that will have taken place during the week.

 

Sign up for Africa Ports & Ships – it’s free
Added 8 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

Port of East London reopens for agricultural maize exports

Reopens after ten years – bringing relief to congested Durban

The Port of East London has reopened for agricultural maize exports for the first time in ten years.

The first vessel, the 61,143-dwt bulk carrier SIMPLE HONESTY (IMO 9839806), is currently loading yellow maize in the port, with another vessel to follow shortly. The last time that maize was exported through East London was in 2012. Due to opportunities dwindling, even in other industries, the grain bulk silos were ‘officially’ mothballed two years ago.

However, South Africa’s average growth in maize production over the last twelve years has exceeded the average growth in demand. This is mainly due to modern production technology and this means that the longer-term outlook for South African deep-sea maize exports has turned positive.

With maize surpluses accumulating over the past two years, supply routes to Durban being congested and affected by the recent flood damage, and the Durban bulk grain terminals fully booked, grain exporters were looking for other opportunities. During November 2021 the South African Cereals and Oilseeds Trade Association (SACOTA) and its members initiated the first round of discussions with Transnet Port Terminals (TPT) East London.

Eager for new business, the Port of East London jumped at the opportunity. Under the auspices of SACOTA, stakeholders, which included its exporting members and a TPT East London team of technical experts, met every three weeks to plan the way forward.

A detailed product process flow was compiled to ensure that the terminal will be able to take receipt of the maximum tons per day, and load the vessels optimally. The stevedoring company also participated.

Transnet National Port Authorities (TNPA) made input confirming that it will be able to berth the vessel without any delays. Transnet Freight Rail (TFR) was invited, and the possibility of TFR moving the product, or part of it, by rail rather than road was explored.

Exporting maize is not a once-off opportunity, it is likely that South Africa will continue to be in the maize export market every year. This may create future incentives and opportunities to once again use the port of East London as an export terminal for maize.

The Port of East London has a grain elevator with a total storage capacity of 76,000 tons spread over 83 silos. This is more than adequate for receiving product, both when exporting or importing. source SACOTA

SACOTA executive director, Dr André van der Vyver, said that despite its success, the Port of East London faces several longer-term challenges to attract business on a sustainable basis. He said these include quayside depth, port equipment, and the supply and receipt of product, all items that require new investment.

“Fortunately, the private sector is willing to participate in some kind of joint venture. Amongst the members of SACOTA, are a dozen multi-national corporations who own and/or lease logistical and port infrastructure across the globe. With the right opportunities, and in collaboration with the Government, they will be willing investment partners in South Africa.

“South Africa is in need of another deep-sea bulk grain export port. East London may hold this potential and in the process unlock the economic potential of the Eastern Cape. For each vessel exported through East London it generates in maize income alone the equivalent of approximately R200 million in forex and an injection to the local economy.”   source SACOTA

Sign up for Africa Ports & Ships – it’s free
Added 7 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

WHARF TALK: Antarctic Toothfish Longliner – SHINSEI MARU No.8

Story by Jay Gates
Pictures by ‘Dockrat’

A few weeks back, I reported on the demise, and fire onboard the decommissioned Antarctic Toothfish Longliner, Shinsei Maru No.3, which was in the process of being scrapped in the Graveyard berth area, located at the 700 berths at the end of the Cape Town Container Terminal in the Ben Schoeman Dock. See Africa Ports & Ships of 20th May CLICK HERE

Her decommissioning was brought about by her replacement by a brand new, bespoke, Antarctic Toothfish Longliner, the only such purpose built vessel in operation anywhere. All other longline vessels in operation in Antarctica are repurposed vessels from other areas of fishing, such as the Tuna, Pollack and Cod fisheries.

On 21st May at 14h00 the Antarctic longline fishing vessel SHINSEI MARU No.8 (IMO 9891799) arrived off Cape Town on completion of a 73 day voyage to Antarctic waters, which had begun from Cape Town on 8th March, when she had sailed from the port at 17h00, heading south.

After a voyage that had covered 3,876 nautical miles, ‘Shinsei Maru No.8’ entered Cape Town harbour and proceeded to the Repair Quay in the Duncan Dock, where she remains to this day, undergoing an end of season maintenance programme.

Built specifically to replace ‘Shinsei Maru No.3’, she was built in 2020 by Watanabe Shipbuilders at Nagasaki in Japan, with ‘Shinsei Maru No.8’ being 58 metres in length and having a deadweight of 705 tons. She is powered by a single IHI Power Systems 6M31BT 6 cylinder 4 stroke main engine producing 1,774 bhp (1,323 kW) to drive a fixed pitch propeller for a service speed of 12 knots.

Her auxiliary machinery includes three Niigata 6NSD-G generators providing 446 kW each. Her freezing capacity is 250 tons, which can be stored in five freezer holds, with a total cargo carrying capacity of 750 m3.

To ensure she does not conduct IUU fishing activities, she is fitted with a sealed MAR-GE Argos VMS system, which contains its own inbuilt, tamper proof, GPS tracking unit inside, to enable real time position tracking of ‘Shinsei Maru No.8’ at all times.

She was especially built to cope with the rigours of fishing in Antarctic waters, and is larger than most standard longliners. She has more extensive, and larger, crew accommodation to provide for a more comfortable existence for her crew. She operates with a crew of 35 persons.

Since commissioned in 2020, she has been exclusively licensed by the Commission for the Conservation of Antarctic Marine Living Resources (CCAMLR) to fish for both Patagonian Toothfish (Dissostichus Eleginoides) and Antarctic Toothfish (Dissostichus Mawsoni). Her current CCAMLR fishing license, to fish in Antarctic waters, is valid until March 2026.

Her fishing license covers a vast area of both the Southern Ocean and Antarctic waters, including FAO Fishing Area 48.6 (due south of South Africa from 50° South 20° West to 30° East), Area 58.4 (Australian Antarctic Territory waters from 55° South 30° East to 150° East, Area 88.1 (Ross Dependency waters from 60° South 150° East to 170° West) and Area 88.2 (Unclaimed Antarctic territory waters from 60° South 170° West to 105° West).

This leaves only the Antarctic Peninsula region, the offshore South Shetland Islands, South Orkney Islands, South Sandwich Islands, and South Georgia as the only Antarctic regions where ‘Shinsei Maru No.8’ is not licensed to fish.

Covering such a vast area is borne out by the fact that when she departed from Cape Town in September 2021, after her previous winter maintenance period, she did not return to Cape Town until March 2022. In that time she had called into both Punta Arenas in Chile, and into Port Chalmers in New Zealand. Both of these port calls were to affect cargo offloads, and to take on bunkers and fresh stores, before proceeding once more down to Antarctic waters.

Owned, operated, and managed, by Taiyo A&F Co Ltd (TAFCO) of Tokyo in Japan, ‘Shinsei Maru No.8’ is locally looked after by the TAFCO office that is maintained in Cape Town. TAFCO also operate a separate joint venture company, Tafisa (Pty) Ltd, which is also based in Cape Town, as well as having an office in Walvis Bay, in Namibia.

TAFCO have transferred one of their longline fishing vessels, ‘Koryo Maru No.11’ to Tafisa (Pty) Ltd, and the vessel flies the South African flag, is registered in Cape Town, and she is licensed by both CCAMLR, and the South African government, to fish for Patagonian Toothfish in the waters of Marion and Prince Edward Islands, South Africa’s only overseas possessions. This JV has been in operation from Cape Town since 1996.

Despite most folk thinking that, as with the Tropical Tuna industry, Japan has a large longline fleet operating in Antarctica, it is a fact that there is actually only one such Japanese longline vessel licensed by CCAMLR in Antarctica, and that is ‘Shinsei Maru No.8’ herself. TAFCO themselves have only been licensed by CCAMLR since 2003 when ‘Shinsei Maru No.3’ entered Antarctic service for the company.

Operating in the harsh environment of Antarctica, and operating year round in a niche industry known for its grave health and safety risks, ‘Shinsei Maru No.8’ has utilised Cape Town as its main operating base since being newly commissioned. It is where she is based for a number of months per year. Despite this, she has never received a Port State Inspection at Cape Town. Her calls at Punta Arenas in Chile have brought her two such inspections, both of which she passed with no findings on either.

For part of her winter layover last year in Cape Town, ‘Shinsei Maru No.8’ had the rare privilege of being tied up, for a short while, on the berth, just down from the luxurious 5-star ‘Cape Grace Hotel’ in the Victoria and Albert (V&A) dock. This hotel was one of the firm favourites of ex-President Nelson Mandela.

Sign up for Africa Ports & Ships – it’s free
Added 7 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

Dangers of cargo liquefaction

North P&I Club has released a new briefing paper exploring the insurance implications when solid cargoes behave like fluids and presenting typical responses to claims arising from cases of liquefaction.

Published late in May A Most Dangerous Trade: The Problems of Liquefaction provides insight into the consequences of liquefaction, whereby solid bulk cargo behaves like a fluid, creating a free-surface effect that may, in certain cases, cause the vessel to capsize. The paper is written by David Richards, Director (Claims), North P&I Club.

Opening with an overview of the phenomenon in the maritime context, A Most Dangerous Trade describes how liquefaction risk might be overlooked initially and later identified during loading or mid-voyage – despite compliance with the International Maritime Solid Bulk Cargoes (IMSBC) Code.

The paper goes on to investigate the insurance implications of liquefaction causing the loss of a ship – presenting typical claims responses from charterers and cargo interests – and outlines the role of P&I providers in covering such incidents.

A Most Dangerous Trade: The Problems of Liquefaction is available now.

To download readers are invited to VISIT HERE

Edited by Paul Ridgway
London

Sign up for Africa Ports & Ships – it’s free
Added 7 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

CMA CGM adds new call at Apapa for MIDAS 1 service

In order to improve the rotation of its MIDAS 1 service connecting India, the Arabian Gulf, South Africa and West Africa, French container Line CMA CGM has added a new call at the Nigerian port of Apapa (Lagos).

The change to the service is immediate with the new rotation as follows:

Jebel Ali ─ Mundra ─ Nhava Sheva ─ Pointe Noire – Tema – Apapa – Cotonou – Cape Town – Durban – Jebel Ali

Sign up for Africa Ports & Ships – it’s free
Added 7 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

USS Sioux City deployed to CTF 153 in Red Sea

The U.S. Navy 5th Fleet has deployed its first littoral combat ship to join Combined Task Force (CTF 153) in the Red Sea, becoming the first of either type of LCS ships to serve in the Middle East or Africa region.

The ship deployed is USS Sioux City (LCS 11), a Freedom class vessel which entered service in 2008.

The ship is assigned to CTF 153, a multinational naval task force that has been set up to focus on maritime security while partnering in capacity building in the Red Sea, in particular near the Bab al-Mandeb strait, a natural choke point at the southern end of the Red Sea and facing into the Gulf of Aden.

Bab al-Mandeb strait has become something of a hotspot in recent years due to the ongoing war in Yemen, with several commercial and naval ships coming under attack by, it is believed, forces supportive of the Houthi movement.

USS Sioux City and her crew of 75 departed Mayport, Florida in April before commencing operations in support of a newly established multinational task force (CTF 153).

“We’re excited to welcome a littoral combat ship to the Middle East for the first time,” said Vice Adm. Brad Cooper, commander of U.S. Naval Forces Central Command, U.S. 5th Fleet and Combined Maritime Forces.

“Sioux City’s arrival is not only historic but essential to regional maritime security given its immediate integration with our new multinational naval task force.”

CTF 153 is one of four multinational task forces organised under Combined Maritime Forces, the largest international naval partnership with 34 nations. Led by the United States, Combined Maritime Forces is headquartered in Bahrain with U.S. 5th Fleet.

See article in Africa Ports & Ships CTF 153: New International Naval Task Force to Enhance Red Sea Security   FOUND HERE

Littoral Combat Ships

Littoral Combat Ships are described as a fast, agile, mission-focused ship designed to operate in near-shore environments, “winning against 21st-century coastal threats”. The LCS is capable of supporting forward presence, maritime security, sea control, and deterrence and operate alongside regional navies and coast guards.

In April 2021, Sioux City operated in the Caribbean Sea where it seized 600 kilograms of cocaine with an estimated street value of US$24 million from drug traffickers. Later that year in October, the ship seized nearly 500 kilograms of cocaine worth $20 million also in the Caribbean.

“We’re thrilled to have Sioux City join our team,” said Capt. Robert Francis, commander of CTF 153. “They’ve worked collaboratively in bringing enhanced capabilities to other regions and that’s certainly what we’re looking forward to here in the Middle East while operating with our international partners.”

Despite this enthusiasm for the arrival of the ship, the navy has plans to decommission and potentially sell off all of its existing Freedom class ships due to a reported design flaw, combat relevancy, and other considerations.

In related news, the navy commissioned USS Minneapolis-Saint Paul (LCS 21) as the newest Freedom-variant littoral combat ship (LCS) during a ceremony held on 21 May 2022, in Duluth, Minnesota.

The U.S. 5th Fleet region includes 21 countries, the Arabian Gulf, Gulf of Oman, Red Sea, parts of the Indian Ocean and three critical choke points at the Strait of Hormuz, Bab al-Mandeb and Suez Canal.

Sign up for Africa Ports & Ships – it’s free
Added 7 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

NEW BOOKS: British Sloops and Frigates of the Second World War

***

British Sloops and Frigates of the Second World War
By Les Brown

Plans and colour artwork by George Richardson
Paperback, published by Seaforth Publishing, 64 pages, A4 size, price £16.99, ISBN 978 1 5267 9387 4

Here is a valuable introduction to a ubiquitous naval escort with sixteen pages by way of introduction to the design and construction of a warships bigger than a corvette and smaller and cheaper than a destroyer.

Seaforth Publishing’s ShipCraft series, of which this is No 27, provides much information about building and modifying model kits of famous warship types.

Thirteen pages are devoted in this book to model products manufactured around the world.

A craftsmen’s showcase provides examples of the model ship-builders’ capabilities over a further sixteen pages supported by illustrations of colour schemes and camouflage. To follow are nine pages introducing operations and tactics of the classes.

Seven pages are devoted to eighteen simple GA ship line drawings; these include HMAS Yarra, an Australian Grimsby-class sloop of 1940; the Australian Bay-class frigate; the former US Evarts- and Buckley-classes both taken over by the Royal Navy as its Captain-class.

We are reminded of HMS Amethyst and her capture in April 1949 by the Communist Chinese in the Yangste while on passage from Shanghai to Nanking. Her escape was an amazing tale of courage and fortitude in the best traditions of the Royal Navy.

This volume covers the majority of British wartime escort classes, from the inter-war anti-submarine warfare (ASW) and minesweeping sloops that culminated in the Black Swan class, to the wartime designs that were originally known as ‘twin-screw corvettes’ but were eventually classed as frigates: the River-class, and their derivatives of the Loch- and Bay-classes that were modified for prefabricated construction.

Thirty Loch-class warships were built including three for the South African Navy: HMSASs Good Hope, Natal and Transvaal (see also: www.naval-history.net ). Nineteen Bay-class were constructed.

With Seaforth Publishing’s ShipCraft series readers are treated to illustrated titles, each book taking the modeller through a brief history of the subject, highlighting differences between ships and changes in their appearance over their careers. This includes paint schemes and camouflage, colour profiles and as with this volume, helpful line drawings of a number of warships of the classes reviewed.

Each modelling section reviews the strengths and weaknesses of available kits, listing commercial accessory sets available for enhancing models of a particular warship class with advice on modifying and improving the basic kit.

Generally in each volume there is a photographic gallery of selected model kits in a variety of scales, and the book concludes with a listing of research references – books, monographs, large-scale plans and relevant websites. For example in British Sloops and Frigates of the Second World War no fewer than twenty-four titles are listed for further study.

In conclusion Seaforth tell us that the aim of the series is to provide model makers and warship enthusiasts with a new standard of primarily visual reference to both the full size ships and their models.

With its high level of visual information such as paint schemes, models, line drawings and photographs this book is probably one of the best references for any model maker setting out to build any of these valuable escorts.

For further into SAN study readers are invited to SEE HERE

Oh for the lid to be taken off the many merchant ships of the twentieth century in the same way.

Reviewed by Paul Ridgway
London Correspondent Africa Ports & Ships
www.africaports.co.za

Sign up for Africa Ports & Ships – it’s free
Added 7 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

Liberia applies to rejoin International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA)

Liberia, as one of the world’s leading maritime nations in terms of the umber and tonnage of ships on the Liberian shipping register, says it will not remain on the periphery of the international maritime organisations.

That was the word from Maritime Commissioner Lenn Eugene Nagbe, who said there is a need for the country to have a seat at the global table where matters of the industry are decided.

Speaking at last week’s 75th Session of the Council of the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) being held in Copenhagen, Denmark, Commissioner Nagbe said that rejoining IALA would enable Liberia to contribute to the implementation of its port and coastal state obligations, as well as implement other international conventions.

In May this year the commissioner had addressed executives of IALA at a meeting in Saint Germain en Laye, France, where he emphasised Liberia’s preparedness to get re-admitted into the organisation, which he said would help in galvanising training and other navigational activities in keeping with Liberia’s obligations as a flag, port and coastal state.

“It is a pre-conditional imperative that we accede to IALA, the body that sets standards for Aids of navigation and vessel traffic management in an industry that Liberia plays a leading role,” he said. “It is even more relevant now as we are making investments in the modernisation of our port infrastructures to glean from the experience and knowledge of this international body.”

Background

Liberia joined IALA in 1957 but was withdrawn in 1983 at the time of the country’s military coup, leaving Liberia considered a non-member which has made it unable to access the many programs and activities of the organization.

However, according to Commissioner Nagbe, Liberia was now ready and prepared to get re-admitted so as to explore the many benefits that it currently has and can offer to member countries.

At last week’s meeting, Nagbe said that the National Port Authority of Liberia and its concession partner, APM Terminals, were already concluding technical details to upgrade the navigational aid infrastructure in order to return it to 24-hour operation.

“Given its important location in the Gulf, this measure will further position Monrovia as a strong link in the global maritime safety and security chain,” Commissioner Nagbe said. IALA support was a “critical catalyst in this venture,” he said.

IALA’s Secretary General, Francis Zachariae, praised Liberia for wanting to rejoin the organisation, saying that Liberia had been an important member in its active years.

The IALA Council was expected to make a decision by the close of the Copenhagen convention on Friday, 3 June. As this report was being prepared for publication we hadn’t heard of the IALA’s decision.

Sign up for Africa Ports & Ships – it’s free
Added 6 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

WHARF TALK: tug and tow into Cape Town – ATLANTIS & RENCRAFT

Story by Jay Gates
Pictures by ‘Dockrat’

The unrest in Northern Mozambique appears to be stabilising, thanks to Rwandan Military intervention amongst other things, and the project to bring the Coral Sul on stream is starting to ramp up again. As well as seeing the specialised oil and gas industry construction vessels passing through, en-rute to Pemba, there is the odd periphery vessel calling too.

On 1st June at 10h00 the Tug ATLANTIS (IMO 9660932) arrived off Cape Town from Rotterdam, via bunker stops at Dakar and Walvis Bay. She had as her charge, not a barge, but a pontoon named RENCRAFT (IMO 9642447), and both tug and tow entered Cape Town harbour and proceeded to the Landing Wall in the Duncan Dock.

Built in 2015 by Damen Song Cam Shipyard at Haiphong in Vietnam, as a stock item, ATLANTIS is a Damen STAN Tug 3011 design. She is 31 metres in length and has a deadweight of 200 tons. She is powered by two MTU 16V4000 M63R 16 cylinder 4 stroke main engines producing 2,467 bhp (1,840 kW) each, to give her 4,935 bhp (3,680 kW) to drive two Kaplan II fixed pitch propellers, housed in Van de Giessen Optima nozzles, for a service speed of 12 knots.

Her auxiliary machinery includes two Caterpillar 6.6TA generators providing 100 kW each. Unusually for a small tug, and for added manoeuvrability, she has a powerful bow transverse thruster providing 215 kW. She is also equipped as a powerful Fifi1 firefighting vessel with two monitors capable of delivering water at 2,800 m3 per hour, via a Nijhuis HGTF1 pump.

Owned, operated and managed by Seacontractors BV, of Middelburg in Holland, and built as a multifunction tug for towing, mooring, anchor handling and firefighting, ‘Atlantis’ has accommodation for ten crew, but is currently operating with a crew of six. When purchased by her present owners from Damen, she was upgraded for her current voyage at the Damen Shipyard at Verolme in Holland.

Her tow for this voyage may look like a barge, but is it in fact a purpose built pontoon from Damen. Built in 2013 for stock, as a STAN Pontoon 12032 design, at the Damen Gorinchem Shipyard, at Gorinchem in Holland, she is 120 metres in length, and has a width of 32 metres. The Pontoon 12032 is the largest standard pontoon built by Damen, and she has a gross weight of 7,900 tons.

In December 2021 the pontoon was purchased by the Italian Construction and Logistics company, Renco S.p.A of Pesaro in Italy. She was renamed ‘Rencraft’ and is destined for Pemba in Mozambique. Upon arrival of the pontoon in Pemba, it will be fixed in position for use as a semi-permanent jetty, with vehicular access from the shore.

Offshore supply vessels, operating on the Coral Sul project, and other units supporting the activities of the ENI energy company will be able to go alongside the pontoon and load, or discharge, equipment, personnel and supplies.

The overall size of the pontoon is such that it is large enough to act as a stable platform, and is a cheaper option than building a fixed concrete pier. Its beauty, if needed, is that at any time in the future, it can be disconnected from its shore position, and moved on to another area which requires a temporary jetty.

One of the sideshows for a lot of these African capital projects is often nothing to do with the project itself, but rather an additional sweetener that African Governments seem to seek from expatriate companies employed to carry out the work in country.

Renco, are under contract to the Italian oil major ENI, who are the lead contractor themselves on the Coral Sul project. The Engineering, Procurement and Construction (EPC) nature of the Coral Sul contract is that ENI are also required to build new social projects, within the city of Pemba itself. This is part of the social responsibility aspect of the project.

Renco will be involved, using local resources through their local company Rencotek, in civil works which will involve the construction of a kindergarten for the public authorities of Pemba, the renovation of the only public nursery school in Pemba, and the construction of a multi-sports field to serve the Pemba Technical and Commercial Institute. The handover of these projects, by Renco to the local Mozambican authorities, is expected by the end of 2022.

On departure from Rotterdam in late March 2022, ‘Atlantis’ had the misfortune to get the towing bridle stuck fast to the seabed shortly after entering the English Channel. She was forced to drop the towing wire, and ‘Rencraft’ was brought back to Vlissingen to enable a reconnection of a new towing bridle, and for the voyage to get properly underway.

When she had completed her bunkering, storing and minor maintenance requirements in Cape Town, ‘Atlantis’ took some time to cast off from the Landing Wall, with Transnet tugs assisting. She eventually left the berth, and then immediately came back alongside as there was a tangle in the towing bridle chains.

After a spot of applied elbow grease with long crowbars, she was finally made ready for departure. On 3rd June at 12h00, ‘Atlantis’ with her tow ‘Rencraft’ departed Cape Town, bound for Pemba, in Northern Mozambique, which is located at 12°58’ South 40°33’ East.

Interestingly, Pemba was previously called Porto Amélia when under Portuguese colonial control, and renamed Pemba only in 1975, when Portugal gave up Mozambique. However, the old colonial name is still in regular use and, on departure, ‘Atlantis’ was displaying her destination to be Porto Amélia, rather than Pemba.

Sign up for Africa Ports & Ships – it’s free
Added 6 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

Two Beaver cutter suction dredgers commissioned for Ghana

 

Two IHC Dredging manufactured Beaver cutter suction dredgers as well as various marine equipment were commissioned recently in Ghana, by the President of Ghana, Nana Addo Dankwa Akufo-Addo.

The dredging equipment will be operated by Dredge Masters Limited, a Ghanaian-owned provider of dredging services, and provides the West African company with cutting edge marine technology. This will be operated by local engineers and technical staff.

This capacity is a major breakthrough in the West African region.

Dredge Masters has been operational for over five years. “We have an ambition for substantial growth in the region by supporting local parties in the development of their dredging capacity,” said Captain Anser Ahemd Kahn, director of Dredge Masters Limited.

“We aim to become the leading provider of dredging, marine and related services in Africa through sustained, environmentally friendly and effective standards. To do so, we partner with organisations who are able to supply us with the best suitable equipment and knowledge. This has resulted in the partnership with IHC Dredging.”

Dr Joseph Siaw Agyepong, (pictured left)  chairman of the holding company, Jospong Group, said their objective is to be the most successful African Holding company, “leading in every sector we operate. Dredging has become an important part of our group,” he added.

In addition to two Beaver 50 dredgers, IHC Dredging has delivered two Delta Multi Craft work boats to perform all supporting operations. A critical spare parts package, training package, planned maintenance system and two discharge pipeline systems are included.

Sign up for Africa Ports & Ships – it’s free
Added 6 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

The Platinum Jubilee: The naval and military contributions

More than 1,400 soldiers and 250 horses from the British Army’s Household Division took part in the Trooping of the Colour in front of huge crowds in London on 2 June, HM The Queen’s Official Birthday.

The Queen’s Birthday Parade is the epitome of ceremonial precision and pageantry but this year it had a special resonance as it marked the Platinum Jubilee, celebrating a reign of 70 years.

Swords, medals, buttons and breast plates shone while horses and soldiers carried out complex (former) battlefield drill manoeuvres to a fine programme of military music.

This year the honour to Troop their Colour fell to the Irish Guards one of five regiments forming the Brigade of Guards.

Although this was principally an army affair in London several Royal Navy and Royal Marine helicopters took part in the flypast of more than seventy aircraft down The Mall and over Buckingham Palace after the parade.

Pictured here the ship’s company of HMS Queen Elizabeth spelling out ‘ER70’ to mark the anniversary of HM The Queen’s accession to the Throne in March this year.

Last week parades and commemorative events were held up and down the country and abroad, ashore and afloat.

A 42-gun salute was made from HM Naval Base Devonport to mark the occasion. The salute, made from the Quarterdeck at HMS Drake, took three minutes and 25 seconds to complete, with the guns firing at five second internals as is the traditional in the Royal Navy. Guns were fired by crews from HMS Drake’s Armoury.

One of the gunners, Able Seaman Ryan Lowton, commented: “It is an honour today to be playing a small part in history. It is important to commemorate The Queen, she is our boss. It is a Jubilee we will never see in our lifetime again.”

Reported by Paul Ridgway
London

Sign up for Africa Ports & Ships – it’s free
Added 6 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

NHC Northern Helicopter to travel with research ship Polarstern to polar regions

German aviation company NHC Northern Helicopter has taken over the duties of providing a helicopter to serve on the Laeisz shipping group’s polar research vessel, POLARSTERN, with effect from 1 June this year.

The 40-year old Polarstern (built 1982), is under charter to Germany’s Alfred Wegener Institute, and makes regular visits to the Arctic and Antarctic oceans, with the latter including calls at Cape Town for replenishment, crew and scientist exchanges, and bunkering.

NHC Northern Helicopter’s contract is for three years with a two-year extension option. It provides the flying crew and ensures the airworthiness of the aircraft during the expeditions to the polar regions. NHC Northern’s shareholder DRF Stiftung Luftrettung gemeinnützige AG has been commissioned for maintenance and technical operations.

After lying in the shipyard in Bremerhaven, the Polarstern is due to sail again at the end of June 2022. Traditionally, the research icebreaker goes on expeditions to the Arctic in the summer months, and to Antarctica from November to March.

The tasks of the helicopter crew during the individual research projects are diverse. For example, the helicopters enable scientists to cover a large area with ice thickness measurements. In these measurements, the measuring device hovers over the ice as an external load of the helicopter.

During supply flights to Neumayer Station III, which is inhabited all year round, the helicopters also transport sensitive equipment that must be brought from the ship to the station without vibration. And they are always there when people need to be transported quickly to the ship.

For the pilots of NHC Northern Helicopter, missions in cold, fog and darkness are part of everyday life. They receive regular training under challenging conditions while operating 365 days a year at stations on the North Sea coast in St. Peter-Ording and in Güttin on Rügen, which qualify them for the upcoming Polarstern expeditions.

“For the extreme conditions of the polar region, such as 24 hours of night in the Arctic winter or glaring light of the Antarctic summer, the pilots are additionally trained and prepared before the departure of the research vessel,” said Lars Vaupel, pilot and head of the Polarstern project at NHC Northern Helicopter.

Vaupel has already accompanied 22 previous Arctic and Antarctic missions and achieved over 700 flight hours in the polar region alone. For him, the coming polar expeditions are a homecoming.

For the maintenance of the helicopters, technicians from the Operation Center of the DRF Air Rescue accompany the expedition. The shipyard in Rheinmünster near Karlsruhe is a recognised training company. There, a total of 15 workshop workstations (docks) as well as adjacent workshops for the repair of components such as engines or avionics are available to the approximately 130 technicians.

The fifteen base maintenance docks include eleven for helicopter maintenance, two docks for helicopter training and distribution, and two docks for Learjet maintenance. In addition, mobile maintenance teams are used for minor checks, maintenance or short-term malfunctions on the emergency helicopters and aircraft.

In this way, the operational readiness of the helicopters at the individual air rescue stations of the DRF Luftrettung as well as their ambulance aircraft can be ensured to the maximum. A total of 22 pilots, 22 emergency doctors and 17 paramedics fly on NHC Northern Helicopter’s six helicopters.

The maintenance company handles around 2,500 maintenance orders per year, including maintenance for corporate customers. In the shipyard, the experts also work for the BK 117C1, the helicopter type used on the expeditions of the Polarstern. Northern Helicopter GmbH also has its BK fleet regularly serviced at the Operation Center.

Sign up for Africa Ports & Ships – it’s free
Added 6 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

Maersk completes purchase of Senator International

AP Moller – Maersk (Maersk) announced on Thursday, 2 June 2022 that it has completed the purchase of Senator International, a well-renowned global company in freight forwarding.

In doing so Maersk has added a strong organisation and a well-developed airfreight network comprising own controlled flights and long-term partnerships with best-in-class airlines, a well-established full container load (FCL) and less than container load (LCL) network and specialised services such packaging, warehousing and distribution across five continents, said the Danish maritime and logistics company.

“We are delighted to welcome the Senator team to our Maersk family. As a global provider of integrated logistics, we are improving our ability to provide end-to-end solutions to our customers. With Senator on board, we are ramping up our air freight capacity, network, and know-how significantly to cater even better for our customers,” said AP Moller – Maersk in its statement.

“The acquisition will enable Maersk to offer an even wider range of products and the ability to provide flexible and integrated logistics solutions to our customers, allowing them to speed up or slow down cargo depending on their changing supply chain needs.”

In the past two years, knock-on effects of Covid-19 have led to widespread congestions and production issues. As a result, more customers are requesting alternative means of cargo transportation, the company said.

“Senator will add their broad industry expertise and product knowledge to Maersk’s existing network and thus provide customers with increased flexibility and redundancy in their supply chains.”

The enterprise value of the transaction on a post IFRS 16 basis is approximately USD 644 million.

Tim-Oliver Kirschbaum, CEO of Senator International said that Senator’s deep experience and solid transport network will be key to the continued joint success. “We will bring new opportunities to our customers under the Maersk brand.”

Maersk’s stated ambition is to have approximately one third of the annual air tonnage carried within its own controlled freight network, which it intends will be achieved through a combination of owned and leased aircraft.

The remaining capacity will be provided by strategic commercial carriers and charter flight operators.

Sign up for Africa Ports & Ships – it’s free
Added 6 June 2022

♦♦♦♦♦♦♦♦♦

News continues below

GENERAL NEWS REPORTS – UPDATED THROUGH THE DAY

in partnership with – APO

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

♦♦♦♦♦♦♦♦♦

THOUGHT FOR THE WEEK

There are moments in life when a man retreats defensively, when he must give ground, when he must surrender less important positions in order to protect the more important ones. But should it come to the very last, the most important one, at this point a man must halt and stand firm if he doesn’t want to begin life all over again with idle hands and a feeling of being shipwrecked. — Milan Kundera

♠♠♠

News continues below………

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

♦♦♦♦♦♦♦♦♦

TO ADVERTISE HERE

Request a Rate Card from info@africaports.co.za

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.

News continues below

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.

♦♦♦♦♦♦♦♦♦

♠♠♠

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

 

================================================================